Theoretical Parametric Study of the Relative Advantages of Winglets and Wing-Tip Extensions

NASA Technical Reports Server (NTRS)

Heyson, H. H.; Riebe, G. D.; Fulton, C. L.

1977-01-01

For identical increases in bending moment, a winglet provides a greater gain in induced efficiency than tip extension. Winglet toe angle allows design trades between efficiency and root moment. A winglet shows the greatest benefit when the wing loads are heavy near the tip. Washout diminishes the benefit of either tip modification, and the gain in induced efficiency becomes a function of lift coefficient; thus, heavy wing loadings obtain the greatest benefit from a winglet, and low-speed performance is enhanced even more than cruise performance. Both induced efficiency and bending moment increase with winglet length and outward cant. The benefit of a winglet relative to a tip extension is greatest for a nearly vertical winglet. Root bending moment is proportional to the minimum weight of bending material required in the wing; thus, it is a valid index of the impact of tip modifications on a new wing design.

Wake Development behind Paired Wings with Tip and Root Trailing Vortices: Consequences for Animal Flight Force Estimates

PubMed Central

Horstmann, Jan T.; Henningsson, Per; Thomas, Adrian L. R.; Bomphrey, Richard J.

2014-01-01

Recent experiments on flapping flight in animals have shown that a variety of unrelated species shed a wake behind left and right wings consisting of both tip and root vortices. Here we present an investigation using Particle Image Velocimetry (PIV) of the behaviour and interaction of trailing vortices shed by paired, fixed wings that simplify and mimic the wake of a flying animal with a non-lifting body. We measured flow velocities at five positions downstream of two adjacent NACA 0012 aerofoils and systematically varied aspect ratio, the gap between the wings (corresponding to the width of a non-lifting body), angle of attack, and the Reynolds number. The range of aspect ratios and Reynolds number where chosen to be relevant to natural fliers and swimmers, and insect flight in particular. We show that the wake behind the paired wings deformed as a consequence of the induced flow distribution such that the wingtip vortices convected downwards while the root vortices twist around each other. Vortex interaction and wake deformation became more pronounced further downstream of the wing, so the positioning of PIV measurement planes in experiments on flying animals has an important effect on subsequent force estimates due to rotating induced flow vectors. Wake deformation was most severe behind wings with lower aspect ratios and when the distance between the wings was small, suggesting that animals that match this description constitute high-risk groups in terms of measurement error. Our results, therefore, have significant implications for experimental design where wake measurements are used to estimate forces generated in animal flight. In particular, the downstream distance of the measurement plane should be minimised, notwithstanding the animal welfare constraints when measuring the wake behind flying animals. PMID:24632825

Free-Spinning-Tunnel Tests of a 0.057-Scale Model of the Chance Vought XF7U-1 Airplane

NASA Technical Reports Server (NTRS)

Daughtridge, Lee T., Jr.

1948-01-01

An investigation of the spin and recovery characteristics of a 0.057-scale model of the Chance Vought XF7U-1 airplane has been conducted in the Langley 20-foot free-spinning tunnel. The effects of control settings and movements on the erect and inverted spin and recovery characteristics were determined, as were also the effects of extending the wing slats, of center-of-gravity movement, and-of variation in the mass distribution. The investigation also included wing-tip spin-recovery-parachute tests, pilot-escape tests, and rudder-control-force tests. The investigation indicated that the spin and recovery characteristics of the airplane will be satisfactory for all conditions. It was found that a single 4.24-foot (full-scale) parachute when opened alone from the outboard wing tip or two 8.77-foot (full-scale) parachutes when opened simultaneously, one from each wing tip, would effect satisfactory emergency recoveries (the drag coefficients of the parachutes, based on the surface area of the parachute, were 0.83 and 0.70 for the 4.24- and 8.77-foot parachutes, respectively). The towline length in both cases was 25 feet (full scale). Tests results showed that, if the pilot should have to leave the airplane during a spin, he should jump from the outboard side (left side in a right spin) of the cockpit. The rudder-control force necessary for recovery from a spin was found to be rather high but appeared to be within the upper limits of a pilot's capabilities.

Investigation of a free-tip rotor configuration for research on spanwise life distributions and wake velocity surveys of a semi-span wing with a discontinuous twist

NASA Technical Reports Server (NTRS)

Fortin, Paul; Kumagai, Hiroyuki

1989-01-01

A wind tunnel test was conducted in the NASA Ames 7 x 10 Foot Wind Tunnel to investigate the lift distribution on a semi-span wing with a discontinuous change in spanwise twist. The semi-span wing had a tip with an adjustable pitch angle independent on the inboard section pitch angle simulating the free-tip rotor blade when its free-tip is at a deflected position. The spanwise lift distribution over the wing and the tip were measured and three component velocity surveys behind the wing were obtained with a three dimensional laser Doppler velocimeter (LV) with the wing at one angle of attack and the tip deflected at different pitch angles. A six component internal strain gage balance was also used to measure total forces and moments on the tip. The three dimensional lift was computed from the two dimensional life distributions obtained from the LV and from the strain gage balance. The results from both experimental methods are shown to be in agreement with predictions made by a steady, three dimensional panel code, VSAERO.

Calculation of Wing Bending Moments and Tail Loads Resulting from the Jettison of Wing Tips During a Symmetrical Pull-Up

NASA Technical Reports Server (NTRS)

Boshar, John

1947-01-01

A preliminary analytical investigation was made to determine the feasibility of the basic idea of controlled failure points as safety valves for the primary airplane structure. The present analysis considers the possibilities of the breakable wing tip which, in failing as a weak link, would relieve the bending moments on the wing structure. The analysis was carried out by computing the time histories of the wing and stabilizer angle of attack in a 10g pull-up for an XF8F airplane with tips fixed and comparing the results with those for the same maneuver, that is, elevator motion but with tips jettisoned at 8g. The calculations indicate that the increased stability accompanying the loss of the wing tips reduces the bending moment an additional amount above that which would be expected from the initial loss in lift and the inboard shift in load. The vortex shed when the tips are lost may induce a transient load requiring that the tail be made stronger than otherwise.

Spanwise lift distributions and wake velocity surveys of a semi-span wing with a discontinuous twist

NASA Technical Reports Server (NTRS)

Kumagai, Hiroyuki

1989-01-01

A wind tunnel test was conducted in the NASA-Ames 7 x 10 ft wind tunnel to investigate the lift distribution on a semispan wing with a discontinuous change in spanwise twist. The semispan wing had a tip with an adjustable pitch angle independent on the inboard section pitch angle simulating the free tip rotor blade when its free tip is at a deflected position. The spanwise lift distribution over the wing and the tip were measured and three component velocity surveys behind the wing were obtained with a 3-D laser Doppler velocimeter (LV) with the wing at one angle of attack and the tip deflected at different pitch angles. A six-component internal strain gage balance was also used to measure total forces and moments on the tip. The 3-D lift was computed from the 2-D lift distributions obtained from the LV and from the strain gage balance. The results from both experimental methods are shown to be in agreement with predictions made by a steady, 3-D panel code, VSAERO.

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 streamwise (axial) vorticity, as well as relatively large root-mean-square values of streamwise velocity and vorticity. Along the chord of the wing, the vortex interaction gives rise to distinct modes, which may involve either enhancement or suppression of the vortex generated at the tip of the wing. These modes are classified and interpreted in conjunction with computed modes at the Air Force Research Laboratory. Occurrence of a given mode of interaction is predominantly determined by the dimensionless location of the incident vortex relative to the tip of the wing and is generally insensitive to the Reynolds number and dimensionless circulation of the incident vortex. The genesis of the basic modes of interaction is clarified using streamline topology with associated critical points. Whereas formation of an enhanced tip vortex involves a region of large upwash in conjunction with localized flow separation, complete suppression of the tip vortex is associated with a small-scale separation-attachment bubble bounded by downwash at the wing tip. Oscillation of the wing at an amplitude and velocity nearly two orders of magnitude smaller than the wing chord and free stream velocity respectively can give rise to distinctive patterns of upwash, downwash, and shed vorticity, which are dependent on the outboard displacement of the incident vortex relative to the wing tip. Moreover, these patterns are a strong function of the phase of the wing motion during its oscillation cycle. At a given value of phase, the wing oscillation induces upwash that is reinforced by the upwash of the incident vortex, giving a maximum value of net upwash. Conversely, when these two origins of upwash counteract, rather than reinforce, one another during the oscillation cycle, the net upwash has its minimum value. Analogous interpretations hold for regions of maximum and minimum net downwash located outboard of the regions of upwash. During the oscillation cycle of the wing, the magnitude and scale of the vorticity shed from the tip of the wing are directly correlated with the net upwash, which takes different forms related to the outboard displacement of the incident vortex. As the location of the incident vortex is displaced towards the wing tip, both the maximum upwash and the maximum vorticity of the tip vortex initially increase, then decrease. For the limiting case where the incident vortex impinges directly upon the tip of the wing, there is no tip vortex or induced region of upwash. Furthermore, at small values of vortex displacement from the wing tip, the position of the incident vortex varies significantly from its nominal position during the oscillation cycle. For all locations of the incident vortex, it is shown that, despite the small amplitude of the wing motion, the flow topology is fundamentally different at maximum positive and negative values of the wing velocity, that is, they are not symmetric.

Probabilistic Analysis and Design of a Raked Wing Tip for a Commercial Transport

NASA Technical Reports Server (NTRS)

Mason Brian H.; Chen, Tzi-Kang; Padula, Sharon L.; Ransom, Jonathan B.; Stroud, W. Jefferson

2008-01-01

An approach for conducting reliability-based design and optimization (RBDO) of a Boeing 767 raked wing tip (RWT) is presented. The goal is to evaluate the benefits of RBDO for design of an aircraft substructure. A finite-element (FE) model that includes eight critical static load cases is used to evaluate the response of the wing tip. Thirteen design variables that describe the thickness of the composite skins and stiffeners are selected to minimize the weight of the wing tip. A strain-based margin of safety is used to evaluate the performance of the structure. The randomness in the load scale factor and in the strain limits is considered. Of the 13 variables, the wing-tip design was controlled primarily by the thickness of the thickest plies in the upper skins. The report includes an analysis of the optimization results and recommendations for future reliability-based studies.

The Aerodynamic Optimization of Wings at Subsonic Speeds and the Influence of Wingtip Design. Thesis

NASA Technical Reports Server (NTRS)

Zimmer, H.

1987-01-01

Some of the objectives of modern aircraft development are related to the achievement of reduced fuel consumption and aircraft noise. This investigation is mainly concerned with the aerodynamic aspects of aircraft development, i.e., reduction of induced drag. New studies of wing design, and in particular wing tips, are considered. Induced drag is important since, in cruising flight, it accounts for approximately one-third of the entire drag for the aircraft, and one-half while climbing. A survey is presented for the wing geometries and wing tip designs studied, and theoretical investigations of different planar wings with systematically varied wing tip forms are conducted. Attention is also paid to a theoretical study of some planar and nonplanar wings and their comparison with experimental data.

Spinning Characteristics of Wings III : a Rectangular and Tapered Clark Y Monoplane Wing with Rounded Tips

NASA Technical Reports Server (NTRS)

Bamber, M J; House, R O

1937-01-01

An investigation was made to determine the spinning characteristics of Clark Y monoplane wings with different plan forms. A rectangular wing and a wing tapered 5:2, both with rounded tips, were tested on the N.A.C.A. spinning balance in the 5-foot vertical wind tunnel. The aerodynamic characteristics of the models and a prediction of the angles of sideslip for steady spins are given. Also included is an estimate of the yawning moment that must be furnished by the parts of the airplane to balance the inertia couples and wing yawing moment for spinning equilibrium. The effects on the spin of changes in plan form and of variations of some of the important parameters are discussed and the results are compared with those for a rectangular wing with square tips. It is concluded that for a conventional monoplane using Clark Y wing the sideslip will be algebraically larger for the wing with the rounded tip than for the wing with the square tip and will be largest for the tapered wing. The effect of plan form on the spin will vary with the type of airplane; and the provision of a yawing-moment coefficient of -0.025 (i.e., opposing the spin) by the tail, fuselage, and interference effects will insure against the attainment of equilibrium on a steady spin for any of the plan forms tested and for any of the parameters used in the analysis.

Investigation of the Effect of Tip Tanks on the Wing Loading of a Republic F-84 Airplane in the Ames 40- by 80-foot Wind Tunnel

NASA Technical Reports Server (NTRS)

Hunton, Lynn W.; Dew, Joseph K.; Salisbury, Ralph D.

1949-01-01

Wind-tunnel tests at low Mach number of a Republic F-84C airplane were conducted to determine by pressure-distribution measurements the air loads on wing-tip tanks and the change in wing load distribution due to the presence of tip tanks. Measurements of the aeroelastic twist of the wing were also obtained. Results are presented in the form of loading coefficient, center-of- pressure location, pitching-moment coefficient, aerodynamic-center location, and aeroelastic twist. The investigation revealed that the redistributions in loading brought about by either the tip tanks or elastic deformation of the wing were relatively small when compared with the chnnges in loading normally associated with the deflection of an aileron.

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.

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.

Selected advanced aerodynamics and active controls technology concepts development on a derivative B-747 aircraft

NASA Technical Reports Server (NTRS)

1983-01-01

Analytical design and wind tunnel test evaluations covering the feasibility of applying wing tip extensions, winglets, and active control wing had alleviation to the model B747 are described. Aerodynamic improvement offered by wing tip extension and winglet individually, and the combined aerodynamic and weight improvements when wing load alleviation is combined with the tip extension or the winglet are evaluated. Results are presented in the form of incremental effects on weight mission range, fuel usage, cost, and airline operating economics.

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

PubMed Central

2017-01-01

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

Computational investigation of cicada aerodynamics in forward flight.

PubMed

Wan, Hui; Dong, Haibo; Gai, Kuo

2015-01-06

Free forward flight of cicadas is investigated through high-speed photogrammetry, three-dimensional surface reconstruction and computational fluid dynamics simulations. We report two new vortices generated by the cicada's wide body. One is the thorax-generated vortex, which helps the downwash flow, indicating a new phenomenon of lift enhancement. Another is the cicada posterior body vortex, which entangles with the vortex ring composed of wing tip, trailing edge and wing root vortices. Some other vortex features include: independently developed left- and right-hand side leading edge vortex (LEV), dual-core LEV structure at the mid-wing region and near-wake two-vortex-ring structure. In the cicada forward flight, approximately 79% of the total lift is generated during the downstroke. Cicada wings experience drag in the downstroke, and generate thrust during the upstroke. Energetics study shows that the cicada in free forward flight consumes much more power in the downstroke than in the upstroke, to provide enough lift to support the weight and to overcome drag to move forward.

Computational investigation of cicada aerodynamics in forward flight

PubMed Central

Wan, Hui; Dong, Haibo; Gai, Kuo

2015-01-01

Free forward flight of cicadas is investigated through high-speed photogrammetry, three-dimensional surface reconstruction and computational fluid dynamics simulations. We report two new vortices generated by the cicada's wide body. One is the thorax-generated vortex, which helps the downwash flow, indicating a new phenomenon of lift enhancement. Another is the cicada posterior body vortex, which entangles with the vortex ring composed of wing tip, trailing edge and wing root vortices. Some other vortex features include: independently developed left- and right-hand side leading edge vortex (LEV), dual-core LEV structure at the mid-wing region and near-wake two-vortex-ring structure. In the cicada forward flight, approximately 79% of the total lift is generated during the downstroke. Cicada wings experience drag in the downstroke, and generate thrust during the upstroke. Energetics study shows that the cicada in free forward flight consumes much more power in the downstroke than in the upstroke, to provide enough lift to support the weight and to overcome drag to move forward. PMID:25551136

Experiments on tip vortices interacting with downstream wings

NASA Astrophysics Data System (ADS)

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

2018-05-01

The interaction of meandering tip vortices shed from a leading wing with a downstream wing was investigated experimentally in a water tunnel using flow visualization, particle image velocimetry measurements, and volumetric velocity measurements. Counter-rotating upstream vortices may exhibit sudden variations of the vortex core location when the wing-tip separation is within approximately twice the vortex core radius. This is caused by the formation of vortex dipoles near the wing tip. In contrast, co-rotating upstream vortices do not exhibit such sensitivity. Large spanwise displacement of the trajectory due to the image vortex is possible when the incident vortex is further inboard. For both co-rotating and counter-rotating vortices, as long as there is no direct impingement upon the wing, there is a little change in the structure of the time-averaged vortex past the wing, even though the tip vortex shed from the downstream wing may be substantially weakened or strengthened. In the absence of the downstream wing, as well as for weak interactions, the most energetic unsteady modes represent the first helical mode | m| = 1, which is estimated from the three-dimensional Proper Orthogonal Decomposition modes and has a very large wavelength, on the order of 102 times the vortex core radius, λ/ a = O(102). Instantaneous vorticity measurements as well as flow visualization suggest the existence of a smaller wavelength, λ/ a = 5-6, which is not among the most energetic modes. These two-orders of magnitude different wavelengths are in agreement with the previous measurements of tip vortices and also exhibit qualitative agreement with the transient energy growth analysis. The very long wavelength mode in the upstream vortex may persist during the interaction, and reveal coupling with the trailing vortex as well as increased meandering.

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.

NACA 0015 wing pressure and trailing vortex measurements

NASA Technical Reports Server (NTRS)

Mcalister, K. W.; Takahashi, R. K.

1991-01-01

A NACA 0015 semispan wing was placed in a low-speed wind tunnel, and measurements were made of the pressure on the upper and lower surface of the wing and of velocity across the vortex trailing downstream from the tip of the wing. Pressure data were obtained for both 2-D and 3-D configurations. These data feature a detailed comparison between wing tips with square and round lateral edges. A two-component laser velocimeter was used to measure velocity profiles across the vortex at numerous stations behind the wing and for various combinations of conditions. These conditions include three aspect ratios, three chord lengths, a square- and a round lateral-tip, presence or absence of a boundary-layer trip, and three image plane positions located opposite the wing tip. Both pressure and velocity measurements were made for the angles of attack 4 deg less than or equal to alpha less than or equal to 12 deg and for Reynolds numbers 1 x 10(exp 6) less than or equal to Re less than or equal to 3 x 10(exp 6).

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

PubMed

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

2017-05-01

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

Measurements of Supersonic Wing Tip Vortices

NASA Technical Reports Server (NTRS)

Smart, Michael K.; Kalkhoran, Iraj M.; Benston, James

1994-01-01

An experimental survey of supersonic wing tip vortices has been conducted at Mach 2.5 using small performed 2.25 chords down-stream of a semi-span rectangular wing at angle of attack of 5 and 10 degrees. The main objective of the experiments was to determine the Mach number, flow angularity and total pressure distribution in the core region of supersonic wing tip vortices. A secondary aim was to demonstrate the feasibility of using cone probes calibrated with a numerical flow solver to measure flow characteristics at supersonic speeds. Results showed that the numerically generated calibration curves can be used for 4-hole cone probes, but were not sufficiently accurate for conventional 5-hole probes due to nose bluntness effects. Combination of 4-hole cone probe measurements with independent pitot pressure measurements indicated a significant Mach number and total pressure deficit in the core regions of supersonic wing tip vortices, combined with an asymmetric 'Burger like' swirl distribution.

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.

Wind tunnel research comparing lateral control devices, particularly at high angles of attack XI : various floating tip ailerons on both rectangular and tapered wings

NASA Technical Reports Server (NTRS)

Weick, Fred E; Harris, Thomas A

1933-01-01

Discussed here are a series of systematic tests being conducted to compare different lateral control devices with particular reference to their effectiveness at high angles of attack. The present tests were made with six different forms of floating tip ailerons of symmetrical section. The tests showed the effect of the various ailerons on the general performance characteristics of the wing, and on the lateral controllability and stability characteristics. In addition, the hinge moments were measured for the most interesting cases. The results are compared with those for a rectangular wing with ordinary ailerons and also with those for a rectangular wing having full-chord floating tip ailerons. Practically all the floating tip ailerons gave satisfactory rolling moments at all angles of attack and at the same time gave no adverse yawing moments of appreciable magnitude. The general performance characteristics with the floating tip ailerons, however, were relatively poor, especially the rate of climb. None of the floating tip ailerons entirely eliminated the auto rotational moments at angles of attack above the stall, but all of them gave lower moments than a plain wing. Some of the floating ailerons fluttered if given sufficiently large deflection, but this could have been eliminated by moving the hinge axis of the ailerons forward. Considering all points including hinge moments, the floating tip ailerons on the wing with 5:1 taper are probably the best of those which were tested.

KSC-99pp1270

NASA Image and Video Library

1999-11-01

Six of the KSC workers who supported recent X-34 modifications pose in front of the modified A-1A vehicle at Edwards Air Force Base, Calif. From left are Mike Lane, Roger Cartier, Dave Rowell, Mike Dininny, Bryan Taylor and James Niehoff Jr. Not shown are Kevin Boughner and Jerry Moscoso. Since September, the eight NASA engineering technicians from KSC's Engineering Prototype Lab have assisted Orbital Sciences Corporation and NASA's Dryden Flight Research Center in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, known as A-1A. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala

KSC technicians on team to modify X-34

NASA Technical Reports Server (NTRS)

1999-01-01

Six of the KSC workers who supported recent X-34 modifications pose in front of the modified A-1A vehicle at Edwards Air Force Base, Calif. From left are Mike Lane, Roger Cartier, Dave Rowell, Mike Dininny, Bryan Taylor and James Niehoff Jr. Not shown are Kevin Boughner and Jerry Moscoso. Since September, the eight NASA engineering technicians from KSC's Engineering Prototype Lab have assisted Orbital Sciences Corporation and NASA's Dryden Flight Research Center in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, known as A-1A. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala.

The Influence of Tip Shape on the Wing Load Distribution as Determined by Flight Tests

NASA Technical Reports Server (NTRS)

Rhode, Richard V

1935-01-01

Pressure measurements were made in flight on the right upper wing of an M-3 airplane. The effects of tip plan form, washout, and transverse camber were investigated with eight tip forms in unyawed conditions through the range of positive lift coefficients from zero lift to the stall. The conclusion is that the tip plan form does not influence the span distribution of the coefficients of normal force and moment. It is shown inferentially that temperature, humidity, and the aging of the wood and fabric wing structure used on the M-3 airplane have an appreciable influence on the load distribution.

Aerodynamics of tip-reversal upstroke in a revolving pigeon wing.

PubMed

Crandell, Kristen E; Tobalske, Bret W

2011-06-01

During slow flight, bird species vary in their upstroke kinematics using either a 'flexed wing' or a distally supinated 'tip-reversal' upstroke. Two hypotheses have been presented concerning the function of the tip-reversal upstroke. The first is that this behavior is aerodynamically inactive and serves to minimize drag. The second is that the tip-reversal upstroke is capable of producing significant aerodynamic forces. Here, we explored the aerodynamic capabilities of the tip-reversal upstroke using a well-established propeller method. Rock dove (Columba livia, N=3) wings were spread and dried in postures characteristic of either mid-upstroke or mid-downstroke and spun at in vivo Reynolds numbers to simulate forces experienced during slow flight. We compared 3D wing shape for the propeller and in vivo kinematics, and found reasonable kinematic agreement between methods (mean differences 6.4% of wing length). We found that the wing in the upstroke posture is capable of producing substantial aerodynamic forces. At in vivo angles of attack (66 deg at mid-upstroke, 46 deg at mid-downstroke), the upstroke wings averaged for three birds produced a lift-to-drag ratio of 0.91, and the downstroke wings produced a lift-to-drag ratio of 3.33. Peak lift-to-drag ratio was 2.5 for upstroke and 6.3 for downstroke. Our estimates of total force production during each half-stroke suggest that downstroke produces a force that supports 115% of bodyweight, and during upstroke a forward-directed force (thrust) is produced at 36% of body weight.

Study of potential aerodynamic benefits from spanwise blowing at wingtip. Ph.D. Thesis - George Washington Univ., 1992

NASA Technical Reports Server (NTRS)

Mineck, Raymond E.

1995-01-01

Comprehensive experimental and analytical studies have been conducted to assess the potential aerodynamic benefits from spanwise blowing at the tip of a moderate-aspect-ratio swept wing. Previous studies on low-aspect-ratio wings indicated that blowing from the wingtip can diffuse the tip vortex and displace it outward. The diffused and displaced vortex will induce a smaller downwash at the wing, and consequently the wing will have increased lift and decreased induced drag at a given angle of attack. Results from the present investigation indicated that blowing from jets with a short chord had little effect on lift or drag, but blowing from jets with a longer chord increased lift near the tip and reduced drag at low Mach numbers. A Navier-Stokes solver with modified boundary conditions at the tip was used to extrapolate the results to a Mach number of 0.72. Calculations indicated that lift and drag increase with increasing jet momentum coefficient. Because the momentum of the jet is typically greater than the reduction in the wing drag and the increase in the wing lift due to spanwise blowing is small, spanwise blowing at the wingtip does not appear to be a practical means of improving the aerodynamic efficiency of moderate-aspectratio swept wings at high subsonic Mach numbers.

On the aerodynamic forces of flapping finite-wings in forward flight: a numerical study

NASA Astrophysics Data System (ADS)

Gonzalo, Alejandro; Uhlmann, Markus; Garcia-Villalba, Manuel; Flores, Oscar

2017-11-01

We study the flow around two flapping wings in forward flight at a low Reynolds number, Re = 500 , with 3D direct numerical simulations. The flow solver used is TUCAN, an in-house code which solves the Navier-Stokes equations for incompressible flow using an immersed boundary method to model the presence of the wings. The wings are rectangular with a NACA0012 airfoil of chord c as a cross-section. They are located side by side at a distance 0.5 c between their inboard tips. The wings flap with respect to an axis parallel to the streamwise velocity, without pitching. The angle of rotation is defined using a sinusoidal function with a reduced frequency k = 1 and an amplitude such that the maximum height of the outboard tips is c in all cases. We perform several simulations varying the aspect ratio of the wings (AR = 2 and 4) and the distance between the inboard tip of the wings and the axis of rotation (R = 0 , 2 and ∞), the latter case corresponding to wings in heaving motion. In this way we can study the variation of the fictitious forces on the wings and the induced spanwise flows, and their relation to the vortical structures on the wing (i.e. leading edge vortex, trailing edge votex, tip vortices) and the resulting aerodynamic forces. This work was funded by project TRA2013-41103-P (Mineco/Feder UE). The simulations were partially performed at the Steinbuch Centre for Computing, Karlsruhe, whose support is thankfully acknowledged.

A Finite Element Analysis of a Carbon Fiber Composite Micro Air Vehicle Wing

DTIC Science & Technology

2012-03-22

3. Errors in the manufacturing of the laminate resulting in errors in ply orientation. Each of these was examined in order to determine a root ...material properties. 4.2.4. Vein Width The widths of the individual veins of the manufactured wing were varied linearly from root to tip of the...wing. In the sizing of the engineered wing, the width of the veins were varied linearly from the root of the vein to the tip. For manufacturing

Steady and unsteady aerodynamic forces from the SOUSSA surface-panel method for a fighter wing with tip missile and comparison with experiment and PANAIR

NASA Technical Reports Server (NTRS)

Cunningham, Herbert J.

1987-01-01

The body surface-panel method SOUSSA is applied to calculate steady and unsteady lift and pitching moment coefficients on a thin fighter-type wing model with and without a tip-mounted missile. Comparisons are presented with experimental results and with PANAIR and PANAIR-related calculations for Mach numbers from 0.6 to 0.9. In general the SOUSSA program, the experiments, and the PANAIR (and related) programs give lift and pitching-moment results which agree at least fairly well, except for the unsteady clean-wing experimental moment and the unsteady moment on the wing tip body calculated by a PANAIR-predecessor program at a Mach number of 0.8.

On the Lateral Static Stability of Low-Aspect-Ratio Rectangular Wings

NASA Astrophysics Data System (ADS)

Linehan, Thomas; Mohseni, Kamran

2017-11-01

Low-aspect-ratio rectangular wings experience a reduction in lateral static stability at angles of attack distinct from that of lift stall. Stereoscopic digital particle image velocimetry is used to elucidate the flow physics behind this trend. Rectangular wings of AR = 0.75, 1, 1.5, 3 were tested at side-slip angles β = -10° and 0° with angle of attack varied in the range α =10° -40° . In side-slip, the leading-edge separation region emerges on the leeward wing where leading-edge flow reattachment is highly intermittent due to vortex shedding. The tip vortex downwash of the AR < 1.5 wings is sufficient to restrict the shedding of leading-edge vorticity, enabling sustained lift from the leading-edge separation region to high angles of attack. The windward tip vortex grows in size with increasing angle of attack, occupying an increasingly larger percentage of the windward wing. At high angles of attack pre-lift stall, the windward tip vortex lifts off the wing, resulting in separated flow underneath it. The downwash of the AR = 3 wing is insufficient to reattach the leading-edge flow at high incidence. The flow stalls on the leeward wing with stalled flow expanding upstream toward the windward wing with increasing angle of attack.

Short revolving wings enable hovering animals to avoid stall and reduce drag

NASA Astrophysics Data System (ADS)

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

2014-11-01

Long and slender wings reduce the drag of airplanes, helicopters, and gliding animals, which operate at low angle of attack (incidence). Remarkably, there is no evidence for such influence of wing aspect ratio on the energetics of hovering animals that operate their wings at much higher incidence. High incidence causes aircraft wings to stall, hovering animals avoid stall by generating an attached vortex along the leading edge of their wings that elevates lift. Hypotheses that explain this capability include the necessity for a short radial distance between the shoulder joint and wing tip, measured in chord lengths, instead of the long tip-to-tip distance that elevates aircraft performance. This stems from how hovering animals revolve their wings around a joint, a condition for which the precise effect of aspect ratio on stall performance is unknown. Here we show that the attachment of the leading edge vortex is determined by wing aspect ratio with respect to the center of rotation-for a suite of aspect ratios that represent both animal and aircraft wings. The vortex remains attached when the local radius is shorter than 4 chord lengths, and separates outboard on more slender wings. Like most other hovering animals, hummingbirds have wing aspect ratios between 3 and 4, much stubbier than helicopters. Our results show this makes their wings robust against flow separation, which reduces drag below values obtained with more slender wings. This revises our understanding of how aspect ratio improves performance at low Reynolds numbers.

An Airplane Design having a Wing with Fuselage Attached to Each Tip

NASA Technical Reports Server (NTRS)

Spearman, Leroy M.

2001-01-01

This paper describes the conceptual design of an airplane having a low aspect ratio wing with fuselages that are attached to each wing tip. The concept is proposed for a high-capacity transport as an alternate to progressively increasing the size of a conventional transport design having a single fuselage with cantilevered wing panels attached to the sides and tail surfaces attached at the rear. Progressively increasing the size of conventional single body designs may lead to problems in some area's such as manufacturing, ground-handling and aerodynamic behavior. A limited review will be presented of some past work related to means of relieving some size constraints through the use of multiple bodies. Recent low-speed wind-tunnel tests have been made of models representative of the inboard-wing concept. These models have a low aspect ratio wing with a fuselage attached to each tip. Results from these tests, which included force measurements, surface pressure measurements, and wake surveys, will be presented herein.

Space shuttle: Static aerodynamic characteristics and control effectiveness of two delta wing orbiter configurations (M equals 0.6 to 4.96)

NASA Technical Reports Server (NTRS)

Ellis, R. R.; Buchholz, R. E.; Moore, J. A.

1972-01-01

Two 0.00325-scale models of a space shuttle orbiter were tested in trisonic wind tunnel to obtain force, static stability, and control effectiveness data by six component internal strain gauge balance. Two separate configurations were tested; however, the fuselage and basic wing were of one-piece construction. The configurations were varied by replacing the straight wing tip extensions with upswept wing tips. Directional stability was provided for one configuration by a centerline vertical tail. Due to the one-piece body/wing construction, no body-alone data were obtained. The effect of tip fins and vertical tail size were, however, investigated. Both configurations were tested over a Mach range of 0.6 to 4.96 with data taken at angles of attack from minus 4 deg to 60 deg and at angles of sideslip from minus 4 deg to 10 deg.

Numerical and Experimental Validation of the Optimization Methodologies for a Wing-Tip Structure Equipped with Conventional and Morphing Ailerons =

NASA Astrophysics Data System (ADS)

Koreanschi, Andreea

In order to answer the problem of 'how to reduce the aerospace industry's environment footprint?' new morphing technologies were developed. These technologies were aimed at reducing the aircraft's fuel consumption through reduction of the wing drag. The morphing concept used in the present research consists of replacing the conventional aluminium upper surface of the wing with a flexible composite skin for morphing abilities. For the ATR-42 'Morphing wing' project, the wing models were manufactured entirely from composite materials and the morphing region was optimized for flexibility. In this project two rigid wing models and an active morphing wing model were designed, manufactured and wind tunnel tested. For the CRIAQ MDO 505 project, a full scale wing-tip equipped with two types of ailerons, conventional and morphing, was designed, optimized, manufactured, bench and wind tunnel tested. The morphing concept was applied on a real wing internal structure and incorporated aerodynamic, structural and control constraints specific to a multidisciplinary approach. Numerical optimization, aerodynamic analysis and experimental validation were performed for both the CRIAQ MDO 505 full scale wing-tip demonstrator and the ATR-42 reduced scale wing models. In order to improve the aerodynamic performances of the ATR-42 and CRIAQ MDO 505 wing airfoils, three global optimization algorithms were developed, tested and compared. The three algorithms were: the genetic algorithm, the artificial bee colony and the gradient descent. The algorithms were coupled with the two-dimensional aerodynamic solver XFoil. XFoil is known for its rapid convergence, robustness and use of the semi-empirical e n method for determining the position of the flow transition from laminar to turbulent. Based on the performance comparison between the algorithms, the genetic algorithm was chosen for the optimization of the ATR-42 and CRIAQ MDO 505 wing airfoils. The optimization algorithm was improved during the CRIAQ MDO 505 project for convergence speed by introducing a two-step cross-over function. Structural constraints were introduced in the algorithm at each aero-structural optimization interaction, allowing a better manipulation of the algorithm and giving it more capabilities of morphing combinations. The CRIAQ MDO 505 project envisioned a morphing aileron concept for the morphing upper surface wing. For this morphing aileron concept, two optimization methods were developed. The methods used the already developed genetic algorithm and each method had a different design concept. The first method was based on the morphing upper surface concept, using actuation points to achieve the desired shape. The second method was based on the hinge rotation concept of the conventional aileron but applied at multiple nodes along the aileron camber to achieve the desired shape. Both methods were constrained by manufacturing and aerodynamic requirements. The purpose of the morphing aileron methods was to obtain an aileron shape with a smoother pressure distribution gradient during deflection than the conventional aileron. The aerodynamic optimization results were used for the structural optimization and design of the wing, particularly the flexible composite skin. Due to the structural changes performed on the initial wing-tip structure, an aeroelastic behaviour analysis, more specific on flutter phenomenon, was performed. The analyses were done to ensure the structural integrity of the wing-tip demonstrator during wind tunnel tests. Three wind tunnel tests were performed for the CRIAQ MDO 505 wing-tip demonstrator at the IAR-NRC subsonic wind tunnel facility in Ottawa. The first two tests were performed for the wing-tip equipped with conventional aileron. The purpose of these tests was to validate the control system designed for the morphing upper surface, the numerical optimization and aerodynamic analysis and to evaluate the optimization efficiency on the boundary layer behaviour and the wing drag. The third set of wind tunnel tests was performed on the wing-tip equipped with a morphing aileron. The purpose of this test was to evaluate the performances of the morphing aileron, in conjunction with the active morphing upper surface, and their effect on the lift, drag and boundary layer behaviour. Transition data, obtained from Infrared Thermography, and pressure data, extracted from Kulite and pressure taps recordings, were used to validate the numerical optimization and aerodynamic performances of the wing-tip demonstrator. A set of wind tunnel tests was performed on the ATR-42 rigid wing models at the Price-Paidoussis subsonic wind tunnel at Ecole de technologie Superieure. The results from the pressure taps recordings were used to validate the numerical optimization. A second derivative of the pressure distribution method was applied to evaluate the transition region on the upper surface of the wing models for comparison with the numerical transition values. (Abstract shortened by ProQuest.).

Can Wing Tip Vortices Be Accurately Simulated?

DTIC Science & Technology

2011-07-01

additional tail buffeting.2 In commercial applications, winglets have been installed on passenger aircraft to minimize vortex formation and reduce lift...air. In military applications, wing tip In commercial applications, winglets have been installed on passenger aircraft to minimize increases with downstream distances.

KSC-07pd2901

NASA Image and Video Library

2007-10-20

KENNEDY SPACE CENTER, FLA. -- Debris from apparent contact with a tree near Kennedy Space Center's Shuttle Landing Facility can be seen in the strobe light cavity on the left side of one of NASA's Shuttle Training Aircraft, or STA. The left position light and wing tip also received minor damage. The incident occurred during landing about 6:30 p.m. EDT Oct. 19 following a training session. An STA flight instructor was piloting the aircraft. The flight crew was unaware of any contact with the tree, and there were no injuries. Thunderstorms were in the area at the time of the incident, which is under investigation. The STA is a twin-engine Gulfstream II jet that was modified to simulate a space shuttle during landing. Photo credit: NASA/Kim Shiflett

KSC-07pd2900

NASA Image and Video Library

2007-10-20

KENNEDY SPACE CENTER, FLA. -- Debris from apparent contact with a tree near Kennedy Space Center's Shuttle Landing Facility can be seen in the position light cavity on the left side of one of NASA's Shuttle Training Aircraft, or STA. The left strobe light and wing tip also received minor damage. The incident occurred during landing about 6:30 p.m. EDT Oct. 19 following a training session. An STA flight instructor was piloting the aircraft. The flight crew was unaware of any contact with the tree, and there were no injuries. Thunderstorms were in the area at the time of the incident, which is under investigation. The STA is a twin-engine Gulfstream II jet that was modified to simulate a space shuttle during landing. Photo credit: NASA/Kim Shiflett

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

NASA Technical Reports Server (NTRS)

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

1980-01-01

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

Exploring bird aerodynamics using radio-controlled models.

PubMed

Hoey, Robert G

2010-12-01

A series of radio-controlled glider models was constructed by duplicating the aerodynamic shape of soaring birds (raven, turkey vulture, seagull and pelican). Controlled tests were conducted to determine the level of longitudinal and lateral-directional static stability, and to identify the characteristics that allowed flight without a vertical tail. The use of tail-tilt for controlling small bank-angle changes, as observed in soaring birds, was verified. Subsequent tests, using wing-tip ailerons, inferred that birds use a three-dimensional flow pattern around the wing tip (wing tip vortices) to control adverse yaw and to create a small amount of forward thrust in gliding flight.

Effect of inlet ingestion of a wing tip vortex on compressor face flow and turbojet stall margin

NASA Technical Reports Server (NTRS)

Mitchell, G. A.

1975-01-01

A two-dimensional inlet was alternately mated to a coldpipe plug assembly and a J85-GE-13 turbojet engine, and placed in a Mach 0.4 stream so as to ingest the tip vortex of a forward mounted wing. Vortex properties were measured just forward of the inlet and at the compressor face. Results show that ingestion of a wing tip vortex by a turbojet engine can cause a large reduction in engine stall margin. The loss in stall compressor pressure ratio was primarily dependent on vortex location and rotational direction and not on total-pressure distortion.

Wind tunnel tests of a free-wing/free-trimmer model

NASA Technical Reports Server (NTRS)

Sandlin, D. R.

1982-01-01

The riding qualities of an aircraft with low wing loading can be improved by freeing the wing to rotate about its spanwise axis. A trimming surface also free to rotate about its spanwise axis can be added at the wing tips to permit the use of high lift devices. Wind tunnel tests of the free wing/free trimmer model with the trimmer attached to the wing tips aft of the wing chord were conducted to validate a mathematical model developed to predict the dynamic characteristics of a free wing/free trimmer aircraft. A model consisting of a semispan wing with the trimmer mounted on with the wing on an air bearing and the trimmer on a ball bearing was displaced to various angles of attack and released. The damped oscillations of the wing and trimmer were recorded. Real and imaginary parts of the characteristic equations of motion were determined and compared to values predicted using the mathematical model.

Spanwise measurements of vertical components of atmospheric turbulence

NASA Technical Reports Server (NTRS)

Sleeper, Robert K.

1990-01-01

Correlation and spectrum magnitude estimates are computed for vertical gust velocity measurements at the nose and wing tips of a NASA B-57B aircraft for six level flight, low speed and low altitude runs and are compared with those of the von Karman atmospheric turbulence model extended for spanwise relationships. The distance between the wing tips was 62.6 ft. Airspeeds ranged from about 330 to 400 ft/sec, heights above the ground ranged from near ground level to about 5250 ft. and gust velocity standard deviations ranged from 4.10 to 8.86 ft/sec. Integral scale lengths, determined by matching measured autocorrelation estimates with those of the model, ranged from 410 to 2050 ft. Digital signals derived from piezoelectric sensors provided continuous pressure and airspeed measurements. Some directional acceleration sensitivity of the sensors was eliminated by sensor orientation, and their performance was spectrally verified for the higher frequencies with supplemental onboard piezoresistive sensors. The model appeared to satisfactorily predict the trends of the measured cross-correlations and cross-spectrum magnitudes, particularly between the nose and wing tips. However, the measured magnitude estimates of the cross-spectra between the wing tips exceeded the predicted levels at the higher frequencies. Causes for the additional power across the wing tips were investigated. Vertical gust velocity components evaluated along and lateral to the flight path implied that the frozen-turbulence-field assumption is a suitable approximation.

Aerodynamic Analysis of Variable Geometry Raked Wingtips for Mid-Range Transonic Transport Aircraft

NASA Astrophysics Data System (ADS)

Jingeleski, David J.

Previous applications have shown that a wingtip treatment on a commercial airliner will reduce drag and increase fuel efficiency and the most common types of treatment are blended winglets and raked wingtips. With Boeing currently investigating novel designs for its next generation of airliners, a variable geometry raked wingtip novel control effector (VGRWT/NCE) was studied to determine the aerodynamic performance benefits over an untreated wingtip. The Boeing SUGAR design employing a truss-braced wing was selected as the baseline. Vortex lattice method (VLM) and computational fluid dynamics (CFD) software was implemented to analyze the aerodynamic performance of such a configuration applied to a next-generation, transonic, mid-range transport aircraft. Several models were created to simulate various sweep positions for the VGRWT/NCE tip, as well as a baseline model with an untreated wingtip. The majority of investigation was conducted using the VLM software, with CFD used largely as a validation of the VLM analysis. The VGRWT/NCE tip was shown to increase the lift of the wing while also decreasing the drag. As expected, the unswept VGRWT/NCE tip increases the amount of lift available over the untreated wingtip, which will be very beneficial for take-off and landing. Similarly, the swept VGRWT/NCE tip reduced the drag of the wing during cruise compared to the unmodified tip, which will favorably impact the fuel efficiency of the aircraft. Also, the swept VGRWT/NCE tip showed an increase in moment compared to the unmodified wingtip, implying an increase in stability, as well providing an avenue for roll control and gust alleviation for flexible wings. CFD analysis validated VLM as a useful low fidelity tool that yielded quite accurate results. The main results of this study are tabulated "deltas" in the forces and moments on the VGRWT/NCE tip as a function of sweep angle and aileron deflection compared to the baseline wing. A side study of the effects of the joint between the main wing and the movable tip showed that the drag impact can be kept small by careful design.

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

NASA Technical Reports Server (NTRS)

Lokos, William A.; Miller, Eric J.; Hudson, Larry D.; Holguin, Andrew C.; Neufeld, David C.; 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 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 airbags 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 lb. Twenty-six load cases were applied with the aircraft resting on its landing gear, and 16 load cases were performed with the aircraft supported by the nose gear and three airbags around the center of gravity. Maximum wing tip deflection reached 17 inches. An assortment of 2, 3, 4, and 5 strain-gage load equations were derived and evaluated against independent check cases. The better load equations had root mean square errors less than 1 percent. Test techniques and lessons learned are discussed.

The Flying Diamond: A joined aircraft configuration design project, volume 1

NASA Technical Reports Server (NTRS)

Ball, Chris; Czech, Joe; Lentz, Bryan; Kobashigawa, Daryl; Oishi, Curtis; Poladian, David

1988-01-01

The results of the analysis conducted on the Joined Wing Configuration study are presented. The joined wing configuration employs a conventional fuselage and incorporates two wings joined together near their tips to form a diamond shape in both plan view and front view. The arrangement of the lifting surfaces uses the rear wing as a horizontal tail and as a forward wing strut. The rear wing has its root at the tip of the vertical stabilizer and is structurally attached to the trailing edge of the forward wing. This arrangement of the two wings forms a truss structure which is inherently resistant to the aerodynamic bending loads generated during flight. This allows for a considerable reduction in the weight of the lifting surfaces. With smaller internal wing structures needed, the Joined Wing may employ thinner wings which are more suitable for supersonic and hypersonic flight, having less induced drag than conventional cantilever winged aircraft. Inherent in the Joined Wing is the capability of the generation of direct lift and side force which enhance the performance parameters.

Numerical simulation of tip vortices of wings in subsonic and transonic flows

NASA Technical Reports Server (NTRS)

Srinivasan, G. R.; Mccroskey, W. J.; Baeder, J. D.; Edwards, T. A.

1986-01-01

A multi block zonal algorithm which solves the thin-layer Navier-Stokes and the Euler equations is used to numerically simulate the formation and roll-up of the tip vortex in both subsonic and transonic flows. Four test cases which used small and large aspect ratio wings have been considered to examine the influence of the tip-cap shape, the tip planform and the free-stream Mach number. It appears that both the tip-planform and the tip-cap shape have some influence on the formation of the tip vortex, but its subsequent roll-up seems to be more influenced by the tip-planform shape. In general, a good definition of the formation and the roll-up of the tip vortex has been observed for all the cases considered here. Comparions of the numerical results with the limited, available experimental data show good agreement with both the surface pressures and the tip-vortex strength.

Aerodynamic Comparison of Hyper-Elliptic Cambered Span (HECS) Wings with Conventional Configurations

NASA Technical Reports Server (NTRS)

Lazos, Barry S.; Visser, Kenneth D.

2006-01-01

An experimental study was conducted to examine the aerodynamic and flow field characteristics of hyper-elliptic cambered span (HECS) wings and compare results with more conventional configurations used for induced drag reduction. Previous preliminary studies, indicating improved L/D characteristics when compared to an elliptical planform prompted this more detailed experimental investigation. Balance data were acquired on a series of swept and un-swept HECS wings, a baseline elliptic planform, two winglet designs and a raked tip configuration. Seven-hole probe wake surveys were also conducted downstream of a number of the configurations. Wind tunnel results indicated aerodynamic performance levels of all but one of the HECS wings exceeded that of the other configurations. The flow field data surveys indicate the HECS configurations displaced the tip vortex farther outboard of the wing than the Baseline configuration. Minimum drag was observed on the raked tip configuration and it was noted that the winglet wake lacked the cohesive vortex structure present in the wakes of the other configurations.

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

NASA Technical Reports Server (NTRS)

Tucker, Warren A; Nelson, Robert L

1949-01-01

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

Cavitation and Wake Structure of Unsteady Tip Vortex Flows

DTIC Science & Technology

1992-12-10

wake structure generated by three-dimensional lifting surfaces. No longer can the wake be modeled as a simple horseshoe vortex structure with the tip...first initiates. -13- Z Strtn vortex "~Bound vortex "’ ; b Wake 2 Figure 1.5 Far-Field Horseshoe Model of a Finite Wing This figure shows a finite wing...Figure 1.11 Simplified Illustration of Wake Structure Behind an Oscillating Wing This schematic shows a simplified model of the trailing vortex

Error Estimation and Compensation in Reduced Dynamic Models of Large Space Structures

DTIC Science & Technology

1987-04-23

PROCUREMENT INSTRUMENT IDENTIFICATION NUMBER ORGANIZATION (if aplicable ) AFWAL I FIBRA F33615-84-C-3219 8c. ADDRESS (City, Stateand ZIP Code) ?0 SOURCE...10 Modes of the Full Model 15 5 Comparison of Various Reduced Models 18 6 Driving Point Mobilities , Wing Tip (Z55) 19 7 Driving Point Mobilities , Wing...Root Trailing Edge (Z19) 20 8 AMI Improvement 23 9 Frequency Domain Solution, Driving Point Mobilities , Wing Tip (Z55), RM1I 25 10 Frequency Domain

Determination of corrections to flow direction measurements obtained with a wing-tip mounted sensor. M.S. Thesis

NASA Technical Reports Server (NTRS)

Moul, T. M.

