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.

Nonlinear Aerodynamics and the Design of Wing Tips

NASA Technical Reports Server (NTRS)

Kroo, Ilan

1991-01-01

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

Analytical study of a free-wing/free-trimmer concept. [for gust alleviation and high lift

NASA Technical Reports Server (NTRS)

Porter, R. F.; Hall, D. W.; Brown, J. H., Jr.; Gregorek, G. M.

1978-01-01

The free-wing/free-trimmer is a NASA-Conceived extension of the free-wing concept intended to permit the use of high-lift flaps. Wing pitching moments are balanced by a smaller, external surface attached by a boom or equivalent structure. The external trimmer is, itself, a miniature free wing, and pitch control of the wing-trimmer assembly is effected through a trailing-edge control tab on the trimmer surface. The longitudinal behavior of representative small free-wing/free-trimmer aircraft was analyzed. Aft-mounted trimmer surfaces are found to be superior to forward trimmers, although the permissible trimmer moment arm is limited, in both cases, by adverse dynamic effects. Aft-trimmer configurations provide excellent gust alleviation and meet fundamental stick-fixed stability criteria while exceeding the lift capabilities of pure free-wing configurations.

75 FR 32398 - Taking of Marine Mammals Incidental to Specified Activities; U.S. Marine Corps Training Exercises...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-08

... include small arms, large arms, bombs, rockets, missiles, and pyrotechnics. All munitions used at BT-11... shapes include MK76, MK80 series, and BDU practice bombs ranging from 25 to 2,000 pounds in weight. There... training, fixed wing or rotary wing aircraft deliver bombs against surface maritime targets at BT-9 or BT...

A survey of active controls benefits to supersonic transports

NASA Technical Reports Server (NTRS)

Pratt, K. G.

1976-01-01

Results are drawn from studies of the impact of advanced technologies on the design of an arrow-wing configuration. Information presented includes estimated benefits, effects of combinations of active control concepts, and constraints. Emphasis is placed on characteristics that are uniquely related to a large airframe featuring a slender body with a fixed wing of low aspect ratio, high sweep, and small thickness ratio.

Recent developments in rotary-wing aerodynamic theory

NASA Technical Reports Server (NTRS)

Johnson, W.

1986-01-01

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

Advanced System Design Requirements for Large and Small Fixed-wing Aerial Application Systems for Agriculture

NASA Technical Reports Server (NTRS)

Hinely, J. T., Jr.; Boyles, R. Q., Jr.

1979-01-01

Several candidate aircraft configurations were defined over the range of 1000 to 10,000 pounds payload and evaluated over a broad spectrum of agricultural missions. From these studies, baseline design points were selected at 3200 pounds payload for the small aircraft and 7500 pounds for the large aircraft. The small baseline aircraft utilizes a single turboprop powerplant while the large aircraft utilizes two turboprop powerplants. These configurations were optimized for wing loading, aspect ratio, and power loading to provide the best mission economics in representative missions. Wing loading of 20 lb/sq ft was selected for the small aircraft and 25 lb/sq ft for the large aircraft. Aspect ratio of 8 was selected for both aircraft. It was found that a 10% reduction in engine power from the original configurations provided improved mission economics for both aircraft by reducing the cost of the turboprop. Refined configurations incorporate a 675 HP engine in the small aircraft and two 688 HP engines in the large aircraft.

Floquet stability analysis of the longitudinal dynamics of two hovering model insects

PubMed Central

Wu, Jiang Hao; Sun, Mao

2012-01-01

Because of the periodically varying aerodynamic and inertial forces of the flapping wings, a hovering or constant-speed flying insect is a cyclically forcing system, and, generally, the flight is not in a fixed-point equilibrium, but in a cyclic-motion equilibrium. Current stability theory of insect flight is based on the averaged model and treats the flight as a fixed-point equilibrium. In the present study, we treated the flight as a cyclic-motion equilibrium and used the Floquet theory to analyse the longitudinal stability of insect flight. Two hovering model insects were considered—a dronefly and a hawkmoth. The former had relatively high wingbeat frequency and small wing-mass to body-mass ratio, and hence very small amplitude of body oscillation; while the latter had relatively low wingbeat frequency and large wing-mass to body-mass ratio, and hence relatively large amplitude of body oscillation. For comparison, analysis using the averaged-model theory (fixed-point stability analysis) was also made. Results of both the cyclic-motion stability analysis and the fixed-point stability analysis were tested by numerical simulation using complete equations of motion coupled with the Navier–Stokes equations. The Floquet theory (cyclic-motion stability analysis) agreed well with the simulation for both the model dronefly and the model hawkmoth; but the averaged-model theory gave good results only for the dronefly. Thus, for an insect with relatively large body oscillation at wingbeat frequency, cyclic-motion stability analysis is required, and for their control analysis, the existing well-developed control theories for systems of fixed-point equilibrium are no longer applicable and new methods that take the cyclic variation of the flight dynamics into account are needed. PMID:22491980

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.