1983-01-01

The nature of corrections for flow direction measurements obtained with a wing-tip mounted sensor was investigated. Corrections for the angle of attack and sideslip, measured by sensors mounted in front of each wing tip of a general aviation airplane, were determined. These flow corrections were obtained from both wind-tunnel and flight tests over a large angle-of-attack range. Both the angle-of-attack and angle-of-sideslip flow corrections were found to be substantial. The corrections were a function of the angle of attack and angle of sideslip. The effects of wing configuration changes, small changes in Reynolds number, and spinning rotation on the angle-of-attack flow correction were found to be small. The angle-of-attack flow correction determined from the static wind-tunnel tests agreed reasonably well with the correction determined from flight tests.

Ear-body lift and a novel thrust generating mechanism revealed by the complex wake of brown long-eared bats (Plecotus auritus)

NASA Astrophysics Data System (ADS)

Johansson, L. Christoffer; Håkansson, Jonas; Jakobsen, Lasse; Hedenström, Anders

2016-04-01

Large ears enhance perception of echolocation and prey generated sounds in bats. However, external ears likely impair aerodynamic performance of bats compared to birds. But large ears may generate lift on their own, mitigating the negative effects. We studied flying brown long-eared bats, using high resolution, time resolved particle image velocimetry, to determine the aerodynamics of flying with large ears. We show that the ears and body generate lift at medium to cruising speeds (3-5 m/s), but at the cost of an interaction with the wing root vortices, likely reducing inner wing performance. We also propose that the bats use a novel wing pitch mechanism at the end of the upstroke generating thrust at low speeds, which should provide effective pitch and yaw control. In addition, the wing tip vortices show a distinct spiraling pattern. The tip vortex of the previous wingbeat remains into the next wingbeat and rotates together with a newly formed tip vortex. Several smaller vortices, related to changes in circulation around the wing also spiral the tip vortex. Our results thus show a new level of complexity in bat wakes and suggest large eared bats are less aerodynamically limited than previous wake studies have suggested.

The inviscid pressure field on the tip of a semi-infinite wing and its application to the formation of a tip vortex

NASA Technical Reports Server (NTRS)

Hall, G. F.; Shamroth, S. J.; Mcdonald, H.; Briley, W. R.

1976-01-01

A method was developed for determining the aerodynamic loads on the tip of an infinitely thin, swept, cambered semi-infinite wing at an angle of attack which is operating subsonically in an inviscid medium and is subjected to a sinusoidal gust. Under the assumption of linearized aerodynamics, the loads on the tip are obtained by superposition of the steady aerodynamic results for angle of attack and camber, and the unsteady results for the response to the sinusoidal gust. The near field disturbance pressures in the fluid surrounding the tip are obtained by assuming a dipole representation for the loading on the tip and calculating the pressures accordingly. The near field pressures are used to drive a reduced form of the Navier-Stokes equations which yield the tip vortex formation. The combined viscid-inviscid analysis is applied to determining the pressures and examining the vortex rollup in the vicinity of an unswept, uncambered wing moving steadily at a Mach number of 0.2 at an angle of attack of 0.1 rad. The viscous tip flow calculation shows features expected in the tip flow such as the qualitatively proper development of boundary layers on both the upper and lower airfoil surfaces. In addition, application of the viscous solution leads to the generation of a circular type flow pattern above the airfoil suction surface.

Questions of Right and Left or Right and Wrong: A Disability-Ethics Analysis of the Right-Wing and Left-Wing Media Portrayals of the Latimer Case

ERIC Educational Resources Information Center

Janz, Heidi L.; Hayward, Sally

2009-01-01

This paper examines the right and left wing media coverage of the Robert Latimer case, arguing that, in particular, the left-wing progressive portrayal of this case not only creates a "preferred version and vision of social order" (Ericson, Baranek, & Chan,1991, p. 4), but also affirms a utilitarian ethics and a normative framework…

Oil-flow study of a Space Shuttle orbiter tip-fin controller

NASA Technical Reports Server (NTRS)

Helms, V. T., III

1983-01-01

Possible use of tip-fin controllers instead of a vertical tail on advanced winged entry vehicles was examined. Elimination of the vertical tail and using tip-fins offers the advantages of positive yaw control at high angles of attack and a potential weight savings. Oil-flow technique was used to obtain surface flow patterns on a tip-fin installed on a 0.01-scale Space Shuttle orbiter model for the purpose of assessing the extent of flow interference effects on the wing and tip-fin which might lead to serious heating problems. Tests were conducted in air at Mach 10 for a free-stream Reynolds numbers of .000113 at 20, 30, and 40 degree angle of attack and sideslip angles of 0 and 2 degree. Elevon deflections of -10, 0, and 10 degree and tip-fin control-surface deflections of 0, 20, and 40 degree were employed. Test results were also used to aid in the interpretation of heating data obtained on a Shuttle orbiter tip-fin on another model in a different facility. A limited comparison of oil-flow patterns and heat-transfer data is included. It was determined that elevon deflection angles from -10 to 10 degree and sideslip angles up to 2 degree have very little effect on tip-fin surface flow patterns. Also, there is a minimum of interference between the tip-fin and the wing. The most significant flow interactions occur on the tip-fin onboard surface as a result of its control-surface deflections.

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.

Measurement of vortex velocities over a wide range of vortex age, downstream distance and free stream velocity

NASA Technical Reports Server (NTRS)

Rorke, J. B.; Moffett, R. C.

1977-01-01

A wind tunnel test was conducted to obtain vortex velocity signatures over a wide parameter range encompassing the data conditions of several previous researchers while maintaining a common instrumentation and test facility. The generating wing panel was configured with both a revolved airfoil tip shape and a square tip shape and had a semispan aspect of 4.05/1.0 with a 121.9 cm span. Free stream velocity was varied from 6.1 m/sec to 76.2 m/sec and the vortex core velocities were measured at locations 3, 6, 12, 24 and 48 chordlengths downstream of the wing trailing edge, yielding vortex ages up to 2.0 seconds. Wing pitch angles of 6, 8, 9 and 12 deg were investigated. Detailed surface pressure distributions and wing force measurements were obtained for each wing tip configuration. Correlation with vortex velocity data taken in previous experiments is good. During the rollup process, vortex core parameters appear to be dependent primarily on vortex age. Trending in the plateau and decay regions is more complex and the machanisms appear to be more unstable.

Operation UPSHOT-KNOTHOLE. Report to the Test Director Aircraft Participation, Nevada Proving Grounds, March-June 1953

DTIC Science & Technology

1982-06-04

Alamos Scientific Laboratory. It was calibrated before each mission and was the primary instrument for de - termining breakaway time. In order to check...wing (leading edge) 30 IS Right pylon rack Right wing tip 9 Right wing tip tank 750 50 7 Right side turbina 150 150 IS Right horizontal stabilizer...hr; however, it was planned to make two penetrations at less than H + 2 hr, probably H + 1 hr 30 min and 1 hr 45 min, de - pending on cloud

Inflight source noise of an advanced full-scale single-rotation propeller

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Loeffler, Irvin J.

1991-01-01

Flight tests to define the far field tone source at cruise conditions were completed on the full scale SR-7L advanced turboprop which was installed on the left wing of a Gulfstream II aircraft. This program, designated Propfan Test Assessment (PTA), involved aeroacoustic testing of the propeller over a range of test conditions. These measurements defined source levels for input into long distance propagation models to predict en route noise. Inflight data were taken for 7 test cases. The sideline directivities measured by the Learjet showed expected maximum levels near 105 degrees from the propeller upstream axis. However, azimuthal directivities based on the maximum observed sideline tone levels showed highest levels below the aircraft. An investigation of the effect of propeller tip speed showed that the tone level of reduction associated with reductions in propeller tip speed is more significant in the horizontal plane than below the aircraft.

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.

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.

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

NASA Astrophysics Data System (ADS)

Asano, Shinichiro; Sato, Haru; Sakakibara, Jun

2017-11-01

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

Analysis of Nonplanar Wing-tip-mounted Lifting Surfaces on Low-speed Airplanes

NASA Technical Reports Server (NTRS)

Vandam, C. P.; Roskam, J.

1983-01-01

Nonplanar wing tip mounted lifting surfaces reduce lift induced drag substantially. Winglets, which are small, nearly vertical, winglike surfaces, are an example of these devices. To achieve reduction in lift induced drag, winglets produce significant side forces. Consequently, these surfaces can seriously affect airplane lateral directional aerodynamic characteristics. Therefore, the effects of nonplanar wing tip mounted surfaces on the lateral directional stability and control of low speed general aviation airplanes were studied. The study consists of a theoretical and an experimental, in flight investigation. The experimental investigation involves flight tests of winglets on an agricultural airplane. Results of these tests demonstrate the significant influence of winglets on airplane lateral directional aerodynamic characteristics. It is shown that good correlations exist between experimental data and theoretically predicted results. In addition, a lifting surface method was used to perform a parametric study of the effects of various winglet parameters on lateral directional stability derivatives of general aviation type wings.

Aerodynamic characteristics at Mach 6 of a hypersonic research airplane concept having a 70 deg swept delta wing

NASA Technical Reports Server (NTRS)

Clark, L. E.; Richie, C. B.

1977-01-01

The hypersonic aerodynamic characteristics of an air-launched, delta-wing research aircraft concept were investigated at Mach 6. The effect of various components such as nose shape, wing camber, wing location, center vertical tail, wing tip fins, forward delta wing, engine nacelle, and speed brakes was also studied. Tests were conducted with a 0.021 scale model at a Reynolds number, based on model length, of 10.5 million and over an angel of attack range from -4 deg to 20 deg. Results show that most configurations with a center vertical tail have static longitudinal stability at trim, static directional stability at angles of attack up to 12 deg, and static lateral stability throughout the angle of attack range. Configurations with wing tip fins generally have static longitudinal stability at trim, have lateral stability at angles of attack above 8 deg, and are directionally unstable over the angle of attack range.

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.

Summary of model VTOL lift fan tests conducted at NASA Lewis Research Center

NASA Technical Reports Server (NTRS)

Diedrich, J. H.

1975-01-01

The purpose of the tests was to obtain overall performance and influencing factors as well as detailed measurements of the internal flow characteristics. The first experiment consisted of crossflow tests of a 15-inch diameter fan installed in a two-dimensional wing. Tests were run with and without exit louvers over a range of tunnel speeds, fan speeds, and wing angle of attack. The wing was used for a study of installation effects on lift fan performance. The model tested consisted of three 5.5-inch diameter tip-turbine driven model VTOL lift fans mounted chord-wise in the two-dimensional wing to simulate a pod-type array. Several inlet and exit cover door configurations and an adjacent fuselage panel were tested. For the third program, a pod was attached to the wing, and an investigation was conducted of the effect of design tip speed on the aerodynamic performance and noise of a 15-inch diameter lift fan-in-pod under static and crossflow conditions. Three single VTOL lift fan stages were designed for the same overall total pressure ratio but at three different rotor tip speeds.

Wake structure and wing motion in bat flight

NASA Astrophysics Data System (ADS)

Hubel, Tatjana; Breuer, Kenneth; Swartz, Sharon

2008-11-01

We report on experiments concerning the wake structure and kinematics of bat flight, conducted in a low-speed wind tunnel using time-resolved PIV (200Hz) and 4 high-speed cameras to capture wake and wing motion simultaneously. 16 Lesser dog-faced fruit bats (C. brachyotis) were trained to fly in the wind tunnel at 3-6.5m/s. The PIV recordings perpendicular to the flow stream allowed observing the development of the tip vortex and circulation over the wing beat cycle. Each PIV acquisition sequence is correlated with the respective kinematic history. Circulation within wing beat cycles were often quite repeatable, however variations due to maneuvering of the bat are clearly visible. While no distinct vortex structure was observed at the upper reversal point (defined according the vertical motion of the wrist) a tip vortex was observed to develop in the first third of the downstroke, growing in strength, and persisting during much of the upstroke. Correlated to the presence of a strong tip vortex the circulation has almost constant strength over the middle half of the wing beat. At relatively low flight speeds (3.4 m/s), a closed vortex structure behind the bat is postulated.

Three-dimensional flow visualization and vorticity dynamics in revolving wings

NASA Astrophysics Data System (ADS)

Cheng, Bo; Sane, Sanjay P.; Barbera, Giovanni; Troolin, Daniel R.; Strand, Tyson; Deng, Xinyan

2013-01-01

We investigated the three-dimensional vorticity dynamics of the flows generated by revolving wings using a volumetric 3-component velocimetry system. The three-dimensional velocity and vorticity fields were represented with respect to the base axes of rotating Cartesian reference frames, and the second invariant of the velocity gradient was evaluated and used as a criterion to identify two core vortex structures. The first structure was a composite of leading, trailing, and tip-edge vortices attached to the wing edges, whereas the second structure was a strong tip vortex tilted from leading-edge vortices and shed into the wake together with the vorticity generated at the tip edge. Using the fundamental vorticity equation, we evaluated the convection, stretching, and tilting of vorticity in the rotating wing frame to understand the generation and evolution of vorticity. Based on these data, we propose that the vorticity generated at the leading edge is carried away by strong tangential flow into the wake and travels downwards with the induced downwash. The convection by spanwise flow is comparatively negligible. The three-dimensional flow in the wake also exhibits considerable vortex tilting and stretching. Together these data underscore the complex and interconnected vortical structures and dynamics generated by revolving wings.

Effects of Blowing Spanwise from the Tips of Low-Aspect Ratio Wings of Varying Taper Ratio, with Application to Improving STOL Capability of Fighter Aircraft.

DTIC Science & Technology

1983-02-01

aspect ratio is relatively small. Brooks (ref. 1) worked with rectangular fins of 0.62 and 1.24 aspect ratio in a water medium and showed very large ...airflow rates. Lloyd (ref. 3) worked with an aspect ratio 2.0 rectangular wing using a very wide range of jet momentum coefficient; his results were in...D-A1i35 688 EFFECTS OF BLOWING SPANWISE FROM THE TIPS OF LOW ASPECT in, RATIO WINGS OF VA .(U) NIELSEN ENGINEERING AND RESEARCH INC MOUNTAIN VIEW CA

Aerodynamics and Ecomorphology of Flexible Feathers and Morphing Bird Wings

NASA Astrophysics Data System (ADS)

Klaassen van Oorschot, Brett

Birds are talented fliers capable of vertical take-off and landing, navigating turbulent air, and flying thousands of miles without rest. How is this possible? What allows birds to exploit the aerial environment with such ease? In part, it may be because bird wings are unlike any engineered wing. They are flexible, strong, lightweight, and dynamically capable of changes in shape on a nearly instantaneous basis (Rayner, 1988; Tobalske, 2007). Moreover, much of this change is passive, modulated only by changes in airflow angle and velocity. Birds actively morph their wings and their feathers morph passively in response to airflow to meet aerodynamic demands. Wings are highly adapted to myriad aeroecological factors and aerodynamic conditions (e.g. Lockwood et al., 1998; Bowlin and Winkler, 2004). This dissertation contains the results of my research on the complexities of morphing avian wings and feathers. I chose to study three related-but-discrete aspects of the avian wing: 1) the aerodynamics of morphing wings during take-off and gliding flight, 2) the presence and significance of wing tip slots across the avian clade, and 3) the aerodynamic role of the emarginate primary feathers that form these wing tip slots. These experiments ask fundamental questions that have intrigued me since childhood: Why do birds have different wing shapes? And why do some birds have slotted wing tips? It's fair to say that you will not find definitive answers here--rather, you will find the methodical, incremental addition of new hypotheses and empirical evidence which will serve future researchers in their own pursuits of these questions. The first chapter explores active wing morphing in two disparate aerodynamic regimes: low-advance ratio flapping (such as during takeoff) and high-advance ratio gliding. This chapter was published in the Journal of Experimental Biology (Klaassen van Oorschot et al., 2016) with the help of an undergraduate researcher, Emily Mistick. We found that wing shape affected performance during flapping but not gliding flight. Extended wings outperformed swept wings by about a third in flapping flight. This finding contrasts previous work that showed wing shape didn't affect performance in flapping flight (Usherwood and Ellington, 2002a, 2002b). This work provided key insights that inspired the second and third chapters of my dissertation. The second chapter examines the significance of wing tip slots across 135 avian species, ranging from small passerines to large seabirds. This research was completed with the help of an undergraduate international researcher, Ho Kwan Tang, and is currently in press at the Journal of Morphology (Klaassen van Oorschot, in press). These slots are caused by asymmetric emarginations missing from the leading and trailing edge of the primary feathers. We used a novel metric of primary feather emargination that allowed us to show that wing tip slots are nearly ubiquitous across the avian clade. We also showed that emargination is segregated according to habitat and behavioral metrics like flight style. Finally, we showed that emargination scaled with mass. These findings illustrated that wing tip slots may be an adaptation for efficacy during vertical takeoff rather than efficiency during gliding flight. In the third chapter, I sought to better understand the function of these slotted primary feathers. In an effort to bridge biology and aeronautics, I collaborated with Richard Choroszucha, an aeronautical engineer from the University of Michigan, on this work. These feathers deflect under aerodynamic load, and it has been hypothesized that they reduce induced drag during gliding flight (Tucker, 1993, 1995). We exposed individual primary feathers to different speeds in the wind tunnel and measured deflection such as bend, twist, and sweep. We found that feather deflection reoriented force, resulting in increased lateral stability and delayed stall characteristics compared to a rigid airfoil. These findings lay the foundation for future biomimetic applications of passive morphing-wing aircraft. I aim to submit this chapter for publication at Bioinspiration & Biomimetics in the summer of 2017. The following dissertation represents my systematic discovery of avian aerodynamics and follows my progression as a scientist. Combined, the following chapters provide novel insight into the complex nature of morphing avian wings.

Experimental Investigation of the Influence of a Reverse Delta Type Add-on Device on the Flap-tip Vortex of a Wing

NASA Astrophysics Data System (ADS)

Altaf, A.; Thong, T. B.; Omar, A. A.; Asrar, W.

2017-03-01

Particle Image Velocimetry was used in a low speed wind tunnel to investigate the effect of interactions of vortices produced by an outboard flap-tip of a half wing (NACA 23012 in landing configuration) and a slender reverse delta type add-on device, placed in the proximity of the outboard flap-tip, on the upper surface of the half wing. This work investigates the characteristics of the vortex interactions generated downstream in planes perpendicular to the free stream direction at a chord-based Reynolds number of Rec=2.74×105 . It was found that the add-on device significantly reduces the tangential velocity magnitude and enlarges the vortex core of the resultant vortex by up to 36.1% and 36.8%, respectively.

Summary Report of the Orbital X-34 Wing Static Aeroelastic Study

NASA Technical Reports Server (NTRS)

Prabhn, Ramadas K.; Weilmuenster, K. J. (Technical Monitor)

2001-01-01

This report documents the results of a computational study conducted on the Orbital Sciences X-34 vehicle to compute its inviscid aerodynamic characteristics taking into account the wing structural flexibility. This was a joint exercise between LaRC and SDRC of California. SDRC modeled the structural details of the wing, and provided the structural deformation for a given pressure distribution on its surfaces. This study was done for a Mach number of 1.35 and an angle of attack of 9 deg.; the freestream dynamic pressure was assumed to be 607 lb/sq ft. Only the wing and the body were simulated in the CFD computations. Two wing configurations were examined. The first had the elevons in the undeflected position and the second had the elevons deflected 20 deg. up. The results indicated that with elevon undeflected, the wing twists by about 1.5 deg. resulting in a reduction in the angle of attack at the wing tip to by 1.5 deg. The maximum vertical deflection of the wing is about 3.71 inches at the wing tip. For the wing with the undeflected elevons, the effect of this wing deformation is to reduce the normal force coefficient (C(sub N)) by 0.012 and introduce a noise up pitching moment coefficient (C(sub m)) of 0.042.

Wind tunnel research concerning lateral control devices, particularly at high angles of attack VII : Handley Page tip and full-span slots with ailerons and spoilers

NASA Technical Reports Server (NTRS)

Weick, Fred E; Wenzinger, Carl J

1933-01-01

Tests were made with ordinary ailerons and different sizes of spoilers on rectangular Clark Y wing models with Handley Page tip and full span slots. The tests showed the effect of the control devices on the general performance of the wings as well as on the lateral control and lateral stability characteristics.

Predicted Static Aeroelastic Effects on Wings with Supersonic Leading Edges and Streamwise Tips

NASA Technical Reports Server (NTRS)

Brown, Stuart C.

1959-01-01

A method is presented for calculation of static aeroelastic effects on wings with supersonic leading edges and streamwise tips. Both chord-wise and spanwise deflections are taken into account. Aerodynamic and structural forces are introduced in influence coefficient form; the former are developed from linearized supersonic wing theory and the latter are assumed to be known from load-deflection tests or theory. The predicted effects of flexibility on lateral-control effectiveness, damping in roll, and lift-curve slope are shown for a low-aspect-ratio wing at Mach numbers of 1.25 and 2.60. The control effectiveness is shown for a trailing-edge aileron, a tip aileron, and a slot-deflector spoiler located along the 0.70 chord line. The calculations indicate that the tip aileron is particularly attractive from an aeroelastic standpoint, because the changes in effectiveness with dynamic pressure are small compared to the changes in effectiveness of the trailing-edge aileron and slot-deflector spoiler. The effects of making several simplifying assumptions in the example calculations are shown. The use of a modified strip theory to determine the aerodynamic influence coefficients gave adequate results only for the high Mach number case. Elimination of chordwise bending in the structural influence coefficients exaggerated the aeroelastic effects on rolling-moment and lift coefficients for both Mach numbers.

A modeling approach to energy savings of flying Canada geese using computational fluid dynamics.

PubMed

Maeng, Joo-Sung; Park, Jae-Hyung; Jang, Seong-Min; Han, Seog-Young

2013-03-07

A flapping flight mechanism of the Canada goose (Branta canadensis) was estimated using a two-jointed arm model in unsteady aerodynamic performance to examine how much energy can be saved in migration. Computational fluid dynamics (CFD) was used to evaluate airflow fields around the wing and in the wake. From the distributions of velocity and pressure on the wing, it was found that about 15% of goose flight energy could be saved by drag reduction from changing the morphology of the wing. From the airflow field in the wake, it was found that a pair of three-dimensional spiral flapping advantage vortices (FAV) was alternately generated. We quantitatively deduced that the optimal depth (the distance along the flight path between birds) was around 4m from the wing tip of a goose ahead, and optimal wing tip spacing (WTS, the distance between wing tips of adjacent birds perpendicular to the flight path) ranged between 0 and -0.40m in the spanwise section. It was found that a goose behind can save about 16% of its energy by induced power from FAV in V-formation. The phase difference of flapping between the goose ahead and behind was estimated at around 90.7° to take full aerodynamic benefit caused by FAV. Copyright © 2012 Elsevier Ltd. All rights reserved.

Parametric weight evaluation of joined wings by structural optimization

NASA Technical Reports Server (NTRS)

Miura, Hirokazu; Shyu, Albert T.; Wolkovitch, Julian

1988-01-01

Joined-wing aircraft employ tandem wings having positive and negative sweep and dihedral, arranged to form diamond shapes in both plan and front views. An optimization method was applied to study the effects of joined-wing geometry parameters on structural weight. The lightest wings were obtained by increasing dihedral and taper ratio, decreasing sweep and span, increasing fraction of airfoil chord occupied by structural box, and locating the joint inboard of the front wing tip.

Basic Pressure Measurements at Transonic Speeds on a Thin 45 deg Sweptback Highly Tapered Wing With Systematic Spanwise Twist Variations

NASA Technical Reports Server (NTRS)

Mugler, John P., Jr.

1959-01-01

Pressure distributions obtained in the Langley 8-foot transonic pressure tunnel on a thin, highly tapered, twisted, 45 deg sweptback wing in combination with a body are presented. The wing has a linear span-wise twist variation from 0 deg at 10 percent of the semispan to 6 deg at the tip. The tip is at a lower angle of attack than the root. Tests were made at stagnation pressures of 1.0 and 0.5 atmosphere, at Mach numbers from 0.800 to 1.200, and at angles of attack from -4 to 12 deg.

Fundamental Characterization of Spanwise Loading and Trailed Wake Vortices

DTIC Science & Technology

2016-07-01

the close interaction of the tip vortex with a following blade . Such vortex interactions are fundamental determinants of rotor performance, loads, and...wing loading distribution differs from a typical loading on a hovering rotor blade in that the maximum bound circulation occurs at the blade root...and not close to the tip; this is similar to a very highly twisted rotor blade , like a tilt-rotor, in hover. The wing-vortex interaction alters the

Infrared Imaging Of Flows Seeded With SF6

NASA Technical Reports Server (NTRS)

Manuel, Gregory S.; Daryabeigi, Kamran; Alderfer, David W.; Obara, Clifford J.

1993-01-01

Novel technique enables repeated measurements of flow patterns during flight. Wing-tip vorticity studied in flight by observing infrared emissions from SF6 gas entrained in wing-tip flow. System makes vortical flows visible throughout all altitude and speed ranges of all subsonic aircraft. Also useful for transonic and supersonic speeds. Primary application is testing of aircraft in flight, also proves useful in testing fast land vehicles and structures or devices subject to strong winds.

An experimental study of tip shape effects on the flutter of aft-swept, flat-plate wings

NASA Technical Reports Server (NTRS)

Dansberry, Bryan E.; Rivera, Jose A., Jr.; Farmer, Moses G.

1990-01-01

The effects of tip chord orientation on wing flutter are investigated experimentally using six cantilever-mounted, flat-plate wing models. Experimentally determined flutter characteristics of the six models are presented covering both the subsonic and transonic Mach number ranges. While all models have a 60 degree leading edge sweep, a 40.97 degree trailing edge sweep, and a root chord of 34.75 inches, they are subdivided into two series characterized by a higher aspect ratio and a lower aspect ratio. Each series is made up of three models with tip chord orientations which are parallel to the free-stream flow, perpendicular to the model mid-chord line, and perpendicular to the free-stream flow. Although planform characteristics within each series of models are held constant, structural characteristics such as mode shapes and natural frequencies are allowed to vary.

The complex aerodynamic footprint of desert locusts revealed by large-volume tomographic particle image velocimetry

PubMed Central

Henningsson, Per; Michaelis, Dirk; Nakata, Toshiyuki; Schanz, Daniel; Geisler, Reinhard; Schröder, Andreas; Bomphrey, Richard J.

2015-01-01

Particle image velocimetry has been the preferred experimental technique with which to study the aerodynamics of animal flight for over a decade. In that time, hardware has become more accessible and the software has progressed from the acquisition of planes through the flow field to the reconstruction of small volumetric measurements. Until now, it has not been possible to capture large volumes that incorporate the full wavelength of the aerodynamic track left behind during a complete wingbeat cycle. Here, we use a unique apparatus to acquire the first instantaneous wake volume of a flying animal's entire wingbeat. We confirm the presence of wake deformation behind desert locusts and quantify the effect of that deformation on estimates of aerodynamic force and the efficiency of lift generation. We present previously undescribed vortex wake phenomena, including entrainment around the wing-tip vortices of a set of secondary vortices borne of Kelvin–Helmholtz instability in the shear layer behind the flapping wings. PMID:26040598

LEFT WING AND FUSELAGE FROM THIRD LEVEL OF TAIL DOCK ...

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

LEFT WING AND FUSELAGE FROM THIRD LEVEL OF TAIL DOCK STAND. THE WING IS PREPARED FOR BASIC LUBRICATION WITH E SPOILER BOARDS UP AND ALL SAFETY LOCKS IN PLACE TO PROTECT MECHANICS FROM INJURY. ON THE WING AN INSPECTOR CHECKS THE ACTUATORS. - Greater Buffalo International Airport, Maintenance Hangar, Buffalo, Erie County, NY

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.

Effects of boundary layer forcing on wing-tip vortices

NASA Astrophysics Data System (ADS)

Shaw-Ward, Samantha

The nature of turbulence within wing-tip vortices has been a topic of research for decades, yet accurate measurements of Reynolds stresses within the core are inherently difficult due to the bulk motion wandering caused by initial and boundary conditions in wind tunnels. As a result, characterization of a vortex as laminar or turbulent is inconclusive and highly contradicting. This research uses several experimental techniques to study the effects of broadband turbulence, introduced within the wing boundary layer, on the development of wing-tip vortices. Two rectangular wings with a NACA 0012 profile were fabricated for the use of this research. One wing had a smooth finish and the other rough, introduced by P80 grade sandpaper. Force balance measurements showed a small reduction in wing performance due to surface roughness for both 2D and 3D configurations, although stall characteristics remained relatively unchanged. Seven-hole probes were purpose-built and used to assess the mean velocity profiles of the vortices five chord lengths downstream of the wing at multiple angles of attack. Above an incidence of 4 degrees, the vortices were nearly axisymmetric, and the wing roughness reduced both velocity gradients and peak velocity magnitudes within the vortex. Laser Doppler velocimetry was used to further assess the time-resolved vortex at an incidence of 5 degrees. Evidence of wake shedding frequencies and wing shear layer instabilities at higher frequencies were seen in power spectra within the vortex. Unlike the introduction of freestream turbulence, wing surface roughness did not appear to increase wandering amplitude. A new method for removing the effects of vortex wandering is proposed with the use of carefully selected high-pass filters. The filtered data revealed that the Reynolds stress profiles of the vortex produced by the smooth and rough wing were similar in shape, with a peak occurring away from the vortex centre but inside of the core. Single hot-wire measurements in the 2D wing wake revealed the potential origin of dominant length-scales observed in the vortex power spectra. At angles above 5 degrees, the 2D wing wake had both higher velocity deficits and higher levels of total wake kinetic energy for the rough wing as compared to the smooth wing.

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

PubMed

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

2014-01-01

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

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.

Efficiency of Lift Production in Flapping and Gliding Flight of Swifts

PubMed Central

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

2014-01-01

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

Left-Wing Extremism: The Current Threat

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

Karl A. Seger

2001-04-30

Left-wing extremism is ''alive and well'' both in the US and internationally. Although the current domestic terrorist threat within the U. S. is focused on right-wing extremists, left-wing extremists are also active and have several objectives. Leftist extremists also pose an espionage threat to U.S. interests. While the threat to the U.S. government from leftist extremists has decreased in the past decade, it has not disappeared. There are individuals and organizations within the U.S. who maintain the same ideology that resulted in the growth of left-wing terrorism in this country in the 1970s and 1980s. Some of the leaders frommore » that era are still communicating from Cuba with their followers in the U.S., and new leaders and groups are emerging.« less

Design and development of flapping wing micro air vehicle

NASA Astrophysics Data System (ADS)

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

2018-05-01

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

14 CFR Appendix A to Part 23 - Simplified Design Load Criteria

Code of Federal Regulations, 2011 CFR

2011-01-01

... quarter-chord), delta planforms, or slatted lifting surfaces; or (5) Winglets or other wing tip devices... single engine excluding turbine powerplants; (2) A main wing located closer to the airplane's center of gravity than to the aft, fuselage-mounted, empennage; (3) A main wing that contains a quarter-chord sweep...

14 CFR Appendix A to Part 23 - Simplified Design Load Criteria

Code of Federal Regulations, 2010 CFR

2010-01-01

... quarter-chord), delta planforms, or slatted lifting surfaces; or (5) Winglets or other wing tip devices... single engine excluding turbine powerplants; (2) A main wing located closer to the airplane's center of gravity than to the aft, fuselage-mounted, empennage; (3) A main wing that contains a quarter-chord sweep...

KSC-07pd2902

NASA Image and Video Library

2007-10-20

KENNEDY SPACE CENTER, FLA. -- The left position light, strobe light and wing tip of one of NASA's Shuttle Training Aircraft, or STAs, sustained minor damage from apparent contact with a tree near Kennedy Space Center's Shuttle Landing Facility. The incident occurred during landing about 6:30 p.m. EDT Oct. 19 following a training session. An STA flight instructor was piloting the aircraft. The flight crew was unaware of any contact with the tree, and there were no injuries. Thunderstorms were in the area at the time of the incident, which is under investigation. The STA is a twin-engine Gulfstream II jet that was modified to simulate a space shuttle during landing. Photo credit: NASA/Kim Shiflett

KSC-07pd2899

NASA Image and Video Library

2007-10-20

KENNEDY SPACE CENTER, FLA. -- The left position light, strobe light and wing tip of one of NASA's Shuttle Training Aircraft, or STA, show signs of minor damage from apparent contact with a tree near Kennedy Space Center's Shuttle Landing Facility. The incident occurred during landing about 6:30 p.m. EDT Oct. 19 following a training session. An STA flight instructor was piloting the aircraft. The flight crew was unaware of any contact with the tree, and there were no injuries. Thunderstorms were in the area at the time of the incident, which is under investigation. The STA is a twin-engine Gulfstream II jet that was modified to simulate a space shuttle during landing. Photo credit: NASA/Kim Shiflett

High angle-of-attack aerodynamic characteristics of crescent and elliptic wings

NASA Technical Reports Server (NTRS)

Vandam, C. P.

1989-01-01

Static longitudinal and lateral-directional forces and moments were measured for elliptic- and crescent-wing models at high angles-of-attack in the NASA Langley 14 by 22-Ft Subsonic Tunnel. The forces and moments were obtained for an angle-of-attack range including stall and post-stall conditions at a Reynolds number based on the average wing chord of about 1.8 million. Flow-visualization photographs using a mixture of oil and titanium-dioxide were also taken for several incidence angles. The force and moment data and the flow-visualization results indicated that the crescent wing model with its highly swept tips produced much better high angle-of-attack aerodynamic characteristics than the elliptic model. Leading-edge separation-induced vortex flow over the highly swept tips of the crescent wing is thought to produce this improved behavior at high angles-of-attack. The unique planform design could result in safer and more efficient low-speed airplanes.

Meeting Unmanned Air Vehicle Platform Challenges Using Oblique Wing Aircraft

DTIC Science & Technology

2007-11-01

effects need to be assessed with fully relaxed wakes (Section 5). 4.2 Oblique Flying Wing with 75o Folded Tip / Winglet , Mach 0.8, CL = 0.3 Fig.9 (a...e) refers to an OFW flying at 30o sweep with 75o folded tip or winglet , Ref.14. This also acts as a vertical fin or as a control (deflection...design problem. The resultant Cp-x distributions (e) at the design condition are well behaved. The distributions on the winglet are slightly more

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.

F-16XL ship #1 - CAWAP boundary layer rakes and hot film on left wing

NASA Technical Reports Server (NTRS)

1996-01-01

This photo shows the boundary layer hot film and the boundary layer rakes on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.

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

NASA Astrophysics Data System (ADS)

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

2015-03-01

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

Calculation of the rotor induced download on airfoils

NASA Technical Reports Server (NTRS)

Lee, C. S.

1989-01-01

Interactions between the rotors and wing of a rotary wing aircraft in hover have a significant detrimental effect on its payload performance. The reduction of payload results from the wake of lifting rotors impinging on the wing, which is at 90 deg angle of attack in hover. This vertical drag, often referred as download, can be as large as 15 percent of the total rotor thrust in hover. The rotor wake is a three-dimensional, unsteady flow with concentrated tip vortices. With the rotor tip vortices impinging on the upper surface of the wing, the flow over the wing is not only three-dimensional and unsteady, but also separated from the leading and trailing edges. A simplified two-dimensional model was developed to demonstrate the stability of the methodology. The flow model combines a panel method to represent the rotor and the wing, and a vortex method to track the wing wake. A parametric study of the download on a 20 percent thick elliptical airfoil below a rotor disk of uniform inflow was performed. Comparisons with experimental data are made where the data are available. This approach is now being extended to three-dimensional flows. Preliminary results on a wing at 90 deg angle of attack in free stream is presented.

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

PubMed

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

2017-04-19

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

Aerodynamic characteristics of a tandem wing configuration of a Mach number of 0.30

NASA Technical Reports Server (NTRS)

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

1975-01-01

An investigation was conducted to determine the aerodynamic characteristics of a tandem wing configuration. The configuration had a low forward mounted sweptback wing and a high rear mounted sweptforward wing jointed at the wing tip by an end plate. The investigation was conducted at a Mach number of 0.30 at angles of attack up to 20 deg. A comparison of the experimentally determined drag due to lift characteristics with theoretical estimates is also included.

Passive Gust Alleviation for a Flying Wing Aircraft

DTIC Science & Technology

2013-01-10

250 Poisson ratio - 0.3 Density g/cm 3 ρ 1.57 Ply thickness mm t 0.131 Fibre volume % Vf 57.7 Once the material was chosen, the initial...high aspect ratio in flying wing configuration. It is aimed at minimizing the gust response of the aircraft by using the PGAD integrated at the wing... ratio in flying wing configuration. It is aimed at minimizing the gust response of the aircraft by using the PGAD integrated at the wing tip. The

Innovative Wing Structures for Improved Aerodynamic and Aeroelastic Performance

DTIC Science & Technology

2016-06-09

tip end of the wing was in the field of view of the cameras. The wind tunnel set up is shown in Figure 7. The wings were fixed at an angle of attacks...The first four modes are: first bending, second bending, forward/aft and first torsion for all the wings considered except for eight wings. These...increase in torsion mode natural frequency is due to an increase in torsional rigidity due to the increase in thickness, dominating over the increase in

F-16XL ship #1 - CAWAP boundary layer rakes and hot film on left wing

NASA Technical Reports Server (NTRS)

1996-01-01

This photo shows the boundary layer hot film and the boundary layer rakes on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The program also gathered aero data on two wing planforms for NASA's High Speed Research Program. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.

F-16XL ship #1 - CAWAP boundary layer hot film, left wing

NASA Technical Reports Server (NTRS)

1996-01-01

This photo shows the boundary layer hot film on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. Hot film is used to measure temperature changes on a surface. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The program also gathered aero data on two wing planforms for NASA's High Speed Research Program. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.

Influence of Finite Span and Sweep on Active Flow Control Efficacy

NASA Technical Reports Server (NTRS)

Greenblatt, David; Washburn, Anthony E.

2008-01-01

Active flow control efficacy was investigated by means of leading-edge and flap-shoulder zero mass-flux blowing slots on a semispan wing model that was tested in unswept (standard) and swept configurations. On the standard configuration, stall commenced inboard, but with sweep the wing stalled initially near the tip. On both configurations, leading-edge perturbations increased CL,max and post stall lift, both with and without deflected flaps. Without sweep, the effect of control was approximately uniform across the wing span but remained effective to high angles of attack near the tip; when sweep was introduced a significant effect was noted inboard, but this effect degraded along the span and produced virtually no meaningful lift enhancement near the tip, irrespective of the tip configuration. In the former case, control strengthened the wingtip vortex; in the latter case, a simple semi-empirical model, based on the trajectory or "streamline" of the evolving perturbation, served to explain the observations. In the absence of sweep, control on finite-span flaps did not differ significantly from their nominally twodimensional counterpart. Control from the flap produced expected lift enhancement and CL,max improvements in the absence of sweep, but these improvements degraded with the introduction of sweep.

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.

The aerodynamic properties of thick aerofoils suitable for internal bracing

NASA Technical Reports Server (NTRS)

Norton, F H

1920-01-01

The object of this investigation was to determine the characteristics of various types of wings having sufficient depth to entirely inclose the wing bracing, and also to provide data for the further design of such sections. This type of wing is of interest because it eliminates the resistance of the interplane bracing, a portion of the airplane that sometimes absorbs one-quarter of the total power required to fly, and because these wings may be made to give a very high maximum lift. Results of the investigation of the following subjects are given: (1) effect of changing the upper and lower camber of thick aerofoils of uniform section; (2) effect of thickening the center and thinning the tips of a thin aerofoil; (3) effect of adding a convex lower surface to a tapered section; (4) effect of changing the mean thickness with constant center and tip sections; and (5) effect of varying the chord along the span.

Data and performances of selected aircraft and rotorcraft

NASA Astrophysics Data System (ADS)

Filippone, Antonio

2000-11-01

The purpose of this article is to provide a synthetic and comparative view of selected aircraft and rotorcraft (nearly 300 of them) from past and present. We report geometric characteristics of wings (wing span, areas, aspect-ratios, sweep angles, dihedral/anhedral angles, thickness ratios at root and tips, taper ratios) and rotor blades (type of rotor, diameter, number of blades, solidity, rpm, tip Mach numbers); aerodynamic data (drag coefficients at zero lift, cruise and maximum absolute glide ratio); performances (wing and disk loadings, maximum absolute Mach number, cruise Mach number, service ceiling, rate of climb, centrifugal acceleration limits, maximum take-off weight, maximum payload, thrust-to-weight ratios). There are additional data on wing types, high-lift devices, noise levels at take-off and landing. The data are presented on tables for each aircraft class. A graphic analysis offers a comparative look at all types of data. Accuracy levels are provided wherever available.

Sailplane Glide Performance and Control Using Fixed and Articulating Winglets. M.S. Thesis

NASA Technical Reports Server (NTRS)

Colling, James David

1995-01-01

An experimental study was conducted to investigate the effects of controllable articulating winglets on glide performance and yawing moments of high performance sailplanes. Testing was conducted in the Texas A&M University 7 x 10 foot Low Speed Wind Tunnel using a full-scale model of the outboard 5.6 feet of a 15 meter class high performance sailplane wing. Different wing tip configurations could be easily mounted to the wing model. A winglet was designed in which the cant and toe angles as well as a rudder on the winglet could be adjusted to a range of positions. Cant angles used in the investigation consisted of 5, 25, and 40 degrees measured from the vertical axis. Toe-out angles ranged from 0 to 22.5 degrees. A rudder on the winglet was used to study the effects of changing the camber of the winglet airfoil on wing performance and wing yawing moments. Rudder deflections consisted of-10, 0, and 10 degrees. Test results for a fixed geometry winglet and a standard wing tip are presented to show the general behavior of winglets on sailplane wings, and the effects of boundary-layer turbulators on the winglets are also presented. By tripping the laminar boundary-layer to turbulent before laminar separation occurs, the wing performance was increased at low Reynolds numbers. The effects on the lift and drag, yawing moment, pitching moment, and wing root bending moment of the model are presented. Oil flows were used on the wing model with the fixed geometry winglet and the standard wing tip to visualize flow directions and areas of boundary layer transition. A cant angle of 25 degrees and a toe-out angle of 2.5 degrees provided an optimal increase in wing performance for the cant and toe angles tested. Maximum performance was obtained when the winglet rudder remained in the neutral position of zero degrees. By varying the cant, toe, and rudder angles from their optimized positions, wing performance decreases. Although the winglet rudder proved to be more effective in increasing the yawing moment compared to varying the cant and toe angles, the amount of increased yawing moment was insignificant when compared to that produced by the vertical tail. A rudder on the winglet was determined to be ineffective for providing additional yaw control.

Problem of Vortex Turbulence behind Wings (II),

DTIC Science & Technology

1980-09-23

these winglets would give a resultant aerodynamic force directed towards the front which would decrease the wing drag. Such winglets will affect the...Fig. 30 Whitcomb winglets Pig. 31 Set of winglets for wake dissipation Surfaces on wing tips, winglets (Fig. 30), proposed by Whitcomb to diminish...anyway - to decrease the induced drag of the wing by putting some winglets at a certain angle in different planes, as shown in Fig. 31. The total

A new genus of long-legged flies displaying remarkable wing directional asymmetry

Treesearch

Justin B. Runyon; Richard L. Hurley

2004-01-01

A previously unknown group of flies is described whose males exhibit directional asymmetry, in that the left wing is larger than, and of a different shape from, the right wing. To our knowledge, wing asymmetry of this degree has not previously been reported in an animal capable of flight. Such consistent asymmetry must result from a left­right axis during development...

EAST WALL OF CRYSTALLIZER WING TO THE LEFT, END WALL ...

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

EAST WALL OF CRYSTALLIZER WING TO THE LEFT, END WALL OF CRUSHING MILL IN CENTER. GABLE END OF BOILING HOUSE IN LEFT BACKGROUND. VIEW FROM THE SOUTH - Kekaha Sugar Company, Sugar Mill Building, 8315 Kekaha Road, Kekaha, Kauai County, HI

KSC-98pc1187

NASA Image and Video Library

1998-09-30

KENNEDY SPACE CENTER, FLA. -- After covering the bulk of Deep Space 1 in thermal insulating blankets, workers in the Payload Hazardous Servicing Facility lift it from its work platform before moving it onto its transporter (behind workers at left). Deep Space 1 is being moved to the Defense Satellite Communications System Processing Facility (DPF), Cape Canaveral Air Station, for testing. At either side of the spacecraft are its solar wings, folded for launch. When fully extended, the wings measure 38.6 feet from tip to tip. The first flight in NASA's New Millennium Program, Deep Space 1 is designed to validate 12 new technologies for scientific space missions of the next century. Onboard experiments include a solar-powered ion propulsion engine and software that tracks celestial bodies so the spacecraft can make its own navigation decisions without the intervention of ground controllers. The ion propulsion engine is the first non-chemical propulsion to be used as the primary means of propelling a spacecraft. Deep Space 1 will complete most of its mission objectives within the first two months, but may also do a flyby of a near-Earth asteroid, 1992 KD, in July 1999. Deep Space 1 will be launched aboard a Boeing Delta 7326 rocket from Launch Pad 17A, Cape Canaveral Air Station, in October. Delta II rockets are medium capacity expendable launch vehicles derived from the Delta family of rockets built and launched since 1960. Since then there have been more than 245 Delta launches

50 CFR 10.13 - List of Migratory Birds.

Code of Federal Regulations, 2014 CFR

2014-10-01

..., Oreomystis mana CROSSBILL, Red, Loxia curvirostra White-winged, Loxia leucoptera CROW, American, Corvus... caurinus Tamaulipas, Corvus imparatus White-necked, Corvus leucognaphalus CUCKOO, Black-billed, Coccyzus... DOVE, Inca, Columbina inca Mourning, Zenaida macroura White-tipped, Leptotila verreauxi White-winged...

The Reconstruction and Failure Analysis of The Space Shuttle Columbia

NASA Technical Reports Server (NTRS)

Russell, Richard W.

2010-01-01

This viewgraph presentation describes a very detailed reconstruction plan and failure analysis of The Space Shuttle Columbia accident. The contents include: 1) STS-107 Timeline; 2) Foam Impact; 3) Recovery; 4) Reconstruction; 5) Reconstruction Plan; 6) Reconstruction Hanger; 7) Pathfinders; 8) Aluminum Pathfinder; 9) Early Analysis - Left MLG Door Area; 10) Emphasis Switched to Left Hand Wing Leading Edge; 11) Wing Leading Edge Subsystem (LESS); 12) 3D Reconstruction of Left WLE; 13) Left Wing Tile Table; 14) LESS Observations; 15) Left Hand Wing Debris Points to RCC 8/9 - Slumped Tile; 16) Reconstructed View of LC/P 9 tile with I/B Tile; 17) Reconstructed View of Lower C/P 9 Tile; 18) Carrier Panel 8 - Upper; 19) Left Hand Wing Debris Points to RCC 8/9 - Erosion and RCC with attach hole intact; 20) Erosion on Panel 8 Upper Outboard Rib; 21) RCC Panels 8 & 9 Erosion Features; 22) Slumping Source for Carrier Panel 9 Tile was Revealed; 23) Debris Indicated Highest Probability Initiation Site; 24) Left Hand Wing Debris Points to RCC 8/9- Metallic Deposits; 25) Relative Metallic Deposition on L/H Wing Materials; 26) Metallic Deposit Example, LH RCC 8; 27) High Level Questions; 28) Analysis Plan Challenges; 29) Analysis Techniques; 30) Analysis Approach; 31) RCC Panel 8 Erosion Features; 32) Radiographic Features; 33) Radiography WLE LH Panel 8; 34) LH RCC 8 Upper Apex; 35) LH RCC 8 - Deposit Feature: Thick Tear Shaped; 36) LH RCC 8 - Deposit Feature: Thick Globules; 37) LH RCC 8 - Deposit Feature: Spheroids; 38) LH RCC 8 - Deposit Feature: Uniform Deposit; 39) Significant Findings - Sampling All Other panels; 40) Proposed Breach Location and Plasma Flow; 41) Corroborating Information - RCC Panel Debris Locations; 42) Corroborating Information - LH OMS Pod Analysis; 43) Corroborating Information - Impact Testing; and 44) Overall Forensic Conclusions.

Synthetic Progress toward Azadirachtins. 1. Enantio- and Diastereoselective Synthesis of the Left-Wing Fragment of 11-epi-Azadirachtin I.

PubMed

Shi, Hang; Tan, Ceheng; Zhang, Weibin; Zhang, Zichun; Long, Rong; Luo, Tuoping; Yang, Zhen

2015-05-15

A highly enantio- and diastereoselective synthesis of the left-wing fragment of 11-epi-azadirachtin I characterized with the pairwise use of palladium- and gold-catalyzed cascade reactions is presented. By enlisting a sequence of stereocontrolled transformations, our 21-step route established the stereocenters of the left-wing fragment from one chiral starting material, (-)-carvone, which would significantly facilitate the synthetic studies of the azadirachtin-type limonoids.

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.

Aerodynamic tailoring of the Learjet Model 60 wing

NASA Technical Reports Server (NTRS)

Chandrasekharan, Reuben M.; Hawke, Veronica M.; Hinson, Michael L.; Kennelly, Robert A., Jr.; Madson, Michael D.

1993-01-01

The wing of the Learjet Model 60 was tailored for improved aerodynamic characteristics using the TRANAIR transonic full-potential computational fluid dynamics (CFD) code. A root leading edge glove and wing tip fairing were shaped to reduce shock strength, improve cruise drag and extend the buffet limit. The aerodynamic design was validated by wind tunnel test and flight test data.

Effect of an alternate winglet on the pressure and spanwise load distributions of a first generation jet transport wing

NASA Technical Reports Server (NTRS)

Montoya, L. C.; Flechner, S. G.; Jacobs, P. F.

1978-01-01

Pressure and spanwise load distributions on a first-generation jet transport semispan model at subsonic speeds are presented. The wind tunnel data were measured for the wing with and without an alternate winglet. The results show that the winglet affected outboard wing pressure distributions and increased the spanwise loads near the tip.

Global and Local Stress Analyses of McDonnell Douglas Stitched/RFI Composite Wing Stub Box

NASA Technical Reports Server (NTRS)

Wang, John T.

1996-01-01

This report contains results of structural analyses performed in support of the NASA structural testing of an all-composite stitched/RFI (resin film infusion) wing stub box. McDonnell Douglas Aerospace Company designed and fabricated the wing stub box. The analyses used a global/local approach. The global model contains the entire test article. It includes the all-composite stub box, a metallic load-transition box and a metallic wing-tip extension box. The two metallic boxes are connected to the inboard and outboard ends of the composite wing stub box, respectively. The load-transition box was attached to a steel and concrete vertical reaction structure and a load was applied at the tip of the extension box to bend the wing stub box upward. The local model contains an upper cover region surrounding three stringer runouts. In that region, a large nonlinear deformation was identified by the global analyses. A more detailed mesh was used for the local model to obtain more accurate analysis results near stringer runouts. Numerous analysis results such as deformed shapes, displacements at selected locations, and strains at critical locations are included in this report.

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

NASA Technical Reports Server (NTRS)

Wenzinger, Carl J

1933-01-01

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

Numerical Capture of Wing-tip Vortex Using Vorticity Confinement

NASA Astrophysics Data System (ADS)

Zhang, Baili; Lou, Jing; Kang, Chang Wei; Wilson, Alexander; Lundberg, Johan; Bensow, Rickard

2012-11-01

Tracking vortices accurately over large distances is very important in many areas of engineering, for instance flow over rotating helicopter blades, ship propeller blades and aircraft wings. However, due to the inherent numerical dissipation in the advection step of flow simulation, current Euler and RANS field solvers tend to damp these vortices too fast. One possible solution to reduce the unphysical decay of these vortices is the application of vorticity confinement methods. In this study, a vorticity confinement term is added to the momentum conservation equations which is a function of the local element size, the vorticity and the gradient of the absolute value of vorticity. The approach has been evaluated by a systematic numerical study on the tip vortex trailing from a rectangular NACA0012 half-wing. The simulated structure and development of the wing-tip vortex agree well with experiments both qualitatively and quantitatively without any adverse effects on the global flow field. It is shown that vorticity confinement can negate the effect of numerical dissipation, leading to a more or less constant vortex strength. This is an approximate method in that genuine viscous diffusion of the vortex is not modeled, but it can be appropriate for vortex dominant flows over short to medium length scales where viscous diffusion can be neglected.

Average is Over

NASA Astrophysics Data System (ADS)

Eliazar, Iddo

2018-02-01

The popular perception of statistical distributions is depicted by the iconic bell curve which comprises of a massive bulk of 'middle-class' values, and two thin tails - one of small left-wing values, and one of large right-wing values. The shape of the bell curve is unimodal, and its peak represents both the mode and the mean. Thomas Friedman, the famous New York Times columnist, recently asserted that we have entered a human era in which "Average is Over" . In this paper we present mathematical models for the phenomenon that Friedman highlighted. While the models are derived via different modeling approaches, they share a common foundation. Inherent tipping points cause the models to phase-shift from a 'normal' bell-shape statistical behavior to an 'anomalous' statistical behavior: the unimodal shape changes to an unbounded monotone shape, the mode vanishes, and the mean diverges. Hence: (i) there is an explosion of small values; (ii) large values become super-large; (iii) 'middle-class' values are wiped out, leaving an infinite rift between the small and the super large values; and (iv) "Average is Over" indeed.

In-flight source noise of an advanced full-scale single-rotation propeller

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Loffler, Irvin J.

1991-01-01

Flight tests to define the far-field tone source at cruise conditions have been completed on the full-scale SR-7L advanced turboprop, which was installed on the left wing of a Gulfstream II aircraft. These measurements defined source levels for input into long-distance propagation models to predict en route noise. Infight data were taken for seven test cases. The sideline directivities measured showed expected maximum levels near 105 deg from the propeller upstream axis. However, azimuthal directivities based on the maximum observed sideline tone levels showed highest levels below the aircraft. The tone level reduction associated with reductions in propeller tip speed is shown to be more significant in the horizontal plane than below the aircraft.

Numerical Simulation of Tip Vortices of Wings in Subsonic and Transonic Flows,

DTIC Science & Technology

1986-01-01

roll-up of the tip vor- rv : dimensionless strength of tip vortex " tex in both subsonic and transonic flows. Four test cases which used small and large...of their po- tion and the roll-up of the tip vortex has been observed for tential hazard to aircraft that encounter them in flight. To all the cases...such flows encompassing large air- tip- vortex strength. craft wakes (see for example Refs. 1-2). In spite of this, the present understanding of such

EC91-630-8

NASA Image and Video Library

1991-11-22

The AFTI F-16 flying at high angle of attack, shown in the final configuration and paint finish. Dummy Sidewinder air-to-air missles are attached to the wing tips. The white objects visible on the wing racks represent practice bomb dispensers, used in weapon tests.

Tip Fence for Reduction of Lift-Generated Airframe Noise

NASA Technical Reports Server (NTRS)

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

1998-01-01

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

The Aerodynamics of Hovering Insect Flight. III. Kinematics

NASA Astrophysics Data System (ADS)

Ellington, C. P.

1984-02-01

Insects in free flight were filmed at 5000 frames per second to determine the motion of their wings and bodies. General comments are offered on flight behaviour and manoeuvrability. Changes in the tilt of the stroke plane with respect to the horizontal provides kinematic control of manoeuvres, analogous to the type of control used for helicopters. A projection analysis technique is described that solves for the orientation of the animal with respect to a camera-based coordinate system, giving full kinematic details for the longitudinal wing and body axes from single-view films. The technique can be applied to all types of flight where the wing motions are bilaterally symmetrical: forward, backward and hovering flight, as well as properly banked turns. An analysis of the errors of the technique is presented, and shows that the reconstructed angles for wing position should be accurate to within 1-2^circ in general. Although measurement of the angles of attack was not possible, visual estimations are given. Only 11 film sequences show flight velocities and accelerations that are small enough for the flight to be considered as `hovering'. Two sequences are presented for a hover-fly using an inclined stroke plane, and nine sequences of hovering with a horizontal stroke plane by another hover-fly, two crane-flies, a drone-fly, a ladybird beetle, a honey bee, and two bumble bees. In general, oscillations in the body position from its mean motion are within measurement error, about 1-2% of the wing length. The amplitudes of oscillation for the body angle are only a few degrees, but the phase relation of this oscillation to the wingbeat cycle could be determined for a few sequences. The phase indicates that the pitching moments governing the oscillations result from the wing lift at the ends of the wingbeat, and not from the wing drag or inertial forces. The mean pitching moment of the wings, which determines the mean body angle, is controlled by shifting the centre of lift over the cycle by changing the mean positional angle of the flapping wings. Deviations of the wing tip path from the stroke plane are never large, and no consistent pattern could be found for the wing paths of different insects; indeed, variations in the path were even observed for individual insects. The wing motion is not greatly different from simple harmonic motion, but does show a general trend towards higher accelerations and decelerations at either end of the wingbeat, with constant velocities during the middle of half-strokes. Root mean square and cube root mean cube angular velocities are on average about 4 and 9% lower than simple harmonic motion. Angles of attack are nearly constant during the middle of half-strokes, typically 35^circ at a position 70% along the wing length. The wing is twisted along its length, with angles of attack at the wing base some 10-20^circ greater than at the tip. The wings rotate through about 110^circ at either end of the wingbeat during 10-20% of the cycle period. The mean velocity of the wing edges during rotation is similar to the mean flapping velocity of the wing tip and greater than the flapping velocity for more proximal wing regions, which indicates that vortex shedding during rotation is comparable with that during flapping. The wings tend to rotate as a flat plate during the first half of rotation, which ends just before, or at, the end of the half-stroke. The hover-fly using an inclined stroke plane provides a notable exception to this general pattern: pronation is delayed and overlaps the beginning of the downstroke. The wing profile flexes along a more or less localized longitudinal axis during the second half of rotation, generating the `flip' profile postulated by Weis-Fogh for the hover-flies. This profile occurs to some extent for all of the insects, and is not exceptionally pronounced for the hover-fly. By the end of rotation the wings are nearly flat again, although a slight camber can sometimes be seen. Weis-Fogh showed that beneficial aerodynamic interference can result when the left and right wings come into contact during rotation at the end of the wingbeat. His `fling' mechanism creates the circulation required for wing lift on the subsequent half-stroke, and can be seen on my films of the Large Cabbage White butterfly, a plume moth, and the Mediterranean flour moth. However, their wings `peel' apart like two pieces of paper being separated, rather than fling open rigidly about the trailing edges. A `partial fling' was found for some insects, with the wings touching only along posterior wing areas. A `near fling' with the wings separated by a fraction of the chord was also observed for many insects. There is a continuous spectrum for the separation distance between the wings, in fact, and the separation can vary for a given insect during different manoeuvres. It is suggested that these variants on Weis-Fogh's fling mechanism also generate circulation for wing lift, although less effectively than a complete fling, and that changes in the separation distance may provide a fine control over the amount of lift produced.

Assessment of Airborne Instrument Uncertainty via Measurement Comparisons Conducted During the DC3 and SEAC4RS Field Campaigns

NASA Astrophysics Data System (ADS)

Silverman, M. L.; Chen, G.; Shook, M.

2016-12-01

Airborne field campaigns have long understood the importance of well-defined measurement uncertainties and their impact on scientific research. Measurement comparisons are an effective way to assess the uncertainty of different techniques as well as gain insight into instrument performance. As part of the NASA DC3 (Deep Convective Clouds and Chemistry) airborne field campaign, there were several wing-tip-to-wing-tip formation flight segments designed for measurement comparison of the instruments onboard the NASA DC-8 and NSF/NCAR Gulfstream-V aircraft. This provides the opportunity to evaluate the consistency between multiple measurements of the same species/parameters on different platforms and based on different measurement techniques. The DC-8 aircraft was also instrumented with duplicate measurements of the same species, allowing for intraplatform comparisons. The NASA DC-8 was also used during the NASA SEAC4RS (Studies of Emission and Atmospheric Composition, Clouds, and Climate Coupling by Regional Surveys) airborne field campaign. While no wing-tip to wing-tip flights were flown, several instruments measuring the same species were aboard the DC-8 providing intraplatform comparisons. Time series and correlations are produced to show the relative agreement between the measurements both on a daily basis and over the course of the five inter-comparison days. We have also used a data-driven approach to analyze the instrument precisions as an important part of measurement uncertainty assessment. By conducting these analyses we provide insight to users on the quality of the measurements.

24. Courtyard between Cwing left and Jwing dock, looking west ...

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

24. Courtyard between C-wing left and J-wing dock, looking west - Offutt Air Force Base, Strategic Air Command Headquarters & Command Center, Headquarters Building, 901 SAC Boulevard, Bellevue, Sarpy County, NE

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.

Tip Vortices of Isolated Wings and Helicopter Rotor Blades.

DTIC Science & Technology

1987-12-01

root to tip, as expected due to the induced downwash of the tip vor- tex and wake vortex sheet. Although the three different tip-caps produce very...the inherent limitation of not being able to model the vortex wake with these equations, although the Euler formulation has in it the necessary...physics to model vorticity transport correctly. These equations basically lack the physical mecha- nism needed to generate the vortex wake . However, in

A structural dynamics study of a wing-pylon-tiltrotor system

NASA Astrophysics Data System (ADS)

Khader, N.; Abu-Mallouh, R.

1992-12-01

A simple structural model for a three-bladed tiltrotor-pylon-wing assembly is presented, which accounts for chordwise, transverse, and torsional wing deformations, rigid pylon pitching motion with respect to the wing tip cross-section in its deformed position, lead-lag, flap, and torsional deformations of rotor blades. The model considers equivalent viscous damping associated with blade and wing elastic deformations and with rigid pylon pitching motion. It is established that blade-to wing bending rigidity ratio, pylon pitching frequency, equivalent viscous damping associated with blade elastic deformations, and rotational speed, are the most important design parameters, whose effect on system frequencies and stability boundaries is evaluated.

NASA Trapezoidal Wing Computations Including Transition and Advanced Turbulence Modeling

NASA Technical Reports Server (NTRS)

Rumsey, C. L.; Lee-Rausch, E. M.

2012-01-01

Flow about the NASA Trapezoidal Wing is computed with several turbulence models by using grids from the first High Lift Prediction Workshop in an effort to advance understanding of computational fluid dynamics modeling for this type of flowfield. Transition is accounted for in many of the computations. In particular, a recently-developed 4-equation transition model is utilized and works well overall. Accounting for transition tends to increase lift and decrease moment, which improves the agreement with experiment. Upper surface flap separation is reduced, and agreement with experimental surface pressures and velocity profiles is improved. The predicted shape of wakes from upstream elements is strongly influenced by grid resolution in regions above the main and flap elements. Turbulence model enhancements to account for rotation and curvature have the general effect of increasing lift and improving the resolution of the wing tip vortex as it convects downstream. However, none of the models improve the prediction of surface pressures near the wing tip, where more grid resolution is needed.

18. WEST WING, EAST SIDE, TO LEFT: NORTH WALL, SOUTH ...

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

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

WEST WING, EAST SIDE, TO LEFT: NORTH WALL, SOUTH SIDE, ...

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

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

32. View from roof of Hwing, with Ewing on left, ...

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

32. View from roof of H-wing, with E-wing on left, looking southwest - Offutt Air Force Base, Strategic Air Command Headquarters & Command Center, Headquarters Building, 901 SAC Boulevard, Bellevue, Sarpy County, NE

Spanwise loading distribution and wake velocity surveys of a semi-span wing

NASA Technical Reports Server (NTRS)

Felker, F. F., III; Piziali, R. A.; Gall, J. K.

1982-01-01

The spanwise distribution of bound circulation on a semi-span wing and the flow velocities in its wake were measured in a wind tunnel. Particular attention was given to documenting the flow velocities in and around the development tip vortex. A two-component laser velocimeter was used to make the velocity measurements. The spanwise distribution of bound circulation, three components of the time-averaged velocities throughout the near wake their standard deviations, and the integrated forces and moments on a metric tip as measured by an internal strain gage balance are presented without discussion.

Investigation at low speeds of the effect of aspect ratio and sweep on rolling stability derivatives of untapered wings

NASA Technical Reports Server (NTRS)

Goodman, Alex; Fisher, Lewis R.

1949-01-01

A low scale wind tunnel investigation was conducted in rolling flow to determine the effects of aspect ratio and sweep (when varied independently) on the rolling stability derivatives for a series of untapered wings. Test results indicate that when the aspect ratio was held constant, an increase in the sweepback angle caused a significant reduction in the damping in roll at low lift coefficients for only the higher aspect ratios that were tested. This result was in agreement with available swept wing theory which indicated no effect of sweep for aspect ratios near zero. The result of the linear theory that the damping in roll is independent of lift coefficient and that the yawing moment and lateral force due to rolling are directly proportional to the lift coefficient was found to be valid for only a very limited lift coefficient range when the wings were highly swept. For such wings, the damping was found to increase in magnitude and the yawing moment due to rolling, to change from negative to positive at moderate lift coefficients. The effect of wing tip suction, not acounted for by present theory, was found to be very important with regard to the yawing moment due to rolling, particularly for low aspect ratio swept wings. An empirical means of correcting present theory for the effect of tip suction is suggested.

KENNEDY SPACE CENTER, FLA. - In the RLV hangar, members of the Columbia Reconstruction Team work to identify pieces of Thermal Protection System tile from the left wing of Columbia recovered during the search and recovery efforts in East Texas. The items shipped to KSC number more than 82,000 and weigh 84,800 pounds or 38 percent of the total dry weight of Columbia. Of those items, 78,760 have been identified, with 753 placed on the left wing grid in the Hangar.

NASA Image and Video Library

2003-05-15

KENNEDY SPACE CENTER, FLA. - In the RLV hangar, members of the Columbia Reconstruction Team work to identify pieces of Thermal Protection System tile from the left wing of Columbia recovered during the search and recovery efforts in East Texas. The items shipped to KSC number more than 82,000 and weigh 84,800 pounds or 38 percent of the total dry weight of Columbia. Of those items, 78,760 have been identified, with 753 placed on the left wing grid in the Hangar.

Rolling Moments Due to Rolling and Yaw for Four Wing Models in Rotation

NASA Technical Reports Server (NTRS)

Knight, Montgomery; Wenzinger, Carl J

1932-01-01

This report presents the results of a series of autorotation and torque tests on four different rotating wing systems at various rates of roll and at several angles of yaw. The investigation covered an angle of attack range up to 90 degrees and angles of yaw of 0 degree, 5 degrees, 10 degrees, and 20 degrees. The tests were made in a 5-foot, closed-throat atmospheric wind tunnel. The object of the tests was primarily to determine the effects of various angles of yaw on the rolling moments of the rotating wings up to large angles of attack. It was found that at angles of attack above that of maximum lift the rolling moments on the wings due to yaw (or side slip) from 5 degrees to 20 degrees were roughly of the same magnitude as those due to rolling. There was a wide variation in magnitude of the rolling moment due to yaw angle. The rates and ranges of stable autorotation for the monoplane models were considerably increased by yaw, whereas for an unstaggered biplane they were little affected. The immediate cause of the rolling moment due to yaw is apparently the building up of large loads on the forward wing tip and the reduction of loads on the rearward wing tip.

Selected winglet and mixed flow long duct nacelle development for DC-10 derivative aircraft

NASA Technical Reports Server (NTRS)

Taylor, A. B.

1980-01-01

The high speed cruise drag effects of the installation of winglets and a wing tip extension and a mixed flow long duct nacelle are investigated. The winglet program utilized a 4.7 percent semispan model in an eight foot transonic wind tunnel. Winglets provided approximately twice the cruise drag reduction of wing tip extensions for about the same increase in bending moment at the wing-fuselage juncture. The long duct nacelle interference drag program utilized the same model, without the winglets, in the 11 foot transonic wind tunnel. The long duct nacelle, installed in the same position as the current short duct nacelle and with the current production symmetric pylon, was a relatively low risk installation. A pylon with an addition small rearward fairing was also tested and showed some drag reduction potential over the current pylon.

Steady pressure measurements on an Aeroelastic Research Wing (ARW-2)

NASA Technical Reports Server (NTRS)

Sandford, Maynard C.; Seidel, David A.; Eckstrom, Clinton V.

1994-01-01

Transonic steady and unsteady pressure tests have been conducted in the Langley transonic dynamics tunnel on a large elastic wing known as the DAST ARW-2. The wing has a supercritical airfoil, an aspect ratio of 10.3, a leading-edge sweep back angle of 28.8 degrees, and two inboard and one outboard trailing-edge control surfaces. Only the outboard control surface was deflected to generate steady and unsteady flow over the wing during this study. Only the steady surface pressure, control-surface hinge moment, wing-tip deflection, and wing-root bending moment measurements are presented. The results from this elastic wing test are in tabulated form to assist in calibrating advanced computational fluid dynamics (CFD) algorithms.

Glassy-winged sharpshooter oviposition effects on foliar grapevine and red-tipped photinia terpenoid levels

USDA-ARS?s Scientific Manuscript database

The glassy-winged sharpshooter (GWSS), Homalodisca vitripennis (Germar) (Hemiptera: Cicadellidae), is an important vector of Xylella fastidiosa, the bacterium that causes Pierce's disease of grapevine and is a threat to grape production throughout the United States. Female GWSS deposit egg masses be...

Studies in Forecasting Upper-Level Turbulence

DTIC Science & Technology

2006-09-01

path, where they begin 9 to dissipate. Vortex size is reduced by the use of winglets , smaller “wings” that curve upward from aircraft wing tips. b...the flight path, where they begin to dissipate. Vortex size is reduced by the use of winglets , smaller “wings” that curve upward from aircraft wing

Activation of the serratus anterior and upper trapezius in a population with winged and tipped scapulae during push-up-plus and diagonal shoulder-elevation.

PubMed

Park, Se-Yeon; Yoo, Won-Gyu

2015-01-01

Scapular winging and tipping are types of abnormal scapular kinematics, which is caused by not only the entrapment of peripheral nerve, but also imbalance of the scapulothoracic musculatures. The purpose of this study was to investigate the presence of muscular imbalance in the middle and lower parts of the serratus anterior and upper trapezius in people with scapular winging and tipping. Twenty male participants (age, 23.0 ± 1.92 y) were placed into symptomatic group (n = 10) and control group (n = 10). Participants completed two individual trials of a push-up plus, and a diagonal shoulder elevation, while electromyography (EMG) recorded muscle activity of the low and middle serratus anterior and upper trapezius. The root mean squared EMG values for three muscles were normalized using maximum voluntary isometric contractions (%MVIC). The value was calculated using modified isolation equation for comparing activation of middle and lower serratus anterior (%isolation). During a diagonal shoulder elevation, the % maximal voluntary isometric contraction (%MVIC) data showed that the symptomatic participants had significantly greater activation of the middle serratus anterior compared to the control group (P = 0.01). During a diagonal shoulder elevation, the symptomatic participants had not only significantly increased %isolation of the middle serratus anterior, but also significantly decreased for the lower serratus anterior compare with the control group (p = 0.00). Present result indicated that different muscle activation between middle and lower serratus anterior could represent in group with scapular dyskinesis, and need for selective activation of the lower serratus anterior in patients with scapular winging and tipping.

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.

Contextual view showing building 926 north wing at left and ...

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

Contextual view showing building 926 north wing at left and hospital historic district at right; camera facing north. - Mare Island Naval Shipyard, Wilderman Hall, Johnson Lane, north side adjacent to (south of) Hospital Complex, Vallejo, Solano County, CA

Heat transfer distributions induced by elevon deflections on swept wings and adjacent surfaces at Mach 6

NASA Technical Reports Server (NTRS)

Johnson, C. B.; Kaufman, L. G., II

1978-01-01

Surface heat transfer distributions are presented for swept wing semispan models having trailing edge elevon ramp angles of 0, 10, 20, and 30 degrees. The wing sweepback angles are 0, 50, and 70 degrees. The models have attachable cylindrical and flat plate center bodies and various attachable wing-tip fins. The data, obtained for a 0 degree angle of attack, a free stream Mach number of 6, and a wing root chord Reynolds number of about 17,000,000, reveal considerably larger regions of elevon induced thermal loads on adjacent surfaces than would be suggested by fully attached flow analyses.

F-16XL Ship #2 during last flight showing titanium laminar flow glove on left wing

NASA Technical Reports Server (NTRS)

1996-01-01

The perforated titanium overlay mounted on the upper surface of the left wing is clearly evident on this view of NASA 848, a highly modified F-16XL aircraft flown by NASA's Dryden Flight Research Center in the Supersonic Laminar Flow Control (SLFC) research program. The two-seat, single-engine craft, one of only two 'XL' F-16s built, recently concluded the SLFC project with its 45th data collection mission. The project demonstrated that laminar--or smooth--airflow could be achieved over a major portion of a wing at supersonic speeds by use of a suction system. The system drew a small part of the boundary-layer air through millions of tiny laser-drilled holes in the 'glove' fitted to the upper left wing.

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.

VIEW OF LEFT WING AND FUSELAGE FROM TOP LEVEL OF ...

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

VIEW OF LEFT WING AND FUSELAGE FROM TOP LEVEL OF TAIL DOCK STAND. LEADING AND TRAILING EDGE FLAPS ARE DOWN; AIELERONS ARE IN NEUTRAL. ENGINE COWLING OFF FOR HEAVY INSPECTION. - Greater Buffalo International Airport, Maintenance Hangar, Buffalo, Erie County, NY

The application of laser Doppler velocimetry to trailing vortex definition and alleviation

NASA Technical Reports Server (NTRS)

Orloff, K. L.; Grant, G. R.

1973-01-01

A laser Doppler velocimeter whose focal volume can be rapidly traversed through a flowfield has been used to overcome the problem introduced by excursions of the central vortex filament within a wind tunnel test section. The basic concepts of operation of the instrument are reviewed and data are presented which accurately define the trailing vortex from a square-tipped rectangular wing. Measured axial and tangential velocity distributions are given, both with and without a vortex dissipator panel installed at the wing tip. From the experimental data, circulation and vorticity distributions are obtained and the effect of turbulence injection into the vortex structure is discussed.

Subspace Iteration Method for Complex Eigenvalue Problems with Nonsymmetric Matrices in Aeroelastic System

NASA Technical Reports Server (NTRS)

Pak, Chan-gi; Lung, Shun-fat

2009-01-01

Modern airplane design is a multidisciplinary task which combines several disciplines such as structures, aerodynamics, flight controls, and sometimes heat transfer. Historically, analytical and experimental investigations concerning the interaction of the elastic airframe with aerodynamic and in retia loads have been conducted during the design phase to determine the existence of aeroelastic instabilities, so called flutter .With the advent and increased usage of flight control systems, there is also a likelihood of instabilities caused by the interaction of the flight control system and the aeroelastic response of the airplane, known as aeroservoelastic instabilities. An in -house code MPASES (Ref. 1), modified from PASES (Ref. 2), is a general purpose digital computer program for the analysis of the closed-loop stability problem. This program used subroutines given in the International Mathematical and Statistical Library (IMSL) (Ref. 3) to compute all of the real and/or complex conjugate pairs of eigenvalues of the Hessenberg matrix. For high fidelity configuration, these aeroelastic system matrices are large and compute all eigenvalues will be time consuming. A subspace iteration method (Ref. 4) for complex eigenvalues problems with nonsymmetric matrices has been formulated and incorporated into the modified program for aeroservoelastic stability (MPASES code). Subspace iteration method only solve for the lowest p eigenvalues and corresponding eigenvectors for aeroelastic and aeroservoelastic analysis. In general, the selection of p is ranging from 10 for wing flutter analysis to 50 for an entire aircraft flutter analysis. The application of this newly incorporated code is an experiment known as the Aerostructures Test Wing (ATW) which was designed by the National Aeronautic and Space Administration (NASA) Dryden Flight Research Center, Edwards, California to research aeroelastic instabilities. Specifically, this experiment was used to study an instability known as flutter. ATW was a small-scale airplane wing comprised of an airfoil and wing tip boom. This wing was formulated based on a NACA-65A004 airfoil shape with a 3.28 aspect ratio. The wing had a span of 18 inch with root chord length of 13.2 inch and tip chord length of 8.7 inch. The total area of this wing was 197 square inch. The wing tip boom was a 1 inch diameter hollow tube of length 21.5 inch. The total weight of the wing was 2.66 lbs.

A fundamental study of drag and an assessment of conventional drag-due-to-lift reduction devices

NASA Astrophysics Data System (ADS)

Yates, J. E.; Donald, C. D.

1986-09-01

The integral conservation laws of fluid mechanics are used to assess the drag efficiency of lifting wings, both CTOL and various out-of-plane configurations. The drag-due-to-lift is separated into two major components: (1) the induced drag-due-to-lift that depends on aspect ratio but is relatively independent of Reynolds number; (2) the form drag-due-to-lift that is independent of aspect ratio but dependent on the details of the wing section design, planform and Reynolds number. For each lifting configuration there is an optimal load distribution that yields the minimum value of drag-due-to-lift. For well designed high aspect ratio CTOL wings the two drag components are independent. With modern design technology CTOL wings can be (and usually are) designed with a drag-due-to-lift efficiency close to unity. Wing tip-devices (winglets, feathers, sails, etc.) can improve drag-due-to-lift efficiency by 10 to 15% if they are designed as an integral part of the wing. As add-on devices they can be detrimental. It is estimated that 25% improvements of wing drag-due-to-lift efficiency can be obtained with joined tip configurations and vertically separated lifting elements without considering additional benefits that might be realized by improved structural efficiency. It is strongly recommended that an integrated aerodynamic/structural approach be taken in the design of (or research on) future out-of-plane configurations.

A fundamental study of drag and an assessment of conventional drag-due-to-lift reduction devices

NASA Technical Reports Server (NTRS)

Yates, J. E.; Donald, C. D.

1986-01-01

The integral conservation laws of fluid mechanics are used to assess the drag efficiency of lifting wings, both CTOL and various out-of-plane configurations. The drag-due-to-lift is separated into two major components: (1) the induced drag-due-to-lift that depends on aspect ratio but is relatively independent of Reynolds number; (2) the form drag-due-to-lift that is independent of aspect ratio but dependent on the details of the wing section design, planform and Reynolds number. For each lifting configuration there is an optimal load distribution that yields the minimum value of drag-due-to-lift. For well designed high aspect ratio CTOL wings the two drag components are independent. With modern design technology CTOL wings can be (and usually are) designed with a drag-due-to-lift efficiency close to unity. Wing tip-devices (winglets, feathers, sails, etc.) can improve drag-due-to-lift efficiency by 10 to 15% if they are designed as an integral part of the wing. As add-on devices they can be detrimental. It is estimated that 25% improvements of wing drag-due-to-lift efficiency can be obtained with joined tip configurations and vertically separated lifting elements without considering additional benefits that might be realized by improved structural efficiency. It is strongly recommended that an integrated aerodynamic/structural approach be taken in the design of (or research on) future out-of-plane configurations.

Extended analytical study of the free-wing/free-trimmer concept

NASA Technical Reports Server (NTRS)

Porter, R. F.; Hall, D. W.; Vergara, R. D.

1979-01-01

The free wing/free trimmer concept was analytically studied in order to: (1) compare the fore and aft trimmer configurations on the basis of equal lift capability, rather than equal area; (2) assess the influence of tip mounted aft trimmers, both free and fixed, on the lateral directional modes and turbulence responses; (3) examine the feasibility of using differential tip mounted trimmer deflection for lateral control; (4) determine the effects of independent fuselage attitude on the lateral directional behavior; and (5) estimate the influence of wing sweep on dynamic behavior and structural weight. Results indicate that the forward trimmer concept is feasible with the reduced size examined, but it remains inferior to the aft trimmer in every respect except structural weight. Differential motion of the aft trimmer is found to provide powerful lateral control; while the effect of fuselage deck angle is a reduction of the dutch roll damping ratio for nose-down attitudes.

Effects of winglet on transonic flutter characteristics of a cantilevered twin-engine-transport wing model

NASA Technical Reports Server (NTRS)

Ruhlin, C. L.; Bhatia, K. G.; Nagaraja, K. S.

1986-01-01

A transonic model and a low-speed model were flutter tested in the Langley Transonic Dynamics Tunnel at Mach numbers up to 0.90. Transonic flutter boundaries were measured for 10 different model configurations, which included variations in wing fuel, nacelle pylon stiffness, and wingtip configuration. The winglet effects were evaluated by testing the transonic model, having a specific wing fuel and nacelle pylon stiffness, with each of three wingtips, a nonimal tip, a winglet, and a nominal tip ballasted to simulate the winglet mass. The addition of the winglet substantially reduced the flutter speed of the wing at transonic Mach numbers. The winglet effect was configuration-dependent and was primarily due to winglet aerodynamics rather than mass. Flutter analyses using modified strip-theory aerodynamics (experimentally weighted) correlated reasonably well with test results. The four transonic flutter mechanisms predicted by analysis were obtained experimentally. The analysis satisfactorily predicted the mass-density-ratio effects on subsonic flutter obtained using the low-speed model. Additional analyses were made to determine the flutter sensitivity to several parameters at transonic speeds.

Update on HCDstruct - A Tool for Hybrid Wing Body Conceptual Design and Structural Optimization

NASA Technical Reports Server (NTRS)

Gern, Frank H.

2015-01-01

HCDstruct is a Matlab® based software tool to rapidly build a finite element model for structural optimization of hybrid wing body (HWB) aircraft at the conceptual design level. The tool uses outputs from a Flight Optimization System (FLOPS) performance analysis together with a conceptual outer mold line of the vehicle, e.g. created by Vehicle Sketch Pad (VSP), to generate a set of MSC Nastran® bulk data files. These files can readily be used to perform a structural optimization and weight estimation using Nastran’s® Solution 200 multidisciplinary optimization solver. Initially developed at NASA Langley Research Center to perform increased fidelity conceptual level HWB centerbody structural analyses, HCDstruct has grown into a complete HWB structural sizing and weight estimation tool, including a fully flexible aeroelastic loads analysis. Recent upgrades to the tool include the expansion to a full wing tip-to-wing tip model for asymmetric analyses like engine out conditions and dynamic overswings, as well as a fully actuated trailing edge, featuring up to 15 independently actuated control surfaces and twin tails. Several example applications of the HCDstruct tool are presented.

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 responsive to flexibility satisfying an inverse proportionality to stiffness. In hover, an effective pitch angle can be defined in a flexible wing that accounts for deflection which shifts results toward trend lines of rigid wings. Three-dimensional simulations examining the effects of two distinct deformation modes undergoing prescribed deformation associated with root and tip deflection demonstrated a greater aerodynamic response to tip deflection in hover. Efficiency gains in flexion wings over rigid wing counterpart were shown to be dependent on Reynolds number with efficiency in both modes increasing with increased Reynolds number. Additionally, while the leading-edge vortex axis proved insensitive to deformation, the shape and orientation of the LEV core is modified. Experiments on three-dimensional dynamically-scaled fruit fly wings with passive deformation operating in the bursting limit Reynolds number regime revealed enhanced leading-edge vortex bursting with tip deflection promoting greater LEV core flow deceleration in stroke. Experimental studies on rotary wings highlights a universal formation time of the leading-edge vortex independent of Reynolds number, acceleration profile and aspect ratio. Efforts to replicate LEV bursting phenomena of higher aspect ratio wings in a unity aspect ratio wing such that LEV growth is no limited by span but by the LEV traversing the chord revealed a flow regime of oscillatory lift generation reminiscent of behavior exhibited in translating wings that also maintains magnitude peak to peak.

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.

Lateralisation of aggressive displays in a tephritid fly

NASA Astrophysics Data System (ADS)

Benelli, Giovanni; Donati, Elisa; Romano, Donato; Stefanini, Cesare; Messing, Russell H.; Canale, Angelo

2015-02-01

Lateralisation (i.e. different functional and/or structural specialisations of the left and right sides of the brain) of aggression has been examined in several vertebrate species, while evidence for invertebrates is scarce. In this study, we investigated lateralisation of aggressive displays (boxing with forelegs and wing strikes) in the Mediterranean fruit fly, Ceratitis capitata. We attempted to answer the following questions: (1) do medflies show lateralisation of aggressive displays at the population-level; (2) are there sex differences in lateralisation of aggressive displays; and (3) does lateralisation of aggression enhance fighting success? Results showed left-biased population-level lateralisation of aggressive displays, with no consistent differences among sexes. In both male-male and female-female conflicts, aggressive behaviours performed with left body parts led to greater fighting success than those performed with right body parts. As we found left-biased preferential use of body parts for both wing strikes and boxing, we predicted that the left foreleg/wing is quicker in exploring/striking than the right one. We characterised wing strike and boxing using high-speed videos, calculating mean velocity of aggressive displays. For both sexes, aggressive displays that led to success were faster than unsuccessful ones. However, left wing/legs were not faster than right ones while performing aggressive acts. Further research is needed on proximate causes allowing enhanced fighting success of lateralised aggressive behaviour. This is the first report supporting the adaptive role of lateralisation of aggressive displays in insects.

75 FR 35611 - Airworthiness Directives; McDonnell Douglas Corporation Model DC-10-10, DC-10-10F, and MD-10-10F...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-23

... one-time high frequency eddy current inspection of fastener holes for cracks at the left and right... frequency eddy current inspection of fastener holes for cracks at the left and right side wing rear spar... frequency eddy current inspection for cracking of fastener holes at the left and right side wing rear spar...

A combined piezoelectric composite actuator and its application to wing/blade tips

NASA Astrophysics Data System (ADS)

Ha, Kwangtae

A novel combined piezoelectric-composite actuator configuration is proposed and analytically modeled in this work. The actuator is a low complexity, active compliant mechanism obtained by coupling a modified star cross sectional configuration composite beam with a helicoidal bimorph piezoelectric actuator coiled around it. This novel actuator is a good candidate as a hinge tension-torsion bar actuator for a helicopter rotor blade flap or blade tip and mirror rotational positioning. In the wing tip case, the tip deflection angle is different only according to the aerodynamic moment depending on the hinge position of the actuator along the chord and applied voltage because there is no centrifugal force. For an active blade tip subject to incompressible flow and 2D quasi steady airloads, its twist angle is related not only to aerodynamic moment and applied voltage but also to coupling terms, such as the trapeze effect and the tennis racquet effect. Results show the benefit of hinge position aft of the aerodynamic center, such that the blade tip response is amplified by airloads. Contrary to this effect, results also show that the centrifugal effects and inertial effect cause an amplitude reduction in the response. Summation of these effects determines the overall blade tip response. The results for a certain hinge position of Xh=1.5% chord aft of the quarter chord point proves that the tip deflection target design range of beta ∈ [-2,+2] can be achieved for all pitch angle configurations chosen.

Effect of Winglets on a First-Generation Jet Transport Wing. 2: Pressure and Spanwise Load Distributions for a Semispan Model at High Subsonic Speeds. [in the Langley 8 ft transonic tunnel

NASA Technical Reports Server (NTRS)

Montoya, L. C.; Flechner, S. G.; Jacobs, P. F.

1977-01-01

Pressure and spanwise load distributions on a first-generation jet transport semispan model at high subsonic speeds are presented for the basic wing and for configurations with an upper winglet only, upper and lower winglets, and a simple wing-tip extension. Selected data are discussed to show the general trends and effects of the various configurations.

Solar powered aircraft

NASA Technical Reports Server (NTRS)

Phillips, W. H. (Inventor)

1983-01-01

A cruciform wing structure for a solar powered aircraft is disclosed. Solar cells are mounted on horizontal wing surfaces. Wing surfaces with spanwise axis perpendicular to surfaces maintain these surfaces normal to the Sun's rays by allowing aircraft to be flown in a controlled pattern at a large bank angle. The solar airplane may be of conventional design with respect to fuselage, propeller and tail, or may be constructed around a core and driven by propeller mechanisms attached near the tips of the airfoils.

F-16XL ship #1 - CAWAP outboard rake #7

NASA Technical Reports Server (NTRS)

1996-01-01

This photo shows the #7 outboard rake on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The program also gathered aero data on two wing planforms for NASA's High Speed Research Program. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.

F-16XL ship #1 wing close-up showing boundary layer detection Preston tubes

NASA Technical Reports Server (NTRS)

1995-01-01

This photo shows the boundary layer Preston tubes mounted on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.

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.

9. WEST ELEVATION OF EAST WING. SHOWN FROM LEFT TO ...

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

9. WEST ELEVATION OF EAST WING. SHOWN FROM LEFT TO RIGHT: CISTERN TOWER, BOILER CHIMNEY AND LARGE CHIMNEYS FROM BISCUIT KILNS 4 & 5. - Moravian Pottery & Tile Works, Southwest side of State Route 313 (Swamp Road), Northwest of East Court Street, Doylestown, Bucks County, PA

55. TOP (4TH) FLOOR OF 187380 WING LOOKING NORTH, WEST ...

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

55. TOP (4TH) FLOOR OF 1873-80 WING LOOKING NORTH, WEST SIDE. NOTE SECTION, LEFT SIDE, MIDDLEGROUND, WHERE SMALL HIGH WINDOWS INDICATE POINT AT WHICH 1852 WING JOINS THIS WING. - Boston Manufacturing Company, 144-190 Moody Street, Waltham, Middlesex County, MA

F-16XL ship #1 outboard rake #7

NASA Technical Reports Server (NTRS)

1996-01-01

This photo shows the #7 outboard rake on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.

KSC-04PD-0531

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. In the Orbiter Processing Facility, several workers check out the first Reinforced Carbon-Carbon panel to be installed on the left wing leading edge on Discovery. Second from right is Danny Wyatt, NASA Quality Assurance specialist; on the left is Dave Fuller, technician; behind Wyatt is John Legere, NASA Quality Assurance specialist. The RCC panels are mechanically attached to the wing with spars, a series of floating joints to reduce loading on the panels caused by wing deflections. The T-seals between each wing leading edge panel allow for lateral motion and thermal expansion differences between the RCC and the orbiter wing. Discovery has been named as the orbiter to fly on the first Return to Flight mission, STS- 114.

Pressure and thermal distributions on wings and adjacent surfaces induced by elevon deflections at Mach 6

NASA Technical Reports Server (NTRS)

Kaufman, L. G., II; Johnson, C. B.

1979-01-01

Surface pressure distributions and heat transfer distributions were obtained on wing half-models in regions where three dimensional separated flow effects are prominent. Unswept and 50 deg and 70 deg swept semispan wings were tested, for trailing-edge-elevon ramp angles of 0 deg, 10 deg, 20 deg, and 30 deg, with and without cylindrical and flat plate center bodies and with and without various wing-tip plates and fins. The data, obtained for a free stream Mach number of 6 and a wing-root-chord Reynolds number of 18.5 million, reveal considerably larger regions of increased pressure and thermal loads than would be anticipated using non-separated flow analyses.

B-47A on ramp

NASA Technical Reports Server (NTRS)

1953-01-01

Boeing B-47A (NACA 150) shown on the ramp near NACA High-Speed Flight Research Station at South Base of Edwards Air Force Base, California, in 1953. The B-47A Stratojet's wing is mounted high on the fuselage with a sweep back of 36 degrees and a span of 116 feet, with wing vortex generators installed. A two engine pod under each wing, and an additional engine pod at each wing tip using General Electric J-47-GE-23 turbojets. The airplane is fitted with a nose boom for measuring airspeed, altitude, angle-of-attack and angle-of-sideslip, and an optigraph for measuring the movements of target lights on the wing and tail.

An unusual case of cerebral penetrating injury by a driven bone fragment secondary to blunt head trauma.

PubMed

Lee, Jae Il; Ko, Jun Kyeung; Cha, Seung Heon; Han, In Ho

2011-12-01

Temple trauma that appears initially localized to the skin might possess intracranial complications. Early diagnosis and management of such complications are important, to avoid neurologic sequelae. Non-penetrating head injuries with intracranial hemorrhage caused by a driven bone fragment are extremely rare. A 53-year-old male was referred to our hospital because of intracerebral hemorrhage. He was a mechanic and one day before admission to a local clinic, tip of metallic rod hit his right temple while cutting the rod. Initial brain computed tomography (CT) and magnetic resonance imaging demonstrated scanty subdural hematoma at right temporal lobe and left falx and intracerebral hematoma at both frontal lobes. Facial CT with 3-D reconstruction images showed a small bony defect at the right sphenoid bone's greater wing and a small bone fragment at the left frontal lobe, crossing the falx. We present the unusual case of a temple trauma patient in whom a sphenoid bone fragment migrated from its origin upward, to the contralateral frontal lobe, producing hematoma along its trajectory.

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

NASA Technical Reports Server (NTRS)

Jones, R. T.

1980-01-01

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

Effect of winglets on a first-generation jet transport wing. 3: Pressure and spanwise load distributions for a semispan model at Mach 0.30. [in the Langley 8 ft transonic tunnel

NASA Technical Reports Server (NTRS)

Montoya, L. C.; Jacobs, P. F.; Flechner, S. G.

1977-01-01

Pressure and spanwise load distributions on a first-generation jet transport semispan model at a Mach number of 0.30 are given for the basic wing and for configurations with an upper winglet only, upper and lower winglets, and a simple wing-tip extension. To simulate second-segment-climb lift conditions, leading- and/or trailing-edge flaps were added to some configurations.

Control of Flap Vortices

NASA Technical Reports Server (NTRS)

Greenblatt, David

2005-01-01

A wind tunnel investigation was carried out on a semi-span wing model to assess the feasibility of controlling vortices emanating from outboard flaps and tip-flaps by actively varying the degree of boundary layer separation. Separation was varied by means of perturbations produced from segmented zero-efflux oscillatory blowing slots, while estimates of span loadings and vortex sheet strengths were obtained by integrating wing surface pressures. These estimates were used as input to inviscid rollup relations as a means of predicting changes to the vortex characteristics resulting from the perturbations. Surveys of flow in the wake of the outboard and tip-flaps were made using a seven-hole probe, from which the vortex characteristics were directly deduced. Varying the degree of separation had a marked effect on vortex location, strength, tangential velocity, axial velocity and size for both outboard and tip-flaps. Qualitative changes in vortex characteristics were well predicted by the inviscid rollup relations, while the failure to account for viscosity was presumed to be the main reason for observed discrepancies. Introducing perturbations near the outboard flap-edges or on the tip-flap exerted significant control over vortices while producing negligible lift excursions.

Wind-tunnel investigation of effect of interference on lateral-stability characteristics of four NACA 23012 wings, an elliptical and a circular fuselage and vertical fins

NASA Technical Reports Server (NTRS)

House, Rufus O; Wallace, Arthur R

1941-01-01

Report presents the results of a wind-tunnel investigation of the effect of wing-fuselage interference on lateral-stability characteristics made in the NACA 7 by 10-foot wind tunnel on four fuselages and two fins, representing high-wing, low-wing, and midwing monoplanes. The fuselages are of circular and elliptical cross section. The wings have rounded tips and, in plan form, one is rectangular and the three are tapered 3:1 with various amounts of sweep. The rate of change in the coefficients of rolling moment, yawing moment, and lateral force with angle of yaw is given in a form to show the increment caused by wing-fuselage interference for the model with no fin and the effect of wing-fuselage interference on fin effectiveness. Results for the fuselage-fin combination and the wing tested alone are also given.

78 FR 1133 - Noise Certification Standards for Tiltrotors

Federal Register 2010, 2011, 2012, 2013, 2014

2013-01-08

... the wing tips that vary in pitch from near vertical to near horizontal configuration relative to the wing and fuselage. Vertical takeoff and landing (VTOL) mode means the aircraft state or configuration... arithmetic sum of delta 1 and the term -7.5 log (QK/QrKr) from delta 2 must not in total exceed 2.0 EPNdB; (b...

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.

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.

F-16XL ship #1 - CAWAP outboard rakes #7 and inboard rack #3

NASA Technical Reports Server (NTRS)

1996-01-01

This photo shows the #7 outboard rake and the #3 inboard rake on the left wing of NASA's single-seat F-16XL (ship #1) used for the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.