Cross Service Fixed-Wing Cost Estimation

DTIC Science & Technology

2016-05-17

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

Flight testing the fixed-wing configuration of the Rotor Systems Research Aircraft (RSRA)

NASA Technical Reports Server (NTRS)

Hall, G. W.; Morris, P. M.

1985-01-01

The Rotor Systems Research Aircraft (RSRA) is a unique research aircraft designed to flight test advanced helicopter rotor system. Its principal flight test configuration is as a compound helicopter. The fixed wing configuration of the RSRA was primarily considered an energy fly-home mode in the event it became necessary to sever an unstable rotor system in flight. While it had always been planned to flight test the fixed wing configuration, the selection of the RSRA as the flight test bed for the X-wing rotor accelerated this schedule. This paper discusses the build-up to, and the test of, the RSRA fixed wing configuration. It is written primarily from the test pilot's perspective.

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.

A Fixed-Wing Aircraft Simulation Tool for Improving the efficiency of DoD Acquisition

DTIC Science & Technology

2015-10-05

simulation tool , CREATETM-AV Helios [12-14], a high fidelity rotary wing vehicle simulation tool , and CREATETM-AV DaVinci [15-16], a conceptual through...05/2015 Oct 2008-Sep 2015 A Fixed-Wing Aircraft Simulation Tool for Improving the Efficiency of DoD Acquisition Scott A. Morton and David R...multi-disciplinary fixed-wing virtual aircraft simulation tool incorporating aerodynamics, structural dynamics, kinematics, and kinetics. Kestrel allows

Position Corrections for Airspeed and Flow Angle Measurements on Fixed-Wing Aircraft

NASA Technical Reports Server (NTRS)

Grauer, Jared A.

2017-01-01

This report addresses position corrections made to airspeed and aerodynamic flow angle measurements on fixed-wing aircraft. These corrections remove the effects of angular rates, which contribute to the measurements when the sensors are installed away from the aircraft center of mass. Simplified corrections, which are routinely used in practice and assume small flow angles and angular rates, are reviewed. The exact, nonlinear corrections are then derived. The simplified corrections are sufficient in most situations; however, accuracy diminishes for smaller aircraft that incur higher angular rates, and for flight at high air flow angles. This is demonstrated using both flight test data and a nonlinear flight dynamics simulation of a subscale transport aircraft in a variety of low-speed, subsonic flight conditions.

An analysis of the effects of aeroelasticity on static longitudinal stability and control of a swept-back-wing airplane

NASA Technical Reports Server (NTRS)

Skoog, Richard B

1951-01-01

A theoretical analysis of the effects of aeroelasticity on the stick-fixed static longitudinal stability and elevator angle required for balance of an airplane is presented together with calculated effects for a swept-wing bomber of relatively high flexibility. Although large changes in stability due to certain parameters are indicated for the example airplane, the over-all stability change after considering all parameters was quite small, compared to the individual effects, due to the counterbalancing of wing and tail contributions. The effect of flexibility on longitudinal control for the example airplane was found to be of little real importance.

CO2Explorer: Conducting Greenhouse-Gas Measurements of Landfills using a Small Fixed-wing UAV

NASA Astrophysics Data System (ADS)

Hollingsworth, Peter; Allen, Grant; Kabbabe, Khristopher; Pitt, Joseph

2017-04-01

Quantifying inventories of Greenhouse gas emissions, primarily Methane and Carbon Dioxide, from distributed sources such as a landfill has historically been undertaken using one of several ground based measurement techniques. These methods are either time and/or resource intensive. As a result regulatory agencies have started looking at the potential of using small-unmanned aircraft to supplement or supplant the current methods. The challenge of using a UAV to perform these tasks is the trade-off between accuracy, operational flexibility and operational productivity. This is driven by the state-of-the-art in measurement instruments, the operating environment at landfills and the regulatory/safety environment surrounding UAV operations. This work describes the development of the operational concept, and associated UAV measurement platform for the CO2Explorer. It looks at the scientific, engineering and possible policy trades and compares the use of small rotary and fixed-wing UAVs from both an operational and measurement perspective. This work also makes recommendations on system development and operation for users lacking in both systems engineering and operational experience.

Aerodynamic effects of flexibility in flapping wings.