83. WEST ELEVATION OF EAST WING. SHOWN FROM LEFT TO ...

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

83. WEST ELEVATION OF EAST WING. SHOWN FROM LEFT TO RIGHT: CISTERN TOWER, BOILER CHIMNEY AND LARGE CHIMNEYS FROM BISCUIT KILNS 4 & 5. SAME VIEW AS PA-107-9. - Moravian Pottery & Tile Works, Southwest side of State Route 313 (Swamp Road), Northwest of East Court Street, Doylestown, Bucks County, PA

KENNEDY SPACE CENTER, FLA. - Members of the Columbia Reconstruction Project Team place debris on the mounting fixture for RCC pieces of the leading edge of Columbia’s left wing. The final shipment of debris arrived on this date - recovery efforts have been concluded in East Texas. Prior to this final shipment, the total number of items at KSC is 82,567, weighing 84,800 pounds or 38 percent of the total dry weight of Columbia. Of those items, 78,760 have been identified, with 753 placed on the left wing grid in the RLV Hangar.

NASA Image and Video Library

2003-04-28

KENNEDY SPACE CENTER, FLA. - Members of the Columbia Reconstruction Project Team place debris on the mounting fixture for RCC pieces of the leading edge of Columbia’s left wing. The final shipment of debris arrived on this date - recovery efforts have been concluded in East Texas. Prior to this final shipment, the total number of items at KSC is 82,567, weighing 84,800 pounds or 38 percent of the total dry weight of Columbia. Of those items, 78,760 have been identified, with 753 placed on the left wing grid in the RLV Hangar.

Conceptual Design and Structural Optimization of NASA Environmentally Responsible Aviation (ERA) Hybrid Wing Body Aircraft

NASA Technical Reports Server (NTRS)

Quinlan, Jesse R.; Gern, Frank H.

2016-01-01

Simultaneously achieving the fuel consumption and noise reduction goals set forth by NASA's Environmentally Responsible Aviation (ERA) project requires innovative and unconventional aircraft concepts. In response, advanced hybrid wing body (HWB) aircraft concepts have been proposed and analyzed as a means of meeting these objectives. For the current study, several HWB concepts were analyzed using the Hybrid wing body Conceptual Design and structural optimization (HCDstruct) analysis code. HCDstruct is a medium-fidelity finite element based conceptual design and structural optimization tool developed to fill the critical analysis gap existing between lower order structural sizing approaches and detailed, often finite element based sizing methods for HWB aircraft concepts. Whereas prior versions of the tool used a half-model approach in building the representative finite element model, a full wing-tip-to-wing-tip modeling capability was recently added to HCDstruct, which alleviated the symmetry constraints at the model centerline in place of a free-flying model and allowed for more realistic center body, aft body, and wing loading and trim response. The latest version of HCDstruct was applied to two ERA reference cases, including the Boeing Open Rotor Engine Integration On an HWB (OREIO) concept and the Boeing ERA-0009H1 concept, and results agreed favorably with detailed Boeing design data and related Flight Optimization System (FLOPS) analyses. Following these benchmark cases, HCDstruct was used to size NASA's ERA HWB concepts and to perform a related scaling study.

ED08-0109-08

NASA Image and Video Library

2008-05-01

Ikhana fiber optic wing shape sensor team: clockwise from left, Anthony "Nino" Piazza, Allen Parker, William Ko and Lance Richards. The sensors, located along a fiber the thickness of a human hair, aren't visible in the center of the Ikhana aircraft's left wing. NASA Dryden Flight Research Center is evaluating an advanced fiber optic-based sensing technology installed on the wings of NASA's Ikhana aircraft. The fiber optic system measures and displays the shape of the aircraft's wings in flight. There are other potential safety applications for the technology, such as vehicle structural health monitoring. If an aircraft structure can be monitored with sensors and a computer can manipulate flight control surfaces to compensate for stresses on the wings, structural control can be established to prevent situations that might otherwise result in a loss of control.

Measurements in Flight of the Pressure Distribution on the Right Wing of a Pursuit-Type Airplane at Several Values of Mach Number

NASA Technical Reports Server (NTRS)

Clousing, Lawrence A; Turner, William N; Rolls, L Stewart

1946-01-01

Pressure-distribution measurements were made on the right wing of a pursuit-type airplane at values of Mach number up to 0.80. The results showed that a considerable portion of the lift was carried by components of the airplane other than the wings, and that the proportion of lift carried by the wings may vary considerably with Mach number, thus changing the bending moment at the wing root whether or not there is a shift in the lateral position of the center of pressure. It was also shown that the center of pressure does not necessarily move outward at high Mach numbers, even though the wing-thickness ratio decreases toward the wing tip. The wing pitching-moment coefficient increased sharply in a negative direction at a Mach lift-curve slope increased with Mach number up to values of above the critical value. Pressures inside the wing were small and negative.

Control for small-speed lateral flight in a model insect.

PubMed

Zhang, Yan Lai; Sun, Mao

2011-09-01

Controls required for small-speed lateral flight of a model insect were studied using techniques based on the linear theories of stability and control (the stability and control derivatives were computed by the method of computational fluid dynamics). The main results are as follows. (1) Two steady-state lateral motions can exist: one is a horizontal side translation with the body rolling to the same side of the translation by a small angle, and the other is a constant-rate yaw rotation (rotation about the vertical axis). (2) The side translation requires an anti-symmetrical change in the stroke amplitudes of the contralateral wings, and/or an anti-symmetrical change in the angles of attack of the contralateral wings, with the down- and upstroke angles of attack of a wing having equal change. The constant-rate yaw rotation requires an anti-symmetrical change in the angles of attack of the contralateral wings, with the down- and upstroke angles of attack of a wing having differential change. (3) For the control of the horizontal side translation, control input required for the steady-state motion has an opposite sign to that needed for initiating the motion. For example, to have a steady-state left side-translation, the insect needs to increase the stroke amplitude of the left wing and decrease that of the right wing to maintain the steady-state flight, but it needs an opposite change in stroke amplitude (decreasing the stroke amplitude of the left wing and increasing that of the right wing) to enter the flight.

76 FR 36001 - Noise Certification Standards for Tiltrotors

Federal Register 2010, 2011, 2012, 2013, 2014

2011-06-21

... and landing, within the powered-lift category, with rotors mounted at or near the wing tips that vary in pitch from near vertical to near horizontal configuration relative to the wing and fuselage... arithmetic sum of delta 1 and the term -7.5 log (QK/QrKr) from delta 2 must not in total exceed 2.0 EPNdB; (b...

The Maneuverable Atmospheric Probe (MAP), a Remotely Piloted Vehicle.

DTIC Science & Technology

1982-05-01

9 lb. MAP vehicle and major- components .................................... 10 2. Endevco Pitot tube airspeed indicator mounted below front...28 8. Cascaded PIXE impactors, housing cylinder and wing pod front end cup with aerosol inlet plastic tubing ........................... 30 9...turbulence sensors, a Pitot tube , two air temperature sensors, and a yaw gust probe. Located at each wing tip are sensors that contain encapsulated

VIEW OF BUILDING NO. 77710A, LOOKING WEST. LABORATORY WING AND ...

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

VIEW OF BUILDING NO. 777-10A, LOOKING WEST. LABORATORY WING AND MAIN ENTRANCE ON RIGHT; MULTISTORY REACTOR WING IN LEFT BACKGROUND - Physics Assembly Laboratory, Area A/M, Savannah River Site, Aiken, Aiken County, SC

Endplate effect on aerodynamic characteristics of threedimensional wings in close free surface proximity

NASA Astrophysics Data System (ADS)

Jung, Jae Hwan; Kim, Mi Jeong; Yoon, Hyun Sik; Hung, Pham Anh; Chun, Ho Hwan; Park, Dong Woo

2012-12-01

We investigated the aerodynamic characteristics of a three-dimensional (3D) wing with an endplate in the vicinity of the free surface by solving incompressible Navier-Stokes equations with the turbulence closure model. The endplate causes a blockage effect on the flow, and an additional viscous effect especially near the endplate. These combined effects of the endplate significantly reduce the magnitudes of the velocities under the lower surface of the wing, thereby enhancing aerodynamic performance in terms of the force coefficients. The maximum lift-to-drag ratio of a wing with an endplate is increased 46% compared to that of wing without an endplate at the lowest clearance. The tip vortex of a wing-with-endplate (WWE) moved laterally to a greater extent than that of a wing-without-endplate (WOE). This causes a decrease in the induced drag, resulting in a reduction in the total drag.

The Effect of Large Angles of Yaw on the Accuracy of Wing-Tip Yawmeters

NASA Technical Reports Server (NTRS)

Golden, Jacob

1942-01-01

The present method used by the NACA for the measurement of sideslip angles in flight involves the use of a device called the yawmeter. The operation of this instrument depends on the motion of a free-swinging vane which, mounted ahead of the wing tip, alines itself with the local wind direction. Because of the flow pattern about the airplane, the local wind direction at the yaw vane may be slightly different from the direction of the relative wind and the yaw-vane readings may be in error. This error is corrected by using half the difference between the readings of two vanes, one on each wing, for unyawed flight as a calibration constant. It is possible, however, that, because of the change in location of the vane with respect to the flow pattern at large angles of yaw, the constant obtained for unyawed flight may not apply. The present report covers power-off tests made in the free-flight tunnel to check the validity of this method.

EC79-11314

NASA Image and Video Library

1979-07-24

During the 1970s, the focus at Dryden shifted from high-speed and high-altitude flight to incremental improvements in technology and aircraft efficiency. One manifestation of this trend occurred in the winglet flight research carried out on a KC-135 during 1979 and 1980. Richard Whitcomb at the Langley Research Center had originated the idea of adding small vertical fins to an aircraft's wing tips. His wind tunnel tests indicated that winglets produced a forward thrust, which reduced the strength of the vortices generated by an aircraft's wing tips and resulted in a reduction of drag and an increase in aircraft range. Whitcomb, who had previously developed the area rule concept and the supercritical wing, selected the best winglet shape for flight tests on a KC-135 tanker. When the tests were completed, the data showed that the winglets provided a 7 percent improvement in range over the standard KC-135. The obvious economic advantage at a time of high fuel costs caused winglets to be adopted on business jets, airliners, and heavy military transports.

KC-135A in flight - winglet study

NASA Technical Reports Server (NTRS)

1979-01-01

During the 1970s, the focus at Dryden shifted from high-speed and high-altitude flight to incremental improvements in technology and aircraft efficiency. One manifestation of this trend occurred in the winglet flight research carried out on a KC-135 during 1979 and 1980. Richard Whitcomb at the Langley Research Center had originated the idea of adding small vertical fins to an aircraft's wing tips. His wind tunnel tests indicated that winglets produced a forward thrust, which reduced the strength of the vortices generated by an aircraft's wing tips and resulted in a reduction of drag and an increase in aircraft range. Whitcomb, who had previously developed the area rule concept and the supercritical wing, selected the best winglet shape for flight tests on a KC-135 tanker. When the tests were completed, the data showed that the winglets provided a 7 percent improvement in range over the standard KC-135. The obvious economic advantage at a time of high fuel costs caused winglets to be adopted on business jets, airliners, and heavy military transports.

Ice Accretion Formations on a NACA 0012 Swept Wing Tip in Natural Icing Conditions

NASA Technical Reports Server (NTRS)

Vargas, Mario; Giriunas, Julius A.; Ratvasky, Thomas P.

2002-01-01

An experiment was conducted in the DeHavilland DHC-6 Twin Otter Icing Research Aircraft at NASA Glenn Research Center to study the formation of ice accretions on swept wings in natural icing conditions. The experiment was designed to obtain ice accretion data to help determine if the mechanisms of ice accretion formation observed in the Icing Research Tunnel are present in natural icing conditions. The experiment in the Twin Otter was conducted using a NACA 0012 swept wing tip. The model enabled data acquisition at 0 deg, 15 deg, 25 deg, 30 deg, and 45 deg sweep angles. Casting data, ice shape tracings, and close-up photographic data were obtained. The results showed that the mechanisms of ice accretion formation observed in-flight agree well with the ones observed in the Icing Research Tunnel. Observations on the end cap of the airfoil showed the same strong effect of the local sweep angle on the formation of scallops as observed in the tunnel.

76 FR 2848 - Airworthiness Directives; The Boeing Company Model 757 Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2011-01-18

... bracket on the left wing as shown in Figure 3 of Boeing Special Attention Service Bulletin 757-24-0105... lower bracket on the left wing, in accordance with Figure 3 of Boeing Special Attention Service Bulletin.... Mail: U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12...

Experimental and calculated characteristics of three wings of NACA 64-210 and 65-210 airfoil sections with and without 2 degree washout

NASA Technical Reports Server (NTRS)

Sivells, James C

1947-01-01

Report presents the results of an investigation conducted to determine some of the effects of airfoil section and washout on the experimental and calculated characteristics of 10-percent-thick wings. Three wings of aspect ratio 9 and ratio of root chord to tip chord 2.5 were tested. One wing had NACA 64-210 sections and 2 degree washout, the second had NACA 65-210 sections and 2 degree washout, and the third had NACA 65-210 sections and 0 degree washout. It was found that the experimental characteristics of the wings could be satisfactorily predicted from calculations based upon two-dimensional data when the airfoil contours of the wings conformed to the true airfoil sections with the same high degree of accuracy as the two-dimensional models.

Close-Range Photogrammetric Measurement of Static Deflections for an Aeroelastic Supercritical Wing

NASA Technical Reports Server (NTRS)

Byrdsong, Thomas A.; Adams, Richard R.; Sandford, Maynard C.

1990-01-01

Close range photogrammetric measurements were made for the lower wing surface of a full span aspect ratio 10.3 aeroelastic supercritical research wing. The measurements were made during wind tunnel tests for quasi-steady pressure distributions on the wing. The tests were conducted in the NASA Langley Transonic Dynamics Tunnel at Mach numbers up to 0.90 and dynamic pressures up to 300 pounds per square foot. Deflection data were obtained for 57 locations on the wing lower surface using dual non-metric cameras. Representative data are presented as graphical overview to show variations and trends of spar deflection with test variables. Comparative data are presented for photogrammetric and cathetometric results of measurements for the wing tip deflections. A tabulation of the basic measurements is presented in a supplement to this report.

Ground vibration test of F-16 airplane with initial decoupler pylon

NASA Technical Reports Server (NTRS)

Cazier, F. W., Jr.; Kehoe, M. W.

1984-01-01

A ground vibration test was conducted on an F-16 airplane loaded on each wing with a 370-gal tank mounted on a standard pylon, a GBU-8 store mounted on a decoupler pylon, and an AIM-9J missile mounted on a wing-tip launcher. The decoupler pylon is a passive wing/store flutter-suppression device. The test was conducted prior to initial flight tests to determine the modal frequencies, mode shapes, and structural damping coefficients. The data presented include frequency response plots, force effect plots, and limited mode shape data.

Determination of the Stability and Control Characteristics of a Tailless All-Wing Airplane Model with Sweepback in the Langley Free-Flight Tunnel

NASA Technical Reports Server (NTRS)

Seacord, Charles L.; Campbell, John P.

1945-01-01

Force and flight tests were performance on an all-wing model with windmilling propellers. Tests were conducted with deflected and retracted flaps, with and without auxiliary vertical tail surfaces, and with different centers of gravity and trim coefficients. Results indicate serious reduction of stick-fixed longitudinal stability because of wing-tip stalling at high lift coefficient. Directional stability without vertical tail is undesirably low. Low effective dihedral should be maintained. Elevator and rudder control system is satisfactory.

Structural Vulnerability of the Boeing B-29 Aircraft Wing to Damage by Warhead Fragments

NASA Technical Reports Server (NTRS)

Kordes, Eldon E.; OSullivan, William J., Jr.

1952-01-01

An elementary type of analysis has been used to determine the amount of wing tip that must be severed to produce irrevocable loss of control of a B-29 airplane. The remaining inboard structure of the Boeing B-29 wing has then been analyzed and curves are presented for the estimated reduction in structural strength due to four general types of damage produced by rod-type warhead fragments. The curves indicate the extent of structural damage required to produce a kill of the aircraft within 10 seconds.

Interactions between a Candidate Gene for Migration (ADCYAP1), Morphology and Sex Predict Spring Arrival in Blackcap Populations.

PubMed

Mettler, Raeann; Segelbacher, Gernot; Schaefer, H Martin

2015-01-01

Avian research has begun to reveal associations between candidate genes and migratory behaviors of captive birds, yet few studies utilize genotypic, morphometric, and phenological data from wild individuals. Previous studies have identified an association between ADCYAP1 polymorphism and autumn migratory behavior (restlessness, or zugunruhe), but little is known about the relationship between ADCYAP1 and spring migratory behavior. The timing of spring migration and arrival to the breeding ground are phenological traits which could be particularly favorable for establishing territories and acquiring mates, thus important to fitness and reproductive success. Here, we investigated how individual genotypic ADCYAP1 variation and phenotypic variation (wing length and shape) of blackcaps (Sylvia atricapilla) affect spring arrival date across nine natural populations in Europe. We hypothesized that longer alleles should be associated with earlier spring arrival dates and expected the effect on arrival date to be stronger for males as they arrive earlier. However, we found that longer wings were associated with earlier spring arrival to the breeding grounds for females, but not for males. Another female-specific effect indicated an interaction between ADCYAP1 allele size and wing pointedness on the response of spring arrival: greater allele size had a positive effect on spring arrival date for females with rounder wings, while a negative effect was apparent for females with more pointed wings. Also, female heterozygotes with pointed wing tips arrived significantly earlier than both homozygotes with pointed wings and heterozygotes with round wings. Stable isotope ratios (δ2H) of a subset of blackcaps captured in Freiburg in 2011 allowed us also to assign individuals to their main overwintering areas in northwest (NW) and southwest (SW) Europe. NW males arrived significantly earlier to the Freiburg breeding site than both SW males and females in 2011. NW females had more pointed wing tips compared to SW females, but no difference in ADCYAP1 allele size was found between the different migration routes.

Effect of length of Handley Page tip slots on the lateral-stability factor, damping in roll

NASA Technical Reports Server (NTRS)

Weick, Fred E; Wenzinger, Carl J

1932-01-01

Tests have been made in the NACA 7 by 10 foot wind tunnel on a Clark Y wing model equipped with various lengths of Handley Page slots extending inward from the wing tips. The slot lengths tested ranged from 20 to 100 per cent of the semi span. The effect of slot lengths on damping in roll was determined by means of both free-autorotation and forced-rotation test. In addition, the maximum lift coefficient was found with each slot length. The optimum length of slot for satisfactory damping in roll over a large range of angles of attack was found to be slightly over 50 per cent of the semispan for the form of slot tested.

Span-Load Distribution as a Factor in Stability in Roll

NASA Technical Reports Server (NTRS)

Knight, Montgomery; Noyes, Richard W

1932-01-01

This report gives the results of pressure-distribution tests made to study the effects on lateral stability of changing the span-load distribution on a rectangular monoplane wing model of fairly thick section. Three methods of changing the distribution were employed: variation in profile along the span to a thin symmetrical section at the tip, twist from +5 degrees to -15 degrees at the tip, and sweepback from +20 degrees to -20 degrees. The tests were conducted in a 5-foot closed-throat atmospheric wind tunnel. The investigation shows the following results: (1) change in profile along the span from the NACA-84 at the root to the NACA-M2 at the tip considerably reduces lateral instability, but also reduces the general effectiveness of the wing. (2) washout up to 11 degrees progressively reduces maximum lateral instability. (3) transition from sweepforward to sweepback gradually reduces the useful angle-of-attack range, but has no clearly defined effect on maximum lateral instability.

31. View from roof of courtyard from Hwing, with Dwing ...

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

31. View from roof of courtyard from H-wing, with D-wing on left, and C-wing on right, looking west - Offutt Air Force Base, Strategic Air Command Headquarters & Command Center, Headquarters Building, 901 SAC Boulevard, Bellevue, Sarpy County, NE

Attenuation of the tip vortex flow using a flexible thread

NASA Astrophysics Data System (ADS)

Lee, Seung-Jae; Shin, Jin-Woo; Arndt, Roger E. A.; Suh, Jung-Chun

2018-01-01

Tip vortex cavitation (TVC) is important in a number of practical engineering applications. The onset of TVC is a critical concern for navy surface ships and submarines that aim to increase their capability to evade detection. A flexible thread attachment at blade tips was recently suggested as a new method to delay the onset of TVC. Although the occurrence of TVC can be reduced using a flexible thread, no scientific investigation focusing on its mechanisms has been undertaken. Thus, herein, we experimentally investigated the use of the flexible thread to suppress TVC from an elliptical wing. These investigations were performed in a cavitation tunnel and involved an observation of TVC using high-speed cameras, motion tracking of the thread using image-processing techniques, and near-field flow measurements performed using stereoscopic particle image velocimetry. The experimental data suggested that the flexible thread affects the axial velocity field more than the circumferential velocity field around the TVC axis. Furthermore, we observed no clear dependence of the vortex core size, circulation, and flow unsteadiness on TVC suppression. However, the presence of the thread at the wing tip led to a notable reduction in the streamwise velocity field, thereby alleviating TVC.

LOFT, TAN650. Camera facing southeast. From left to right: stack ...

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

LOFT, TAN-650. Camera facing southeast. From left to right: stack in distance, pre-amp wing, dome, north side of loft "service building." Note poured concrete wall of pre-amp wing on lower section; pumice block above. Date: May 2004. INEEL negative no. HD-39-19-3 - Idaho National Engineering Laboratory, Test Area North, Scoville, Butte County, ID

Predicting aerodynamic characteristics of vortical flows on three-dimensional configurations using a surface-singularity panel method

NASA Technical Reports Server (NTRS)

Maskew, B.

1983-01-01

A general low-order surface-singularity panel method is used to predict the aerodynamic characteristics of a problem where a wing-tip vortex from one wing closely interacts with an aft mounted wing in a low Reynolds Number flow; i.e., 125,000. Nonlinear effects due to wake roll-up and the influence of the wings on the vortex path are included in the calculation by using a coupled iterative wake relaxation scheme. The interaction also affects the wing pressures and boundary layer characteristics: these effects are also considered using coupled integral boundary layer codes and preliminary calculations using free vortex sheet separation modelling are included. Calculated results are compared with water tunnel experimental data with generally remarkably good agreement.

Development of direct-inverse 3-D methods for applied transonic aerodynamic wing design and analysis

NASA Technical Reports Server (NTRS)

Carlson, Leland A.

1989-01-01

Progress in the direct-inverse wing design method in curvilinear coordinates has been made. This includes the remedying of a spanwise oscillation problem and the assessment of grid skewness, viscous interaction, and the initial airfoil section on the final design. It was found that, in response to the spanwise oscillation problem that designing at every other spanwise station produced the best results for the cases presented, a smoothly varying grid is especially needed for the accurate design at the wing tip, the boundary layer displacement thicknesses must be included in a successful wing design, the design of high and medium aspect ratio wings is possible with this code, and the final airfoil section designed is fairly independent of the initial section.

Selected advanced aerodynamics and active controls technology concepts development on a derivative B-747

NASA Technical Reports Server (NTRS)

1980-01-01

The feasibility of applying wing tip extensions, winglets, and active control wing load alleviation to the Boeing 747 is investigated. Winglet aerodynamic design methods and high speed wind tunnel test results of winglets and of symmetrically deflected ailerons are presented. Structural resizing analyses to determine weight and aeroelastic twist increments for all the concepts and flutter model test results for the wing with winglets are included. Control law development, system mechanization/reliability studies, and aileron balance tab trade studies for active wing load alleviation systems are discussed. Results are presented in the form of incremental effects on L/D, structural weight, block fuel savings, stability and control, airplane price, and airline operating economics.

Detachable-Tip Microcatheters for Liquid Embolization of Brain Arteriovenous Malformations and Fistulas: A United States Single-Center Experience.

PubMed

Herial, Nabeel A; Khan, Asif A; Sherr, Gregory T; Qureshi, Mushtaq H; Suri, M Fareed K; Qureshi, Adnan I

2015-09-01

The US Food and Drug Administration recently approved a detachable-tip microcatheter, the Apollo microcatheter (eV3, Inc, Irvine, California), to prevent catheter entrapment during embolization of brain arteriovenous malformations (AVMs) using liquid embolic systems. To report technical aspects and clinical results of cerebral embolizations with the Apollo microcatheter in 7 embolizations in 3 adult patients. A 62-year-old man presented with an AVM in the parieto-occipital region measuring 3.6 × 1.6 cm with major cortical feeders from the right middle cerebral artery (MCA) and minor contribution from the distal right anterior cerebral artery. Two pedicles originating from the MCA were embolized. A 48-year-old woman presented with a left frontal AVM measuring 3.3 × 1.8 cm with arterial feeders from the left MCA, left middle meningeal artery, and contralateral anterior cerebral artery. Three pedicles originating from the left MCA were embolized. A 76-year-old man presented with an arteriovenous fistula with multiple fistulous connections and feeders from both vertebral and occipital arteries and the left posterior cerebral artery draining into the left transverse, torcula, and left sigmoid sinus. Two major occipital artery feeders were embolized. Seven Apollo microcatheters were used with the Onyx 18 liquid embolic system. The length of the detachable tip was 15 mm in 2 and 30 mm in 5 embolizations. The mean microcatheter in-position time within the pedicle was 20 minutes. Detachment of tip occurred in 3 instances. No limitations in accessing target arterial feeders and safe tip disengagement were noted despite prolonged injection times. Our initial experience supports the feasibility, safety, and effectiveness of detachable-tip microcatheters in treating brain AVMs and arteriovenous fistulas.

A low-cost simulation platform for flapping wing MAVs

NASA Astrophysics Data System (ADS)

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

2015-03-01

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

Description of a landing site indicator (LASI) for light aircraft operation

NASA Technical Reports Server (NTRS)

Fuller, H. V.; Outlaw, B. K. E.

1976-01-01

An experimental cockpit mounted head-up type display system was developed and evaluated by LaRC pilots during the landing phase of light aircraft operations. The Landing Site Indicator (LASI) system display consists of angle of attack, angle of sideslip, and indicated airspeed images superimposed on the pilot's view through the windshield. The information is made visible to the pilot by means of a partially reflective viewing screen which is suspended directly in frot of the pilot's eyes. Synchro transmitters are operated by vanes, located at the left wing tip, which sense angle of attack and sideslip angle. Information is presented near the center of the display in the form of a moving index on a fixed grid. The airspeed is sensed by a pitot-static pressure transducer and is presented in numerical form at the top center of the display.

Reverse color sequence in the diffraction of white light by the wing of the male butterfly Pierella luna (Nymphalidae: Satyrinae)

NASA Astrophysics Data System (ADS)

Vigneron, Jean Pol; Simonis, Priscilla; Aiello, Annette; Bay, Annick; Windsor, Donald M.; Colomer, Jean-François; Rassart, Marie

2010-08-01

The butterfly Pierella luna (Nymphalidae) shows an intriguing rainbow iridescence effect: the forewings of the male, when illuminated along the axis from the body to the wing tip, decompose a white light beam as a diffraction grating would do. Violet light, however, emerges along a grazing angle, near the wing surface, while the other colors, from blue to red, exit respectively at angles progressively closer to the direction perpendicular to the wing plane. This sequence is the reverse of the usual decomposition of light by a grating with a periodicity parallel to the wing surface. It is shown that this effect is produced by a macroscopic deformation of the entire scale, which curls in such a way that it forms a “vertical” grating, perpendicular to the wing surface, and functions in transmission instead of reflection.

Theoretical and Experimental Investigation of the Subsonic-Flow Fields Beneath Swept and Unswept Wings with Tables or Vortex-induced Velocities

NASA Technical Reports Server (NTRS)

Alford, William J , Jr

1957-01-01

The flow-field characteristics beneath swept and unswept wings as determined by potential-flow theory are compared with the experimentally determined flow fields beneath swept and unswept wing-fuselage combinations. The potential-flow theory utilized considered both spanwise and chordwise distributions of vorticity as well as the wing-thickness effects. The perturbation velocities induced by a unit horseshoe vortex are included in tabular form. The theoretical predictions of the flow-field characteristics were qualitatively correct in all cases considered, although there were indications that the magnitudes of the downwash angles tended to be overpredicted as the tip of the swept wing was approached and that the sidewash angles ahead of the unswept wing were underpredicted. The calculated effects of compressibility indicated that significant increases in the chordwise variation of flow angles and dynamic-pressure ratios should be expected in going from low to high subsonic speeds.

Impact of Aerodynamics and Structures Technology on Heavy Lift Tiltrotors

NASA Technical Reports Server (NTRS)

Acree, C. W., Jr.

2006-01-01

Rotor performance and aeroelastic stability are presented for a 124,000-lb Large Civil Tilt Rotor (LCTR) design. It was designed to carry 120 passengers for 1200 nm, with performance of 350 knots at 30,000 ft altitude. Design features include a low-mounted wing and hingeless rotors, with a very low cruise tip speed of 350 ft/sec. The rotor and wing design processes are described, including rotor optimization methods and wing/rotor aeroelastic stability analyses. New rotor airfoils were designed specifically for the LCTR; the resulting performance improvements are compared to current technology airfoils. Twist, taper and precone optimization are presented, along with the effects of blade flexibility on performance. A new wing airfoil was designed and a composite structure was developed to meet the wing load requirements for certification. Predictions of aeroelastic stability are presented for the optimized rotor and wing, along with summaries of the effects of rotor design parameters on stability.

Aerodynamic Tests of a Full-scale TBF-1 Aileron Installation in the Langley 16-foot High-Speed Tunnel

NASA Technical Reports Server (NTRS)

Becker, John V; Korycinski, Peter F

1944-01-01

The failure of wing panels on a number of TBF-1 and TBM-1 airplanes in flight has prompted several investigations of the possible causes of failure. This report describes tests in the Langley 16-foot high-speed tunnel to determine whether these failures could be attributed to changes in the aerodynamic characteristics of the ailerons at high speeds. The tests were made of a 12-foot-span section including the tip and aileron of the right wing of a TBF-1 airplane. Hinge moments, control-link stresses due to aerodynamic buffeting, and fabric-deflection photographs were obtained at true airspeeds ranging from 110 to 365 miles per hour. The aileron hinge-moment coefficients were found to vary only slightly with airspeed in spite of the large fabric deflections that developed as the speed was increased. An analysis of these results indicated that the resultant hinge moment of the ailerons as installed in the airplane would tend to restore the ailerons to their neutral position for all the high-speed flight conditions covered in the tests. Serious aerodynamic buffeting occurred at up aileron angles of -10 degrees or greater because of stalling of the sharp projecting lip of the Frise aileron. The peak stresses set up in the aileron control linkages in the buffeting condition were as high as three times the mean stress. During the hinge-moment investigation, flutter of the test installation occurred at airspeeds of about 150 miles per hour. This flutter condition was investigated in some detail and slow-motion pictures were made of the motion of the wing tip and aileron. The flutter was found to involve simultaneous normal bending and chordwise oscillation of the wing and flapping of the aileron. The aileron motion appeared to be coupled with this flutter condition and was investigated in some detail and slow-motion pictures were made of the motion of the wing tip and aileron. The flutter was found to involve simultaneous normal bending and chordwise oscillation of the wing and flapping of the aileron. The aileron motion appeared to be coupled with the motion of the wing through the mass unbalance of the aileron in the normal-to-chord plane due to location of the hinge line 2.17 inches below the center of gravity of the aileron. Flutter did not occur when the installation was stiffened to prevent chordwise motion or when the bending frequency of the aileron system was appreciably higher than that of the wing as in the complete airplane installation.

Wind tunnel investigation of nacelle-airframe interference at Mach numbers of 0.9 to 1.4 - pressure data, volume 1

NASA Technical Reports Server (NTRS)

Bencze, D. P.

1976-01-01

Detailed interference force and pressure data were obtained on a representative wing-body nacelle combination at Mach numbers of 0.9 to 1.4. The model consisted of a delta wing-body aerodynamic force model with four independently supported nacelles located beneath the wing-body combination. The model was mounted on a six component force balance, and the left hand wing was pressure instrumented. Each of the two right hand nacelles was mounted on a six component force balance housed in the thickness of the nacelle, while each of the left hand nacelles was pressure instrumented. The primary variables examined included Mach number, angle of attack, nacelle position, and nacelle mass flow ratio. Nacelle axial location, relative to both the wing-body combination and to each other, was the most important variable in determining the net interference among the components.

Whole-body kinematics of a fruit bat reveal the influence of wing inertia on body accelerations.

PubMed

Iriarte-Díaz, José; Riskin, Daniel K; Willis, David J; Breuer, Kenneth S; Swartz, Sharon M

2011-05-01

The center of mass (COM) of a flying animal accelerates through space because of aerodynamic and gravitational forces. For vertebrates, changes in the position of a landmark on the body have been widely used to estimate net aerodynamic forces. The flapping of relatively massive wings, however, might induce inertial forces that cause markers on the body to move independently of the COM, thus making them unreliable indicators of aerodynamic force. We used high-speed three-dimensional kinematics from wind tunnel flights of four lesser dog-faced fruit bats, Cynopterus brachyotis, at speeds ranging from 2.4 to 7.8 m s(-1) to construct a time-varying model of the mass distribution of the bats and to estimate changes in the position of their COM through time. We compared accelerations calculated by markers on the trunk with accelerations calculated from the estimated COM and we found significant inertial effects on both horizontal and vertical accelerations. We discuss the effect of these inertial accelerations on the long-held idea that, during slow flights, bats accelerate their COM forward during 'tip-reversal upstrokes', whereby the distal portion of the wing moves upward and backward with respect to still air. This idea has been supported by the observation that markers placed on the body accelerate forward during tip-reversal upstrokes. As in previously published studies, we observed that markers on the trunk accelerated forward during the tip-reversal upstrokes. When removing inertial effects, however, we found that the COM accelerated forward primarily during the downstroke. These results highlight the crucial importance of the incorporation of inertial effects of wing motion in the analysis of flapping flight.

Morphological Variations of Leading-Edge Serrations in Owls (Strigiformes).

PubMed

Weger, Matthias; Wagner, Hermann

2016-01-01

Owls have developed serrations, comb-like structures, along the leading edge of their wings. Serrations were investigated from a morphological and a mechanical point of view, but were not yet quantitatively compared for different species. Such a comparative investigation of serrations from species of different sizes and activity patterns may provide new information about the function of the serrations. Serrations on complete wings and on tenth primary remiges of seven owl species were investigated. Small, middle-sized, and large owl species were investigated as well as species being more active during the day and owls being more active during the night. Serrations occurred at the outer parts of the wings, predominantly at tenth primary remiges, but also on further wing feathers in most species. Serration tips were oriented away from the feather rachis so that they faced into the air stream during flight. The serrations of nocturnal owl species were higher developed as demonstrated by a larger inclination angle (the angle between the base of the barb and the rachis), a larger tip displacement angle (the angle between the tip of the serration and the base of the serration) and a longer length. Putting the measured data into a clustering algorithm yielded dendrograms that suggested a strong influence of activity pattern, but only a weak influence of size on the development of the serrations. Serrations are supposed to be involved in noise reduction during flight and also depend on the aerodynamic properties that in turn depend on body size. Since especially nocturnal owls have to rely on hearing during prey capture, the more pronounced serrations of nocturnal species lend further support to the notion that serrations have an important function in noise reduction. The differences in shape of the serrations investigated indicate that a silent flight requires well-developed serrations.

An experimental investigation of an advanced turboprop installation on a swept wing at subsonic and transonic speeds

NASA Technical Reports Server (NTRS)

Carlson, John R.; Pendergraft, Odis C., Jr.

1987-01-01

An investigation was conducted in the Langley 16-Foot Transonic Tunnel to determine the effects of a turboprop-nacelle installation on the pressure distributions over a swept, supercritical wing. The tests were conducted at Mach numbers from 0.20 to 0.80, at angles of attack from 0 to 5 degrees, nacelle nozzle pressure ratios from 1.0 to 1.6, and at propeller tip speeds from 700 to 800 ft/sec. The results of this study indicate that the turboprop nacelle interference, with and without power, on a swept wing is greater on the inboard wing panel than on the outboard wing panel. The over-the-wing nacelle installation with the propeller upwash on the inboard panel had flow separation problems at a Mach number of 0.80. No severe flow separation problems appear to exist for either propeller rotation direction for the under-the-wing nacelle installation. The local flow disturbances caused by the under-the-wing nacelle installation were in general less severe than for the over-the-wing nacelle installation.

GENERAL VIEW OF SITE, LOOKING WEST, WITH BUILDING NO. 77710A ...

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

GENERAL VIEW OF SITE, LOOKING WEST, WITH BUILDING NO. 777-10A ON LEFT. THE MULTISTORY REACTOR WING OF 777-10A IS ON THE FAR LEFT; THE ONE-STORY LABORATORY WING OF 777-10A IS IN CENTER OF VIEW. BUILDING NO. 305-A IS ON THE RIGHT - Physics Assembly Laboratory, Area A/M, Savannah River Site, Aiken, Aiken County, SC

76 FR 13926 - Airworthiness Directives; The Boeing Company Model DC-8-11, DC-8-12, DC-8-21, DC-8-31, DC-8-32...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-03-15

... (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). SUMMARY: We propose to adopt a new... left and right wing center spar lower cap, and repair, if necessary. This proposed AD results from... cracks in the area around certain fasteners of the access opening doubler on the left and right wing...

75 FR 82333 - Airworthiness Directives; McDonnell Douglas Corporation Model DC-10-10, DC-10-10F, and MD-10-10F...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-12-30

...), DOT. ACTION: Notice of proposed rulemaking (NPRM). SUMMARY: We propose to adopt a new airworthiness... require repetitive inspections for cracking on the lower cap of the rear spar of the left and right wings... detect and correct cracking on the lower cap of the rear spar of the left and right wings between...

Flight Measurements of the Flying Qualities of a Lockheed P-80A Airplane (Army No. 44-85099): Lateral- and Directional-Stability and Control Characteristics

NASA Technical Reports Server (NTRS)

Anderson, Seth B.; Cooper, George E.

1947-01-01

This report contains the flight-test results of the lateral and directional-stability and control phase (including tests with wing-tip tanks) of a general flying-qualities investigation of the Lockheed P-80A airplane (Army No. 44-85099). These tests were conducted at indicated airspeeds up to 494 miles per hour (0.691 Mach number) at low altitude and up to 378 miles per hour (0.816 Mach number) at high altitude. These tests showed that the flying qualities of the airplane were for the most part in accordance with the requirements of the Army Air Forces Stability and Control Specifications. The only major deficiency noted was the negative lateral stability with the wing-tip tanks installed.

Flutter analysis of low aspect ratio wings

NASA Technical Reports Server (NTRS)

Parnell, L. A.

1986-01-01

Several very low aspect ratio flat plate wing configurations are analyzed for their aerodynamic instability (flutter) characteristics. All of the wings investigated are delta planforms with clipped tips, made of aluminum alloy plate and cantilevered from the supporting vehicle body. Results of both subsonic and supersonic NASTRAN aeroelastic analyses as well as those from another version of the program implementing the supersonic linearized aerodynamic theory are presented. Results are selectively compared with the experimental data; however, supersonic predictions of the Mach Box method in NASTRAN are found to be erratic and erroneous, requiring the use of a separate program.

Downwash in Vortex Region Behind Rectangular Half-wing at Mach Number 1.91

NASA Technical Reports Server (NTRS)

Cummings, John L; Haefeli, Rudolph C

1950-01-01

Results of an experimental investigation to determine downwash and wake characteristics in region of trailing vortex system behind a rectangular half-wing at Mach number 1.91 are presented. The wing had a 5-percent thick symmetric diamond cross section beveled to a knife edge at the tip. At small angles of attack, downwash angles were in close agreement with predictions of linearized theory based on the assumption of an undistorted vortex sheet. At higher angles of attack, the flow was greatly influenced by the rolling up of the vortex sheet.

Calculative techniques for transonic flows about certain classes of wing-body combinations, phase 2

NASA Technical Reports Server (NTRS)

Stahara, S. S.; Spreiter, J. R.

1972-01-01

Theoretical analysis and associated computer programs were developed for predicting properties of transonic flows about certain classes of wing-body combinations. The procedures used are based on the transonic equivalence rule and employ either an arbitrarily-specified solution or the local linerization method for determining the nonlifting transonic flow about the equivalent body. The class of wind planform shapes include wings having sweptback trailing edges and finite tip chord. Theoretical results are presented for surface and flow-field pressure distributions for both nonlifting and lifting situations at Mach number one.

Integration of Rotor Aerodynamic Optimization with the Conceptual Design of a Large Civil Tiltrotor

NASA Technical Reports Server (NTRS)

Acree, C. W., Jr.

2010-01-01

Coupling of aeromechanics analysis with vehicle sizing is demonstrated with the CAMRAD II aeromechanics code and NDARC sizing code. The example is optimization of cruise tip speed with rotor/wing interference for the Large Civil Tiltrotor (LCTR2) concept design. Free-wake models were used for both rotors and the wing. This report is part of a NASA effort to develop an integrated analytical capability combining rotorcraft aeromechanics, structures, propulsion, mission analysis, and vehicle sizing. The present paper extends previous efforts by including rotor/wing interference explicitly in the rotor performance optimization and implicitly in the sizing.

Application of the vortex-lattice technique to the analysis of thin wings with vortex separation and thick multi-element wings

NASA Technical Reports Server (NTRS)

Smith, C. W.; Bhateley, I. C.

1976-01-01

Two techniques for extending the range of applicability of the basic vortex-lattice method are discussed. The first improves the computation of aerodynamic forces on thin, low-aspect-ratio wings of arbitrary planforms at subsonic Mach numbers by including the effects of leading-edge and tip vortex separation, characteristic of this type wing, through use of the well-known suction-analogy method of E. C. Polhamus. Comparisons with experimental data for a variety of planforms are presented. The second consists of the use of the vortex-lattice method to predict pressure distributions over thick multi-element wings (wings with leading- and trailing-edge devices). A method of laying out the lattice is described which gives accurate pressures on the top and part of the bottom surface of the wing. Limited comparisons between the result predicted by this method, the conventional lattice arrangement method, experimental data, and 2-D potential flow analysis techniques are presented.

Varying and unchanging whiteness on the wings of dusk-active and shade-inhabiting Carystoides escalantei butterflies.

PubMed

Ge, Dengteng; Wu, Gaoxiang; Yang, Lili; Kim, Hye-Na; Hallwachs, Winnie; Burns, John M; Janzen, Daniel H; Yang, Shu

2017-07-11

Whiteness, although frequently apparent on the wings, legs, antennae, or bodies of many species of moths and butterflies, along with other colors and shades, has often escaped our attention. Here, we investigate the nanostructure and microstructure of white spots on the wings of Carystoides escalantei , a dusk-active and shade-inhabiting Costa Rican rain forest butterfly (Hesperiidae). On both males and females, two types of whiteness occur: angle dependent (dull or bright) and angle independent, which differ in the microstructure, orientation, and associated properties of their scales. Some spots on the male wings are absent from the female wings. Whether the angle-dependent whiteness is bright or dull depends on the observation directions. The angle-dependent scales also show enhanced retro-reflection. We speculate that the biological functions and evolution of Carystoides spot patterns, scale structures, and their varying whiteness are adaptations to butterfly's low light habitat and to airflow experienced on the wing base vs. wing tip.

Computing Trimmed, Mean-Camber Surfaces At Minimum Drag

NASA Technical Reports Server (NTRS)

Lamar, John E.; Hodges, William T.

1995-01-01

VLMD computer program determines subsonic mean-camber surfaces of trimmed noncoplanar planforms with minimum vortex drag at specified lift coefficient. Up to two planforms designed together. Method used that of subsonic vortex lattice method of chord loading specification, ranging from rectangular to triangular, left specified by user. Program versatile and applied to isolated wings, wing/canard configurations, tandem wing, and wing/-winglet configuration. Written in FORTRAN.

Longitudinal aerodynamic characteristics of a generic fighter model with a wing designed for sustained transonic maneuver conditions

NASA Technical Reports Server (NTRS)

Ferris, J. C.

1986-01-01

A wind-tunnel investigation was made to determine the longitudinal aerodynamic characteristics of a fixed-wing generic fighter model with a wing designed for sustained transonic maneuver conditions. The airfoil sections on the wing were designed with a two-dimensional nonlinear computer code, and the root and tip section were modified with a three-dimensional code. The wing geometric characteristics were as follows: a leading-edge sweep of 45 degrees, a taper ratio of 0.2141, an aspect ratio of 3.30, and a thickness ratio of 0.044. The model was investigated at Mach numbers from 0.600 to 1.200, at Reynolds numbers, based on the model reference length, from 2,560,000 to 3,970,000, and through a model angle-of-attack range from -5 to +18 degrees.

KSC-99pp1273

NASA Image and Video Library

1999-11-01

KSC technician David Rowell works on the wing of the modified X-34, known as A-1A, at the Dryden Flight Research Center, Calif. Looking on are Art Cape, with Dryden, and Mike Brainard, with Orbital Sciences Corporation. Rowell is one of eight NASA engineering technicians from KSC's Engineering Prototype Lab who have assisted Orbital and Dryden in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The other KSC technicians are Kevin Boughner, Roger Cartier, Mike Dininny, Mike Lane, Jerry Moscoso, James Niehoff Jr. and Bryan Taylor. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala

KSC technicians on team to modify X-34

NASA Technical Reports Server (NTRS)

1999-01-01

KSC technician David Rowell works on the wing of the modified X- 34, known as A-1A, at the Dryden Flight Research Center, Calif. Looking on are Art Cape, with Dryden, and Mike Brainard, with Orbital Sciences Corporation. Rowell is one of eight NASA engineering technicians from KSC's Engineering Prototype Lab who have assisted Orbital and Dryden in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The other KSC technicians are Kevin Boughner, Roger Cartier, Mike Dininny, Mike Lane, Jerry Moscoso, James Niehoff Jr. and Bryan Taylor. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air- launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala.

Deboning broiler chicken legs and wings by dislocation of articular cartilage followed by stripping periosteum.

PubMed

Nakano, T; Ozimek, L; Betti, M

2012-11-01

The yield of deboned meat is an important economic factor affecting the profit of the meat industry. This study was undertaken to determine whether the yield of boneless meat from broiler chicken leg (thigh and drumstick) and wing (drumette and winglet) is improved by introducing a new deboning method consisting of articular cartilage dislocation followed by stripping periosteum. A total of 44 broiler chicken carcasses were used in the deboning experiment. Right and left legs or wings from the first 22 carcasses were assigned to the new and ordinary hand deboning methods, respectively. For the remaining 22 carcasses, right and left legs or wings were assigned to the ordinary and new methods, respectively. The weight of residue, composed of bone and small amounts of cartilage and noncartilaginous tissues obtained after deboning, was then compared between the right and left legs or wings to see the difference between the 2 methods. The removal of tibia, fibula, humerus, radius, or ulna resulted in formation of a hollow in boneless meat obtained. There was no difference (P > 0.05) between the right and left legs or wings in the weight of residue obtained after deboning as expected. The weight of residue was less (P < 0.05) with the new method compared with the ordinary method in all chicken parts examined. The difference of residue weight between the 2 methods accounted for 10, 12, 14, and 21% of the weight of residue obtained by the ordinary method in thigh, drumstick, drumette, and winglet, respectively. The new method may be useful to deboners at home kitchens as well as the poultry meat industry. The present study also showed the development of a secondary ossification center at the proximal end of the carpometacarpus of chickens. This is, to our knowledge, the first report of development of secondary ossification center in chicken wings.

Full-scale Wind-tunnel to Determine a Satisfactory Location for a Service Pitot-static Tube on a Low-wing Monoplane

NASA Technical Reports Server (NTRS)

Parsons, John F

1936-01-01

Surveys of the air flow over the upper surface of four different airfoils were made in the full-scale wind tunnel to determine a satisfactory location for a fixed Pitot-static tube on a low-wing monoplane. The selection was based on small interference errors, less than 5 percent, and on a consideration of structural and ground handling problems. The most satisfactory location on the airfoils without flaps that were investigated was 10 percent of the chord aft and 25 percent of the chord above the trailing edge of a section approximately 40 percent of the semispan inboard of the wing tip. No satisfactory location was found near the wing when the flaps were deflected.

Some Effects of Horizontal-Tail Position on the Vertical-Tail Pressure Distributions of a Complete Model in Sideslip at High Subsonic Speeds

NASA Technical Reports Server (NTRS)

Alford, William J., Jr.