PubMed

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

2010-03-06

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

Aerodynamic effects of flexibility in flapping wings

PubMed Central

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

2010-01-01

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

Sustainability: Land Management

DTIC Science & Technology

2012-05-24

8217. .’" , .. . . . . Aqula Harbour , , MCB Quantico Notification Area MMF Legend Flight Tracks - FixedW1ng - Rot;wy Wing TBS :::_-, FIXed Wing Alea ...Rot;wy Wing Alea TBS Rotary Wing /Vea lmpuln Noise Buffer SMile APZ~l Range Safety Zone C Range Safety Zone A IZ2Zl Corr4losile Su1ace

Stopped-Rotor Cyclocopter for Venus Exploration

NASA Technical Reports Server (NTRS)

Husseyin, Sema; Warmbrodt, William G.

2016-01-01

The cyclocopter system can use two or more rotating blades to create lift, propulsion and control. This system is explored for its use in a mission to Venus. Cyclocopters are not limited to speed and altitude and can provide 360 degrees of vector thrusting which is favorable for good maneuverability. The novel aspect of this study is that no other cyclocopter configuration has been previously proposed for Venus or any (terrestrial or otherwise) exploration application where the cyclocopters rotating blades are stopped, and act as fixed wings. The design considerations for this unique planetary aerial vehicle are discussed in terms of implementing the use of a cyclorotor blade system combined with a fixed wing and stopped rotor mechanism. This proposed concept avoids many of the disadvantages of conventional-rotor stopped-rotor concepts and accounts for the high temperature, pressure and atmospheric density present on Venus while carrying out the mission objectives. The fundamental goal is to find an ideal design that implements the combined use of cyclorotors and fixed wing surfaces. These design concepts will be analyzed with the computational fluid dynamics tool RotCFD for aerodynamic assessment. Aspects of the vehicle design is 3D printed and tested in a small water tunnel or wind tunnel.

Songbird - AN Innovative Uas Combining the Advantages of Fixed Wing and Multi Rotor Uas

NASA Astrophysics Data System (ADS)

Thamm, F.-P.; Brieger, N.; Neitzke, K.-P.; Meyer, M.; Jansen, R.; Mönninghof, M.

2015-08-01

This paper describes a family of innovative fixed wing UAS with can vertical take off and land - the SONGBIRD family. With nominal payloads starting from 0.5 kg they can take off and land safely like a multi-rotor UAV, removing the need for an airstrip for the critical phases of operation. A specially designed flight controller allows stable flight at every point of the transition phase between VTOL and fixed wing mode. Because of this smooth process with a all time stable flight, very expensive payload like hyperspectral sensors or advanced optical cameras can be used. Due to their design all airplanes of the SONGBIRD family have excellent horizontal flight properties, a maximum speed of over 110 km/h, good gliding properties and long flight times of up to 1 h. Missions were flown in wind speeds up to 18 m/s. At every time of the flight it is possible to interrupt the mission and hover over a point of interest for detail investigations. The complete flight, including take-off and landing can be performed by autopilot. Designed for daily use in professional environments, SONGBIRDs are built out of glass-fibre and carbon composites for a long service life. For safe operations comprehensive security features are implemented, for example redundant flight controllers and sensors, advanced power management system and mature fail safe procedures. The aircraft can be dismantled into small parts for transportation. SONGBIRDS are available for different pay loads, from 500 g to 2 kg. The SONGBIRD family are interesting tools combining the advantages of multi-copter and fixed wing UAS.

Unmanned aircraft system-derived crop height and normalized difference vegetation index metrics for sorghum yield and aphid stress assessment

USDA-ARS?s Scientific Manuscript database

A small, fixed-wing UAS was used to survey a replicated small plot field experiment designed to estimate sorghum damage caused by an invasive aphid. Plant stress varied among 40 plots through manipulation of aphid densities. Equipped with a consumer-grade near-infrared camera, the UAS was flown on...

On the possibility (or lack thereof) of agreement between experiment and computation of flows over wings at moderate Reynolds number.

PubMed

Tank, J; Smith, L; Spedding, G R

2017-02-06

The flight of many birds and bats, and their robotic counterparts, occurs over a range of chord-based Reynolds numbers from 1 × 10 4 to 1.5 × 10 5 . It is precisely over this range where the aerodynamics of simple, rigid, fixed wings becomes extraordinarily sensitive to small changes in geometry and the environment, with two sets of consequences. The first is that practical lifting devices at this scale will likely not be simple, rigid, fixed wings. The second is that it becomes non-trivial to make baseline comparisons for experiment and computation, when either one can be wrong. Here we examine one ostensibly simple case of the NACA 0012 aerofoil and make careful comparison between the technical literature, and new experiments and computations. The agreement (or lack thereof) will establish one or more baseline results and some sensitivities around them. The idea is that the diagnostic procedures will help to guide comparisons and predictions in subsequent more complex cases.