1958-01-01

An investigation has been made in the Langley high-speed 7- by 10-foot tunnel of some effects of horizontal-tail position on the vertical-tail pressure distributions of a complete model in sideslip at high subsonic speeds. The wing of the model was swept back 28.82 deg at the quarter-chord line and had an aspect ratio of 3.50, a taper ratio of 0.067, and NACA 65A004 airfoil sections parallel to the model plane of symmetry. Tests were made with the horizontal tail off, on the wing-chord plane extended, and in T-tail arrangements in forward and rearward locations. The test Mach numbers ranged from 0.60 to 0.92, which corresponds to a Reynolds number range from approximately 2.93 x 10(exp 6) to 3.69 x 10(exp 6), based on the wing mean aerodynamic chord. The sideslip angles varied from -3.9 deg to 12.7 deg at several selected angles of attack. The results indicated that, for a given angle of sideslip, increases in angle of attack caused reductions in the vertical-tail loads in the vicinity of the root chord and increases at the midspan and tip locations, with rearward movements in the local chordwise centers of pressure for the midspan locations and forward movements near the tip of the vertical tail. At the higher angles of attack all configurations investigated experienced outboard and rearward shifts in the center of pressure of the total vertical-tail load. Location of the horizontal tail on the wing- chord plane extended produced only small effects on the vertical-tail loads and centers of pressure. Locating the horizontal tail at the tip of the vertical tail in the forward position caused increases in the vertical-tail loads; this configuration, however, experienced considerable reduction in loads with increasing Mach number. Location of the horizontal tail at the tip of the vertical tail in the rearward position produced the largest increases in vertical-tail loads per degree sideslip angle; this configuration experienced the smallest variations of loads with Mach number of any of the configurations investigated.

An experimental study of an airfoil with a bio-inspired leading edge device at high angles of attack

NASA Astrophysics Data System (ADS)

Mandadzhiev, Boris A.; Lynch, Michael K.; Chamorro, Leonardo P.; Wissa, Aimy A.

2017-09-01

Robust and predictable aerodynamic performance of unmanned aerial vehicles at the limits of their design envelope is critical for safety and mission adaptability. Deployable aerodynamic surfaces from the wing leading or trailing edges are often used to extend the aerodynamic envelope (e.g. slats and flaps). Birds have also evolved feathers at the leading edge (LE) of their wings, known as the alula, which enables them to perform high angles of attack maneuvers. In this study, a series of wind tunnel experiments are performed to quantify the effect of various deployment parameters of an alula-like LE device on the aerodynamic performance of a cambered airfoil (S1223) at stall and post stall conditions. The alula relative angle of attack, measured from the mean chord of the airfoil, is varied to modulate tip-vortex strength, while the alula deflection angle is varied to modulate the distance between the tip vortex and the wing surface. Integrated lift force measurements were collected at various alula-inspired device configurations. The effect of the alula-inspired device on the boundary layer velocity profile and turbulence intensity were investigated through hot-wire anemometer measurements. Results show that as alula deflection angle increases, the lift coefficient also increase especially at lower alula relative angles of attack. Moreover, at post stall wing angles of attack, the wake velocity deficit is reduced in the presence of alula device, confirming the mitigation of the wing adverse pressure gradient. The results are in strong agreement with measurements taken on bird wings showing delayed flow reversal and extended range of operational angles of attack. An engineered alula-inspired device has the potential to improve mission adaptability in small unmanned air vehicles during low Reynolds number flight.

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

NASA Technical Reports Server (NTRS)

Koven, William; Graham, Robert R

1948-01-01

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

Wind Tunnel Testing of a 120th Scale Large Civil Tilt-Rotor Model in Airplane and Helicopter Modes

NASA Technical Reports Server (NTRS)

Theodore, Colin R.; Willink, Gina C.; Russell, Carl R.; Amy, Alexander R.; Pete, Ashley E.

2014-01-01

In April 2012 and October 2013, NASA and the U.S. Army jointly conducted a wind tunnel test program examining two notional large tilt rotor designs: NASA's Large Civil Tilt Rotor and the Army's High Efficiency Tilt Rotor. The approximately 6%-scale airframe models (unpowered) were tested without rotors in the U.S. Army 7- by 10-foot wind tunnel at NASA Ames Research Center. Measurements of all six forces and moments acting on the airframe were taken using the wind tunnel scale system. In addition to force and moment measurements, flow visualization using tufts, infrared thermography and oil flow were used to identify flow trajectories, boundary layer transition and areas of flow separation. The purpose of this test was to collect data for the validation of computational fluid dynamics tools, for the development of flight dynamics simulation models, and to validate performance predictions made during conceptual design. This paper focuses on the results for the Large Civil Tilt Rotor model in an airplane mode configuration up to 200 knots of wind tunnel speed. Results are presented with the full airframe model with various wing tip and nacelle configurations, and for a wing-only case also with various wing tip and nacelle configurations. Key results show that the addition of a wing extension outboard of the nacelles produces a significant increase in the lift-to-drag ratio, and interestingly decreases the drag compared to the case where the wing extension is not present. The drag decrease is likely due to complex aerodynamic interactions between the nacelle and wing extension that results in a significant drag benefit.

Transonic aerodynamic characteristics of a proposed wing-body reusable launch vehicle concept

NASA Technical Reports Server (NTRS)

Springer, A. M.

1995-01-01

A proposed wing-body reusable launch vehicle was tested in the NASA Marshall Space Flight Center's 14 x 14-inch trisonic wind tunnel during the winter of 1994. This test resulted in the vehicle's subsonic and transonic, Mach 0.3 to 1.96, longitudinal and lateral aerodynamic characteristics. The effects of control surface deflections on the basic vehicle's aerodynamics, including a body flap, elevons, ailerons, and tip fins, are presented.

DoD High Performance Computing Modernization Program FY16 Annual Report

DTIC Science & Technology

2018-05-02

vortex shedding from rotor blade tips using adaptive mesh refinement gives Helios the unique capability to assess the interaction of these vortices...with the fuselage and nearby rotor blades . Helios provides all the benefits for rotary-winged aircraft that Kestrel does for fixed-wing aircraft...rotor blade upgrade of the CH-47F Chinook helicopter to achieve up to an estimated 2,000 pounds increase in hover thrust (~10%) with limited

77 FR 29863 - Airworthiness Directives; Cessna Aircraft Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-05-21

... the left and right wing lower main spar caps for cracks and either replacing cracked wing lower main... found free of cracks or incorporating an FAA-approved modification. This AD also requires reporting the results of the inspections to the FAA. This AD was prompted by reports of cracks found in the wing lower...

A Computational and Experimental Study of Nonlinear Aspects of Induced Drag

NASA Technical Reports Server (NTRS)

Smith, Stephen C.

1996-01-01

Despite the 80-year history of classical wing theory, considerable research has recently been directed toward planform and wake effects on induced drag. Nonlinear interactions between the trailing wake and the wing offer the possibility of reducing drag. The nonlinear effect of compressibility on induced drag characteristics may also influence wing design. This thesis deals with the prediction of these nonlinear aspects of induced drag and ways to exploit them. A potential benefit of only a few percent of the drag represents a large fuel savings for the world's commercial transport fleet. Computational methods must be applied carefully to obtain accurate induced drag predictions. Trefftz-plane drag integration is far more reliable than surface pressure integration, but is very sensitive to the accuracy of the force-free wake model. The practical use of Trefftz plane drag integration was extended to transonic flow with the Tranair full-potential code. The induced drag characteristics of a typical transport wing were studied with Tranair, a full-potential method, and A502, a high-order linear panel method to investigate changes in lift distribution and span efficiency due to compressibility. Modeling the force-free wake is a nonlinear problem, even when the flow governing equation is linear. A novel method was developed for computing the force-free wake shape. This hybrid wake-relaxation scheme couples the well-behaved nature of the discrete vortex wake with viscous-core modeling and the high-accuracy velocity prediction of the high-order panel method. The hybrid scheme produced converged wake shapes that allowed accurate Trefftz-plane integration. An unusual split-tip wing concept was studied for exploiting nonlinear wake interaction to reduced induced drag. This design exhibits significant nonlinear interactions between the wing and wake that produced a 12% reduction in induced drag compared to an equivalent elliptical wing at a lift coefficient of 0.7. The performance of the split-tip wing was also investigated by wing tunnel experiments. Induced drag was determined from force measurements by subtracting the estimated viscous drag, and from an analytical drag-decomposition method using a wake survey. The experimental results confirm the computational prediction.

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

PubMed

Lehmann, Fritz-Olaf; Pick, Simon

2007-04-01

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

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

PubMed

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

2015-03-06

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

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

PubMed Central

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

2015-01-01

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

Fluidic Emergency Thruster for Aircraft

NASA Technical Reports Server (NTRS)

Honda, T. S.

1972-01-01

The design, development, fabrication and test evaluation of two prototype fluidic emergency thrusters (FET) for aircraft stabilization are discussed. The fluidic control units were designed to provide, between two diametrically opposed nozzles, a thrust differential proportional to an input voltage signal. The emergency roll control requirements of the X-14 VTOL research aircraft were defined as typical design goals. Two control units, one on each wing tip, are intended to provide a maximum thrust of 224 pounds per unit. The units are designed to operate with 2500 psig, 2000 F gas from a solid propellant gas generator. The emergency system including the gas generator was designed to add less than 11 pounds per wing tip. The operating time under emergency conditions was specified as five seconds. The fluidic emergency thruster is similar in concept to a JATO system but has the added feature of controllable thrust.

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

PubMed

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

2017-05-17

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

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

NASA Technical Reports Server (NTRS)

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

1977-01-01

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

Variable camber wing based on pneumatic artificial muscles

NASA Astrophysics Data System (ADS)

Yin, Weilong; Liu, Libo; Chen, Yijin; Leng, Jinsong

2009-07-01

As a novel bionic actuator, pneumatic artificial muscle has high power to weight ratio. In this paper, a variable camber wing with the pneumatic artificial muscle is developed. Firstly, the experimental setup to measure the static output force of pneumatic artificial muscle is designed. The relationship between the static output force and the air pressure is investigated. Experimental result shows the static output force of pneumatic artificial muscle decreases nonlinearly with increasing contraction ratio. Secondly, the finite element model of the variable camber wing is developed. Numerical results show that the tip displacement of the trailing-edge increases linearly with increasing external load and limited with the maximum static output force of pneumatic artificial muscles. Finally, the variable camber wing model is manufactured to validate the variable camber concept. Experimental result shows that the wing camber increases with increasing air pressure and that it compare very well with the FEM result.

Design and wind tunnel tests of winglets on a DC-10 wing

NASA Technical Reports Server (NTRS)

Gilkey, R. D.

1979-01-01

Results are presented of a wind tunnel test utilizing a 4.7 percent scale semi-span model in the Langley Research Center 8-foot transonic pressure wind tunnel to establish the cruise drag improvement potential of winglets as applied to the DC-10 wide body transport aircraft. Winglets were investigated on both the DC-10 Series 10 (domestic) and 30/40 (intercontinental) configurations and compared with the Series 30/40 configuration. The results of the investigation confirm that for the DC-10 winglets provide approximately twice the cruise drag reduction of wing-tip extensions for about the same increase in bending moment at the wing fuselage juncture. Furthermore, the winglet configurations achieved drag improvements which were in close agreement to analytical estimates. It was observed that relatively small changes in wing-winglet tailoring effected large improvements in drag and visual flow characteristics. All final winglet configurations exhibited visual flow characteristics on the wing and winglets

Winglet effects on the flutter of twin-engine-transport type wing

NASA Technical Reports Server (NTRS)

Bhatia, K. G.; Nagaraja, K. S.; Ruhlin, C. L.

1984-01-01

Flutter characteristics of a cantilevered high aspect ratio wing with winglet were investigated. The configuration represented a current technology, twin-engine airplane. A low-speed and a high-speed model were used to evaluate compressibility effects through transonic Mach numbers and a wide range of mass-density ratios. Four flutter mechanisms were obtained in test, as well as analysis from various combinations of configuration parameters. The coupling between wing tip vertical and chordwise motions was shown to have significant effect under some conditions. It is concluded that, for the flutter model configurations studied, the winglet related flutter was amenable to the conventional flutter analysis techniques.

A viscous flow analysis for the tip vortex generation process

NASA Technical Reports Server (NTRS)

Shamroth, S. J.; Briley, W. R.

1979-01-01

A three dimensional, forward-marching, viscous flow analysis is applied to the tip vortex generation problem. The equations include a streamwise momentum equation, a streamwise vorticity equation, a continuity equation, and a secondary flow stream function equation. The numerical method used combines a consistently split linearized scheme for parabolic equations with a scalar iterative ADI scheme for elliptic equations. The analysis is used to identify the source of the tip vortex generation process, as well as to obtain detailed flow results for a rectangular planform wing immersed in a high Reynolds number free stream at 6 degree incidence.

Investigation of wing crack formation with a combined phase-field and experimental approach

NASA Astrophysics Data System (ADS)

Lee, Sanghyun; Reber, Jacqueline E.; Hayman, Nicholas W.; Wheeler, Mary F.

2016-08-01

Fractures that propagate off of weak slip planes are known as wing cracks and often play important roles in both tectonic deformation and fluid flow across reservoir seals. Previous numerical models have produced the basic kinematics of wing crack openings but generally have not been able to capture fracture geometries seen in nature. Here we present both a phase-field modeling approach and a physical experiment using gelatin for a wing crack formation. By treating the fracture surfaces as diffusive zones instead of as discontinuities, the phase-field model does not require consideration of unpredictable rock properties or stress inhomogeneities around crack tips. It is shown by benchmarking the models with physical experiments that the numerical assumptions in the phase-field approach do not affect the final model predictions of wing crack nucleation and growth. With this study, we demonstrate that it is feasible to implement the formation of wing cracks in large scale phase-field reservoir models.

Some observations of separated flow on finite wings

NASA Technical Reports Server (NTRS)

Winkelmann, A. E.; Ngo, H. T.; De Seife, R. C.

1982-01-01

Wind tunnel test results for aspects of flow over airfoils exhibiting single and multiple trailing edge stall 'mushroom' cells are reported. Rectangular wings with aspect ratios of 4.0 and 9.0 were tested at Reynolds numbers of 480,000 and 257,000, respectively. Surface flow patterns were visualized by means of a fluorescent oil flow technique, separated flow was observed with a tuft wand and a water probe, spanwise flow was studied with hot-wire anemometry, smoke flow and an Ar laser illuminated the centerplane flow, and photographs were made of the oil flow patterns. Swirl patterns on partially and fully stalled wings suggested vortex flow attachments in those regions, and a saddle point on the fully stalled AR=4.0 wing indicated a secondary vortex flow at the forward region of the separation bubble. The separation wake decayed downstream, while the tip vortex interacted with the separation bubble on the fully stalled wing. Three mushroom cells were observed on the AR=9.0 wing.

Lift production through asymmetric flapping

NASA Astrophysics Data System (ADS)

Jalikop, Shreyas; Sreenivas, K. R.

2009-11-01

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

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.

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

PubMed

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

2016-07-08

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

Winglet and long duct nacelle aerodynamic development for DC-10 derivatives

NASA Technical Reports Server (NTRS)

Taylor, A. B.

1978-01-01

Advanced technology for application to the Douglas DC-10 transport is discussed. Results of wind tunnel tests indicate that the winglet offers substantial cruise drag reduction with less wing root bending moment penalty than a wing-tip extension of the same effectiveness and that the long duct nacelle offers substantial drag reduction potential as a result of aerodynamic and propulsion improvements. The aerodynamic design and test of the nacelle and pylon installation are described.

An Investigation of Wing Lift Augmentation with Spanwise Tip Blowing.

DTIC Science & Technology

1987-04-22

ON8 Michael R. Mendenhall Steven C. CarusoS Co) D Daniel J. Lesieutre Nielsen Engineering & Research, Inc. 510 Clyde Avenue Mountain View, CA 94043...Augmentation with Spanwise Tip Blowing 12. PERSONALAUTHOR(S) Michael R. Mendenhall, Steven C. Caruso, Daniel J. Lesieutre, and Robert E. Childs 13a. TYPE OF...hardware and associated electronics for the flowfield survey 99 traverse rig mechanism. Mrs. Susana N. Nazario contributed tne software necessary for the

Rolling moments in a trailing vortex flow field

NASA Technical Reports Server (NTRS)

Mcmillan, O. J.; Schwind, R. G.; Nielsen, J. N.; Dillenius, M. F. E.

1977-01-01

Pressure distributions are presented which were measured on a wing in close proximity to a tip vortex of known structure generated by a larger, upstream semispan wing. Overall loads calculated by integration of these pressures are checked by independent measurements made with an identical model mounted on a force balance. Several conventional methods of wing analysis are used to predict the loads on the following wing. Strip theory is shown to give uniformly poor results for loading distribution, although predictions of overall lift and rolling moment are sometimes acceptable. Good results are obtained for overall coefficients and loading distribution by using linearized pressures in vortex-lattice theory in conjunction with a rectilinear vortex. The equivalent relation from reverse-flow theory that can be used to give economic predictions for overall loads is presented.

Effects of flexibility and aspect ratio on the aerodynamic performance of flapping wings.

PubMed

Fu, Junjiang; Liu, Xiaohui; Shyy, Wei; Qiu, Huihe

2018-03-14

In the current study, we experimentally investigated the flexibility effects on the aerodynamic performance of flapping wings and the correlation with aspect ratio at angle of attack α  =  45°. The Reynolds number based on the chord length and the wing tip velocity is maintained at Re  =  5.3  ×  10 3 . Our result for compliant wings with an aspect ratio of 4 shows that wing flexibility can offer improved aerodynamic performance compared to that of a rigid wing. Flexible wings are found to offer higher lift-to-drag ratios; in particular, there is significant reduction in drag with little compromise in lift. The mechanism of the flexibility effects on the aerodynamic performance is addressed by quantifying the aerodynamic lift and drag forces, the transverse displacement on the wings and the flow field around the wings. The regime of the effective stiffness that offers improved aerodynamic performance is quantified in a range of about 0.5-10 and it matches the stiffness of insect wings with similar aspect ratios. Furthermore, we find that the aspect ratio of the wing is the predominant parameter determining the flexibility effects of compliant wings. Compliant wings with an aspect ratio of two do not demonstrate improved performance compared to their rigid counterparts throughout the entire stiffness regime investigated. The correlation between wing flexibility effects and the aspect ratio is supported by the stiffness of real insect wings.

Aerodynamic performance of a hovering hawkmoth with flexible wings: a computational approach

PubMed Central

Nakata, Toshiyuki; Liu, Hao

2012-01-01

Insect wings are deformable structures that change shape passively and dynamically owing to inertial and aerodynamic forces during flight. It is still unclear how the three-dimensional and passive change of wing kinematics owing to inherent wing flexibility contributes to unsteady aerodynamics and energetics in insect flapping flight. Here, we perform a systematic fluid-structure interaction based analysis on the aerodynamic performance of a hovering hawkmoth, Manduca, with an integrated computational model of a hovering insect with rigid and flexible wings. Aerodynamic performance of flapping wings with passive deformation or prescribed deformation is evaluated in terms of aerodynamic force, power and efficiency. Our results reveal that wing flexibility can increase downwash in wake and hence aerodynamic force: first, a dynamic wing bending is observed, which delays the breakdown of leading edge vortex near the wing tip, responsible for augmenting the aerodynamic force-production; second, a combination of the dynamic change of wing bending and twist favourably modifies the wing kinematics in the distal area, which leads to the aerodynamic force enhancement immediately before stroke reversal. Moreover, an increase in hovering efficiency of the flexible wing is achieved as a result of the wing twist. An extensive study of wing stiffness effect on aerodynamic performance is further conducted through a tuning of Young's modulus and thickness, indicating that insect wing structures may be optimized not only in terms of aerodynamic performance but also dependent on many factors, such as the wing strength, the circulation capability of wing veins and the control of wing movements. PMID:21831896

Are “armchair socialists” still sitting? Cross sectional study of political affiliation and physical activity

PubMed Central

Gale, Joanne; Milton, Karen

2014-01-01

Objective To examine the validity of the concept of left wing “armchair socialists” and whether they sit more and move less than their right wing and centrist counterparts. Design Secondary analysis of Eurobarometer data from 32 European countries. Setting The study emanated from the authors’ sit-stand desks (rather than from their armchairs). Participants Total of 29 193 European adults, of whom 1985 were left wing, 1902 right wing, 17 657 political centrists, and 7649 politically uncommitted. Main outcome measures Self-reported political affiliation, physical activity, and total daily sitting time. Methods Linear models were used to examine the relation between physical activity, sitting time, and reported political affiliation. Results The findings refute the existence of an “armchair socialist”; people at the extremes of both ends of the political spectrum were more physically active, with the right wing reporting 62.2 more weekly minutes of physical activity (95% confidence interval 23.9 to 100.5), and the left wing 57.8 more minutes (20.6 to 95.1) than those in the political centre. People with right wing political affiliations reported 12.8 minutes less time sitting a day (3.8 to 21.9) than the centrists. It is those sitting in the middle (politically) that are moving less, and possibly sitting more, both on the fence and elsewhere, making them a defined at-risk group. Conclusions There is little evidence to support the notion of armchair socialists, as they are more active than the mainstream in the political centre. Encouraging centrists to adopt stronger political views may be an innovative approach to increasing their physical activity, potentially benefiting population health. PMID:25500112

Vortex sensing tests at NAFEC.

DOT National Transportation Integrated Search

1972-01-01

The report describes the results of a series of tests to determine and evaluate three experimental techniques for remote sensing of the wing-tip vortices generated by heavy commercial and military aircraft. These techniques involved a pulsed, bistati...

Wing Tip Vortex Drag

NASA Technical Reports Server (NTRS)

Muirhead, V. U.

1975-01-01

Optimization of L/D through minimizing induced drag through a detailed flow study together with force, pressure and vorticity measurements is considered. Flow visualization with neutral helium bubbles provides an excellent means of observing the effects of configuration changes.

Static Aeroelastic Scaling and Analysis of a Sub-Scale Flexible Wing Wind Tunnel Model

NASA Technical Reports Server (NTRS)

Ting, Eric; Lebofsky, Sonia; Nguyen, Nhan; Trinh, Khanh

2014-01-01

This paper presents an approach to the development of a scaled wind tunnel model for static aeroelastic similarity with a full-scale wing model. The full-scale aircraft model is based on the NASA Generic Transport Model (GTM) with flexible wing structures referred to as the Elastically Shaped Aircraft Concept (ESAC). The baseline stiffness of the ESAC wing represents a conventionally stiff wing model. Static aeroelastic scaling is conducted on the stiff wing configuration to develop the wind tunnel model, but additional tailoring is also conducted such that the wind tunnel model achieves a 10% wing tip deflection at the wind tunnel test condition. An aeroelastic scaling procedure and analysis is conducted, and a sub-scale flexible wind tunnel model based on the full-scale's undeformed jig-shape is developed. Optimization of the flexible wind tunnel model's undeflected twist along the span, or pre-twist or wash-out, is then conducted for the design test condition. The resulting wind tunnel model is an aeroelastic model designed for the wind tunnel test condition.

Theoretical and Experimental Investigation of the Subsonic-Flow Fields Beneath Swept and Unswept Wings with Tables of Vortex-Induced Velocities

NASA Technical Reports Server (NTRS)

Alford, William J., Jr.

1956-01-01

The flow-field characteristics beneath swept and unswept wings as determined by potential-flow theory are compared with the experimentally determined flow fields beneath swept and unswept wing-fuselage combinations. The potential-flow theory utilized considered both spanwise and chordwise distributions of vorticity as well as the wing-thickness effects. The perturbation velocities induced by a unit horseshoe vortex are included in tabular form. The results indicated that significant chordwise flow gradients existed beneath both swept and unswept wings at zero lift and throughout the lift range. The theoretical predictions of the flow-field characteristics were qualitatively correct in all cases considered, although there were indications that the magnitudes of the downwash angles tended to be overpredicted as the tip of the swept wing was approached and that the sidewash angles ahead of the unswept wing were underpredicted. The calculated effects of compressibility indicated that significant increases in the chordwise variation of flow angles and dynamic-pressure ratios should be expected in going from low to high subsonic speeds.

Being mimicked makes you a prosocial voter.

PubMed

Stel, Mariëlle; Harinck, Fieke

2011-01-01

People's voting behavior has a great impact on the political road that is taken in our countries. The current research shows that mimicry, the imitation of nonverbal behavior, unconsciously affects our political voting behavior. Earlier research has shown that mimicry enhances prosocial thoughts and behaviors. As prosocial people are expected to be more attracted to left-wing parties, it was predicted that mimicry affects people's voting behavior. As expected, mimickees voted more often for left-wing than for right-wing parties than nonmimickees. This effect was due to a shift in mimickees' view of themselves as being more related to others. Thus, mimicry does more than making people more prosocial, it even affects their political decisions.

Wind-tunnel investigation of several high aspect-ratio supercritical wing configurations on a wide-body-type fuselage

NASA Technical Reports Server (NTRS)

Bartlett, D. W.

1977-01-01

An investigation was conducted in the Langley 8-foot transonic pressure tunnel on two aspect-ratio 11.95 supercritical wings that were tested in combination with a representative wide-body-type fuselage. The two supercritical wings have identical planforms for equal sweep angles and differ only in thickness. Each wing was tested at quarter-chord sweep angles of 27 deg and 30 deg. At the higher sweep angle, the aspect ratio is reduced to 11.36. At 27 deg of quarter-chord sweep, the thicker supercritical wing (SCW-1) has maximum streamwise thickness-to-chord ratios of 0.16 at the wing-fuselage juncture, 0.14 at the planform break station, and 0.12 at the tip. The thinner wing (SCW-2) has maximum streamwise thickness-to-chord ratios of 0.144, 0.12, and 0.10 at the same stations respectively. Tests were also conducted on the thinner supercritical wing at the 27 deg sweep angle with a 15.24 cm (6.0 in.) shorter span which results in an aspect ratio of 10.25. For comparison, data were obtained on a current wide-body transport wing (AR=7) that was tested on the same fuselage used with the supercritical wings.

Stochastic Nonlinear Aeroelasticity

DTIC Science & Technology

2009-01-01

ORGANIZATION NAME(S) AND ADDRESS(ES) 8. PERFORMING ORGANIZATION Design and Analysis Methods Branch (AFRL/RBSD) Structures Division, Air Force... coff U∞ cs ea lw cw Figure 6: Wing and store geometry (left), wing box structural model (middle), flutter distribution (right

South side. Also showing forebay, wing for the main control ...

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

South side. Also showing forebay, wing for the main control room, and evaporative cooling unit at left - Wellton-Mohawk Irrigation System, Pumping Plant No. 2, Bounded by Interstate 8 to south, Wellton, Yuma County, AZ

X-48C Hybrid - Blended Wing Body Demonstrator

NASA Image and Video Library

2013-02-28

The NASA-Boeing X-48C Hybrid/Blended Wing Body research aircraft banked left during one of its final test flights over Edwards Air Force Base from NASA's Dryden Flight Research Center on Feb. 28, 2013.

7. View to northwest showing (from L to R) ends ...

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

7. View to northwest showing (from L to R) ends of 1941 NW wing, original NW ward wing, and original SE ward wing, with ends of Medical Wards C and B (HABS Nos. VA-1287-I and -H) at left - Portsmouth Naval Hospital, Hospital Building, Rixey Place, bounded by Williamson Drive, Holcomb Road, & The Circle, Portsmouth, Portsmouth, VA

Asymmetric hindwing foldings in rove beetles.

PubMed

Saito, Kazuya; Yamamoto, Shuhei; Maruyama, Munetoshi; Okabe, Yoji

2014-11-18

Foldable wings of insects are the ultimate deployable structures and have attracted the interest of aerospace engineering scientists as well as entomologists. Rove beetles are known to fold their wings in the most sophisticated ways that have right-left asymmetric patterns. However, the specific folding process and the reason for this asymmetry remain unclear. This study reveals how these asymmetric patterns emerge as a result of the folding process of rove beetles. A high-speed camera was used to reveal the details of the wing-folding movement. The results show that these characteristic asymmetrical patterns emerge as a result of simultaneous folding of overlapped wings. The revealed folding mechanisms can achieve not only highly compact wing storage but also immediate deployment. In addition, the right and left crease patterns are interchangeable, and thus each wing internalizes two crease patterns and can be folded in two different ways. This two-way folding gives freedom of choice for the folding direction to a rove beetle. The use of asymmetric patterns and the capability of two-way folding are unique features not found in artificial structures. These features have great potential to extend the design possibilities for all deployable structures, from space structures to articles of daily use.

Synthesis and crystal structure of the iridium(I) carbene complex with a pair of hydrogen wing tips

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

Huang, H.-Y.; Chen, Z.-M.; Wang, Y.

The iridium(I) cyclooctadiene complex with two (3-tert-butylimidazol-2-ylidene) ligands [(H-Im{sup t}Bu){sub 2}Ir(COD)]{sup +}PF{sub 6}{sup −} (C{sub 22}H{sub 32}PF{sub 6}IrN{sub 4}) has been prepared, and its crystal structure is determined by X-ray diffraction. Complex exhibits slightly distorted square planar configurations around the metal atom, which is coordinated by two H-Im{sup t}Bu ligands and one cyclooctadiene group. The new iridium carbene complex has a pair of hydrogen wing tips. The Ir−C{sub carbene} bond lengths are 2.066(5) and 2.052(5) Å, and the bond angle C−Ir−C between these bonds is 95.54(19)°. The dihedral angle between two imidazol-2-ylidene rings is 86.42°.

Anomalous Shocks on the Measured Near-Field Pressure Signatures of Low-Boom Wind-Tunnel Models

NASA Technical Reports Server (NTRS)

Mack, Robert J.

2006-01-01

Unexpected shocks on wind-tunnel-measured pressure signatures prompted questions about design methods, pressure signature measurement techniques, and the quality of measurements in the flow fields near lifting models. Some of these unexpected shocks were the result of component integration methods. Others were attributed to the three-dimension nature of the flow around a lifting model, to inaccuracies in the prediction of the area-ruled lift, or to wing-tip stall effects. This report discusses the low-boom model wind-tunnel data where these unexpected shocks were initially observed, the physics of the lifting wing/body model's flow field, the wind-tunnel data used to evaluate the applicability of methods for calculating equivalent areas due to lift, the performance of lift prediction codes, and tip stall effects so that the cause of these shocks could be determined.

Experimental examination of vorticity stripping from a wing-tip vortex in free-stream turbulence

NASA Astrophysics Data System (ADS)

Ghimire, Hari C.; Bailey, Sean C. C.

2018-03-01

Time-resolved stereoscopic particle image velocimetry measurements were conducted of a wing-tip vortex decaying in free-stream turbulence. The objective of the research was to experimentally investigate the mechanism causing the increased rate of decay of the vortex in the presence of turbulence. It was observed that the circulation of the vortex core experienced periods of rapid loss and recovery when immersed in free-stream turbulence. These events were not observed when the vortex was in a laminar free stream. A connection was made between these events and distortion of the vortex, coinciding with stripping of core fluid from the vortex core. Specifically, vortex stripping events were connected to asymmetry in the vortex core, and this asymmetry was associated with instances of rapid circulation loss. The increased rate of decay of the vortex in turbulence coincided with the formation of secondary vortical structures which wrapped azimuthally around the primary vortex.

Measurement of the Critical Distance Parameter Against Icing Conditions on a NACA 0012 Swept Wing Tip

NASA Technical Reports Server (NTRS)

Vargas, Mario; Kreeger, Richard E.

2011-01-01

This work presents the results of three experiments, one conducted in the Icing Research Tunnel (IRT) at NASA Glenn Research Center and two in the Goodrich Icing Wind Tunnel (IWT). The experiments were designed to measure the critical distance parameter on a NACA 0012 Swept Wing Tip at sweep angles of 45deg, 30deg, and 15deg. A time sequence imaging technique (TSIT) was used to obtain real time close-up imaging data during the first 2 min of the ice accretion formation. The time sequence photographic data was used to measure the critical distance at each icing condition and to study how it develops in real time. The effect on the critical distance of liquid water content, drop size, total temperature, and velocity was studied. The results were interpreted using a simple energy balance on a roughness element

Morphological Variations of Leading-Edge Serrations in Owls (Strigiformes)

PubMed Central

Weger, Matthias; Wagner, Hermann

2016-01-01

Background Owls have developed serrations, comb-like structures, along the leading edge of their wings. Serrations were investigated from a morphological and a mechanical point of view, but were not yet quantitatively compared for different species. Such a comparative investigation of serrations from species of different sizes and activity patterns may provide new information about the function of the serrations. Results Serrations on complete wings and on tenth primary remiges of seven owl species were investigated. Small, middle-sized, and large owl species were investigated as well as species being more active during the day and owls being more active during the night. Serrations occurred at the outer parts of the wings, predominantly at tenth primary remiges, but also on further wing feathers in most species. Serration tips were oriented away from the feather rachis so that they faced into the air stream during flight. The serrations of nocturnal owl species were higher developed as demonstrated by a larger inclination angle (the angle between the base of the barb and the rachis), a larger tip displacement angle (the angle between the tip of the serration and the base of the serration) and a longer length. Putting the measured data into a clustering algorithm yielded dendrograms that suggested a strong influence of activity pattern, but only a weak influence of size on the development of the serrations. Conclusions Serrations are supposed to be involved in noise reduction during flight and also depend on the aerodynamic properties that in turn depend on body size. Since especially nocturnal owls have to rely on hearing during prey capture, the more pronounced serrations of nocturnal species lend further support to the notion that serrations have an important function in noise reduction. The differences in shape of the serrations investigated indicate that a silent flight requires well-developed serrations. PMID:26934104

48. STAIRWAY TO THE SECOND FLOOR, SOUTH END OF THE ...

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

48. STAIRWAY TO THE SECOND FLOOR, SOUTH END OF THE EAST WING. STAIRWAY AND WOODEN DECK ADDED IN 1976. WOODEN DECK FILLS A CIRCULAR HOLE LEFT IN THE FLOOR FOR THE POSSIBLE ADDITION OF A THIRD BISCUIT AND KILN. A SMALLER HOLE WAS LEFT IN THE WEST WING FLOOR TO ALLOW CONSTRUCTION OF AN ADDITIONAL GLAZE KILN. NEITHER EXTRA KILN WAS BUILT. - Moravian Pottery & Tile Works, Southwest side of State Route 313 (Swamp Road), Northwest of East Court Street, Doylestown, Bucks County, PA

Flutter parametric studies of cantilevered twin-engine-transport type wing with and without winglet. Volume 1: Low-speed investigations

NASA Technical Reports Server (NTRS)

Bhatia, K. G.; Nagaraja, K. S.

1984-01-01

Flutter characteristics of a cantilevered high aspect ratio wing with winglet were investigated. The configuration represented a current technology, twin-engine airplane. A low-speed and high-speed model were used to evaluate compressibility effects through transonic Mach numbers and a wide range of mass-density ratios. Four flutter mechanisms were obtained in test, as well as analysis from various combinations of configuration parameters. The coupling between wing tip vertical and chordwise motions was shown to have significant effect under some conditions. It is concluded that for the flutter model configurations studied, the winglet related flutter was amenable to the conventional flutter analysis techniques.

Super Cooled Large Droplet Analysis of Several Geometries Using LEWICE3D Version 3

NASA Technical Reports Server (NTRS)

Bidwell, Colin S.

2011-01-01

Super Cooled Large Droplet (SLD) collection efficiency calculations were performed for several geometries using the LEWICE3D Version 3 software. The computations were performed using the NASA Glenn Research Center SLD splashing model which has been incorporated into the LEWICE3D Version 3 software. Comparisons to experiment were made where available. The geometries included two straight wings, a swept 64A008 wing tip, two high lift geometries, and the generic commercial transport DLR-F4 wing body configuration. In general the LEWICE3D Version 3 computations compared well with the 2D LEWICE 3.2.2 results and with experimental data where available.

Two blowing concepts for roll and lateral control of aircraft

NASA Technical Reports Server (NTRS)

Tavella, D. A.; Wood, N. J.; Lee, C. S.; Roberts, L.

1986-01-01

Two schemes to modulate aerodynamic forces for roll and lateral control of aircraft have been investigated. The first scheme, called the lateral blowing concept, consists of thin jets of air exiting spanwise, or at small angle with the spanwise direction, from slots at the tips of straight wings. For this scheme, in addition to experimental measurements, a theory was developed showing the analytical relationship between aerodynamic forces and jet and wing parameters. Experimental results confirmed the theoretically derived scaling laws. The second scheme, which was studied experimentally, is called the jet spoiler concept and consists of thin jets exiting normally to the wing surface from slots aligned with the spanwise direction.

Subsonic flutter analysis addition to NASTRAN. [for use with CDC 6000 series digital computers

NASA Technical Reports Server (NTRS)

Doggett, R. V., Jr.; Harder, R. L.

1973-01-01

A subsonic flutter analysis capability has been developed for NASTRAN, and a developmental version of the program has been installed on the CDC 6000 series digital computers at the Langley Research Center. The flutter analysis is of the modal type, uses doublet lattice unsteady aerodynamic forces, and solves the flutter equations by using the k-method. Surface and one-dimensional spline functions are used to transform from the aerodynamic degrees of freedom to the structural degrees of freedom. Some preliminary applications of the method to a beamlike wing, a platelike wing, and a platelike wing with a folded tip are compared with existing experimental and analytical results.

Longitudinal Stability and Drag Characteristics at Mach Numbers from 0.70 to 1.37 of Rocket-propelled Models Having a Modified Triangular Wing

NASA Technical Reports Server (NTRS)

Chapman, Rowe, Jr; Morrow, John D

1952-01-01

A modified triangular wing of aspect ratio 2.53 having an airfoil section 3.7 percent thick at the root and 5.98 percent thick at the tip was designed in an attempt to improve the lift and drag characteristics of triangular wings. Free-flight drag and stability tests were made using rocket-propelled models equipped with the modified wing. The Mach number range of the test was from 0.70 to 1.37. Test results indicated the following: The lift-curve slope of wing plus fuselage approaches the theoretical value of wing alone at supersonic Mach numbers. The drag coefficient, based on total wing area, for wing plus interference was approximately 0.0035 at subsonic Mach numbers and 0.0080 at supersonic Mach numbers. The maximum shift in aerodynamic center for the complete configuration was 14 percent in the rearward direction from the forward position of 51.5 percent of mean aerodynamic chord at subsonic Mach numbers. The variation of lift and moment with angle of attack was linear at supersonic Mach numbers for the range of coefficients covered in the test. The high value of lift-curve slope was considered to be a significant result attributable to the wing modifications.

Shape matters: improved flight in tapered auto-rotating wings

NASA Astrophysics Data System (ADS)

Liu, Yucen; Vincent, Lionel; Kanso, Eva

2017-11-01

Many plants use gravity and wind to disperse their seeds. The shape of seed pods influence their aerodynamics. For example, Liana seeds form aerodynamic gliders and Sycamore trees release airborne ``helicopters.'' Here, we use carefully-controlled experiments and high-speed photography to examine dispersion by tumbling (auto-rotation) and we focus on the effect of geometry on flight characteristics. We consider four families of shapes: rectangular, elliptic, tapered, and sharp-tip wings, and we vary the span-to-chord ratio. We find that tapered wings exhibit extended flight time and range, that is, better performance. A quasi-steady two-dimensional model is used to highlight the mechanisms by which shape affects flight performance. These findings could have significant implications on linking seedpod designs to seed dispersion patterns as well as on optimizing wing design in active flight problems.

Pressure distributions induced by elevon deflections on swept wings and adjacent end-plate surfaces at Mach 6

NASA Technical Reports Server (NTRS)

Kaufman, L. G., II; Johnson, C. B.

1977-01-01

Surface pressure distributions are presented for regions where three-dimensional separated flow effects are prominent on swept-wing-elevon-end-plate models of 0 degree, 50 degree, and 70 degree sweepback, and with 0 degree, 10 degree, 20 degree, and 30 degree elevon deflections. Surface-oil-flow photographs and pressure distributions on the flat-plate wing, elevon, and end-plate surfaces are presented for numerous geometric variations, including various spacings between the elevon and the end plate, with and without a tip fin. The data, for a free-stream Mach number of 6 and a wing-root-chord Reynolds number of 20 x 10 to the sixth power, reveal considerably larger regions of elevon induced loads on the adjacent end-plate surface than would be anticipated by using inviscid flow analyses.

F-16XL ship #1 crew

NASA Technical Reports Server (NTRS)

1995-01-01

November 27, 1995 Photograph of the F-16XL Ship #1 Cranked-Arrow Wing Aerodynamic Project (CAWAP) Test Team; from left to right, Ron Wilcox; Operations Engineer, Art Cope; Aircraft Mechanic, Dave Fisher; Chief Project Engineer, Dick Denman; Aircraft Mechanic, Bob Garcia; A/C Crew Chief, Susan Ligon; Aircraft Mechanic, Rodger Tarango; Mobile Operations Facility (MOF) Staff, Jerry Cousins; Aircraft Mechanic, Bruce Gallmeyer; MOF Staff, and Mike Reardon; Aircraft Mechanic/Helper. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The first flight of CAWAP occurred at NASA's Dryden Flight Research Center, Edwards, California, on November 21, 1995, and the test program ended in April 1996.

F-16XL Ship #2 during last flight showing titanium laminar flow glove on left wing

NASA Technical Reports Server (NTRS)

1996-01-01

Dryden research pilot Dana Purifoy bends NASA F-16 XL #848 away from the tanker on the 44th flight in the Supersonic Laminar Flow Control program recently. The flight test portion of the program ended with the 45th and last data collection flight from NASA's Dryden Flight Research Center, Edwards, California, on Nov. 26, 1996. The project demonstrated that laminar--or smooth--airflow could be achieved over a major portion of a wing at supersonic speeds. The flight tests at Dryden involved use of a suction system which drew boundary-layer air through millions of tiny laser-drilled holes in a titanium 'glove' that was fitted to the upper surface of the F-16XL's left wing.

Validation of morphing wing methodologies on an unmanned aerial system and a wind tunnel technology demonstrator

NASA Astrophysics Data System (ADS)

Gabor, Oliviu Sugar

To increase the aerodynamic efficiency of aircraft, in order to reduce the fuel consumption, a novel morphing wing concept has been developed. It consists in replacing a part of the wing upper and lower surfaces with a flexible skin whose shape can be modified using an actuation system placed inside the wing structure. Numerical studies in two and three dimensions were performed in order to determine the gains the morphing system achieves for the case of an Unmanned Aerial System and for a morphing technology demonstrator based on the wing tip of a transport aircraft. To obtain the optimal wing skin shapes in function of the flight condition, different global optimization algorithms were implemented, such as the Genetic Algorithm and the Artificial Bee Colony Algorithm. To reduce calculation times, a hybrid method was created by coupling the population-based algorithm with a fast, gradient-based local search method. Validations were performed with commercial state-of-the-art optimization tools and demonstrated the efficiency of the proposed methods. For accurately determining the aerodynamic characteristics of the morphing wing, two new methods were developed, a nonlinear lifting line method and a nonlinear vortex lattice method. Both use strip analysis of the span-wise wing section to account for the airfoil shape modifications induced by the flexible skin, and can provide accurate results for the wing drag coefficient. The methods do not require the generation of a complex mesh around the wing and are suitable for coupling with optimization algorithms due to the computational time several orders of magnitude smaller than traditional three-dimensional Computational Fluid Dynamics methods. Two-dimensional and three-dimensional optimizations of the Unmanned Aerial System wing equipped with the morphing skin were performed, with the objective of improving its performances for an extended range of flight conditions. The chordwise positions of the internal actuators, the spanwise number of actuation stations as well as the displacement limits were established. The performance improvements obtained and the limitations of the morphing wing concept were studied. To verify the optimization results, high-fidelity Computational Fluid Dynamics simulations were also performed, giving very accurate indications of the obtained gains. For the morphing model based on an aircraft wing tip, the skin shapes were optimized in order to control laminar flow on the upper surface. An automated structured mesh generation procedure was developed and implemented. To accurately capture the shape of the skin, a precision scanning procedure was done and its results were included in the numerical model. High-fidelity simulations were performed to determine the upper surface transition region and the numerical results were validated using experimental wind tunnel data.

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.

General overview of adobe, looking northwest. South wing is at ...

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

General overview of adobe, looking northwest. South wing is at left, and central courtyard, with ovens, at center. (recreation of HABS No. CA-38-P152-3 - Vallejo Adobe, Adobe Road at Casa Grande, Petaluma, Sonoma County, CA

75 FR 47242 - Airworthiness Directives; McDonnell Douglas Corporation Model DC-9-14, DC-9-15, and DC-9-15F...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-05

... the inboard side of the rear spar upper cap, which resulted from stress corrosion. We are proposing... the left or right center wing rear spar, which could cause a possible fuel leak, damage to the wing... the center wing rear spar that resulted from stress corrosion. We issued that AD to detect and correct...

76 FR 12634 - Airworthiness Directives; The Boeing Company Model 737-600, -700, -700C, -800, and -900 Series...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-03-08

... left-hand fuel pump of the center wing tank (CWT) to shut off after being selected ``OFF'' by the... original NPRM will not be extended to the main wing tanks, as discussed in meetings between Boeing and the... wing tanks on Model 737-600, -700, -700C, -800, and -900 series airplanes to support the proposed AD...

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.

Arteriography of the left internal mammary artery graft utilizing a balloon-tipped floatation catheter: an alternative approach.

PubMed

Sharifi, M; Lauer, J; Pompili, V J; Dillon, J C

1999-11-01

In this report, we describe an alternative method to the conventional arteriographic techniques of the left internal mammary artery (LIMA) graft using a balloon-tipped floatation catheter placed within the left subclavian artery. The floatation catheter will serve as both an occluder of the subclavian artery as well as a port for contrast injection. It may be effectively employed in the rare instances where direct cannulation of the LIMA graft is not possible.

Tabulated pressure measurements on an executive-type jet transport model with a supercritical wing

NASA Technical Reports Server (NTRS)

Bartlett, D. W.

1975-01-01

A 1/9 scale model of an existing executive type jet transport refitted with a supercritical wing was tested on in the 8 foot transonic pressure tunnel. The supercritical wing had the same sweep as the original airplane wing but had maximum thickness chord ratios 33 percent larger at the mean geometric chord and almost 50 percent larger at the wing-fuselage juncture. Wing pressure distributions and fuselage pressure distributions in the vicinity of the left nacelle were measured at Mach numbers from 0.25 to 0.90 at angles of attack that generally varied from -2 deg to 10 deg. Results are presented in tabular form without analysis.

Helical vortices generated by flapping wings of bumblebees

NASA Astrophysics Data System (ADS)

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

2016-11-01

We analyze high resolution numerical simulation data of a bumblebee with fixed body and prescribed wing motion, flying in a numerical wind tunnel, presented in. The inflow condition of the tunnel varies from unperturbed laminar to strongly turbulent. The flow generated by the flapping wings indicates the important role of the leading edge vortex (LEV), responsible for elevated lift production and which is not significantly altered by the inflow turbulence. The LEV has a conical structure due to the three-dimensional motion of the wings. This flow configuration produces strong vorticity on the sharp leading edge and the outwards velocity (from the root to the tip of the wing) in the spanwise direction. Flow visualizations show that the generated vortical structures are characterized by a strong helicity. We study the evolution of the mean helicity for each wing and analyze the impact of turbulent inflow. We thankfully acknowledge financial support from the French-German AIFIT project funded by DFG and ANR (Grant 15-CE40-0019). DK gratefully acknowledges financial support from the JSPS postdoctoral fellowship.

An Analytical Model of Nanometer Scale Viscoelastic Properties of Polymer Surfaces Measured Using an Atomic Force Microscope

DTIC Science & Technology

2011-03-01

efficient partially buoyant cargo airlifters, fuel-efficient hybrid wing- body aircraft, and hyperprecision low-collateral damage munitions [17]. In order to...between the tip and the surface, or between the tip and the small layer of condensed water on the surface [78]. The third method is a continuum model...crystal near the ringing conditions. The second is by applying an alternating voltage to the piezo crystal in the z-direction. The third method is to

[Resting-state functional magnetic resonance study of brain function changes after TIPS operation in patients with liver cirrhosis].

PubMed

Liu, C; Wang, H B; Yu, Y Q; Wang, M Q; Zhang, G B; Xu, L Y; Wu, J M

2016-12-20

Objective: To investigate the brain function changes in cirrhosis patients after transjugular intrahepatic portosystemic shunt (TIPS), resting-state functional MRI (rs-fMRI) performed and fractional amplitude of low frequency fluctuation (fALFF) was analyzed. Methods: From January 2014 to February 2016, a total of 96 cirrhotic patients from invasive technology department and infection department in the First Affiliated Hospital of Anhui Medical University were selected , the blood ammonia data of 96 cirrhotic patients with TIPS operation in four groups were collected after 1, 3, 6 and 12 month, and all subjects performed rs-fMRI scans. The rs-fMRI data processed with DPARSF and SPM12 softwares, whole-brain fALFF values were calculated, and One-Way analysis of variance , multiple comparison analysis and correlation analysis were performed. Results: There were brain regions with significant function changes in four groups patients with TIPS operation after 1, 3, 6 and 12 month, including bilateral superior temporal gyrus, right middle temportal gyrus , right hippocampus, right island of inferior frontal gyrus, left fusiform gyrus, left olfactory cortex, left orbital superior frontal gyrus (all P <0.005). Multiple comparison analysis showed that compared with patients in the 1-month follow-up, patients in the 3-month follow-up showed that brain function areas increased in left olfactory cortex, left inferior temporal gyrus, left fusiform gyrus, left orbital middle frontal gyrus, left putamen, left cerebelum, and decreased in left lingual gyrus; patients in the 6-month follow-up showed that brain function areas increased in left middle temportal gyrus, right supramarginal gyrus, right temporal pole, right central operculum, and decreased in left top edge of angular gyrus, left postcentral gyrus; patients in the 12-month follow-up showed that brain function areas increased in right hippocampus, right middle cingulate gyrus, and decreased in right middle temportal gyrus.Compared with patients in the 3-month follow-up, patients in the 6-month follow-up showed that brain function areas increased in left superior temporal gyrus, left middle temporal gyrus, right temporal pole, right island of inferior frontal gyrus, and decreased in left cerebelum, left orbital inferior frontal gyrus; patients in the 12-month follow-up showed that there were no obvious increase and decrease brain function areas.Compared with patients in the 6-month follow-up, patients in the 12-month follow-up showed that there were no obvious increase brain function areas , but brain function areas decreased in bilateral middle temportal gyrus( P <0.001). Brain regions were positively related to blood ammonia in right middle cingulate gyrus, right central operculum, left parahippocampal gyrus, while as brain regions were negatively related to blood ammonia in bilateral medial prefrontal lobe, anterior cingulate and paracingulate gyrus, right top edge of angular gyrus, right middle temportal gyrus, left anterior central gyrus, left posterior central gyrus (all P <0.005). Conclusion: The resting state brain function increased or decreased with course of disease in cirrhosis patients after TIPS operation. The brain activity of limbic system and sensorimotor system all had significant correlation with blood ammonia levels. The blood ammonia level and the function of relative brain regions after 6-month with TIPS operation can be gradually improved.

The presence of quill mites (Gabucinia bicaudata) and lice (Struthiolipeurus struthionis) in ostrich wing feathers.

PubMed

Cooper, R G; El Doumani, H A A

2006-03-01

Quill mites (Gabucinia bicaudata) and lice (Struthiolipeurus struthionis) may infest ostrich feathers, resulting in skin damage, pruritus and excessive feather preening and loss. Four different feather types (prime white, femina extra wide, femina class 1, and femina short; n = 10) were collected. The quill mites and lice were removed with fine forceps, studied using a photographic optical microscope and counted microscopically at x 100 magnification following collection by sedimentation. They were placed in separate Petri dishes containing lactophenol solution and examined (x40 magnification). Anatomical features are described. The density of quill mites in all feather types of both wings was higher than that of the lice. There was no significant difference between the counts of both arthropods on the left wing and the right wing, respectively, except for the femina class 1 quill mites (P = 0.01). The femina extra wide feathers were a preferred habitat in both wings. Large standard deviations (quill mites left wing: 73 +/- 8; quill mites right wing: 69 +/- 7) suggested variations in the degree of migration between feather shafts or as a response to escape preening. It is recommended that ostriches be treated with an oral preparation of Ivermectin administered per os at a dosage rate of 0.2 mg/kg at 30-day intervals for quill mites, and with a 1-5 % Malathion dust at 14-day intervals for lice.

Effects of Inertial Power and Inertial Force on Bat Wings.

PubMed

Yin, Dongfu; Zhang, Zhisheng; Dai, Min

2016-06-01

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

VIEW OF 77710A REACTOR WING, LOOKING NORTHEAST,SHOWING LOADING DOOR TO ...

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

VIEW OF 777-10A REACTOR WING, LOOKING NORTHEAST,SHOWING LOADING DOOR TO THE PROCESS DEVELOPMENT PILE ROOM. BUILDING 305-A IN BACKGROUND ON LEFT - Physics Assembly Laboratory, Area A/M, Savannah River Site, Aiken, Aiken County, SC

A Dwarf Galaxy Star Bar and Dusty Wing

NASA Image and Video Library

2012-01-10

In combined data from ESA Herschel and NASA Spitzer telescopes, irregular distribution of dust in the Small Magellanic Cloud becomes clear. A stream of dust extends to left, known as the galaxy wing, and a bar of star formation appears to right.

Petiolate wings: effects on the leading-edge vortex in flapping flight.

PubMed

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

2017-02-06

The wings of many insect species including crane flies and damselflies are petiolate (on stalks), with the wing planform beginning some distance away from the wing hinge, rather than at the hinge. The aerodynamic impact of flapping petiolate wings is relatively unknown, particularly on the formation of the lift-augmenting leading-edge vortex (LEV): a key flow structure exploited by many insects, birds and bats to enhance their lift coefficient. We investigated the aerodynamic implications of petiolation P using particle image velocimetry flow field measurements on an array of rectangular wings of aspect ratio 3 and petiolation values of P = 1-3. The wings were driven using a mechanical device, the 'Flapperatus', to produce highly repeatable insect-like kinematics. The wings maintained a constant Reynolds number of 1400 and dimensionless stroke amplitude Λ * (number of chords traversed by the wingtip) of 6.5 across all test cases. Our results showed that for more petiolate wings the LEV is generally larger, stronger in circulation, and covers a greater area of the wing surface, particularly at the mid-span and inboard locations early in the wing stroke cycle. In each case, the LEV was initially arch-like in form with its outboard end terminating in a focus-sink on the wing surface, before transitioning to become continuous with the tip vortex thereafter. In the second half of the wing stroke, more petiolate wings exhibit a more detached LEV, with detachment initiating at approximately 70% and 50% span for P = 1 and 3, respectively. As a consequence, lift coefficients based on the LEV are higher in the first half of the wing stroke for petiolate wings, but more comparable in the second half. Time-averaged LEV lift coefficients show a general rise with petiolation over the range tested.

Petiolate wings: effects on the leading-edge vortex in flapping flight

PubMed Central

2017-01-01

The wings of many insect species including crane flies and damselflies are petiolate (on stalks), with the wing planform beginning some distance away from the wing hinge, rather than at the hinge. The aerodynamic impact of flapping petiolate wings is relatively unknown, particularly on the formation of the lift-augmenting leading-edge vortex (LEV): a key flow structure exploited by many insects, birds and bats to enhance their lift coefficient. We investigated the aerodynamic implications of petiolation P using particle image velocimetry flow field measurements on an array of rectangular wings of aspect ratio 3 and petiolation values of P = 1–3. The wings were driven using a mechanical device, the ‘Flapperatus’, to produce highly repeatable insect-like kinematics. The wings maintained a constant Reynolds number of 1400 and dimensionless stroke amplitude Λ* (number of chords traversed by the wingtip) of 6.5 across all test cases. Our results showed that for more petiolate wings the LEV is generally larger, stronger in circulation, and covers a greater area of the wing surface, particularly at the mid-span and inboard locations early in the wing stroke cycle. In each case, the LEV was initially arch-like in form with its outboard end terminating in a focus-sink on the wing surface, before transitioning to become continuous with the tip vortex thereafter. In the second half of the wing stroke, more petiolate wings exhibit a more detached LEV, with detachment initiating at approximately 70% and 50% span for P = 1 and 3, respectively. As a consequence, lift coefficients based on the LEV are higher in the first half of the wing stroke for petiolate wings, but more comparable in the second half. Time-averaged LEV lift coefficients show a general rise with petiolation over the range tested. PMID:28163876

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

PubMed Central

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

2015-01-01

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

Can Wing Tip Vortices Be Accurately Simulated?

DTIC Science & Technology

2011-07-01

additional tail buffeting.2 In commercial applications, winglets have been installed on passenger aircraft to minimize vortex formation and reduce lift...towed vehicles and cause additional tail buffeting (Ref 2). In commercial applications, winglets have been installed on passenger aircraft to

Aerodynamic Characteristics of Low-Aspect-Ratio Wings in Close Proximity to the Ground

NASA Technical Reports Server (NTRS)

Fink, Marvin P.; Lastinger, James L.

1961-01-01

A wind-tunnel investigation has been conducted to determine the effect of ground proximity on the aerodynamic characteristics of thick highly cambered rectangular wings with aspect ratios of 1. 2, 4, and 6. The results showed that, for these aspect ratios, as the ground war, approached all wings experienced increases in lift-curve slope and reductions in induced drag which resulted in increases in lift-drag ratio. Although an increase in lift-curve slope was obtained for all aspect ratios as the ground was approached, the lift coefficient at an angle of attack of 0 deg for any given aspect ratio remained nearly constant. The experimental results were in general agreement with Wieselsberger's ground-effect theory (NACA Technical Memorandum 77). As the wings approached the ground, there was an increase in static longitudinal stability at positive angles of attack. When operating in ground effect, all the wings had stability of height at positive angles of attack and instability of height at negative angles of attack. Wing-tip fairings on the wings with aspect ratios of 1 and 2 produced small increases in lift-drag ratio in ground effect. End plates extending only below the chord plane on the wing with an aspect ratio of 1 provided increases in lift coefficient and in lift-drag ratio in ground effect.

Correlation of Structural Analysis and Test Results for the McDonnell Douglas Stitched/RFI All-Composite Wing Stub Box

NASA Technical Reports Server (NTRS)

Wang, John T.; Jegley, Dawn C.; Bush, Harold G.; Hinrichs, Stephen C.

1996-01-01

The analytical and experimental results of an all-composite wing stub box are presented in this report. The wing stub box, which is representative of an inboard portion of a commercial transport high-aspect-ratio wing, was fabricated from stitched graphite-epoxy material with a Resin Film Infusion manufacturing process. The wing stub box was designed and constructed by the McDonnell Douglas Aerospace Company as part of the NASA Advanced Composites Technology program. The test article contained metallic load-introduction structures on the inboard and outboard ends of the graphite-epoxy wing stub box. The root end of the inboard load introduction structure was attached to a vertical reaction structure, and an upward load was applied to the outermost tip of the outboard load introduction structure to induce bending of the wing stub box. A finite element model was created in which the center portion of the wing-stub-box upper cover panel was modeled with a refined mesh. The refined mesh was required to represent properly the geometrically nonlinear structural behavior of the upper cover panel and to predict accurately the strains in the stringer webs of the stiffened upper cover panel. The analytical and experimental results for deflections and strains are in good agreement.

Did Adult Diurnal Activity Influence the Evolution of Wing Morphology in Opoptera Butterflies?

PubMed

Penz, C M; Heine, K B

2016-02-01

The butterfly genus Opoptera includes eight species, three of which have diurnal habits while the others are crepuscular (the usual activity period for members of the tribe Brassolini). Although never measured in the field, it is presumed that diurnal Opoptera species potentially spend more time flying than their crepuscular relatives. If a shift to diurnal habits potentially leads to a higher level of activity and energy expenditure during flight, then selection should operate on increased aerodynamic and energetic efficiency, leading to changes in wing shape. Accordingly, we ask whether diurnal habits have influenced the evolution of wing morphology in Opoptera. Using phylogenetically independent contrasts and Wilcoxon rank sum tests, we confirmed our expectation that the wings of diurnal species have higher aspect ratios (ARs) and lower wing centroids (WCs) than crepuscular congeners. These wing shape characteristics are known to promote energy efficiency during flight. Three Opoptera wing morphotypes established a priori significantly differed in AR and WC values. The crepuscular, cloud forest dweller Opoptera staudingeri (Godman & Salvin) was exceptional in having an extended forewing tip and the highest AR and lowest WC within Opoptera, possibly to facilitate flight in a cooler environment. Our study is the first to investigate how butterfly wing morphology might evolve as a response to a behavioral shift in adult time of activity.

No Child Left Behind Is Just the Tip of the Iceberg

ERIC Educational Resources Information Center

Tanner, Leigh

2008-01-01

Researchers have been documenting the unfortunate status of social studies in the elementary classroom since the 1980s (J. Stark 1987), and although a lack of teacher interest, poor instructional methods, and the No Child Left Behind Act may be the current contributing factors, these factors should be viewed as just the tip of the iceberg. The…

Materials and Processes Engineering's Role in the Reconstruction and Failure Analysis of The Space Shuttle Columbia

NASA Technical Reports Server (NTRS)

Russell, Richard

2005-01-01

Conclusions: The hot gases, having flooded the wing interior, quickly heated the upper and lower wing surfaces allowing the aluminum honeycomb facesheets and the wing tiles to debond. The thin-wall aluminum truss tubes would soon collapse and the aerodynamic and structural integrity of the left wing would be effectively destroyed. The forensic evidence is consistent with the observed External Tank foam impact 81 seconds into launch. This is the most probable cause of the damage to the Reinforced Carbon-Carbon. (RCC) leading edge.

Aerostructural analysis and design optimization of composite aircraft

NASA Astrophysics Data System (ADS)

Kennedy, Graeme James

High-performance composite materials exhibit both anisotropic strength and stiffness properties. These anisotropic properties can be used to produce highly-tailored aircraft structures that meet stringent performance requirements, but these properties also present unique challenges for analysis and design. New tools and techniques are developed to address some of these important challenges. A homogenization-based theory for beams is developed to accurately predict the through-thickness stress and strain distribution in thick composite beams. Numerical comparisons demonstrate that the proposed beam theory can be used to obtain highly accurate results in up to three orders of magnitude less computational time than three-dimensional calculations. Due to the large finite-element model requirements for thin composite structures used in aerospace applications, parallel solution methods are explored. A parallel direct Schur factorization method is developed. The parallel scalability of the direct Schur approach is demonstrated for a large finite-element problem with over 5 million unknowns. In order to address manufacturing design requirements, a novel laminate parametrization technique is presented that takes into account the discrete nature of the ply-angle variables, and ply-contiguity constraints. This parametrization technique is demonstrated on a series of structural optimization problems including compliance minimization of a plate, buckling design of a stiffened panel and layup design of a full aircraft wing. The design and analysis of composite structures for aircraft is not a stand-alone problem and cannot be performed without multidisciplinary considerations. A gradient-based aerostructural design optimization framework is presented that partitions the disciplines into distinct process groups. An approximate Newton-Krylov method is shown to be an efficient aerostructural solution algorithm and excellent parallel scalability of the algorithm is demonstrated. An induced drag optimization study is performed to compare the trade-off between wing weight and induced drag for wing tip extensions, raked wing tips and winglets. The results demonstrate that it is possible to achieve a 43% induced drag reduction with no weight penalty, a 28% induced drag reduction with a 10% wing weight reduction, or a 20% wing weight reduction with a 5% induced drag penalty from a baseline wing obtained from a structural mass-minimization problem with fixed aerodynamic loads.

45. PRODUCTION AREA, GROUND FLOOR, EAST WING. GLAZE MIXING AREA ...

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

45. PRODUCTION AREA, GROUND FLOOR, EAST WING. GLAZE MIXING AREA IN THE RIGHT BACKGROUND, COURTYARD THROUGH THE DOORWAY TO THE LEFT. - Moravian Pottery & Tile Works, Southwest side of State Route 313 (Swamp Road), Northwest of East Court Street, Doylestown, Bucks County, PA

Personal Autonomy, Psychological Sense of Community, and Political Ideology.

ERIC Educational Resources Information Center

Fox, Dennis R.

Political debates often mask underlying differences in people's assumptions about natural behaviors and appropriate values. Ten individuals who had written letters to newspapers from nonmainstream perspectives (from right-wing libertarian to left-wing revolutionary communist) participated in three or four intensive, open-ended, semistructured…

KSC-04pd2127

NASA Image and Video Library

2004-10-12

KENNEDY SPACE CENTER, FLA. - This photo shows the size of the sensors being placed on the wing leading edge of orbiter Discovery. In her hand, United Space Alliance technician Lisa Campbell holds an accelerometer (left), which will eventually be installed on a mounting nut. The sensors are part of the Wing Leading Edge Impact Detection System, a new safety measure added for all future Space Shuttle missions. The system also includes accelerometers that monitor the orbiter's wings for debris impacts during launch and while in orbit. There are 22 temperature sensors and 66 accelerometers on each wing. Sensor data will flow from the wing to the crew compartment, where it will be transmitted to Earth.

KSC-04PD-2127

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. This photo shows the size of the sensors being placed on the wing leading edge of orbiter Discovery. In her hand, United Space Alliance technician Lisa Campbell holds an accelerometer (left), which will eventually be installed on a mounting nut. The sensors are part of the Wing Leading Edge Impact Detection System, a new safety measure added for all future Space Shuttle missions. The system also includes accelerometers that monitor the orbiter's wings for debris impacts during launch and while in orbit. There are 22 temperature sensors and 66 accelerometers on each wing. Sensor data will flow from the wing to the crew compartment, where it will be transmitted to Earth.

Analytical investigation of aerodynamic characteristics of highly swept wings with separated flow

NASA Technical Reports Server (NTRS)

Reddy, C. S.

1980-01-01

Many modern aircraft designed for supersonic speeds employ highly swept-back and low-aspect-ratio wings with sharp or thin edges. Flow separation occurs near the leading and tip edges of such wings at moderate to high angles of attack. Attempts have been made over the years to develop analytical methods for predicting the aerodynamic characteristics of such aircraft. Before any method can really be useful, it must be tested against a standard set of data to determine its capabilities and limitations. The present work undertakes such an investigation. Three methods are considered: the free-vortex-sheet method (Weber et al., 1975), the vortex-lattice method with suction analogy (Lamar and Gloss, 1975), and the quasi-vortex lattice method of Mehrotra (1977). Both flat and cambered wings of different configurations, for which experimental data are available, are studied and comparisons made.

Progress in high-lift aerodynamic calculations

NASA Technical Reports Server (NTRS)

Rogers, Stuart E.

1993-01-01

The current work presents progress in the effort to numerically simulate the flow over high-lift aerodynamic components, namely, multi-element airfoils and wings in either a take-off or a landing configuration. The computational approach utilizes an incompressible flow solver and an overlaid chimera grid approach. A detailed grid resolution study is presented for flow over a three-element airfoil. Two turbulence models, a one-equation Baldwin-Barth model and a two equation k-omega model are compared. Excellent agreement with experiment is obtained for the lift coefficient at all angles of attack, including the prediction of maximum lift when using the two-equation model. Results for two other flap riggings are shown. Three-dimensional results are presented for a wing with a square wing-tip as a validation case. Grid generation and topology is discussed for computing the flow over a T-39 Sabreliner wing with flap deployed and the initial calculations for this geometry are presented.

A flight investigation of oscillating air forces: Equipment and technique

NASA Technical Reports Server (NTRS)

Reed, W. H., III

1975-01-01

The equipment and techniques are described which are to be used in a project aimed at measuring oscillating air forces and dynamic aeroelastic response of a swept wing airplane at high subsonic speeds. Electro-hydraulic inertia type shakers installed in the wing tips will excite various elastic airplane modes while the related oscillating chordwise pressures at two spanwise wing stations and the wing mode shapes are recorded on magnetic tape. The data reduction technique, following the principle of a wattmeter harmonic analyzer employed by Bratt, Wight, and Tilly, utilizes magnetic tape and high speed electronic multipliers to record directly the real and imaginary components of oscillatory data signals relative to a simple harmonic reference signal. Through an extension of this technique an automatic flight-flutter-test data analyzer is suggested in which vector plots of mechanical admittance or impedance would be plotted during the flight test.

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.

23. View of Jwing left, at Mercury Avenue, looking west ...

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

23. View of J-wing left, at Mercury Avenue, looking west - Offutt Air Force Base, Strategic Air Command Headquarters & Command Center, Headquarters Building, 901 SAC Boulevard, Bellevue, Sarpy County, NE

Development and testing of tip devices for horizontal axis wind turbines

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

Gyatt, G.W.; Lissaman, P.B.S.

1985-05-01

A theoretical and field experimental program has been carried out to investigate the use of tip devices on horizontal axis wind turbine rotors. Objective was to improve performance by the reduction of tip losses. A vortex lattice computer model was used to optimize three basic tip configuration types for a 25 kW stall limited commercial wind turbines. The types were a change in tip planform, and a single-element and double-element nonplannar tip extension (winglets). Approximately 270 h of performance data were collected over a three-month period. The sampling interval was 2.4 s; thus over 400,000 raw data points were logged.more » Results for each of the three new tip devices, compared with the original tip, showed a small decrease (of the order of 1 kW) in power output over the measured range of wind speeds from cut-in at about 4 m/s to over 20 m/s, well into the stall limiting region. For aircraft wing tip devices, favorable tip shapes have been reported and it is likely that the tip devices tested in this program did not improve rotor performance because they were not optimally adjusted. The computer model used does not have adequate lifting surface resolution or accuracy to design these small winglet extensions.« less

High-Lift Capability of Low Aspect Ratio Wings Utilizing Circulation Control and Upper Surface Blowing

DTIC Science & Technology

1980-07-01

span, ft (m) CD Drag coefficient, D/qS I CD Drag coefficient at zero lift CL Lift coefficient, L/qS CL Lift curve elope, aCL/aa I CL Maximum lift...recording on magnetic tape utilizing a Beckman 210 high-speed acquistion system. The wing-fuselage model was mounted in the test section such that...6, 7, and 8 show the tip sails have little impact on the zero or low-lift drag, but these j sails definitely influence the induced drag that is deve

XB-70A during take-off

NASA Image and Video Library

1965-08-17

Viewed from the front the #1 XB-70A (62-0001) is shown climbing out during take-off. Most flights were scheduled during the morning hours to take advantage of the cooler ambient air temperatures for improved propulsion efficiencies. The wing tips are extended straight out to provide a maximum lifting wing surface. The XB-70A, capable of flying three times the speed of sound, was the world's largest experimental aircraft in the 1960s. Two XB-70A aircraft were built. Ship #1 was flown by NASA in a high speed flight research program.

Improving the efficiency of smaller transport aircraft

NASA Technical Reports Server (NTRS)

Jones, R. T.

1984-01-01

Considered apart from its propulsive system the high altitude airplane itself adapted to higher flight altitudes than those in current use. Scaling on the assumption of constant aircraft density indicates that this conclusion applies most importantly to smaller transport aircraft. Climb to 60,000 ft could save time and energy for trips as short as 500 miles. A discussion of the effect of winglets on aircraft efficiency is presented. A 10% reduction of induced drag below that of a comparable elliptic wing can be achieved either by horizontal or vertical wing tip extensions.

Wind-Tunnel Tests of the 1/25-Scale Powered Model of the Martin JRM-1 Airplane. IV - Tests with Ground Board and with Modified Wing and Hull - TED No. NACA 232. Part 4; Tests with Ground Board and with Modified Wing and Hull, TED No. NACA 232

NASA Technical Reports Server (NTRS)

Lockwood, Vernard E.; Smith, Bernard J.

1947-01-01

Wind-tunnel tests were made of a 1/25 scale model of the Martin JRM-1 airplane to determine: (1) The longitudinal stability and control characteristics of the JRM-1 model near the water and lateral and directional stability characteristics with power while moving on the surface of the water, the latter being useful for the design of tip floats; (2) The stability and stalling characteristics of the wing with a modified airfoil contour; (3) Stability characteristics of a hull of larger design gross weight; The test results indicated that the elevator was powerful enough to trim the original model in a landing configuration at any lift coefficient within the specified range of centers of gravity. The ground-board tests for evaluating the aerodynamic forces and moments on an airplane in a simulated cross wind indicate a high dihedral effect in the presence of the ground board and, consequently, during low-speed taxying and take-off, large overturning moments would result which would have to be overcome by the tip floats.

Doppler-guided retrograde catheterization system

NASA Astrophysics Data System (ADS)

Frazin, Leon J.; Vonesh, Michael J.; Chandran, Krishnan B.; Khasho, Fouad; Lanza, George M.; Talano, James V.; McPherson, David D.

1991-05-01

The purpose of this study was to investigate a Doppler guided catheterization system as an adjunctive or alternative methodology to overcome the disadvantages of left heart catheterization and angiography. These disadvantages include the biological effects of radiation and the toxic and volume effects of iodine contrast. Doppler retrograde guidance uses a 20 MHz circular pulsed Doppler crystal incorporated into the tip of a triple lumen multipurpose catheter and is advanced retrogradely using the directional flow information provided by the Doppler waveform. The velocity detection limits are either 1 m/second or 4 m/second depending upon the instrumentation. In a physiologic flow model of the human aortic arch, multiple data points revealed a positive wave form when flow was traveling toward the catheter tip indicating proper alignment for retrograde advancement. There was a negative wave form when flow was traveling away from the catheter tip if the catheter was in a branch or bent upon itself indicating improper catheter tip position for retrograde advancement. In a series of six dogs, the catheter was able to be accurately advanced from the femoral artery to the left ventricular chamber under Doppler signal guidance without the use of x-ray. The potential applications of a Doppler guided retrograde catheterization system include decreasing time requirements and allowing safer catheter guidance in patients with atherosclerotic vascular disease and suspected aortic dissection. The Doppler system may allow left ventricular pressure monitoring in the intensive care unit without the need for x-ray and it may allow left sided contrast echocardiography. With pulse velocity detection limits of 4 m/second, this system may allow catheter direction and passage into the aortic root and left ventricle in patients with aortic stenosis. A modification of the Doppler catheter may include transponder technology which would allow precise catheter tip localization once the catheter tip is placed in the aortic root. Such technology may conceivably assist in allowing selective coronary catheterization. These studies have demonstrated that Doppler guided retrograde catheterization provides an accurate method to catheterization the aortic root and left ventricular chamber without x-ray. In humans, it may prove useful in a variety of settings including the development of invasive ultrasonic diagnostic and therapeutic technology.

System and method for improved rotor tip performance

NASA Technical Reports Server (NTRS)

Zientek, Thomas A. (Inventor); Bussom, Richard (Inventor); McVeigh, Michael A. (Inventor); Narducci, Robert P. (Inventor)

2007-01-01

The present invention discloses systems and methods for the performance enhancement of rotary wing aircraft through reduced torque, noise and vibration. In one embodiment, a system includes a sail having an aerodynamic shape positioned proximate to a tip of the rotor blade. An actuator may be configured to rotate the sail relative to the blade tip. a A control system receives information from a rotorcraft system and commands the actuator to rotate the sail to a predetermined favorable rotor blade operating condition. In another embodiment, a method includes configuring the rotorcraft in a selected flight condition, communicating input signals to a control system operable to position sails coupled to tips of blades of a rotor assembly, processing the input signals according to a constraint condition to generate sail positional information, and transferring the sail positional information to the sail.

Implementation of Parallel Computing Technology to Vortex Flow

NASA Technical Reports Server (NTRS)

Dacles-Mariani, Jennifer

1999-01-01

Mainframe supercomputers such as the Cray C90 was invaluable in obtaining large scale computations using several millions of grid points to resolve salient features of a tip vortex flow over a lifting wing. However, real flight configurations require tracking not only of the flow over several lifting wings but its growth and decay in the near- and intermediate- wake regions, not to mention the interaction of these vortices with each other. Resolving and tracking the evolution and interaction of these vortices shed from complex bodies is computationally intensive. Parallel computing technology is an attractive option in solving these flows. In planetary science vortical flows are also important in studying how planets and protoplanets form when cosmic dust and gases become gravitationally unstable and eventually form planets or protoplanets. The current paradigm for the formation of planetary systems maintains that the planets accreted from the nebula of gas and dust left over from the formation of the Sun. Traditional theory also indicate that such a preplanetary nebula took the form of flattened disk. The coagulation of dust led to the settling of aggregates toward the midplane of the disk, where they grew further into asteroid-like planetesimals. Some of the issues still remaining in this process are the onset of gravitational instability, the role of turbulence in the damping of particles and radial effects. In this study the focus will be with the role of turbulence and the radial effects.

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

Further Studies of the Response of Single Rotor Helicopters to Vortex Encounters

DOT National Transportation Integrated Search

1985-09-01

This report is a continuation of the studies described in Reference where a simplified approach to the problem of predicting the uncontrolled response of a single rotor helicopter to an encounter with the wing tip vortex of a large transport aircraft...

KSC-99pp1272

NASA Image and Video Library

1999-11-01

Two of KSC's X-34 technicians (far right), David Rowell and Roger Cartier, look at work being done on the modified A-1A at Dryden Flight Research Center, Calif. Since September, eight NASA engineering technicians from KSC's Engineering Prototype Lab have assisted Orbital Sciences Corporation and NASA's Dryden Flight Research Center in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The other KSC technicians are Kevin Boughner, Mike Dininny, Mike Lane, Jerry Moscoso, James Niehoff Jr. and Bryan Taylor. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala

KSC-99pp1275

NASA Image and Video Library

1999-11-01

At Dryden Flight Research Center, Calif., KSC technician Bryan Taylor makes an adjustment on the modified X-34, known as A-1A. Taylor is one of eight NASA engineering technicians from KSC's Engineering Prototype Lab who have assisted Orbital Sciences Corporation and Dryden in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The other KSC technicians are Kevin Boughner, Roger Cartier, Mike Dininny, Mike Lane, Jerry Moscoso, James Niehoff Jr. and David Rowell. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala

Full Scale Span Load Distribution on a Tapered Wing with Split Flaps of Various Spans

NASA Technical Reports Server (NTRS)

Parsons, John F; Silverstein, Abe

1937-01-01

Pressure-distribution tests were conducted in the full-scale wind tunnel on a 2:1 tapered U.S.A. 45 airfoil equipped with 20 percent chord split trailing-edge flaps of various spans. A special installation was employed in the tests utilizing a half-span airfoil mounted vertically above a reflection plane. The airfoil has a constant chord center section and rounded tips and is tapered in thickness from 18 percent c at the root to 9 percent c at the tip. The aerodynamic characteristics, given by the usual dimension less coefficients, are presented graphically as functions of flap span and angle of attack as well as by semispan load diagrams. The results indicate, in general, that only a relatively small increase in the normal-force coefficient is to be expected by extending the flap span of an airfoil-flap combination, similar to the one tested, beyond 70 percent of the wing span.

KSC technicians on team to modify X-34

NASA Technical Reports Server (NTRS)

1999-01-01

The modified X-34, known as A-1A, rests in the background of the Dryden Flight Research Center at Edwards Air Force Base, Calif., while an integrated team of KSC, Dryden Flight Research Center and Orbital Sciences Corporation engineers and technicians bring the X-34 A-1A vehicle closer to test flight readiness. Since September, eight NASA engineering technicians from KSC's Engineering Prototype Lab have assisted in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air- launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala.

KSC technicians on team to modify X-34

NASA Technical Reports Server (NTRS)

1999-01-01

At Dryden Flight Research Center, Calif., KSC technician Bryan Taylor makes an adjustment on the modified X-34, known as A-1A. Taylor is one of eight NASA engineering technicians from KSC's Engineering Prototype Lab who have assisted Orbital Sciences Corporation and Dryden in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The other KSC technicians are Kevin Boughner, Roger Cartier, Mike Dininny, Mike Lane, Jerry Moscoso, James Niehoff Jr. and David Rowell. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L- 1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala.

Moral Foundations and Voting Intention in Italy

PubMed Central

Milesi, Patrizia

2017-01-01

Based on the view of morality proposed by the Moral Foundations Theory, this paper investigates whether voting intention is associated with moral foundation endorsement in not perfectly bipolar electoral contexts. Three studies carried out in Italy from 2010 to 2013, showed that controlling for ideological orientation, moral foundation endorsement is associated with voting intention. In Study 1 and 3, in fictitious and real national elections, intention to vote for right-wing political groups rather than for left-wing rivals was associated with Sanctity, confirming previous results obtained in the U.S. Furthermore, as a function of the specific competing political groups in each of the examined contexts other moral foundations predicted voting intention. In Study 1, Care and Authority predicted voting intention for the major political groups rather than for an autonomist party that aimed at decreasing central government’s fiscal power in favor of fiscal regional autonomy. In Study 3, Loyalty predicted the intention to vote for the major parliamentarian parties rather than for a movement that aimed at capturing disaffection towards traditional politics. In Study 2, at real regional elections, Loyalty predicted voting intention for the incumbent right-wing governor rather than for the challengers and Fairness predicted voting intention for left-wing extra-parliamentarian political groups rather than for the major left-wing party. Thus multiple moral concerns can be associated with voting intention. In fragmented and unstable electoral contexts, at each election the context of the competing political groups may elicit specific moral concerns that can contribute to affect voting intention beyond ideological orientation. PMID:29358981

PERSPECTIVE VIEW FROM SOUTHWEST OF (LEFT TO RIGHT): 1903 SERVANTS' ...

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

PERSPECTIVE VIEW FROM SOUTHWEST OF (LEFT TO RIGHT): 1903 SERVANTS' QUARTERS, 1824 STONE KITCHEN, 1789 BRICK HOUSE (BEHIND BALCONY), AND 1901 SOUTH BEDROOM WING. - Friendship Hill, 223 New Geneva Road, Point Marion, Fayette County, PA

Test and Analysis Correlation of Form Impact onto Space Shuttle Wing Leading Edge RCC Panel 8

NASA Technical Reports Server (NTRS)

Fasanella, Edwin L.; Lyle, Karen H.; Gabrys, Jonathan; Melis, Matthew; Carney, Kelly

2004-01-01

Soon after the Columbia Accident Investigation Board (CAIB) began their study of the space shuttle Columbia accident, "physics-based" analyses using LS-DYNA were applied to characterize the expected damage to the Reinforced Carbon-Carbon (RCC) leading edge from high-speed foam impacts. Forensic evidence quickly led CAIB investigators to concentrate on the left wing leading edge RCC panels. This paper will concentrate on the test of the left-wing RCC panel 8 conducted at Southwest Research Institute (SwRI) and the correlation with an LS-DYNA analysis. The successful correlation of the LS-DYNA model has resulted in the use of LS-DYNA as a predictive tool for characterizing the threshold of damage for impacts of various debris such as foam, ice, and ablators onto the RCC leading edge for shuttle return-to-flight.

Effect of rotor design tip seed on aerodynamic performance of a model VTOL lift fan under static and crossflow conditions

NASA Technical Reports Server (NTRS)

Stockman, N. O.; Loeffler, I. J.; Lieblein, S.

1973-01-01

Results are presented for a wind tunnel investigation of three single VTOL lift fan stages designed for the same overall total pressure ratio at different rotor tip speeds. The stages were tested in a model lift fan installed in a wing pod. The three stages had essentially the same aerodynamic performance along the operating line. However, differences in stage thrust characteristics were obtained when a variation in back pressure was imposed on the stages by cross-flow effects and thrust-vectoring louvers.

Trim and Structural Optimization of Subsonic Transport Wings Using Nonconventional Aeroelastic Tailoring

NASA Technical Reports Server (NTRS)

Stanford, Bret K.; Jutte, Christine V.

2014-01-01

Several minimum-mass aeroelastic optimization problems are solved to evaluate the effectiveness of a variety of novel tailoring schemes for subsonic transport wings. Aeroelastic strength and panel buckling constraints are imposed across a variety of trimmed maneuver loads. Tailoring with metallic thickness variations, functionally graded materials, composite laminates, tow steering, and distributed trailing edge control effectors are all found to provide reductions in structural wing mass with varying degrees of success. The question as to whether this wing mass reduction will offset the increased manufacturing cost is left unresolved for each case.

Wind tunnel tests on a tail-less swept wing span-distributed cargo aircraft configuration

NASA Technical Reports Server (NTRS)

Rao, D. M.; Huffman, J. K.

1978-01-01

The configuration consisted of a 30 deg -swept, untapered, untwisted wing utilizing a low-moment cambered airfoil of 20 percent streamwise thickness designed for low wave drag at M = 0.6, C sub L = 0.4. The tests covered a range of Mach numbers 0.3 to 0.725 and chord Reynolds number 1,100,000 to 2,040,000, angles of attack up to model buffet and sideslip angles + or - 4 deg. Configuration build up, wing pod filleting, airfoil modification and trailing edge control deflection effects were briefly investigated. Three wing tip vertical tail designs were also tested. Wing body filleting and a simple airfoil modification both produced increments to maximum lift/drag ratio. Addition of pods eliminated pitch instability of the basic wing. While the magnitude of these benefits probably was Reynolds number sensitive, they underline the potential for improving the aerodynamics of the present configuration. The cruise parameter (product of Mach number and lift/drag ratio) attained a maximum close to the airfoil design point. The configuration was found to be positively stable with normal control effectiveness about all three axes in the Mach number and C sub L range of interest.

Generation of Fullspan Leading-Edge 3D Ice Shapes for Swept-Wing Aerodynamic Testing

NASA Technical Reports Server (NTRS)

Camello, Stephanie C.; Lee, Sam; Lum, Christopher; Bragg, Michael B.

2016-01-01

The deleterious effect of ice accretion on aircraft is often assessed through dry-air flight and wind tunnel testing with artificial ice shapes. This paper describes a method to create fullspan swept-wing artificial ice shapes from partial span ice segments acquired in the NASA Glenn Icing Reserch Tunnel for aerodynamic wind-tunnel testing. Full-scale ice accretion segments were laser scanned from the Inboard, Midspan, and Outboard wing station models of the 65% scale Common Research Model (CRM65) aircraft configuration. These were interpolated and extrapolated using a weighted averaging method to generate fullspan ice shapes from the root to the tip of the CRM65 wing. The results showed that this interpolation method was able to preserve many of the highly three dimensional features typically found on swept-wing ice accretions. The interpolated fullspan ice shapes were then scaled to fit the leading edge of a 8.9% scale version of the CRM65 wing for aerodynamic wind-tunnel testing. Reduced fidelity versions of the fullspan ice shapes were also created where most of the local three-dimensional features were removed. The fullspan artificial ice shapes and the reduced fidelity versions were manufactured using stereolithography.

Membrane wing aerodynamics for micro air vehicles

NASA Astrophysics Data System (ADS)

Lian, Yongsheng; Shyy, Wei; Viieru, Dragos; Zhang, Baoning

2003-10-01

The aerodynamic performance of a wing deteriorates considerably as the Reynolds number decreases from 10 6 to 10 4. In particular, flow separation can result in substantial change in effective airfoil shape and cause reduced aerodynamic performance. Lately, there has been growing interest in developing suitable techniques for sustained and robust flight of micro air vehicles (MAVs) with a wingspan of 15 cm or smaller, flight speed around 10 m/ s, and a corresponding Reynolds number of 10 4-10 5. This paper reviews the aerodynamics of membrane and corresponding rigid wings under the MAV flight conditions. The membrane wing is observed to yield desirable characteristics in delaying stall as well as adapting to the unsteady flight environment, which is intrinsic to the designated flight speed. Flow structures associated with the low Reynolds number and low aspect ratio wing, such as pressure distribution, separation bubble and tip vortex are reviewed. Structural dynamics in response to the surrounding flow field is presented to highlight the multiple time-scale phenomena. Based on the computational capabilities for treating moving boundary problems, wing shape optimization can be conducted in automated manners. To enhance the lift, the effect of endplates is evaluated. The proper orthogonal decomposition method is also discussed as an economic tool to describe the flow structure around a wing and to facilitate flow and vehicle control.

Ecomorphology of the external flight apparatus of blackcaps (Sylvia atricapilla) with different migration behavior.

PubMed

Fiedler, Wolfgang

2005-06-01

An analysis of the external flight apparatus of 700 blackcaps from eight different populations (sedentary to long-distance migrators) is presented. With increasing migration distances of populations, (1) wing length, aspect ratio, and wing pointedness increase; (2) wing load decreases; (3) slots on the wing tips become relatively shorter; (4) the alula tends to be shorter in relation to wing length; and (5) the tail is shorter in relation to wing length. Although body mass increases from southern to northern populations, changes in wing length and wing area are two to three times larger than expected for simple isometric relationships. Regarding the aerodynamic background of these changes, it can be stated that traits for energy-effective flight are more strongly developed and traits for maneuverability are less developed in birds traveling longer distances, presumably as a consequence of trade-offs. Nonmigratory blackcaps from Madeira and the Cape Verde islands do not always show the traits we would expect in view of their sedentary behavior. This can be seen as a result of recent colonization of these islands by migrants or of selection by factors other than migration behavior. In migratory populations, changes between the first and the second set of primaries during first complete molt show almost the same pattern as the changes from nonmigratory to migratory populations. During molt of the primaries, blackcaps of nonmigratory populations do not show these changes. Hybrids between migrating and nonmigrating blackcap populations (Moscow and Madeira) showed intermediate values between parent populations in wing length, wing shape, and wing area; in the other variables they resembled either parent population.

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.

Social democratic government and spatial distribution of health care facilities. The case of hospital beds in Germany.

PubMed

Bennema-Broos, M; Groenewegen, P P; Westert, G P

2001-06-01

In this paper, the hypothesis that the spatial distribution of hospital beds is more even in countries with socialist or social democratic governments than in countries with conservative or Christian democratic governments was tested. To avoid the confounding influences of historical and institutional differences between countries, we used the Federal Republic of Germany as a case study. The German federal states have their own governments who play an important role in creating structures for the planning of hospital facilities. The test of the hypothesis was largely quantitative. At the level of federal states the rank correlation was computed between the weighted number of years of left-wing government participation and the coefficient of variation in the number of hospital beds per 1000 inhabitants. In addition to this, the hospital plans of two federal states were studied. The hypothesis was supported by the data, showing a positive association between the number of years of left-wing government participation and regional variation in the number of hospital beds. A comparison of the hospital plans of two contrasting federal states showed less government interference in hospital planning in the state with a tradition of right-wing government. There seems to be a relation between left-wing government participation in West German states and a more equal distribution of the number of hospital beds per 1,000 inhabitants.

DC-8 Airborne Laboratory in flight over Palmdale, CA

NASA Image and Video Library

1998-02-20

The DC-8 Airborne Laboratory in a left banking turn above the airport at Palmdale, California. The right wing is silhouetted against the blue sky, while the left wing contrasts with the desert terrain. The former airliner is a "dash-72" model and has a range of 5,400 miles. The craft can stay airborne for 12 hours and has an operational speed range between 300 and 500 knots. The research flights are made at between 500 and 41,000 feet. The aircraft can carry up to 30,000 lbs of research/science payload equipment installed in 15 mission-definable spaces.

CONTEXTUAL AERIAL VIEW OF "EXCLUSION" MTR AREA WITH IDAHO CHEMICAL ...

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

CONTEXTUAL AERIAL VIEW OF "EXCLUSION" MTR AREA WITH IDAHO CHEMICAL PROCESSING PLANT IN BACKGROUND AT CENTER TOP OF VIEW. CAMERA FACING EAST. EXCLUSION GATE HOUSE AT LEFT OF VIEW. BEYOND MTR BUILDING AND ITS WING, THE PROCESS WATER BUILDING AND WORKING RESERVOIR ARE LEFT-MOST. FAN HOUSE AND STACK ARE TO ITS RIGHT. PLUG STORAGE BUILDING IS RIGHT-MOST STRUCTURE. NOTE FAN LOFT ABOVE MTR BUILDING'S ONE-STORY WING. THIS WAS LATER CONVERTED FOR OFFICES. INL NEGATIVE NO. 3610. Unknown Photographer, 10/30/1951 - Idaho National Engineering Laboratory, Test Reactor Area, Materials & Engineering Test Reactors, Scoville, Butte County, ID

Flutter parametric studies of cantilevered twin-engine transport type wing with and without winglet. Volume 2: Transonic and density effect investigations

NASA Technical Reports Server (NTRS)

Bhatia, K. G.; Nagaraja, K. S.

1984-01-01

Flutter characteristics of a cantilevered high aspect ratio wing with winglet were investigated. The configuration represented a current technology, twin engine airplane. Compressibility effects through transonic Mach numbers and a wide range of mass-density ratios were evaluated on a low speed and high speed model. Four flutter mechanisms were obtained from test, and analysis from various combinations of configuration parameters. It is shown that the coupling between wing tip vertical and chordwise motions have significant effect under some conditions. It is concluded that for the flutter model configurations studied, the winglet related flutter is amenable to the conventional flutter analysis techniques. The low speed model flutter and the high-speed model flutter results are described.

Aeroelastic analysis and ground vibration survey of the NASA, Grumman American Yankee modified for spin testing

NASA Technical Reports Server (NTRS)

Kroeger, R. A.

1977-01-01

A complete ground vibration and aeroelastic analysis was made of a modified version of the Grumman American Yankee. The aircraft had been modified for four empennage configurations, a wing boom was added, a spin chute installed and provisions included for large masses in the wing tip to vary the lateral and directional inertia. Other minor changes were made which have much less influence on the flutter and vibrations. Neither static divergence nor aileron reversal was considered since the wing structure was not sufficiently changed to affect its static aeroelastic qualities. The aircraft was found to be free from flutter in all of the normal modes explored in the ground shake test. The analysis demonstrated freedom from flutter up to 214 miles per hour.

Spinning characteristics of wings II : rectangular Clark Y biplane cellule: 25 percent stagger; 0 degree decalage; gap/chord 1.0

NASA Technical Reports Server (NTRS)

Bamber, M J

1935-01-01

General methods of theoretical analysis of airplane spinning characteristics have been available for some time. Some of these methods of analysis might be used by designers to predict the spinning characteristics of proposed airplane designs if the necessary aerodynamic data were known. The present investigation, to determine the spinning characteristics of wings, is planned to include variations in airfoil sections, plan forms, and tip shapes of monoplane wings and variations in stagger, gap, and decalage for biplane cellules. The first series of tests, made on a rectangular Clark Y monoplane wing, are reported in reference 1. That report also gives an analysis of the data for predicting the probable effects of various important parameters on the spin for normal airplanes using such a wing. The present report is the second of the series. It gives the aerodynamic characteristics of a rectangular Clark Y biplane cellule in spinning attitudes and includes a discussion of the data, using the method of analysis given in reference 1.

A Preliminary Study of the Response of Single Rotor Helicopters to Vortex Encounters

DOT National Transportation Integrated Search

1985-04-01

This report examines some aspects of the uncontrolled dynamic response of a single rotor helicopter to an encounter with the wing tip vortex of a large transport aircraft. The primary emphasis in the study was to investigate the importance of various...

West Europe Report

DTIC Science & Technology

1987-05-14

denying that he, in any way, has become alienated from the ideals of the party. Opposing Porno and Abortions The dispute between the left wing and...the right wing of the party goes back to 1970, when the Christian People’s Party first emerged in reaction to the repeal of the ban on porno and the

77 FR 28238 - Airworthiness Directives; Airbus Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-05-14

... adaptor and the wing skin. This AD requires performing an electrical bonding test between the gravity fill re-fuel adaptor and the top skin panels on the left-hand and right-hand wings, and if necessary... repairing the gravity fuel adaptor if any corrosion is found. We are issuing this AD to detect and correct...

PBF Cooling Tower contextual view. Camera facing southwest. West wing ...

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

PBF Cooling Tower contextual view. Camera facing southwest. West wing and north facade (rear) of Reactor Building (PER-620) is at left; Cooling Tower to right. Photographer: Kirsh. Date: November 2, 1970. INEEL negative no. 70-4913 - Idaho National Engineering Laboratory, SPERT-I & Power Burst Facility Area, Scoville, Butte County, ID

77 FR 69391 - Airworthiness Directives; Airbus Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-11-19

... Left Hand (LH) and Right Hand (RH) wings, and --For A310-300 and A310-200 aeroplanes that incorporate... A57844391200 at the slat 2 track 5 position, on both LH and RH wings. The unsafe condition is fatigue cracking..., describes the authority of the FAA Administrator. ``Subtitle VII: Aviation Programs,'' describes in more...