On the possibility (or lack thereof) of agreement between experiment and computation of flows over wings at moderate Reynolds number

PubMed Central

Tank, J.; Smith, L.

2017-01-01

The flight of many birds and bats, and their robotic counterparts, occurs over a range of chord-based Reynolds numbers from 1 × 104 to 1.5 × 105. It is precisely over this range where the aerodynamics of simple, rigid, fixed wings becomes extraordinarily sensitive to small changes in geometry and the environment, with two sets of consequences. The first is that practical lifting devices at this scale will likely not be simple, rigid, fixed wings. The second is that it becomes non-trivial to make baseline comparisons for experiment and computation, when either one can be wrong. Here we examine one ostensibly simple case of the NACA 0012 aerofoil and make careful comparison between the technical literature, and new experiments and computations. The agreement (or lack thereof) will establish one or more baseline results and some sensitivities around them. The idea is that the diagnostic procedures will help to guide comparisons and predictions in subsequent more complex cases. PMID:28163869

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

PubMed

Burgers, Phillip; Alexander, David E

2012-01-01

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

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

PubMed Central

Burgers, Phillip; Alexander, David E.

2012-01-01

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

75 FR 20481 - Takes of Marine Mammals Incidental to Specified Activities; Taking Marine Mammals Incidental to...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-04-19

...; Aerial reconnaissance--provided by specially deployed fixed wing or rotary wing aircraft for confirmation... helicopter activity and little response to fixed-wing aircraft was observed. Most reactions occurred when the...

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.

All-theoretical prediction of cabin noise due to impingement of propeller vortices on a wing structure

NASA Technical Reports Server (NTRS)

Martinez, R.; Cole, J. E., III; Martini, K.; Westagard, A.

1987-01-01

Reported calculations of structure-borne cabin noise for a small twin engine aircraft powered by tractor propellers rely on the following three-stage methodological breakup of the problem: (1) the unsteady-aerodynamic prediction of wing lift harmonics caused by the whipping action of the vortex system trailed from each propeller; (2) the associated wing/fuselage structural response; (3) the cabin noise field for the computed wall vibration. The first part--the estimate of airloads--skirts a full-fledged aeroelastic situation by assuming the wing to be fixed in space while cancelling the downwash field of the cutting vortices. The model is based on an approximate high-frequency lifting-surface theory justified by the blade rate and flight Mach number of application. Its results drive a finite-element representation of the wing accounting for upper and lower skin surfaces, spars, ribs, and the presence of fuel. The fuselage, modeled as a frame-stiffened cylindrical shell, is bolted to the wing.

A Fixed-Wing Micro Air Vehicle with Hovering Capability

DTIC Science & Technology

2010-12-01

AFRL-AFOSR-UK-TR-2010-0001 A Fixed-Wing Micro Air Vehicle with Hovering Capability Jean-Marc Moschetta SUPAERO Dept of...06 July 2010 Air Force Research Laboratory Air Force Office of Scientific Research European Office of Aerospace Research and...To) 06 July 2007 - 06 July 2010 4. TITLE AND SUBTITLE A Fixed-Wing Micro Air Vehicle with Hovering Capability 5a. CONTRACT NUMBER FA8655-07

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

PubMed

Tobalske; Peacock; Dial

1999-07-01

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

Guidance and Control of a Small Unmanned Aerial Vehicle and Autonomous Flight Experiments

NASA Astrophysics Data System (ADS)

Fujinaga, Jin; Tokutake, Hiroshi; Sunada, Shigeru

This paper describes the development of a fixed-wing small-size UAV and the design of its flight controllers. The developed UAV’s wing span is 0.6m, and gross weight is 0.27kg. In order to ensure robust performances of the longitudinal and lateral-directional motions of the UAV, flight controllers are designed for these motions with μ-synthesis. Numerical simulations show that the designed controllers attain good robust stabilities and performances, and have good tracking performance for command. After an order-reduction and discretization, the designed flight controllers were implemented in the UAV. A flight test was performed, and the ability of the UAV to fly autonomously, passing over waypoints, was demonstrated.