Wing Leading Edge Debris Analysis

NASA Technical Reports Server (NTRS)

Shah, Sandeep; Jerman, Gregory

2004-01-01

This is a slide presentation showing the Left Wing Leading Edge (WLE) heat damage observations: Heavy "slag" deposits on select RCC panels. Eroded and knife-edged RCC rib sections. Excessive overheating and slumping of carrier panel tiles. Missing or molten attachment bolts but intact bushing. Deposit mainly on "inside" RCC panel. Deposit on some fractured RCC surface

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, Bill Prosser (left) and Eric Madaras, NASA-Langley Research Center, conduct impulse tests on the right wing leading edge (WLE) of Space Shuttle Endeavour. The tests monitor how sound impulses propagate through the WLE area. The data collected will be analyzed to explore the possibility of adding new instrumentation to the wing that could automatically detect debris or micrometeroid impacts on the Shuttle while in flight. The study is part of the initiative ongoing at KSC and around the agency to return the orbiter fleet to flight status.

NASA Image and Video Library

2003-10-27

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, Bill Prosser (left) and Eric Madaras, NASA-Langley Research Center, conduct impulse tests on the right wing leading edge (WLE) of Space Shuttle Endeavour. The tests monitor how sound impulses propagate through the WLE area. The data collected will be analyzed to explore the possibility of adding new instrumentation to the wing that could automatically detect debris or micrometeroid impacts on the Shuttle while in flight. The study is part of the initiative ongoing at KSC and around the agency to return the orbiter fleet to flight status.

Preliminary study of propulsion systems and airplane wing parameters for a US Navy subsonic V/STOL aircraft

NASA Technical Reports Server (NTRS)

Zola, C. L.; Fishbach, L. H.; Allen, J. L.

1978-01-01

Two V/STOL propulsion concepts were evaluated in a common aircraft configuration. One propulsion system consists of cross coupled turboshaft engines driving variable pitch fans. The other system is a gas coupled combination of turbojet gas generators and tip turbine fixed pitch fans. Evaluations were made of endurance at low altitude, low speed loiter with equal takeoff fuel loads. Effects of propulsion system sizing, bypass ratio, and aircraft wing planform parameters were investigated and compared. Shaft driven propulsion systems appear to result in better overall performance, although at higher installed weight, than gas systems.

Rotary balance data for a single-engine agricultural airplane configuration for an angle-of-attack range of 8 deg to 90 deg

NASA Technical Reports Server (NTRS)

Mulcay, W. J.; Chu, J.

1980-01-01

Aerodynamic characteristics obtained in a helical flow environment utilizing a rotary balance located in the Langley spin tunnel are presented in plotted form for a 1/10 scale single engine agricultural airplane model. The configurations tested include the basic airplane, various wing leading edge and wing tip devices, elevator, aileron, and rudder control settings, and other modifications. Data are presented without analysis for an angle of attack range of 8 deg to 90 deg, and clockwise and counter-clockwise rotations covering a spin coefficient range from 0 to .9.

Error in Airspeed Measurement Due to the Static-Pressure Field Ahead of an Airplane at Transonic Speeds

NASA Technical Reports Server (NTRS)

O'Bryan, Thomas C; Danforth, Edward C B; Johnston, J Ford

1955-01-01

The magnitude and variation of the static-pressure error for various distances ahead of sharp-nose bodies and open-nose air inlets and for a distance of 1 chord ahead of the wing tip of a swept wing are defined by a combination of experiment and theory. The mechanism of the error is discussed in some detail to show the contributing factors that make up the error. The information presented provides a useful means for choosing a proper location for measurement of static pressure for most purposes.

Deep Space 1 moves to CCAS for testing

NASA Technical Reports Server (NTRS)

1998-01-01

After covering the bulk of Deep Space 1 in thermal insulating blankets, workers in the Payload Hazardous Servicing Facility lift it from its work platform before moving it onto its transporter (behind workers at left). Deep Space 1 is being moved to the Defense Satellite Communications System Processing Facility (DPF), Cape Canaveral Air Station, for testing. At either side of the spacecraft are its solar wings, folded for launch. When fully extended, the winds measure 38.6 feet from tip to tip. The first flight in NASA's New Millennium Program, Deep Space 1 is designed to validate 12 new technologies for scientific space missions of the next century. Onboard experiments include a solar-powered ion propulsion engine and software that tracks celestial bodies so the spacecraft can make its own navigation decisions without the intervention of ground controllers. The ion propulsion engine is the first non-chemical propulsion to be used as the primary means of propelling a spacecraft. Deep Space 1 will complete most of its mission objectives within the first two months, but may also do a flyby of a near-Earth asteroid, 1992 KD, in July 1999. Deep Space 1 will be launched aboard a Boeing Delta 7326 rocket from Launch Pad 17A, Cape Canaveral Air Station, in October. Delta II rockets are medium capacity expendable launch vehicles derived from the Delta family of rockets built and launched since 1960. Since then there have been more than 245 Delta launches.

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

DTIC Science & Technology

2011-12-01

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

PERSPECTIVE VIEW FROM SOUTHEAST OF (LEFT TO RIGHT): 1901 SOUTH ...

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

PERSPECTIVE VIEW FROM SOUTHEAST OF (LEFT TO RIGHT): 1901 SOUTH BEDROOM WING, 1789 BRICK HOUSE, 1798 FRAME HOUSE (ALL BEHIND TWO-STORY PORCH), AND 1823 STONE HOUSE . - Friendship Hill, 223 New Geneva Road, Point Marion, Fayette County, PA

Military Airlift: C-17 Aircraft Program

DTIC Science & Technology

2007-06-05

cigar-shaped airships, a hybrid airship is shaped more like an aircraft’s wing, to generate lift through aerodynamic forces. Advocates hope that such...Appendix 1. System Description60 Power Plant: Four Pratt & Whitney F117-PW-100 turbofan engines Wingspan: 169 feet 10 inches (to winglet tips) (51.76

A late Jurassic pterosaur (Reptilia, Pterodactyloidea) from northwestern Patagonia, Argentina

NASA Astrophysics Data System (ADS)

Codorniú, Laura; Gasparini, Zulma; Paulina-Carabajal, Ariana

2006-03-01

A small to medium-sized pterodactyloid pterosaur (wingspan approximately 1.10 m) from the Upper Jurassic (middle-late Tithonian) marine deposits of the Vaca Muerta Formation of Patagonia (Los Catutos area, central Neuquén Province, Argentina) is reported. The specimen lacks the skull but constitutes a nearly complete postcranial skeleton, which includes cervical and dorsal vertebrae; a few thoracic ribs; both pectoral girdles; the left pelvic girdle; a proximal right wing (humerus, ulna, and radius) and metacarpal IV; a left wing that lacks only wing phalanx four; and both hindlimbs, the right one without the foot. Ontogenetic features suggest that the new fossil corresponds to a relatively mature individual, probably a subadult. Observed characters support its assignment to the Archaeopteroactyloidea, a basal clade within the Pterodactyloidea. This specimen is the second pterosaur from Los Catutos and the most complete Jurassic pterosaur so far known from South America.

Mathematical modeling of planar cell polarity signaling in the Drosophila melanogaster wing

NASA Astrophysics Data System (ADS)

Amonlirdviman, Keith

Planar cell polarity (PCP) signaling refers to the coordinated polarization of cells within the plane of various epithelial tissues to generate sub-cellular asymmetry along an axis orthogonal to their apical-basal axes. For example, in the Drosophila wing, PCP is seen in the parallel orientation of hairs that protrude from each of the approximately 30,000 epithelial cells to robustly point toward the wing tip. Through a poorly understood mechanism, cell clones mutant for some PCP signaling components, including some, but not all alleles of the receptor frizzled, cause polarity disruptions of neighboring, wild-type cells, a phenomenon referred to as domineering nonautonomy. Previous models have proposed diffusible factors to explain nonautonomy, but no such factors have yet been found. This dissertation describes the mathematical modeling of PCP in the Drosophila wing, based on a contact dependent signaling hypothesis derived from experimental results. Intuition alone is insufficient to deduce that this hypothesis, which relies on a local feedback loop acting at the cell membrane, underlies the complex patterns observed in large fields of cells containing mutant clones, and others have argued that it cannot account for observed phenotypes. Through reaction-diffusion, partial differential equation modeling and simulation, the feedback loop is shown to fully reproduce PCP phenotypes, including domineering nonautonomy. The sufficiency of this model and the experimental validation of model predictions argue that previously proposed diffusible factors need not be invoked to explain PCP signaling and reveal how specific protein-protein interactions lead to autonomy or domineering nonautonomy. Based on these results, an ordinary differential equation model is derived to study the relationship of the feedback loop with upstream signaling components. The cadherin Fat transduces a cue to the local feedback loop, biasing the polarity direction of each cell toward the wing tip. The feedback loop then amplifies and propagates PCP across the pupal wing, but polarity information does not always propagate correctly across cells lacking Fat function. Using the simplified model, the presence and severity of polarity defects in fat clones is shown to be an inherent consequence of the feedback loop when confronted with irregular variations in cell geometry.

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

PubMed

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

2015-10-09

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

Aerodynamic Load Measurements and Opening Characteristics of Automatic Leading Edge Slats on a 45 deg Sweptback Wing at Transonic Speeds

NASA Technical Reports Server (NTRS)

Arabian, Donald D.; Runckel, Jack F.; Reid, Charles F, Jr.

1961-01-01

Measurements of the normal force and chord force were made on the slats of a sting-mounted wing-fuselage model through a Mach number range of 0.60 to 1.03 and at angles of attack from 0 to 20 deg at subsonic speeds and from 0 to 8 deg at Mach number 1.03. The 20-percent-chord tapered leading-edge slats extended from 25 to 95 percent of the semispan and consisted of five segments. The model wing had 45 deg sweep, an aspect ratio of 3.56, a taper ratio of 0.3, and NACA 64(06)AO07 airfoil sections. Slat forces and moments were determined for the slats in the almost-closed and open positions for spanwise extents of 35 to 95 percent and 46 to 95 percent of the semispan. The results of the investigation showed little change in the slat maximum force and moment coefficients with Mach number. The coefficients for the open and almost-closed slat positions had similar variations with angle of attack. The loads on the individual slat segments were found to increase toward the tip for moderate angles of attack and decrease toward the tip for high angles of attack. An analysis of the opening and closing characteristics of aerodynamically operated slats opening on a circular-arc path is included.

Aeroelastic Tailoring of Transport Wings Including Transonic Flutter Constraints

NASA Technical Reports Server (NTRS)

Stanford, Bret K.; Wieseman, Carol D.; Jutte, Christine V.

2015-01-01

Several minimum-mass optimization problems are solved to evaluate the effectiveness of a variety of novel tailoring schemes for subsonic transport wings. Aeroelastic stress and panel buckling constraints are imposed across several trimmed static maneuver loads, in addition to a transonic flutter margin constraint, captured with aerodynamic influence coefficient-based tools. Tailoring with metallic thickness variations, functionally graded materials, balanced or unbalanced composite laminates, curvilinear tow steering, and distributed trailing edge control effectors are all found to provide reductions in structural wing mass with varying degrees of success. The question as to whether this wing mass reduction will offset the increased manufacturing cost is left unresolved for each case.

Three-dimensional movement analysis of handwriting in subjects with mild hemiparesis.

PubMed

Harada, Takako; Okajima, Yasutomo; Takahashi, Hidetoshi

2010-08-01

To investigate the effects of hemiparesis on handwriting using a 3-dimensional movement analyzer. Comparative case study. Ambulatory care clinic. Right-handed patients (n=25; mean age +/- SD, 62.3+/-10y) with mild right hemiparesis secondary to subcortical stroke, and age-matched (n=10; 65.6+/-13y) and age-unmatched (n=15; 32.4+/-10y) control subjects. Not applicable. Time required to write a Japanese character of 2 different sizes and average speed of handwriting at the pen tip. Average radii of tracks of the moving pen tip, metacarpal head of the index finger, and distal end of the forearm during writing. Correlation coefficients of the instantaneous speed-time graph of the pen tip with that of the index finger and with that of the distal forearm during writing. Time for writing with the hemiparetic right hand was longer than that with the unaffected left hand (P=.05 approximately .03), while it was shorter in healthy control subjects (P=.07 approximately .05). In contrast with the left-hand writing, the track radius of the pen tip of the right-hand writing in patients with hemiparesis with normal joint position sense was significantly larger than that of the finger or distal forearm (P=.01). The finding was the same as in the young and elderly control subjects. This right-left difference disappeared in the patients with hemiparesis with position sense impairment. The correlation coefficient of speed between the pen tip and the finger was larger in right-hand than left-hand writing in the control and sensory-normative patients with hemiparesis even though the difference was significant only in the healthy elderly subjects (P=.03). Irrespective of the right or left hand use, the correlation coefficient between the pen tip and the finger or distal forearm significantly increased as the character size increased (P=.03 approximately 6 x10(-6)) in all subjects and patients. However, this size-related difference was less significant in the patients with sensory impairment. The characteristics of handwriting movement by the dominant hand were preserved in patients with mild dominant-hand hemiparesis when joint position sense was normative but were lost in those with position sense impairment.

REAR DETAIL OF RIGHT ENGINE AND WING. THRUST REVERSER REMAINS ...

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

REAR DETAIL OF RIGHT ENGINE AND WING. THRUST REVERSER REMAINS OPEN. MECHANICS JONI BAINE (R) AND BILL THEODORE(L) OPEN FLAP CARRIAGE ACCESS WITH AN IMPACT GUN. THEY WILL CHECK TRANSMISSION FLUID AND OIL THE JACK SCREW. AT FAR LEFT UTILITY MECHANICS BEGIN BODY POLISHING. - Greater Buffalo International Airport, Maintenance Hangar, Buffalo, Erie County, NY

12. NORTH AND EAST WINGS, FROM THE WEST. SHOWS THREE ...

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

12. NORTH AND EAST WINGS, FROM THE WEST. SHOWS THREE GLAZE KILN CHIMNEYS ON THE LEFT. CISTERN TOWER. BOILER AND TWO BISCUIT KILN CHIMNEYS ARE ON THE RIGHT. PHOTO TAKEN FROM THE INDIAN HOUSE TOWER. - Moravian Pottery & Tile Works, Southwest side of State Route 313 (Swamp Road), Northwest of East Court Street, Doylestown, Bucks County, PA

Phylogenetics and ecomorphology of emarginate primary feathers.

PubMed

Klaassen van Oorschot, Brett; Tang, Ho Kwan; Tobalske, Bret W

2017-07-01

Wing tip slots are a distinct morphological trait broadly expressed across the avian clade, but are generally perceived to be unique to soaring raptors. These slots are the result of emarginations on the distal leading and trailing edges of primary feathers, and allow the feathers to behave as individual airfoils. Research suggests these emarginate feathers are an adaptation to increase glide efficiency by mitigating induced drag in a manner similar to aircraft winglets. If so, we might expect birds known for gliding and soaring to exhibit emarginate feather morphology; however, that is not always the case. Here, we explore emargination across the avian clade, and examine associations between emargination and ecological and morphological variables. Pelagic birds exhibit pointed, high-aspect ratio wings without slots, whereas soaring terrestrial birds exhibit prominent wing-tip slots. Thus, we formed four hypotheses: (1) Emargination is segregated according to habitat (terrestrial, coastal/freshwater, pelagic). (2) Emargination is positively correlated with mass. (3) Emargination varies inversely with aspect ratio and directly with wing loading and disc loading. (4) Emargination varies according to flight style, foraging style, and diet. We found that emargination falls along a continuum that varies with habitat: Pelagic species tend to have zero emargination, coastal/freshwater birds have some emargination, and terrestrial species have a high degree of emargination. Among terrestrial and coastal/freshwater species, the degree of emargination is positively correlated with mass. We infer this may be the result of selection to mitigate induced power requirements during slow flight that otherwise scale adversely with increasing body size. Since induced power output is greatest during slow flight, we hypothesize that emargination may be an adaptation to assist vertical take-off and landing rather than glide efficiency as previously hypothesized. © 2017 Wiley Periodicals, Inc.

Characterization and Generation of Male Courtship Song in Cotesia congregata (Hymenoptera: Braconidae)

PubMed Central

Bredlau, Justin P.; Mohajer, Yasha J.; Cameron, Timothy M.; Kester, Karen M.; Fine, Michael L.

2013-01-01

Background Male parasitic wasps attract females with a courtship song produced by rapid wing fanning. Songs have been described for several parasitic wasp species; however, beyond association with wing fanning, the mechanism of sound generation has not been examined. We characterized the male courtship song of Cotesia congregata (Hymenoptera: Braconidae) and investigated the biomechanics of sound production. Methods and Principal Findings Courtship songs were recorded using high-speed videography (2,000 fps) and audio recordings. The song consists of a long duration amplitude-modulated “buzz” followed by a series of pulsatile higher amplitude “boings,” each decaying into a terminal buzz followed by a short inter-boing pause while wings are stationary. Boings have higher amplitude and lower frequency than buzz components. The lower frequency of the boing sound is due to greater wing displacement. The power spectrum is a harmonic series dominated by wing repetition rate ∼220 Hz, but the sound waveform indicates a higher frequency resonance ∼5 kHz. Sound is not generated by the wings contacting each other, the substrate, or the abdomen. The abdomen is elevated during the first several wing cycles of the boing, but its position is unrelated to sound amplitude. Unlike most sounds generated by volume velocity, the boing is generated at the termination of the wing down stroke when displacement is maximal and wing velocity is zero. Calculation indicates a low Reynolds number of ∼1000. Conclusions and Significance Acoustic pressure is proportional to velocity for typical sound sources. Our finding that the boing sound was generated at maximal wing displacement coincident with cessation of wing motion indicates that it is caused by acceleration of the wing tips, consistent with a dipole source. The low Reynolds number requires a high wing flap rate for flight and predisposes wings of small insects for sound production. PMID:23630622

Helicopter theory

NASA Technical Reports Server (NTRS)

Johnson, W.

1980-01-01

A comprehensive presentation is made of the engineering analysis methods used in the design, development and evaluation of helicopters. After an introduction covering the fundamentals of helicopter rotors, configuration and operation, rotary wing history, and the analytical notation used in the text, the following topics are discussed: (1) vertical flight, including momentum, blade element and vortex theories, induced power, vertical drag and ground effect; (2) forward flight, including in addition to momentum and vortex theory for this mode such phenomena as rotor flapping and its higher harmonics, tip loss and root cutout, compressibility and pitch-flap coupling; (3) hover and forward flight performance assessment; (4) helicopter rotor design; (5) rotary wing aerodynamics; (6) rotary wing structural dynamics, including flutter, flap-lag dynamics ground resonance and vibration and loads; (7) helicopter aeroelasticity; (8) stability and control (flying qualities); (9) stall; and (10) noise.

Aging mourning doves by outer primary wear

USGS Publications Warehouse

Wight, H.M.; Blankenship, L.H.; Tomlinson, R.E.

1967-01-01

Many immature mourning doves (Zenaidura macroura) cannot be aged by the conventional white-tipped primary covert method if molt has proceeded beyond the 7th primary. A new method of aging doves in this group is based on the presence (immature) or absence (adult) of a buff-colored fringe on the tips of the 9th and 10th primaries. Experienced biologists were nearly 100 percent accurate in aging wings of 100 known-age doves from eastern and midwestern states. The technique is not as reliable for doves from southwestern United States because of added feather wear, apparently from harsh vegetative and soil conditions.

Age and sex determination of the Maui Parrotbill

USGS Publications Warehouse

Berlin, Kim E.; Simon, John C.; Pratt, Thane K.; Baker, Paul E.; Kowalsky, James R.

2001-01-01

We determined the best plumage and morphometric variables for ageing and sexing the Maui Parrotbill (Pseudonestor xanthophrys), an endangered Hawaiian honeycreeper found only on east Maui, Hawaii, by examining and measuring 30 museum specimens and 71 live birds captured in mist nets. Juvenal plumage was identified by the presence of pale-tipped wing bars on the middle and greater coverts, grayish olive dorsal plumage, and dingy white underparts and superciliaries. Birds undergoing first prebasic molt retained the juvenal remiges, rectrices, and wing coverts. Birds in first basic plumage possessed juvenal wing bars and a dull juvenal-like plumage. Subsequent molts were complete, and adults lacked wing bars. Adult males had bright yellow plumage on the cheeks, throat, and superciliaries, as did 27% of adult females. All other adult females had less yellow in the underparts. The dorsal plumage of adult females was more variable than adult males and was either yellow-olive like the males or grayish olive. Adult males had longer wing, bill, tail, and tarsometatarsus and greater mass than adult females. Virtually all males and females could be distinguished by wing length. Morphometrics of immature birds were significantly smaller than for adult males. Only immature male wing chord was significantly larger than that of adult females. Although it was difficult to distinguish between immatures and some adult females based on plumage coloration or measurements, a cut-off point of 70.4 mm for wing chord separated 91% of females from 93% of males, regardless of age.

The evolution of avian wing shape and previously unrecognized trends in covert feathering

PubMed Central

Wang, Xia; Clarke, Julia A.

2015-01-01

Avian wing shape has been related to flight performance, migration, foraging behaviour and display. Historically, linear measurements of the feathered aerofoil and skeletal proportions have been used to describe this shape. While the distribution of covert feathers, layered over the anterior wing, has long been assumed to contribute to aerofoil properties, to our knowledge no previous studies of trends in avian wing shape assessed their variation. Here, these trends are explored using a geometric–morphometric approach with landmarks describing the wing outline as well as the extent of dorsal and ventral covert feathers for 105 avian species. We find that most of the observed variation is explained by phylogeny and ecology but shows only a weak relationship with previously described flight style categories, wing loading and an investigated set of aerodynamic variables. Most of the recovered variation is in greater primary covert feather extent, followed by secondary feather length and the shape of the wing tip. Although often considered a plastic character strongly linked to flight style, the estimated ancestral wing morphology is found to be generally conservative among basal parts of most major avian lineages. The radiation of birds is characterized by successive diversification into largely distinct areas of morphospace. However, aquatic taxa show convergence in feathering despite differences in flight style, and songbirds move into a region of morphospace also occupied by basal taxa but at markedly different body sizes. These results have implications for the proposed inference of flight style in extinct taxa. PMID:26446812

Simulations of dynamics of plunge and pitch of a three-dimensional flexible wing in a low Reynolds number flow

NASA Astrophysics Data System (ADS)

Qi, Dewei; Liu, Yingming; Shyy, Wei; Aono, Hikaru

2010-09-01

The lattice Boltzmann flexible particle method (LBFPM) is used to simulate fluid-structure interaction and motion of a flexible wing in a three-dimensional space. In the method, a beam with rectangular cross section has been discretized into a chain of rigid segments. The segments are connected through ball and socket joints at their ends and may be bent and twisted. Deformation of flexible structure is treated with a linear elasticity model through bending and twisting. It is demonstrated that the flexible particle method (FPM) can approximate the nonlinear Euler-Bernoulli beam equation without resorting to a nonlinear elasticity model. Simulations of plunge and pitch of flexible wing at Reynolds number Re=136 are conducted in hovering condition by using the LBFPM. It is found that both lift and drag forces increase first, then decrease dramatically as the bending rigidity in spanwise direction decreases and that the lift and drag forces are sensitive to rigidity in a certain range. It is shown that the downwash flows induced by wing tip and trailing vortices in wake area are larger for a flexible wing than for a rigid wing, lead to a smaller effective angle of attack, and result in a larger lift force.

Wind-Tunnel Investigation at Subsonic and Supersonic Speeds of a Fighter Model Employing a Low-Aspect-Ratio Unswept Wing and a Horizontal Tail Mounted Well Above the Wing Plane - Longitudinal Stability and Control

NASA Technical Reports Server (NTRS)

Smith, Williard G.

1954-01-01

Experimental results showing the static longitudinal-stability and control characteristics of a model of a fighter airplane employing a low-aspect-ratio unswept wing and an all-movable horizontal tail are presented. The investigation was made over a Mach number range from 0.60 to 0.90 and from 1.35 to 1.90 at a constant Reynolds number of 2.40 million, based on the wing mean aerodynamic chord. Because of the location of the horizontal tail at the tip of the vertical tail, interference was noted between the vertical tail and the horizontal tail and between the wing and the horizontal tail. This interference produced a positive pitching-moment coefficient at zero lift throughout the Mach number range of the tests, reduced the change in stability with increasing lift coefficient of the wing at moderate lift coefficients in the subsonic speed range, and reduced the stability at low lift coefficients at high supersonic speeds. The lift and pitching-moment effectiveness of the all movable tail was unaffected by the interference effects and was constant throughout the lift-coefficient range of the tests at each Mach number except 1.90.

Flow Structure and Force Variation with Aspect Ratio for a Two-Degree-of-Freedom Flapping Wing

NASA Astrophysics Data System (ADS)

Burge, Matthew; Favale, James; Ringuette, Matthew

2014-11-01

We investigate experimentally the effect of aspect ratio (AR) on the flow structure and forces of a two-degree-of-freedom flapping wing. Flapping wings are known to produce complex and unsteady vortex loop structures, and the objective is to characterize their variation with AR and how this influences the lift force. Previous results on rotating wings demonstrated that changes in AR significantly affect the three-dimensional flow structure and lift coefficient. This is primarily due to the relatively greater influence of the tip vortex for lower AR. At Reynolds number of order O(103) we test wings of AR = 2-4, values typically found in nature, with simplified planform shapes. The lift force is measured using a submersible transducer at the base of the wing in a glycerin-water mixture. The qualitative, three-dimensional vortex loop structure for different ARs is obtained using multi-color dye flow visualization. Guided by this, quantitative three-component flow information, namely vorticity, the Q-criterion, and circulation, is acquired from stereoscopic particle image velocimetry in key planes. Of interest is how these parameters and the vortex loop topology vary with AR, and their connection to features in the unsteady force signal. This work is supported by the National Science Foundation, Award Number 1336548, supervised by Dr. Dimitrios Papavassiliou.

Deformed Shape Calculation of a Full-Scale Wing Using Fiber Optic Strain Data from a Ground Loads Test

NASA Technical Reports Server (NTRS)

Jutte, Christine V.; Ko, William L.; Stephens, Craig A.; Bakalyar, John A.; Richards, W. Lance

2011-01-01

A ground loads test of a full-scale wing (175-ft span) was conducted using a fiber optic strain-sensing system to obtain distributed surface strain data. These data were input into previously developed deformed shape equations to calculate the wing s bending and twist deformation. A photogrammetry system measured actual shape deformation. The wing deflections reached 100 percent of the positive design limit load (equivalent to 3 g) and 97 percent of the negative design limit load (equivalent to -1 g). The calculated wing bending results were in excellent agreement with the actual bending; tip deflections were within +/- 2.7 in. (out of 155-in. max deflection) for 91 percent of the load steps. Experimental testing revealed valuable opportunities for improving the deformed shape equations robustness to real world (not perfect) strain data, which previous analytical testing did not detect. These improvements, which include filtering methods developed in this work, minimize errors due to numerical anomalies discovered in the remaining 9 percent of the load steps. As a result, all load steps attained +/- 2.7 in. accuracy. Wing twist results were very sensitive to errors in bending and require further development. A sensitivity analysis and recommendations for fiber implementation practices, along with, effective filtering methods are included

Flow Structure on a Flapping Wing: Quasi-Steady Limit

NASA Astrophysics Data System (ADS)

Ozen, Cem; Rockwell, Donald

2011-11-01

The flapping motion of an insect wing typically involves quasi-steady motion between extremes of unsteady motion. This investigation characterizes the flow structure for the quasi-steady limit via a rotating wing in the form of a thin rectangular plate having a low aspect ratio (AR =1). Particle Image Velocimetry (PIV) is employed, in order to gain insight into the effects of centripetal and Coriolis forces. Vorticity, velocity and streamline patterns are used to describe the overall flow structure with an emphasis on the leading-edge vortex. A stable leading-edge vortex is maintained over effective angles of attack from 30° to 75° and it is observed that at each angle of attack the flow structure remains relatively same over the Reynolds number range from 3,600 to 14,500. The dimensionless circulation of the leading edge vortex is found to be proportional to the effective angle of attack. Quasi-three-dimensional construction of the flow structure is used to identify the different regimes along the span of the wing which is then complemented by patterns on cross flow planes to demonstrate the influence of root and tip swirls on the spanwise flow. The rotating wing results are also compared with the equivalent of translating wing to further illustrate the effects of the rotation.

KENNEDY SPACE CENTER, FLA. - In the Columbia Debris Hangar, Shuttle Launch Director Mike Leinbach (left) talks to the media about activities that have taken place since the Columbia accident on Feb. 1, 2003. Behind him is a model of the left wing of the orbiter. STS-107 debris recovery and reconstruction operations are winding down. To date, nearly 84,000 pieces of debris have been recovered and sent to KSC. That represents about 38 percent of the dry weight of Columbia, equaling almost 85,000 pounds.

NASA Image and Video Library

2003-06-04

KENNEDY SPACE CENTER, FLA. - In the Columbia Debris Hangar, Shuttle Launch Director Mike Leinbach (left) talks to the media about activities that have taken place since the Columbia accident on Feb. 1, 2003. Behind him is a model of the left wing of the orbiter. STS-107 debris recovery and reconstruction operations are winding down. To date, nearly 84,000 pieces of debris have been recovered and sent to KSC. That represents about 38 percent of the dry weight of Columbia, equaling almost 85,000 pounds.

F-16XL ship #1 CAWAP flight

NASA Technical Reports Server (NTRS)

1996-01-01

The single-seat F-16XL (ship #1) makes another run during the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.

4. VIEW OF EMPIRE, STONE CABIN AND TIP TOP MINES. ...

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

4. VIEW OF EMPIRE, STONE CABIN AND TIP TOP MINES. EMPIRE TAILING PILE IS VISIBLE IN LOWER CENTER (SLOPE WITH ORE CHUTE IS HIDDEN BY TREES ABOVE TAILINGS), TIP TOP IS VISIBLE IN RIGHT THIRD AND SLIGHTLY UPHILL IN ELEVATION FROM UPPER EMPIRE TAILINGS,(TO LOCATE, FIND THE V-SHAPED SPOT OF SNOW JUST BELOW THE RIDGE LINE ON FAR RIGHT OF IMAGE. TIP TOP BUILDING IS VISIBLE IN THE LIGHT AREA BELOW AND SLIGHTLY LEFT OF V-SHAPED SNOW SPOT), AND STONE CABIN II IS ALSO VISIBLE, (TO LOCATE, USE A STRAIGHT EDGE AND ALIGN WITH EMPIRE TAILINGS. THIS WILL DIRECT ONE THROUGH THE EDGE OF STONE CABIN II, WHICH IS THE DARK SPOT JUST BELOW THE POINT WHERE THE RIDGE LINE TREES STOP). STONE CABIN I IS LOCATED IN GENERAL VICINITY OF THE LONE TREE ON FAR LEFT RIDGE LINE. ... - Florida Mountain Mining Sites, Silver City, Owyhee County, ID

F-16XL ship #1 CAWAP flight

NASA Technical Reports Server (NTRS)

1996-01-01

The single-seat F-16XL (ship #1) makes another run during the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. The program also gathered aero data on two wing planforms for NASA's High Speed Research Program. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.

Video photographic considerations for measuring the proximity of a probe aircraft with a smoke seeded trailing vortex

NASA Technical Reports Server (NTRS)

Childers, Brooks A.; Snow, Walter L.

1990-01-01

Considerations for acquiring and analyzing 30 Hz video frames from charge coupled device (CCD) cameras mounted in the wing tips of a Beech T-34 aircraft are described. Particular attention is given to the characterization and correction of optical distortions inherent in the data.

Production and short-term of synthetic seeds from encapsulated begonia

USDA-ARS?s Scientific Manuscript database

Synthetic seeds were formed from in vitro grown Begonia (cvs ‘Sweetheart Mix’ and ‘Baby Wing White’) shoot tips using 3% sodium alginate in Murashige and Skoog (1962) medium (MS) salt solution as the gel matrix and 100 mM calcium chloride for complexation. Synthetic seed formation was achieved by re...

Alginate encapsulation of Begonia microshoots for short-term storage and distribution

USDA-ARS?s Scientific Manuscript database

Synthetic seeds were formed from in vitro grown Begonia cultivars (Sweetheart Mix and BabyWing White) shoot tips using 3% sodium alginate in Murashige and Skoog medium (MS) salt solution as the gel matrix and 100 mM calcium chloride for complexation. Synthetic seed formation was achieved by releasin...

An Overview of Measurement Comparisons from the INTEX-B/MILAGRO Airborne Field Campaign

NASA Technical Reports Server (NTRS)

Kleb, Mary M.; Chen, Gao; Crawford, James H.; Flocke, Frank M.; Brown, Clyde C.

2011-01-01

As part of the NASA's INTEX-B mission, the NASA DC-8 and NSF C-130 conducted three wing-tip to wing-tip comparison flights. The intercomparison flights sampled a variety of atmospheric conditions (polluted urban, non-polluted, marine boundary layer, clean and polluted free troposphere). These comparisons form a basis to establish data consistency, but also should also be viewed as a continuation of efforts aiming to better understand and reduce measurement differences as identified in earlier field intercomparison exercises. This paper provides a comprehensive overview of 140 intercomparisons of data collected as well as a record of the measurement consistency demonstrated during INTEX-B. It is the primary goal to provide necessary information for the future research to determine if the observations from different INTEX-B platforms/instrument are consistent within the PI reported uncertainties and used in integrated analysis. This paper may also contribute to the formulation strategy for future instrument developments. For interpretation and most effective use of these results, the reader is strongly urged to consult with the instrument principle investigator.

KSC technicians on team to modify X-34

NASA Technical Reports Server (NTRS)

1999-01-01

Two of KSC's X-34 technicians (far right), David Rowell and Roger Cartier, look at work being done on the modified A-1A at Dryden Flight Research Center, Calif. Since September, eight NASA engineering technicians from KSC's Engineering Prototype Lab have assisted Orbital Sciences Corporation and NASA's Dryden Flight Research Center in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The other KSC technicians are Kevin Boughner, Mike Dininny, Mike Lane, Jerry Moscoso, James Niehoff Jr. and Bryan Taylor. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala.

Rotor Design Options for Improving XV-15 Whirl-Flutter Stability Margins

NASA Technical Reports Server (NTRS)

Acree, C. W., Jr.; Peyran, R. J.; Johnson, Wayne

2004-01-01

Rotor design changes intended to improve tiltrotor whirl-flutter stability margins were analyzed. A baseline analytical model of the XV-15 was established, and then a thinner, composite wing was designed to be representative of a high-speed tiltrotor. The rotor blade design was modified to increase the stability speed margin for the thin-wing design. Small rearward offsets of the aerodynamic-center locus with respect to the blade elastic axis created large increases in the stability boundary. The effect was strongest for offsets at the outboard part of the blade, where an offset of the aerodynamic center by 10% of tip chord improved the stability margin by over 100 knots. Forward offsets of the blade center of gravity had similar but less pronounced effects. Equivalent results were seen for swept-tip blades. Appropriate combinations of sweep and pitch stiffness completely eliminated whirl flutter within the speed range examined; alternatively, they allowed large increases in pitch-flap coupling (delta-three) for a given stability margin. A limited investigation of the rotor loads in helicopter and airplane configuration showed only minor increases in loads.

B-747 in Flight during Vortex Study with Learjet and T-37 Fly Through the Wake

NASA Technical Reports Server (NTRS)

1974-01-01

In this 1974 NASA Flight Research Center (FRC) photograph, the two chase aircraft, a Learjet and a Cessna T-37, are shown in formation off the right wing tip of the Boeing B-747 jetliner. The two chase aircraft were used to probe the trailing wake vortices generated by the airflow around the wings of the B-747 aircraft. The vortex trail behind the right wing tip was made visible by a smoke generator mounted under the wing of the B-747 aircraft. In 1974 the NASA Flight Research Center (later Dryden Flight Research Center, Edwards, California) used a Boeing 747 as part of the overall NASA study of trailing vortices. Trailing vortices are the invisible flow of spiraling air that trails from the wings of large aircraft and can 'upset' smaller aircraft flying behind them. The 747 that NASA used was on loan from the Johnson Space Center where it was part of the Space Shuttle Program. The data gathered in the 747 studies complemented data from the previous (1973-74) joint NASA Flight Research Center and Federal Aviation Administration (FAA) Boeing727 wake vortices study. Six smoke generators were installed under the wings of the 747 to provide a visual image of the trailing vortices. The object of the experiments was to test different configurations and mechanical devices on the747 that could be used to break up or lessen the strength of the vortices. The results of the tests could lead to shorter spacing between landings and takeoffs, which, in turn, could alleviate air-traffic congestion. For approximately 30 flights the 747 was flown using various combinations of wing air spoilers in an attempt to reduce wake vortices. To evaluate the effectiveness of the different configurations, chase aircraft were flown into the vortex sheets to probe their strengths and patterns at different times. Two of the chase planes used were the Flight Research Center's Cessna T-37 and the NASA Ames Research Center's Learjet. These aircraft represented the types of smaller business jets and other small aircraft that might encounter large passenger aircraft on approach or landings around major airports or in flight. Tests without the 747's wing spoilers deployed produced violent 'upset' problems for the T-37 aircraft at a distance of approximately 3 miles. From the magnitude of the problems found, distances of as much as ten miles might be required if spoilers were not used. With two spoilers on the outer wing panels, the T-37 could fly at a distance of three miles and not experience the 'upset' problem. The wake vortex study continued even after the 747 was returned to its primary mission of carrying the Space Shuttle.

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

PubMed

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

2013-09-01

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

Anthropometric Survey of U.S. Army Personnel: Methods and Summary Statistics 1988

DTIC Science & Technology

1989-09-01

The II between the neck " anterior point halfway (right trapezius point) I between the top and and the tip of the ’ bottom of the right ,. shoulder...point on the Thumbtip: The tip of head when the head is the right thumb . in the Frankfort plane. Tragion, right and Trapezis point, right left: The...superior and left: The point at point on the juncture which the anterior of the cartilaginous border of the trapezius flap (trag..) of the • muscle crosses

The Reconstruction and Failure Analysis of the Space Shuttle Columbia

NASA Technical Reports Server (NTRS)

Russell, Richard; Mayeaux, Brian; McDanels, Steven; Piascik, Robert; Sjaj. Samdee[; Jerman, Greg; Collins, Thomas; Woodworth, Warren

2009-01-01

Several days following the Columbia accident a team formed and began planning for the reconstruction of Columbia. A hangar at the Kennedy Space Center was selected for this effort due to it's size, available technical workforce and materials science laboratories and access to the vehicle ground processing infrastructure. The Reconstruction team established processes for receiving, handling, decontamination, tracking, identifying, cleaning and assessment of the debris. Initially, a 2-dimensional reconstruction of the Orbiter outer mold line was developed. As the investigation progressed fixtures which allowed a 3-dimensional reconstruction of the forward portions of the left wing's leading edge was developed. To support the reconstructions and forensic analyses a Materials and Processes (M&P) 'team was formed. This M&P team established processes for recording factual observations, debris cleaning, and engineering analysis. Fracture surfaces and thermal effects of selected airframe debris were assessed, and process flows for both nondestructive and destructive sampling and evaluation of debris were developed. The Team also assessed left hand airframe components that were believed to be associated with a structural breach of Columbia. A major portion of this analysis was evaluation of metallic deposits were prevalent on left wing leading edge components. Extensive evaluation of the visual, metallurgical and chemical nature of the deposits provided conclusions that were consistent with the visual assessments and interpretations of the NASA lead teams and the findings of the Columbia Accident Investigation Board. Analytical data collected by the M&P Team showed that a significant thermal event occurred at the left wing leading edge in the proximity of LH RCC Panels 8-9, and a correlation was formed between the deposits and overheating in these areas to the wing leading edge components. The analysis of deposits also showed exposure to temperatures in excess of 1649 C (3200 F), which would severely degrade support structure, tiles, and RCC panel materials. The integrated failure analysis of wing leading edge debris and deposits strongly supported the hypothesis that a breach occurred at LH RCC Panel 8.

Transonic and Supersonic Wind-Tunnel Tests of Wing-Body Combinations Designed for High Efficiency at a Mach Number of 1.41

NASA Technical Reports Server (NTRS)

Grant, Frederick C.; Sevier, John R., Jr.

1960-01-01

Wind-tunnel force tests of a number of wing-body combinations designed for high lift-drag ratio at a Mach number of 1.41 are reported. Five wings and six bodies were used in making up the various wing-body combinations investigated. All the wings had the same highly swept dis- continuously tapered plan form with NACA 65A-series airfoil sections 4 percent thick at the root tapering linearly to 3 percent thick at the tip. The bodies were based on the area distribution of a Sears-Haack body of revolution for minimum drag with a given length and volume. These wings and bodies were used to determine the effects of wing twist., wing twist and camber, wing leading-edge droop, a change from circular to elliptical body cross-sectional shape, and body indentation by the area-rule and streamline methods. The supersonic test Mach numbers were 1.41 and 2.01. The transonic test Mach number range was from 0.6 to 1.2. For the transition-fixed condition and at a Reynolds number of 2.7 x 10(exp 6) based on the mean aerodynamic chord, the maximum value of lift- drag ratio at a Mach number of 1.41 was 9.6 for a combination with a twisted wing and an indented body of elliptical cross section. The tests indicated that the transonic rise in minimum drag was low and did not change appreciably up to the highest test Mach number of 2.01. The lower values of lift-drag ratio obtained at a Mach number of 2.01 can be attributed to the increase of drag due to lift with Mach number.

Experimental investigation of low aspect ratio, large amplitude, aeroelastic energy harvesting systems

NASA Astrophysics Data System (ADS)

Kirschmeier, Benjamin; Summerour, Jacob; Bryant, Matthew

2017-04-01

Interest in clean, stable, and renewable energy harvesting devices has increased dramatically with the volatility of petroleum markets. Specifically, research in aero/hydro kinetic devices has created numerous new horizontal and vertical axis wind turbines, and oscillating wing turbines. Oscillating wing turbines (OWTs) differ from their wind turbine cousins by having a rectangular swept area compared to a circular swept area. The OWT systems also possess a lower tip speed that reduces the overall noise produced by the system. OWTs have undergone significant computational analysis to uncover the underlying flow physics that can drive the system to high efficiencies for single wing oscillations. When two of these devices are placed in tandem configuration, i.e. one placed downstream of the other, they either can constructively or destructively interact. When constructive interactions occurred, they enhance the system efficiency to greater than that of two devices on their own. A new experimental design investigates the dependency of interaction modes on the pitch stiffness of the downstream wing. The experimental results demonstrated that interaction modes are functions of convective time scale and downstream wing pitch stiffness. Heterogeneous combinations of pitch stiffness exhibited constructive and destructive lock-in phenomena whereas the homogeneous combination exhibited only destructive interactions.

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

NASA Technical Reports Server (NTRS)

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

2013-01-01

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

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

NASA Technical Reports Server (NTRS)

Lung, Shun-Fat; Ko, William L.

2016-01-01

In support of the Adaptive Compliant Trailing Edge [ACTE] project at the NASA Armstrong Flight Research Center, displacement transfer functions were applied to the swept wing of a Gulfstream G-III airplane (Gulfstream Aerospace Corporation, Savannah, Georgia) to obtain deformed shape predictions. Four strainsensing lines (two on the lower surface, two on the upper surface) were used to calculate the deformed shape of the G III wing under bending and torsion. There being an insufficient number of surface strain sensors, the existing G III wing box finite element model was used to generate simulated surface strains for input to the displacement transfer functions. The resulting predicted deflections have good correlation with the finite-element generated deflections as well as the measured deflections from the ground load calibration test. The convergence study showed that the displacement prediction error at the G III wing tip can be reduced by increasing the number of strain stations (for each strain-sensing line) down to a minimum error of l.6 percent at 17 strain stations; using more than 17 strain stations yielded no benefit because the error slightly increased to 1.9% when 32 strain stations were used.

Effect of rotor wake on aerodynamic characteristics of a 1/6 scale model of the rotor systems research aircraft. [in the Langley V/STOL tunnel

NASA Technical Reports Server (NTRS)

Mineck, R. E.

1977-01-01

Tests were conducted in the Langley V/STOL tunnel to determine the effect of the main-rotor wake on the aerodynamic characteristics of the rotor systems research aircraft. A 1/6-scale model with a 4-blade articulated rotor was used to determine the effect of the rotor wake for the compound configuration. Data were obtained over a range of angles of attack, angles of sideslip, auxiliary engine thrusts, rotor collective pitch angles, and rotor tip-path plane angles for several main-rotor advance ratios. Separate results are presented for the forces and moments on the airframe, the wing, and the tail. An analysis of the test data indicates significant changes in the aerodynamic characteristics. The rotor wake increases the longitudinal static stability, the effective dihedral, and the lateral static stability of the airframe. The rotor induces a downwash on the wing. This downwash decreases the wing lift and increases the drag. The asymmetrical rotor wake induces a differential lift across the wing and a subsequent rolling moment. These rotor induced effects on the wing become smaller with increasing forward speed.

The aircraft energy efficiency active controls technology program

NASA Technical Reports Server (NTRS)

Hood, R. V., Jr.

1977-01-01

Broad outlines of the NASA Aircraft Energy Efficiency Program for expediting the application of active controls technology to civil transport aircraft are presented. Advances in propulsion and airframe technology to cut down on fuel consumption and fuel costs, a program for an energy-efficient transport, and integrated analysis and design technology in aerodynamics, structures, and active controls are envisaged. Fault-tolerant computer systems and fault-tolerant flight control system architectures are under study. Contracts with leading manufacturers for research and development work on wing-tip extensions and winglets for the B-747, a wing load alleviation system, elastic mode suppression, maneuver-load control, and gust alleviation are mentioned.

Thermal response of Space Shuttle wing during reentry heating

NASA Technical Reports Server (NTRS)

Gong, L.; Ko, W. L.; Quinn, R. D.

1984-01-01

A structural performance and resizing (SPAR) finite element thermal analysis computer program was used in the heat transfer analysis of the space shuttle orbiter that was subjected to reentry aerodynamic heatings. One wing segment of the right wing (WS 240) and the whole left wing were selected for the thermal analysis. Results showed that the predicted thermal protection system (TPS) temperatures were in good agreement with the space transportation system, trajectory 5 (STS-5) flight-measured temperatures. In addition, calculated aluminum structural temperatures were in fairly good agreement with the flight data up to the point of touchdown. Results also showed that the internal free convection had a considerable effect on the change of structural temperatures after touchdown.

The impact of dark tetrad traits on political orientation and extremism: an analysis in the course of a presidential election.

PubMed

Duspara, Boris; Greitemeyer, Tobias

2017-10-01

Previous research on personality and political attitudes has been conducted in countries where political parties from the center dominate the political system. In the present research ( N = 675), we focus on the relationship between the dark side of human personality and political orientation and extremism, respectively, in the course of a presidential election where the two candidates represent either left-wing or right-wing political policies. Narcissism, Machiavellianism, psychopathy, and everyday sadism were associated with right-wing political orientation, whereas narcissism and psychopathy were associated with political extremism. Moreover, the relationships between personality and right-wing political orientation and extremism, respectively, were relatively independent from each other.

E-5070

NASA Image and Video Library

1959-12-16

Side view of a F-105B (serial #54-0102) photographed on Rogers Dry Lakebed at Edwards Air Force Base, California in 1959. The black stripes across the left wheel-panel complete the lettering on the bottom of the wing when wheels are retracted. Two of the F-105B characteristics are fuselage length of 61 feet 1.33 inches and a wing area of 385.0 square feet.

Health care and ideology: a reconsideration of political determinants of public healthcare funding in the OECD.

PubMed

Herwartz, Helmut; Theilen, Bernd

2014-02-01

In this article, we examined if partisan ideology and electoral motives influence public healthcare expenditure (HCE) in countries of the Organization for Economic Cooperation and Development. We distinguished between the effects on the growth of the expenditures and its adjustment to violations of a long-run equilibrium linking HCE with macroeconomic and demographic trends. Regarding the influence of partisan ideology, we found that if governments are sufficiently long in power, right-wing governments spend less on public health than their left-wing counterparts. Furthermore, if a right-wing party governs without coalition partners, it responds more strongly to deviations from the long-run HCE equilibrium than left-wing governments. With regard to electoral motives, we found that health expenditure increases in years of elections. Independent of their partisan ideology, single-party (minority) governments induce higher (lower) growth of public HCE. Each of these political factors by its own may increase (decrease) HCE growth by approximately one percentage point. Given an average annual growth of HCE of approximately 4.1%, political factors turn out to be important determinants of trends in public HCE. Copyright © 2013 John Wiley & Sons, Ltd.