A comparison of multicopter and fixed-wing unmanned aerial systems (UAS) applied to mapping debris flows in small alpine catchments

NASA Astrophysics Data System (ADS)

Sotier, Bernadette; Lechner, Veronika

2016-04-01

The use of unmanned aerial systems (UAS) for documenting natural hazard events (e.g. debris flows) is becoming increasingly popular, as UAS allow on-demand, flexible and cost-efficient data acquisition. In this paper, we present the results of a comparison of multicopter and fixed-wing UAS. They were employed in the summer of 2015 to map two small alpine catchments located in Western Austria, where debris flows had occurred recently: The first event took place in the Seigesbach (Tyrol), the second occurred in the Plojergraben (Salzburg). For the Seigesbach mission, a fixed-wing UAS (Multiplex Mentor), equipped with a Sony NEX5 (50 mm prime lens, 14 MP sensor resolution) was employed to acquire approximately 4,000 images. In the Plojergraben an AustroDrones X18 octocopter was used, carrying a Sony ILCE-7R (35 mm prime lens, 36 MP sensor resolution) to record 1,700 images. Both sites had a size of approximately 2km². 20 ground control points (GCP) were distributed within both catchments, and their location was measured (Trimble GeoXT, expected accuracy 0.15 m). Using standard structure-from-motion photogrammetry software (AgiSoft PhotoScan Pro, v. 1.1.6), orthophotos (5 cm ground sampling distance - GSD) and digital surface models (DSM) (20 cm GSD) were calculated. Volume differences caused by the debris flow (i.e. deposition heights and erosion depths) computed by subtracting post-event from pre-event DSMs. Even though the terrain conditions in the two catchments were comparable, the challenges during the field campaign and the evaluation of the aerial images were very different. The main difference between the two campaigns was the number of flights required to cover the catchment: only four were needed by the fixed-wing UAS, while the multicopter required eleven in the Plojergraben. The fixed-wing UAS is specially designed for missions in hardly accessible regions, requiring only two people to carry the whole equipment, while in this case a car was needed for the multicopter deployment. This plays an important role especially for the monitoring of events, where the access roads were destroyed or non-existent. On the other hand, the fixed-wing UAS requires more space for starting and landing. Both campaigns were performed over a full day therefore the lighting conditions changed from flight to flight, affecting the quality of the recorded images. Although the Sony ILCE-7R offers much higher images quality and higher sensor resolution, the results of image processing of Seigesbach and Plojergraben are comparable in terms of processing time, GSD and accuracy for this application. One important difference between the campaigns is for example, that in the Plojergraben, the torrent is partly hidden by bank-side trees and many trees are lying in the riverbed, which causes large errors in calculated volumes. From our experience, external conditions like lighting, visibility and accessibility are determining factors for getting high-quality results in alpine environments, and good results are possible with low-cost equipment. Notwithstanding the operational constraints, the choice of the platform therefore is of secondary importance for debris flow volume mapping.

Theoretical-Numerical Study of Feasibility of Use of Winglets on Low Aspect Ration Wings at Subsonic and Transonic Mach Numbers to Reduce Drag

NASA Technical Reports Server (NTRS)

Kuhlman, John M.; Liaw, Paul; Cerney, Michael J.

1988-01-01

A numerical design study was conducted to assess the drag reduction potential of winglets installed on a series of low aspect ratio wings at a design point of M=0.8, C sub L=0.3. Wing-winglet and wing-alone design geometries were obtained for wings of aspect ratios between 1.75 and 2.67, having leading edge sweep angles between 45 and 60 deg. Winglet length was fixed at 15% of wing semispan. To assess the relative performance between wing-winglet and wing-alone configurations, the PPW nonlinear extended small disturbance potential flow code was utilized. This model has proven to yield plausible transonic flow field simulations for the series of low aspect ratio configurations selected. Predicted decreases in pressure drag coefficient for the wing-winglet configurations relative to the corresponding wing-alone planform are about 15% at the design point. Predicted decreases in wing-winglet total drag coefficient are about 12%, relative to the corresponding wing-alone design. Longer winglets (25% of the wing semispan) yielded decreases in the pressure drag of up to 22% and total drag of up to 16.4%. These predicted drag coefficient reductions are comparable to reductions already demonstrated by actual winglet designs installed on higher aspect ratio transport type aircraft.

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

PubMed

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

2015-05-08

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

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

PubMed Central

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

2015-01-01

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

78 FR 42323 - Pilot Certification and Qualification Requirements for Air Carrier Operations

Federal Register 2010, 2011, 2012, 2013, 2014

2013-07-15

... sufficient. \\4\\ In addition, military PIC time (up to 500 hours) in a multiengine turbine-powered, fixed-wing... aerodynamic stall (insufficient airflow over the wings). The flightcrew's response to the stall warning system.... Military PIC time in a multiengine turbine-powered, fixed-wing airplane in an operation requiring more than...

An aerodynamic assessment of various supersonic fighter airplanes based on Soviet design concepts

NASA Technical Reports Server (NTRS)

Spearman, M. L.

1983-01-01

The aerodynamic, stability, and control characteristics of several supersonic fighter airplane concepts were assessed. The configurations include fixed-wing airplanes having delta wings, swept wings, and trapezoidal wings, and variable wing-sweep airplanes. Each concept employs aft tail controls. The concepts vary from lightweight, single engine, air superiority, point interceptor, or ground attack types to larger twin-engine interceptor and reconnaissance designs. Results indicate that careful application of the transonic or supersonic area rule can provide nearly optimum shaping for minimum drag for a specified Mach number requirement. Through the proper location of components and the exploitation of interference flow fields, the concepts provide linear pitching moment characteristics, high control effectiveness, and reasonably small variations in aerodynamic center location with a resulting high potential for maneuvering capability. By careful attention to component shaping and location and through the exploitation of local flow fields, favorable roll-to-yaw ratios may result and a high degree of directional stability can be achieved.

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

NASA Astrophysics Data System (ADS)

Bunget, Gheorghe; Seelecke, Stefan

2010-04-01

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

Comparison and assessment of aerial and ground estimates of waterbird colonies

USGS Publications Warehouse

Green, M.C.; Luent, M.C.; Michot, T.C.; Jeske, C.W.; Leberg, P.L.

2008-01-01

Aerial surveys are often used to quantify sizes of waterbird colonies; however, these surveys would benefit from a better understanding of associated biases. We compared estimates of breeding pairs of waterbirds, in colonies across southern Louisiana, USA, made from the ground, fixed-wing aircraft, and a helicopter. We used a marked-subsample method for ground-counting colonies to obtain estimates of error and visibility bias. We made comparisons over 2 sampling periods: 1) surveys conducted on the same colonies using all 3 methods during 3-11 May 2005 and 2) an expanded fixed-wing and ground-survey comparison conducted over 4 periods (May and Jun, 2004-2005). Estimates from fixed-wing aircraft were approximately 65% higher than those from ground counts for overall estimated number of breeding pairs and for both dark and white-plumaged species. The coefficient of determination between estimates based on ground and fixed-wing aircraft was ???0.40 for most species, and based on the assumption that estimates from the ground were closer to the true count, fixed-wing aerial surveys appeared to overestimate numbers of nesting birds of some species; this bias often increased with the size of the colony. Unlike estimates from fixed-wing aircraft, numbers of nesting pairs made from ground and helicopter surveys were very similar for all species we observed. Ground counts by one observer resulted in underestimated number of breeding pairs by 20% on average. The marked-subsample method provided an estimate of the number of missed nests as well as an estimate of precision. These estimates represent a major advantage of marked-subsample ground counts over aerial methods; however, ground counts are difficult in large or remote colonies. Helicopter surveys and ground counts provide less biased, more precise estimates of breeding pairs than do surveys made from fixed-wing aircraft. We recommend managers employ ground counts using double observers for surveying waterbird colonies when feasible. Fixed-wing aerial surveys may be suitable to determine colony activity and composition of common waterbird species. The most appropriate combination of survey approaches will be based on the need for precise and unbiased estimates, balanced with financial and logistical constraints.

Advanced General Aviation Turbine Engine (GATE) study

NASA Technical Reports Server (NTRS)

Smith, R.; Benstein, E. H.

1979-01-01

The small engine technology requirements suitable for general aviation service in the 1987 to 1988 time frame were defined. The market analysis showed potential United States engines sales of 31,500 per year providing that the turbine engine sales price approaches current reciprocating engine prices. An optimum engine design was prepared for four categories of fixed wing aircraft and for rotary wing applications. A common core approach was derived from the optimum engines that maximizes engine commonality over the power spectrum with a projected price competitive with reciprocating piston engines. The advanced technology features reduced engine cost, approximately 50 percent compared with current technology.

Approaching morphing wing concepts on the basis of micro aerial vehicles

NASA Astrophysics Data System (ADS)

Boller, C.; Kuo, C.-M.; Qin, N.

2007-04-01

Morphing wings have been discussed since the early days of smart structures. Concepts and demonstrations started mainly in the context of real existing fixed wing aircraft. The complexity of existing aircraft and the limitations in terms of energy required and thus resulting cost made morphing wings mainly impossible to be successfully integrated into existing aircraft designs. Going however to smaller scaled aircraft where designs are less or possibly even not defined at all makes demonstration of morphing wings much more feasible. This paper will therefore discuss some morphing wing issues for micro aerial vehicle (MAV) designs where an MAV is considered to be an air vehicle of around 30 to 50 cm in span and a weight of less than 250 grams. At first the aerodynamics in terms of different wing shapes for such a small type of aircraft will be discussed followed by a design procedure on how to successfully design and analyse a morphing wing MAV. A more detailed description will then be given with regard to adaptively changing a wing's thickness where the actuation principles applied will be outlined in terms of conventional mechanical as well as smart structural solutions. Experimental results achieved in real flight tests will be described and discussed.