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, Eric Madaras (left), NASA-Langley Research Center, and Jim McGee, The Boeing Company, Huntington Beach, Calif., conduct impulse tests on the right wing leading edge (WLE) of Space Shuttle Endeavour. The tests monitor how sound impulses propagate through the WLE area. The data collected will be analyzed to explore the possibility of adding new instrumentation to the wing that could automatically detect debris or micrometeroid impacts on the Shuttle while in flight. The study is part of the initiative ongoing at KSC and around the agency to return the orbiter fleet to flight status.

NASA Image and Video Library

2003-10-27

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, Eric Madaras (left), NASA-Langley Research Center, and Jim McGee, The Boeing Company, Huntington Beach, Calif., conduct impulse tests on the right wing leading edge (WLE) of Space Shuttle Endeavour. The tests monitor how sound impulses propagate through the WLE area. The data collected will be analyzed to explore the possibility of adding new instrumentation to the wing that could automatically detect debris or micrometeroid impacts on the Shuttle while in flight. The study is part of the initiative ongoing at KSC and around the agency to return the orbiter fleet to flight status.

Homeschooling in the USA: Past, Present and Future

ERIC Educational Resources Information Center

Gaither, Milton

2009-01-01

This article first examines why the homeschooling movement in the USA emerged in the 1970s, noting the impact of political radicalism both right and left, feminism, suburbanization, and public school bureaucratization and secularization. It then describes how the movement, constituted of left- and right-wing elements, collaborated in the early…

77 FR 41886 - Airworthiness Directives; Airbus Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-07-17

... Transportation (DOT). ACTION: Final rule. SUMMARY: We are adopting a new airworthiness directive (AD) for all... the left- and right-hand sides to determine whether a certain part number is installed, and replacement if necessary. We are issuing this AD to prevent non-availability of left- or right-hand off-wing...

Full-Span Tiltrotor Aeroacoustic Model (TRAM) Overview and 40- by 80-Foot Wind Tunnel Test. [conducted in the 40- by 80-Foot Wind Tunnel at Ames Research Center

NASA Technical Reports Server (NTRS)

McCluer, Megan S.; Johnson, Jeffrey L.; Rutkowski, Michael (Technical Monitor)

2001-01-01

Most helicopter data trends cannot be extrapolated to tiltrotors because blade geometry and aerodynamic behavior, as well as rotor and fuselage interactions, are significantly different for tiltrotors. A tiltrotor model has been developed to investigate the aeromechanics of tiltrotors, to develop a comprehensive database for validating tiltrotor analyses, and to provide a research platform for supporting future tiltrotor designs. The Full-Span Tiltrotor Aeroacoustic Model (FS TRAM) is a dual-rotor, powered aircraft model with extensive instrumentation for measurement of structural and aerodynamic loads. This paper will present the Full-Span TRAM test capabilities and the first set of data obtained during a 40- by 80-Foot Wind Tunnel test conducted in late 2000 at NASA Ames Research Center. The Full-Span TRAM is a quarter-scale representation of the V-22 Osprey aircraft, and a heavily instrumented NASA and U.S. Army wind tunnel test stand. Rotor structural loads are monitored and recorded for safety-of-flight and for information on blade loads and dynamics. Left and right rotor balance and fuselage balance loads are monitored for safety-of-flight and for measurement of vehicle and rotor aerodynamic performance. Static pressure taps on the left wing are used to determine rotor/wing interactional effects and rotor blade dynamic pressures measure blade airloads. All of these measurement capabilities make the FS TRAM test stand a unique and valuable asset for validation of computational codes and to aid in future tiltrotor designs. The Full-Span TRAM was tested in the NASA Ames Research Center 40- by 80-Foot Wind Tunnel from October through December 2000. Rotor and vehicle performance measurements were acquired in addition to wing pressures, rotor acoustics, and Laser Light Sheet (LLS) flow visualization data. Hover, forward flight, and airframe (rotors off) aerodynamic runs were performed. Helicopter-mode data were acquired during angle of attack and thrust sweeps for a variety of tunnel speeds. Wake geometry images were acquired using LLS photographs and suggest dual tip vortex formation at low thrust conditions. The full paper will include comparisons to isolated-rotor TRAM data acquired at the Duits-Nederlandse Windtunnel (DNW) in 1998. The FS TRAM has been established as a valuable national asset for tiltrotor research. Data reduction and analysis of the 40- by 80-Foot Wind Tunnel test results are underway. Follow-on testing of the FS TRAM is currently being planned for the NASA Ames 80- by 120-Foot Wind Tunnel in late 2001.

Effect of Variation of Chord and Span of Ailerons on Rolling and Yawing Moments in Level Flight

NASA Technical Reports Server (NTRS)

Heald, R H; Strother, D H

1929-01-01

This report presents the results of an investigation of the rolling and yawing moments due to ailerons of various chords and spans on two airfoils having the Clark Y and U. S. A. 27 wing sections. Some attention is devoted to a study of the effect of scale on rolling and yawing moments and to the effect of slightly rounding the wing tips. The results apply to level flight with the wing chord set at an angle of attack of +4 degrees and to conditions of zero pitch, zero yaw, and zero roll of the airplane. It is planned later to extend the investigation to other attitudes for monoplane and biplane combinations. The work was conducted in the 10 foot wind tunnel of the Bureau of Standards on models of 60-inch span and 10-inch chord. (author)

Experimental Evaluation of Stagnation Point Collection Efficiency of the NACA 0012 Swept Wing Tip

NASA Technical Reports Server (NTRS)

Tsao, Jen-Ching; Kreeger, Richard E.

2010-01-01

This paper presents the experimental work of a number of icing tests conducted in the Icing Research Tunnel at NASA Glenn Research Center to develop a test method for measuring the local collection efficiency of an impinging cloud at the leading edge of a NACA 0012 swept wing and with the data obtained to further calibrate a proposed correlation for such impingement efficiency calculation as a function of the modified inertia parameter and the sweep angle. The preliminary results showed that there could be some limitation of the test method due to the ice erosion problem when encountered, and also found that, for conditions free of such problem, the stagnation point collection efficiency measurement for sweep angles up to 45 could be well approximated by the proposed correlation. Further evaluation of this correlation is recommended in order to assess its applicability for swept-wing icing scaling analysis.

Investigation of aerodynamic characteristics of subsonic wings

NASA Technical Reports Server (NTRS)

Dejarnette, F. R.; Frink, N. T.

1979-01-01

An analytical strake design procedure is investigated. A numerical solution to the governing strake design equation is used to generate a series of strakes which are tested in a water tunnel to study their vortex breakdown characteristics. The strakes are scaled for use on a half-scale model of the NASA-LaRC general research fuselage with a 44 degrees trapezoidal wing. An analytical solution to the governing design equation is obtained. The strake design procedure relates the potential-flow leading-edge suction and pressure distributions to vortex stability. Several suction distributions are studied and those which are more triangular and peak near the tip generate strakes that reach higher angles of attack before vortex breakdown occurs at the wing trailing edge. For the same suction distribution, a conical rather than three dimensional pressure specification results in a better strake shape as judged from its vortex breakdown characteristics.

Effect of crossflow velocity on VTOL lift fan blade passing frequency noise generation

NASA Technical Reports Server (NTRS)

Stimpert, D. L.

1973-01-01

Analysis of noise measurements taken during tests of a remote lift fan wing installation, a V/STOL model transport with both lift and lift/cruise fans, and XV5B research aircraft flight tests has indicated a definite increase in pure tone sound pressure level due to crossflow over the face of the life fans. The fan-in-wing and V/STOL model transport tests were conducted in the NASA Ames 40 ft. by 80 ft. wing tunnel and the XV5B flight tests at Moffett Field. Increases up to 10 db were observed for the lift fan installation tested at crossflow to fan tip velocity ratios up to 0.25. Cruise fan noise levels were found to be unaffected by the external flow. The noise level increase was shown to be related to an increase in fan distortion levels.

Wind-Tunnel Tests on a Series of Wing Models Through a Large Angle of Attack Range. Part I : Force Tests

NASA Technical Reports Server (NTRS)

Knight, Montgomery; Wenzinger, Carl J

1930-01-01

This investigation covers force tests through a large range of angle of attack on a series of monoplane and biplane wing models. The tests were conducted in the atmospheric wind tunnel of the National Advisory Committee for Aeronautics. The models were arranged in such a manner as to make possible a determination of the effects of variations in tip shape, aspect ratio, flap setting, stagger, gap, decalage, sweep back, and airfoil profile. The arrangements represented most of the types of wing systems in use on modern airplanes. The effect of each variable is illustrated by means of groups of curves. In addition, there are included approximate autorotational characteristics in the form of calculated ranges of "rotary instability." a correction for blocking in this tunnel which applies to monoplanes at large angles of attack has been developed, and is given in an appendix. (author)

The Pressure Distribution over the Wings and Tail Surfaces of a PW-9 Pursuit Airplane in Flight

NASA Technical Reports Server (NTRS)

Rhode, Richard

1931-01-01

This report presents the results of an investigation to determine (1) the magnitude and distribution of aerodynamic loads over the wings and tail surfaces of a pursuit-type airplane in the maneuvers likely to impose critical loads on the various subassemblies of the airplane structure. (2) To study the phenomenon of center of pressure movement and normal force coefficient variation in accelerated flight, and (3) to measure the normal accelerations at the center of gravity, wing-tip, and tail, in order to determine the nature of the inertia forces acting simultaneously with the critical aerodynamic loads. The results obtained throw light on a number of important questions involving structural design. Some of the more interesting results are discussed in some detail, but in general the report is for the purpose of making this collection of airplane-load data obtained in flight available to those interested in airplane structures.

Stereo-Video Data Reduction of Wake Vortices and Trailing Aircrafts

NASA Technical Reports Server (NTRS)

Alter-Gartenberg, Rachel

1998-01-01

This report presents stereo image theory and the corresponding image processing software developed to analyze stereo imaging data acquired for the wake-vortex hazard flight experiment conducted at NASA Langley Research Center. In this experiment, a leading Lockheed C-130 was equipped with wing-tip smokers to visualize its wing vortices, while a trailing Boeing 737 flew into the wake vortices of the leading airplane. A Rockwell OV-10A airplane, fitted with video cameras under its wings, flew at 400 to 1000 feet above and parallel to the wakes, and photographed the wake interception process for the purpose of determining the three-dimensional location of the trailing aircraft relative to the wake. The report establishes the image-processing tools developed to analyze the video flight-test data, identifies sources of potential inaccuracies, and assesses the quality of the resultant set of stereo data reduction.

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.

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

PubMed

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

2015-11-01

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

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

PubMed Central

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

2016-01-01

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

The evolution of avian wing shape and previously unrecognized trends in covert feathering.

PubMed

Wang, Xia; Clarke, Julia A

2015-10-07

Avian wing shape has been related to flight performance, migration, foraging behaviour and display. Historically, linear measurements of the feathered aerofoil and skeletal proportions have been used to describe this shape. While the distribution of covert feathers, layered over the anterior wing, has long been assumed to contribute to aerofoil properties, to our knowledge no previous studies of trends in avian wing shape assessed their variation. Here, these trends are explored using a geometric-morphometric approach with landmarks describing the wing outline as well as the extent of dorsal and ventral covert feathers for 105 avian species. We find that most of the observed variation is explained by phylogeny and ecology but shows only a weak relationship with previously described flight style categories, wing loading and an investigated set of aerodynamic variables. Most of the recovered variation is in greater primary covert feather extent, followed by secondary feather length and the shape of the wing tip. Although often considered a plastic character strongly linked to flight style, the estimated ancestral wing morphology is found to be generally conservative among basal parts of most major avian lineages. The radiation of birds is characterized by successive diversification into largely distinct areas of morphospace. However, aquatic taxa show convergence in feathering despite differences in flight style, and songbirds move into a region of morphospace also occupied by basal taxa but at markedly different body sizes. These results have implications for the proposed inference of flight style in extinct taxa. © 2015 The Author(s).

Macromoths of northwest forests and woodlands

USGS Publications Warehouse

Miller, Jeffrey C.; Hammond, Paul C.

2000-01-01

The macromoths are a group of families within the order Lepidoptera. The macromoths in the woodlands and forests of the Pacific Northwest are represented by 1,200 species in 12 families: Arctiidae, Dioptidae, Drepanidae, Epiplemidae, Geometridae, Lasiocampidae, Lymantriidae, Noctuidae, Notodontidae, Saturniidae, Sphingidae, and Thyatiridae. In addition to the macromoths, the Lepidoptera are represented by the butterflies and skippers, and the micromoths. Butterflies possess a knob at the tip of the antennae while the tip of the antennae in skippers is typically hooked. The tip of the antennae in macromoths and micromoths is tapered. The differences between macromoths and micromoths is not literally based on size as the names suggest but rather in details of the female reproductive tract and wing venation. These details are discussed and illustrated in most texts on general entomology (Borror et al. 1989) and in books about Lepidoptera (Covell 1984).

Experimental and numerical study of the British Experimental Rotor Programme blade

NASA Technical Reports Server (NTRS)

Brocklehurst, Alan; Duque, Earl P. N.

1990-01-01

Wind-tunnel tests on the British Experimental Rotor Programme (BERP) tip are described, and the results are compared with computational fluid dynamics (CFD) results. The test model was molded using the Lynx-BERP blade tooling to provide a semispan, cantilever wing comprising the outboard 30 percent of the rotor blade. The tests included both surface-pressure measurements and flow visualization to obtain detailed information of the flow over the BERP tip for a range of angles of attack. It was observed that, outboard of the notch, favorable pressure gradients exist which ensure attached flow, and that the tip vortex also remains stable to large angles of attack. On the rotor, these features yield a very gradual break in control loads when the retreating-blade limit is eventually reached. Computational and experimental results were generally found to be in good agreement.

System and method for improved rotor tip performance

NASA Technical Reports Server (NTRS)

Bussom, Richard (Inventor); McVeigh, Michael A. (Inventor); Narducci, Robert P. (Inventor); Zientek, Thomas A. (Inventor)

2010-01-01

Embodiments of systems and methods for enhancing the performance of rotary wing aircraft through reduced torque, noise and vibration are disclosed. In one embodiment, a method includes configuring the rotorcraft in a selected flight condition, communicating input signals to a control system operable to position sails coupled to tips of blades of a rotor assembly, processing the input signals according to a constraint condition to generate sail positional information, and transferring the sail positional information to the sail. Alternately, input signals may be communicated to a control system operable to position a plurality of sails, each sail having an aerodynamic shape and positioned proximate to a tip portion of the rotor blade. The input signals may be configured to rotate each sail about a longitudinal axis into a corresponding pitch angle independently of the other sails.

Velocity field measurements in the wake of a propeller model

NASA Astrophysics Data System (ADS)

Mukund, R.; Kumar, A. Chandan

2016-10-01

Turboprop configurations are being revisited for the modern-day regional transport aircrafts for their fuel efficiency. The use of laminar flow wings is an effort in this direction. One way to further improve their efficiency is by optimizing the flow over the wing in the propeller wake. Previous studies have focused on improving the gross aerodynamic characteristics of the wing. It is known that the propeller slipstream causes early transition of the boundary layer on the wing. However, an optimized design of the propeller and wing combination could delay this transition and decrease the skin friction drag. Such a wing design would require the detailed knowledge of the development of the slipstream in isolated conditions. There are very few studies in the literature addressing the requirements of transport aircraft having six-bladed propeller and cruising at a high propeller advance ratio. Low-speed wind tunnel experiments have been conducted on a powered propeller model in isolated conditions, measuring the velocity field in the vertical plane behind the propeller using two-component hot-wire anemometry. The data obtained clearly resolved the mean velocity, the turbulence, the ensemble phase averages and the structure and development of the tip vortex. The turbulence in the slipstream showed that transition could be close to the leading edge of the wing, making it a fine case for optimization. The development of the wake with distance shows some interesting flow features, and the data are valuable for flow computation and optimization.

Transonic Free-Flight Investigation of the Longitudinal Aerodynamic Characteristics of a 1/10-Scale Steel-Wing Model of the Northrop MX-775A Missile with Leading-Edge Extensions, Inboard Trailing-Edge Flaps, and a Speed Brake on the Vertical Tail

NASA Technical Reports Server (NTRS)

Arbic, R. G.

1955-01-01

Results are presented of a free-flight investigation between Mach numbers of 0.7 to 1.3 and Reynolds numbers of 3.1 x 10(exp 6) to 7.0 x 10(exp 6) to determine the longitudinal aerodynamic characteristics of the Northrop MX-775A missile. This missile has a weng, body, and vertical tail, but has no horizontal tail. The basic wing plan form has an aspect ratio of 5.5, 45 deg of sweepback of the 0.406 streamwise chord line, and a taper ratio of 0.4. A 1/10-scale steel-wing model of the missile was flown with modifications to the basic wing plan form consisting of leading-edge chord-extensions deflected 7 deg downward together with the forward 15 percent of the wing chord, and inboard trailing-edge flaps deflected 5 deg downward. In addition, the model had a static-pressure tube mounted at the tip of the vertical tail for position-error measurements and had a speed brake also mounted on the vertical tail to trim the model to positive lift coefficients and to permit determination of the trim and drag effectiveness of the brake. The data are uncorrected for the effects of wing elasticity, but experimental wing influence coefficients are presented.

Deformable wing kinematics in the desert locust: how and why do camber, twist and topography vary through the stroke?

PubMed Central

Walker, Simon M.; Thomas, Adrian L. R.; Taylor, Graham K.

2009-01-01

Here, we present a detailed analysis of the wing kinematics and wing deformations of desert locusts (Schistocerca gregaria, Forskål) flying tethered in a wind tunnel. We filmed them using four high-speed digital video cameras, and used photogrammetry to reconstruct the motion of more than 100 identified points. Whereas the hindwing motions were highly stereotyped, the forewing motions showed considerable variation, consistent with a role in flight control. Both wings were positively cambered on the downstroke. The hindwing was cambered through an ‘umbrella effect’ whereby the trailing edge tension compressed the radial veins during the downstroke. Hindwing camber was reversed on the upstroke as the wing fan corrugated, reducing the projected area by 30 per cent, and releasing the tension in the trailing edge. Both the wings were strongly twisted from the root to the tip. The linear decrease in incidence along the hindwing on the downstroke precisely counteracts the linear increase in the angle of attack that would otherwise occur in root flapping for an untwisted wing. The consequent near-constant angle of attack is reminiscent of the optimum for a propeller of constant aerofoil section, wherein a linear twist distribution allows each section to operate at the unique angle of attack maximizing the lift to drag ratio. This implies tuning of the structural, morphological and kinematic parameters of the hindwing for efficient aerodynamic force production. PMID:19091683

86. NORTH AND EAST WINGS, FROM THE WEST. SHOWS THREE ...

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

86. NORTH AND EAST WINGS, FROM THE WEST. SHOWS THREE GLAZE KILN CHIMNEYS ON THE LEFT. CISTERN TOWER, BOILER AND TWO BISCUIT KILN CHIMNEY'S ARE ON THE RIGHT. PHOTO TAKEN FROM THE INDIAN HOUSE TOWER. SAME VIEW AS PA-107-12. - Moravian Pottery & Tile Works, Southwest side of State Route 313 (Swamp Road), Northwest of East Court Street, Doylestown, Bucks County, PA

MTR WING, TRA604. A LABORATORY ROOM WITH ITS CABINETS AND ...

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

MTR WING, TRA-604. A LABORATORY ROOM WITH ITS CABINETS AND SERVICE STRIP DOWN CENTER OF ROOM. CARD IN LEFT CORNER OF VIEW WAS INSERTED BY INL PHOTOGRAPHER TO COVER AN OBSOLETE SECURITY RESTRICTION PRINTED ON THE ORIGINAL NEGATIVE. INL NEGATIVE NO. 3817. Unknown Photographer, 11/28/1951 - Idaho National Engineering Laboratory, Test Reactor Area, Materials & Engineering Test Reactors, Scoville, Butte County, ID

75 FR 68686 - Airworthiness Directives; McDonnell Douglas Corporation Model DC-9-14, DC-9-15, and DC-9-15F...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-11-09

... the center wing rear spar, and repair if necessary. This new AD expands the area to be inspected by including inspections to detect cracking of the horizontal flange of the upper cap of the left and right center wing rear spar, and repair if necessary. This new AD also adds certain airplanes to the...

76 FR 18022 - Airworthiness Directives; The Boeing Company Model DC-9-14, DC-9-15, and DC-9-15F Airplanes; and...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-04-01

...: Final rule. SUMMARY: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires installing new in-line fuses for the fuel level float switch and new in-line fuses for... left and right wing forward spars, center wing forward spar, forward auxiliary fuel tank, and aft...

Cessna-172R Airplane in Cruise and Landing Configurations: A Numerical Study of the Wing Loads and Wake

NASA Astrophysics Data System (ADS)

Jha, Pankaj

2013-11-01

The present work deals with the analysis of flight test data on a Cessna 172R airplane near University Park airport in Pennsylvania. Several tests pertaining to rate-of-climb, cruise, stall and landing were performed. Those of aerodynamic nature will be discussed. The wing loads for the cruise as well as landing configurations with various flap angles were computed using a vortex method considering horse-shoe and bound vortices. The stall speed and maximum lift coefficient of the airplane for these flap settings at a particular altitude were determined. The comparison against the processed flight data was generally very good. A detailed study will be presented. A CFD approach inspired by the author's work (Jha et al., 2013) to model wind turbine blades and wakes and classical aerodynamics problems was taken to model the airplane wings. The simulation results were also compared against the flight data. In addition, these simulations facilitated visualization and analysis of flow features of interest, like wing tip trailing vortices and their turbulence characterization. Graduate Research Assistant, Aerospace Engineering.

Experimental Aerodynamic Characteristics of an Oblique Wing for the F-8 OWRA

NASA Technical Reports Server (NTRS)

Kennelly, Robert A., Jr.; Carmichael, Ralph L.; Smith, Stephen C.; Strong, James M.; Kroo, Ilan M.

1999-01-01

An experimental investigation was conducted during June-July 1987 in the NASA Ames 11-Foot Transonic Wind Tunnel to study the aerodynamic performance and stability and control characteristics of a 0.087-scale model of an F-8 airplane fitted with an oblique wing. This effort was part of the Oblique Wing Research Aircraft (OWRA) program performed in conjunction with Rockwell International. The Ames-designed, aspect ratio 10.47, tapered wing used specially designed supercritical airfoils with 0.14 thickness/chord ratio at the root and 0.12 at the 85% span location. The wing was tested at two different mounting heights above the fuselage. Performance and longitudinal stability data were obtained at sweep angles of 0deg, 30deg, 45deg, 60deg, and 65deg at Mach numbers ranging from 0.30 to 1.40. Reynolds number varied from 3.1 x 10(exp 6)to 5.2 x 10(exp 6), based on the reference chord length. Angle of attack was varied from -5deg to 18deg. The performance of this wing is compared with that of another oblique wing, designed by Rockwell International, which was tested as part of the same development program. Lateral-directional stability data were obtained for a limited combination of sweep angles and Mach numbers. Sideslip angle was varied from -5deg to +5deg. Landing flap performance was studied, as were the effects of cruise flap deflections to achieve roll trim and tailor wing camber for various flight conditions. Roll-control authority of the flaps and ailerons was measured. A novel, deflected wing tip was evaluated for roll-control authority at high sweep angles.

Spatially resolved chemical analysis of cicada wings using laser-ablation electrospray ionization (LAESI) imaging mass spectrometry (IMS).

PubMed

Román, Jessica K; Walsh, Callee M; Oh, Junho; Dana, Catherine E; Hong, Sungmin; Jo, Kyoo D; Alleyne, Marianne; Miljkovic, Nenad; Cropek, Donald M

2018-03-01

Laser-ablation electrospray ionization (LAESI) imaging mass spectrometry (IMS) is an emerging bioanalytical tool for direct imaging and analysis of biological tissues. Performing ionization in an ambient environment, this technique requires little sample preparation and no additional matrix, and can be performed on natural, uneven surfaces. When combined with optical microscopy, the investigation of biological samples by LAESI allows for spatially resolved compositional analysis. We demonstrate here the applicability of LAESI-IMS for the chemical analysis of thin, desiccated biological samples, specifically Neotibicen pruinosus cicada wings. Positive-ion LAESI-IMS accurate ion-map data was acquired from several wing cells and superimposed onto optical images allowing for compositional comparisons across areas of the wing. Various putative chemical identifications were made indicating the presence of hydrocarbons, lipids/esters, amines/amides, and sulfonated/phosphorylated compounds. With the spatial resolution capability, surprising chemical distribution patterns were observed across the cicada wing, which may assist in correlating trends in surface properties with chemical distribution. Observed ions were either (1) equally dispersed across the wing, (2) more concentrated closer to the body of the insect (proximal end), or (3) more concentrated toward the tip of the wing (distal end). These findings demonstrate LAESI-IMS as a tool for the acquisition of spatially resolved chemical information from fragile, dried insect wings. This LAESI-IMS technique has important implications for the study of functional biomaterials, where understanding the correlation between chemical composition, physical structure, and biological function is critical. Graphical abstract Positive-ion laser-ablation electrospray ionization mass spectrometry coupled with optical imaging provides a powerful tool for the spatially resolved chemical analysis of cicada wings.

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.

A piloted evaluation of an oblique-wing research aircraft motion simulation with decoupling control laws

NASA Technical Reports Server (NTRS)

Kempel, Robert W.; Mcneill, Walter E.; Gilyard, Glenn B.; Maine, Trindel A.

1988-01-01

The NASA Ames Research Center developed an oblique-wing research plane from NASA's digital fly-by-wire airplane. Oblique-wing airplanes show large cross-coupling in control and dynamic behavior which is not present on conventional symmetric airplanes and must be compensated for to obtain acceptable handling qualities. The large vertical motion simulator at NASA Ames-Moffett was used in the piloted evaluation of a proposed flight control system designed to provide decoupled handling qualities. Five discrete flight conditions were evaluated ranging from low altitude subsonic Mach numbers to moderate altitude supersonic Mach numbers. The flight control system was effective in generally decoupling the airplane. However, all participating pilots objected to the high levels of lateral acceleration encountered in pitch maneuvers. In addition, the pilots were more critical of left turns (in the direction of the trailing wingtip when skewed) than they were of right turns due to the tendency to be rolled into the left turns and out of the right turns. Asymmetric side force as a function of angle of attack was the primary cause of lateral acceleration in pitch. Along with the lateral acceleration in pitch, variation of rolling and yawing moments as functions of angle of attack caused the tendency to roll into left turns and out of right turns.

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

NASA Technical Reports Server (NTRS)

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

2014-01-01

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

Integrated Vehicle Health Management Project-Modeling and Simulation for Wireless Sensor Applications

NASA Technical Reports Server (NTRS)

Wallett, Thomas M.; Mueller, Carl H.; Griner, James H., Jr.

2009-01-01

This paper describes the efforts in modeling and simulating electromagnetic transmission and reception as in a wireless sensor network through a realistic wing model for the Integrated Vehicle Health Management project at the Glenn Research Center. A computer model in a standard format for an S-3 Viking aircraft was obtained, converted to a Microwave Studio software format, and scaled to proper dimensions in Microwave Studio. The left wing portion of the model was used with two antenna models, one transmitting and one receiving, to simulate radio frequency transmission through the wing. Transmission and reception results were inconclusive.

Depicting the inner and outer nose: the representation of the nose and the nasal mucosa on the human primary somatosensory cortex (SI).

PubMed

Gastl, Mareike; Brünner, Yvonne F; Wiesmann, Martin; Freiherr, Jessica

2014-09-01

The nose is important not only for breathing, filtering air, and perceiving olfactory stimuli. Although the face and hands have been mapped, the representation of the internal and external surface of the nose on the primary somatosensory cortex (SI) is still poorly understood. To fill this gap functional magnetic resonance imaging (fMRI) was used to localize the nose and the nasal mucosa in the Brodman areas (BAs) 3b, 1, and 2 of the human postcentral gyrus (PG). Tactile stimulation during fMRI was applied via a customized pneumatically driven device to six stimulation sites: the alar wing of the nose, the lateral nasal mucosa, and the hand (serving as a reference area) on the left and right side of the body. Individual representations could be discriminated for the left and right hand, for the left nasal mucosa and left alar wing of the nose in BA 3b and BA 1 by comparing mean activation maxima and Euclidean distances. Right-sided nasal conditions and conditions in BA 2 could further be separated by different Euclidean distances. Regarding the alar wing of the nose, the results concurred with the classic sensory homunculus proposed by Penfield and colleagues. The nasal mucosa was not only determined an individual and bilateral representation, its position on the somatosensory cortex is also situated closer to the caudal end of the PG compared to that of the alar wing of the nose and the hand. As SI is commonly activated during the perception of odors, these findings underscore the importance of the knowledge of the representation of the nasal mucosa on the primary somatosensory cortex, especially for interpretation of results of functional imaging studies about the sense of smell. Copyright © 2014 Wiley Periodicals, Inc.

A Wind-Tunnel Investigation of a Transonic-Transport Configuration Utilizing Drag-Reducing Devices at Mach Numbers from 0.20 to 1.03

NASA Technical Reports Server (NTRS)

Loving, Donald L.

1961-01-01

The static longitudinal stability and control and lateral characteristics of a transonic-transport model, incorporating recent drag-reducing devices, has been investigated in the Langley 8-foot transonic pressure tunnel. The wing was cambered, had a thickened root and a taper ratio of 0.3. Wing sweepback angles of 45 degrees and 40 degrees were investigated with corresponding aspect ratios of 7 and 8, respectively. Modifications to the model for reducing the drag were: a forward fuselage addition and special bodies (four big enough to house jet engines) added to the upper surface of the wing. Other components and changes investigated included an empennage, a wing-tip body, wing fences, wing trailing-edge flaps, horizontal-tail settings, and wing dihedral angle. The investigation covered the Mach number range from 0.20 to 1.03 for the angle-of-attack range from -5 degrees to 15.4 degrees, and a sideslip angle of -5 degrees, in the Reynolds number range from 0.52 times 10(exp 6) to 1.94 times 10(exp 6) based on the wing mean aerodynamic chord. The various fuselage and wing additions delayed the drag-rise Mach number and greatly reduced the drag beyond the drag rise. The wing bodies markedly alleviated unstable pitch tendencies throughout the test Mach number range. At low landing speeds, the wing bodies exhibited little interference with the ability of trailing-edge flaps to increase the lift near maximum lift coefficient; and the use of fences greatly reduced the severe longitudinal instability trend at landing attitudes. The model with a 6 degree dihedral angle exhibited positive lateral and directional stability characteristics in the presence of the fuselage and wing additions. An increase in drag-rise Mach number associated with the fuselage and wing additions on the 40 degree sweptback wing combination was similar to that for the comparable 45 degree combination. These additions did, however, reduce the drag of the 40 degree sweptback configurations more than the 45 degree configurations in the transonic speed range.

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

PubMed

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

2013-01-01

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

Sea trials of a ducted tip propeller designed for improved cavitation performance

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

Hordnes, I.; Bidaud, A.; Green, S.I.

1994-12-31

Studies have shown that ``ring-wing`` or ``ducted`` tip devices reduce substantially the inception index of trailing vortices generated by a hydrofoil (Green et al. 1988). It has also been shown that these devices improve the lift/drag ratio of an airfoil at high angle of incidence (Duan et al. 1992). These finding indicate that there may be a marine application for the ducted tip. Experimental equipment has been designed and manufactured in preparation for upcoming tests of a propeller with ducted tips. The tips are tubes aligned with the propeller blade tips that will replace a radial fraction of the originalmore » blade tips equal to the diameter of the tubes. The tube dimensions have been chosen according to the span/tip diameter and chord/tip length ratios used by Duan et al. (1992), and the tubes will be given a curvature equal to the propeller tip radius. Field trials will be given a curvature equal to the propeller tip radius. Field trials will be conducted on a 36 inch diameter propeller that is used to propel a 45 ft. fishing (seine) boat operating in the coastal waters outside Vancouver. The performance of the propeller will be measured in terms of the propeller efficiency as a function of advance ratio. A special force transducer has been designed that is capable of recording both torque and thrust on the propeller shaft even though these are expected to produce shaft strains of different orders of magnitude. As a supplementary means of monitoring the propeller performance, a hydrophone will be located near the propeller wake in order to measure the tip vortex cavitation noise.« less

Right-Wing Terrorism in Europe Since 1980,

DTIC Science & Technology

1984-10-01

Our common goal is .the destruction of society. We want to develop a basic strategy of resistance and liberation" [11]. The links between the radical ... right and left in Germany are not entirely new. In the past decades the distinction between "right" and "left" have become somewhat hazy and

76 FR 58098 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2011-09-20

.... ACTION: Final rule. SUMMARY: We are adopting a new airworthiness directive (AD) for all The Boeing... inspections for cracks on the area around certain fasteners of the access opening doubler on the left and... area around certain fasteners of the access opening doubler on the left and right wing center spar...

77 FR 65805 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-10-31

.... ACTION: Final rule. SUMMARY: We are adopting a new airworthiness directive (AD) for all The Boeing... current high frequency (ETHF) inspections for cracking on the aft side of the left and right wing rear... and correct cracking of the left and right rear spar lower caps, which could result in fuel leaks and...

77 FR 21420 - Airworthiness Directives; Cessna Aircraft Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-04-10

.... ACTION: Final rule. SUMMARY: We are adopting a new airworthiness directive (AD) for certain Cessna... fuel control card, due to the cross-feed inputs on the left- and right-hand fuel control cards being connected together and causing an imbalance of fuel between the left and right wing tanks. This AD requires...

F-16XL ship #1 CAWAP flight - alpha 15 degrees, altitude 5,000 feet

NASA Technical Reports Server (NTRS)

1996-01-01

The single-seat F-16XL (ship #1) makes another run during the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. This photo shows the aircraft gathering data at an altitude of 5000 feet, with an angle of attack of 15 degrees. The program also gathered aero data on two wing planforms for NASA's High Speed Research Program. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.

Transonic analysis of canted winglets

NASA Technical Reports Server (NTRS)

Rosen, B. S.

1984-01-01

A computational method developed to provide a transonic analysis for upper/lower surface wing-tip mounted winglets is described. Winglets with arbitrary planform, cant and toe angle, and airfoil section can be modeled. The embedded grid approach provides high flow field resolution and the required geometric flexibility. In particular, coupled Cartesian/cylindrical grid systems are used to model the complex geometry presented by canted upper/lower surface winglets. A new rotated difference scheme is introduced in order to maintain the stability of the small-disturbance formulation in the presence of large spanwise velocities. Wing and winglet viscous effects are modeled using a two-dimensional 'strip' boundary layer analysis. Correlations with wind tunnel and flight test data for three transport configurations are included.

Strain Gage Loads Calibration Testing of the Active Aeroelastic Wing F/A-18 Aircraft

NASA Technical Reports Server (NTRS)

Lokos, William A.; Olney, Candida D.; Chen, Tony; Crawford, Natalie D.; Stauf, Rick; Reichenbach, Eric Y.; Bessette, Denis (Technical Monitor)

2002-01-01

This report describes strain-gage calibration loading through the application of known loads of the Active Aeroelastic Wing F/A-18 airplane. The primary goal of this test is to produce a database suitable for deriving load equations for left and right wing root and fold shear; bending moment; torque; and all eight wing control-surface hinge moments. A secondary goal is to produce a database of wing deflections measured by string potentiometers and the onboard flight deflection measurement system. Another goal is to produce strain-gage data through both the laboratory data acquisition system and the onboard aircraft data system as a check of the aircraft system. Thirty-two hydraulic jacks have applied loads through whiffletrees to 104 tension-compression load pads bonded to the lower wing surfaces. The load pads covered approximately 60 percent of the lower wing surface. A series of 72 load cases has been performed, including single-point, double-point, and distributed load cases. Applied loads have reached 70 percent of the flight limit load. Maximum wingtip deflection has reached nearly 16 in.

Full-scale wind-tunnel investigation of the effects of wing leading-edge modifications on the high angle-of-attack aerodynamic characteristics of a low-wing general aviation airplane

NASA Technical Reports Server (NTRS)

Johnson, J. L., Jr.; Newsom, W. A.; Satran, D. R.

1980-01-01

The paper presents the results of a recent investigation to determine the effects of wing leading-edge modifications on the high angle-of-attack aerodynamic characteristics of a low-wing general aviation airplane in the Langley Full-Scale Wind Tunnel. The investigation was conducted to provide aerodynamic information for correlation and analysis of flight-test results obtained for the configuration. The wind-tunnel investigation consisted of force and moment measurements, wing pressure measurements, flow surveys, and flow visualization studies utilizing a tuft grid, smoke and nonintrusive mini-tufts which were illuminated by ultra-violet light. In addition to the tunnel scale system which measured overall forces and moments, the model was equipped with an auxiliary strain-gage balance within the left wing panel to measure lift and drag forces on the outer wing panel independent of the tunnel scale system. The leading-edge modifications studied included partial- and full-span leading-edge droop arrangements as well as leading-edge slats.

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.

F-16XL ship #1 CAWAP flight - alpha 5 degrees, altitude 10,000 feet

NASA Technical Reports Server (NTRS)

1996-01-01

The single-seat F-16XL (ship #1) makes another run during the Cranked-Arrow Wing Aerodynamic Project (CAWAP) at Dryden Flight Research Center, Edwards, California. The modified airplane features a delta 'cranked-arrow' wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing receives data on pressure distribution and the left wing has three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations. This photo shows the aircraft gathering data at an altitude of 10,000 feet, with an angle of attack of 5 degrees. The first flight of CAWAP occurred on November 21, 1995, and the test program ended in April 1996.

Butterflies: Photonic Crystals on the Wing

DTIC Science & Technology

2007-03-22

Coliadinae), Eronia leda, Colotis danae, and Pieris rapae rapae (all Pierinae), respectively. The left and right column of the photographs are taken...phylogenetic tree: Colias electo belongs to the Coliadinae, Eronia leda and Colotis danae belong to the Colotis group, and Pieris rapae rapae to the Pierini...the droplet is brought into contact with a piece of wing (here of a large white, Pieris brassicae). 3 Fig. 4. Electron microscopic photographs

A Critical Analysis of the Library-Related Literature Concerning Censorship in Public Libraries and Public School Libraries in the United States during the 1980s.

ERIC Educational Resources Information Center

Abbott, Randy L.

This content analysis examines library science and education literature on censorship in public and public school libraries in the 1980s. The first chapter discusses the organization and activities of right-wing and left-wing pressure groups together with ways in which librarians have responded to their pressure. The distinction between censorship…

KENNEDY SPACE CENTER, FLA. - - In the Orbiter Processing Facility astronaut Danny Olivas listens to Greg Grantham (left) talking about the Reinforced Carbon Carbon panels used on the leading edge of the wing of the orbiters. Behind Olivas are engineers from around the Agency who are working on improving the RCC panels used on the wing leading edge. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

NASA Image and Video Library

2003-12-08

KENNEDY SPACE CENTER, FLA. - - In the Orbiter Processing Facility astronaut Danny Olivas listens to Greg Grantham (left) talking about the Reinforced Carbon Carbon panels used on the leading edge of the wing of the orbiters. Behind Olivas are engineers from around the Agency who are working on improving the RCC panels used on the wing leading edge. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, Bill Prosser (left) and Eric Madaras, NASA-Langley Research Center, and Jim McGee (right), The Boeing Company, Huntington Beach, Calif., conduct impulse tests on the right wing leading edge (WLE) of Space Shuttle Endeavour. The tests monitor how sound impulses propagate through the WLE area. The data collected will be analyzed to explore the possibility of adding new instrumentation to the wing that could automatically detect debris or micrometeroid impacts on the Shuttle while in flight. The study is part of the initiative ongoing at KSC and around the agency to return the orbiter fleet to flight status.

NASA Image and Video Library

2003-10-27

KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, Bill Prosser (left) and Eric Madaras, NASA-Langley Research Center, and Jim McGee (right), The Boeing Company, Huntington Beach, Calif., conduct impulse tests on the right wing leading edge (WLE) of Space Shuttle Endeavour. The tests monitor how sound impulses propagate through the WLE area. The data collected will be analyzed to explore the possibility of adding new instrumentation to the wing that could automatically detect debris or micrometeroid impacts on the Shuttle while in flight. The study is part of the initiative ongoing at KSC and around the agency to return the orbiter fleet to flight status.

Vorticity dynamics of revolving wings: The role of planetary vortex tilting on the stability of leading-edge vortex

NASA Astrophysics Data System (ADS)

Werner, Nathaniel; Chung, Hojae; Wang, Junshi; Liu, Geng; Cimbala, John; Dong, Haibo; Cheng, Bo

2017-11-01

This work investigates the radial vorticity dynamics and the stability of leading-edge vortices (LEVs) in revolving wings. Previous studies have shown that Coriolis acceleration plays a key role in stabilizing the LEV; however, the exact mechanism remains unclear. This study tests a new hypothesis based on the curl of the Coriolis acceleration in the vorticity equation, which corresponds to the radial tilting of the planetary vortex (PVTr). The PVTr could reorient planetary vorticity into radial vorticity that reduces the strength of the LEV, preventing the LEV from growing and becoming unstable. To test this, an in-house immersed-boundary-method-based flow solver was used to generate velocity and vorticity fields of revolving wings of different aspect ratio (AR = 3, 5, 7) and Reynolds number (Re = 110, 1400). It is found that the PVTr consistently negates the LEV vorticity for all the AR and Re investigated, although its effect is outweighed by other 3D effects at Re =1400. It is also found that the strength of the PVTr increases along the wing span until approximately a chord length from the wing tip. The averaged magnitude of PVTr within the LEV and the dependency of its relative strength on the aspect ratio and Reynolds number are also investigated.

An Investigation into the Potential Benefits of Distributed Electric Propulsion on Small UAVs at Low Reynolds Numbers

NASA Astrophysics Data System (ADS)

Baris, Engin

Distributed electric propulsion systems benefit from the inherent scale independence of electric propulsion. This property allows the designer to place multiple small electric motors along the wing of an aircraft instead of using a single or several internal combustion motors with gear boxes or other power train components. Aircraft operating at low Reynolds numbers are ideal candidates for benefiting from increased local flow velocities as provided by distributed propulsion systems. In this study, a distributed electric propulsion system made up of eight motor/propellers was integrated into the leading edge of a small fixed wing-body model to investigate the expected improvements on the aerodynamics available to small UAVs operating at low Reynolds numbers. Wind tunnel tests featuring a Design of Experiments (DOE) methodology were used for aerodynamic characterization. Experiments were performed in four modes: all-propellers-on, wing-tip-propellers-alone-on, wing-alone mode, and two-inboard-propellers-on-alone mode. In addition, the all-propeller-on, wing-alone, and a single-tractor configuration were analyzed using VSPAERO, a vortex lattice code, to make comparisons between these different configurations. Results show that the distributed propulsion system has higher normal force, endurance, and range features, despite a potential weight penalty.

Measured noise of a scale model high speed propeller at simulated takeoff/approach conditions

NASA Technical Reports Server (NTRS)

Woodward, Richard P.

1987-01-01

A model high-speed advanced propeller, SR-7A, was tested in the NASA Lewis 9x15 foot anechoic wind tunnel at simulated takeoff/approach conditions of 0.2 Mach number. These tests were in support of the full-scale Propfan Text Assessment (PTA) flight program. Acoustic measurements were taken with fixed microphone arrays and with an axially translating microphone probe. Limited aerodynamic measurements were also taken to establish the propeller operating conditions. Tests were conducted with the propeller alone and with three down-stream wing configurations. The propeller was run over a range of blade setting angles from 32.0 deg. to 43.6 deg., tip speeds from 183 to 290 m/sec (600 to 950 ft/sec), and angles of attack from -10 deg. to +15 deg. The propeller alone BPF tone noise was found to increase 10 dB in the flyover plane at 15 deg. propeller axis angle of attack. The installation of the straight wing at minimum spacing of 0.54 wing chord increased the tone noise 5 dB under the wing of 10 deg. propeller axis angle of attack, while a similarly spaced inboard upswept wing only increased the tone noise 2 dB.

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

NASA Technical Reports Server (NTRS)

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

1987-01-01

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

Successful surgical treatment of left atrioesophageal fistula following atrial ablation.

PubMed

Takahashi, Toru; Mohara, Jun; Ogawa, Hiroomi; Igarashi, Takamichi; Motegi, Yoko

2018-01-23

A 69-year-old male had catheter-based ablation for atrial fibrillation. He was admitted with high fever and had neurological disorder; he was diagnosed with atrioesophageal fistula by CT scan. Intraoperative findings showed that the fistula existed adjacent to the left lower pulmonary vein with a vegetation. The esophageal fistula was repaired, and the left atrial fistula was closed. A nasogastric tube tip was placed in the esophagus for decompression and advanced into the stomach for nutritional support. After vomiting, the patient showed loss of consciousness and left hemiplegia. CT scan revealed a micro-air embolism to the brain. The nasogastric tube tip was pulled back into the esophagus. Gastrointestinal fiberscopy showed a pinhole at the fistula, and a percutaneous endoscopic gastrostomy was made. After conservative treatment, the esophageal fistula was closed and mediastinitis was improved. He was discharged with a little neurological deficit.

Neurovascular risks of sacral screws with bicortical purchase: an anatomical study.

PubMed

Ergur, Ipek; Akcali, Omer; Kiray, Amac; Kosay, Can; Tayefi, Hamid

2007-09-01

The aim of this cadaver study is to define the anatomic structures on anterior sacrum, which are under the risk of injury during bicortical screw application to the S1 and S2 pedicles. Thirty formaldehyde-preserved human male cadavers were studied. Posterior midline incision was performed, and soft tissues and muscles were dissected from the posterior part of the lumbosacral region. A 6 mm pedicle screw was inserted between the superior facet of S1 and the S1 foramen. The entry point of the S2 pedicle screw was located between S1 and S2 foramina. S1 and S2 screws were placed on both right and the left sides of all cadavers. Then, all cadavers were turned into supine position. All abdominal and pelvic organs were moved away and carefully observed for any injury. The tips of the sacral screws were marked and the relations with the anatomic structures were defined. The position of the sacral screws relative to the middle and lateral sacral arteries and veins, and the sacral sympathetic trunk were measured. There was no injury to the visceral organs. In four cases, S1 screw tip was in direct contact with middle sacral artery. In two cases, S1 screw tip was in direct contact with middle sacral vein. It was observed that the S1 screw tips were in close proximity to sacral sympathetic trunk on both right and the left sides. The tip of the S2 screw was in contact with middle sacral artery on the left side only in one case. It is found that the tip of the S2 screw was closely located with the middle sacral vein in two cases. The tip of the S2 pedicle screw was in contact with the sacral sympathetic trunk in eight cases on the right side and seven cases on the left side. Lateral sacral vein was also observed to be disturbed by the S1 and S2 screws. As a conclusion, anterior cortical penetration during sacral screw insertion carries a risk of neurovascular injury. The risk of sacral sympathetic trunk and minor vascular structures together with the major neurovascular structures and viscera should be kept in mind.

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

Wang, John Zhiqiang

A gas turbine has buckets rotatable about an axis, the buckets having angel wing seals. The seals have outer and inner surfaces, at least one of which, and preferably both, extend non-linearly between root radii and the tip of the seal body. The profiles are determined in a manner to minimize the weight of the seal bodies, while maintaining the stresses below predetermined maximum or allowable stresses.

Aerodynamic Characteristics of a Revised Target Drone Vehicle at Mach Numbers from 1.60 to 2.86

NASA Technical Reports Server (NTRS)

Blair, A. B., Jr.; Babb, C. Donald

1968-01-01

An investigation has been conducted in the Langley Unitary Plan wind tunnel to determine the aerodynamic characteristics of a revised target drone vehicle through a Mach number range from 1.60 to 2.86. The vehicle had canard surfaces and a swept clipped-delta wing with twin tip-mounted vertical tails.