Air Force Fixed-Wing Rescue: A Multifaceted Approach for Full-Spectrum Personnel Recovery

DTIC Science & Technology

2011-01-01

to the author, e-mail, 29 June 2011. The cost per flying hour is in fiscal year 2011 constant dollars. 11. Ibid.; and Lt Col Brian Pitcher ...personnel could provide maintenance support for one or several small aircraft. This assumes fully trained and licensed air- frame and power- plant mechanics

Developments and Validations of Fully Coupled CFD and Practical Vortex Transport Method for High-Fidelity Wake Modeling in Fixed and Rotary Wing Applications

NASA Technical Reports Server (NTRS)

Anusonti-Inthra, Phuriwat

2010-01-01

A novel Computational Fluid Dynamics (CFD) coupling framework using a conventional Reynolds-Averaged Navier-Stokes (BANS) solver to resolve the near-body flow field and a Particle-based Vorticity Transport Method (PVTM) to predict the evolution of the far field wake is developed, refined, and evaluated for fixed and rotary wing cases. For the rotary wing case, the RANS/PVTM modules are loosely coupled to a Computational Structural Dynamics (CSD) module that provides blade motion and vehicle trim information. The PVTM module is refined by the addition of vortex diffusion, stretching, and reorientation models as well as an efficient memory model. Results from the coupled framework are compared with several experimental data sets (a fixed-wing wind tunnel test and a rotary-wing hover test).

Helicopter simulation: An aircrew training and qualification perspective

NASA Technical Reports Server (NTRS)

Birnbach, Richard A.; Longridge, Thomas M.

1992-01-01

This paper reviews some of the unique considerations that distinguish the commercial rotary wing domain from its fixed-wing counterpart. These considerations should give the FAA cause to proceed cautiously in drawing upon its fixed-wing experience. One major point to consider is the following: device qualification should be accomplished in a context of an overall training and qualification system. This approach would take as its starting point a detailed analysis of rotary-wing missions and tasks from which proficiency objectives can be systematically developed.

Supporting Remote Sensing Research with Small Unmanned Aerial Systems

NASA Astrophysics Data System (ADS)

Anderson, R. C.; Shanks, P. C.; Kritis, L. A.; Trani, M. G.

2014-11-01

We describe several remote sensing research projects supported with small Unmanned Aerial Systems (sUAS) operated by the NGA Basic and Applied Research Office. These sUAS collections provide data supporting Small Business Innovative Research (SBIR), NGA University Research Initiative (NURI), and Cooperative Research And Development Agreements (CRADA) efforts in addition to inhouse research. Some preliminary results related to 3D electro-optical point clouds are presented, and some research goals discussed. Additional details related to the autonomous operational mode of both our multi-rotor and fixed wing small Unmanned Aerial System (sUAS) platforms are presented.

Army Tactical Missile System and Fixed-Wing Aircraft Capabilities in the Joint Time-Sensitive Targeting Process

DTIC Science & Technology

2006-01-01

Air Force recently introduced the guided bomb unit ( GBU )- 39 small diameter bomb (SDB). This 250-pound class bomb is accurate and minimizes CD compared...munitions dispenser. The Navy has procured the AGM-154C, which carries a 500-pound unitary warhead. The Air Force expects to field the GBU - 39 SDB in

On parallel hybrid-electric propulsion system for unmanned aerial vehicles

NASA Astrophysics Data System (ADS)

Hung, J. Y.; Gonzalez, L. F.

2012-05-01

This paper presents a review of existing and current developments and the analysis of Hybrid-Electric Propulsion Systems (HEPS) for small fixed-wing Unmanned Aerial Vehicles (UAVs). Efficient energy utilisation on an UAV is essential to its functioning, often to achieve the operational goals of range, endurance and other specific mission requirements. Due to the limitations of the space available and the mass budget on the UAV, it is often a delicate balance between the onboard energy available (i.e. fuel) and achieving the operational goals. One technology with potential in this area is with the use of HEPS. In this paper, information on the state-of-art technology in this field of research is provided. A description and simulation of a parallel HEPS for a small fixed-wing UAV by incorporating an Ideal Operating Line (IOL) control strategy is described. Simulation models of the components in a HEPS were designed in the MATLAB Simulink environment. An IOL analysis of an UAV piston engine was used to determine the most efficient points of operation for this engine. The results show that an UAV equipped with this HEPS configuration is capable of achieving a fuel saving of 6.5%, compared to the engine-only configuration.

Electromagnetic Interference in Implantable Defibrillators in Single-Engine Fixed-Wing Aircraft.

PubMed

de Rotte, Alexandra A J; van der Kemp, Peter; Mundy, Peter A; Rienks, Rienk; de Rotte, August A

2017-01-01

Little is known about the possible electromagnetic interferences (EMI) in the single-engine fixed-wing aircraft environment with implantable cardio-defibrillators (ICDs). Our hypothesis is that EMI in the cockpit of a single-engine fixed-wing aircraft does not result in erroneous detection of arrhythmias and the subsequent delivery of an inappropriate device therapy. ICD devices of four different manufacturers, incorporated in a thorax phantom, were transported in a Piper Dakota Aircraft with ICAO type designator P28B during several flights. The devices under test were programmed to the most sensitive settings for detection of electromagnetic signals from their environment. After the final flight the devices under test were interrogated with the dedicated programmers in order to analyze the number of tachycardias detected. Cumulative registration time of the devices under test was 11,392 min, with a mean of 2848 min per device. The registration from each one of the devices did not show any detectable "tachycardia" or subsequent inappropriate device therapy. This indicates that no external signals, which could be originating from electromagnetic fields from the aircraft's avionics, were detected by the devices under test. During transport in the cockpit of a single-engine fixed-wing aircraft, the tested ICDs did not show any signs of being affected by electromagnetic fields originating from the avionics of the aircraft. This current study indicates that EMI is not a potential safety issue for transportation of passengers with an ICD implanted in a single-engine fixed-wing aircraft.de Rotte AAJ, van der Kemp P, Mundy PA, Rienks R, de Rotte AA. Electromagnetic interference in implantable defibrillators in single-engine fixed-wing aircraft. Aerosp Med Hum Perform. 2017; 88(1):52-55.

Application of Low-Cost Fixed-Wing UAV for Inland Lakes Shoreline Investigation

NASA Astrophysics Data System (ADS)

Templin, Tomasz; Popielarczyk, Dariusz; Kosecki, Rafał

2017-10-01

One of the most important factors that influences the performance of geomorphologic parameters on urban lakes is the water level. It fluctuates periodically, causing shoreline changes. It is especially significant for typical environmental studies like bathymetric surveys, morphometric parameters calculation, sediment depth changes, thermal structure, water quality monitoring, etc. In most reservoirs, it can be obtained from digitized historical maps or plans or directly measured using the instruments such as: geodetic total station, GNSS receivers, UAV with different sensors, satellite and aerial photos, terrestrial and airborne light detection and ranging, or others. Today one of the most popular measuring platforms, increasingly applied in many applications is UAV. Unmanned aerial system can be a cheap, easy to use, on-demand technology for gathering remote sensing data. Our study presents a reliable methodology for shallow lake shoreline investigation with the use of a low-cost fixed-wing UAV system. The research was implemented on a small, eutrophic urban inland reservoir located in the northern part of Poland—Lake Suskie. The geodetic TS, and RTK/GNSS measurements, hydroacoustic soundings and experimental aerial mapping were conducted by the authors in 2012-2015. The article specifically describes the UAV system used for experimental measurements, the obtained results and the accuracy analysis. Final conclusions demonstrate that even a low-cost fixed-wing UAV can provide an excellent tool for accurately surveying a shallow lake shoreline and generate valuable geoinformation data collected definitely faster than when traditional geodetic methods are employed.

Transonic shock-induced dynamics of a flexible wing with a thick circular-arc airfoil

NASA Technical Reports Server (NTRS)

Bennett, Robert M.; Dansberry, Bryan E.; Farmer, Moses G.; Eckstrom, Clinton V.; Seidel, David A.; Rivera, Jose A., Jr.

1991-01-01

Transonic shock boundary layer oscillations occur on rigid models over a small range of Mach numbers on thick circular-arc airfoils. Extensive tests and analyses of this phenomena have been made in the past but essentially all of them were for rigid models. A simple flexible wing model with an 18 pct. circular arc airfoil was constructed and tested in the Langley Transonic Dynamics Tunnel to study the dynamic characteristics that a wing might have under these circumstances. In the region of shock boundary layer oscillations, buffeting of the first bending mode was obtained. This mode was well separated in frequency from the shock boundary layer oscillations. A limit cycle oscillation was also measured in a third bending like mode, involving wind vertical bending and splitter plate motion, which was in the frequency range of the shock boundary layer oscillations. Several model configurations were tested, and a few potential fixes were investigated.

Inviscid Analysis of Extended Formation Flight

NASA Technical Reports Server (NTRS)

Kless, James; Aftosmis, Michael J.; Ning, Simeon Andrew; Nemec, Marian

2012-01-01

Flying airplanes in extended formations, with separation distances of tens of wingspans, significantly improves safety while maintaining most of the fuel savings achieved in close formations. The present study investigates the impact of roll trim and compressibility at fixed lift coefficient on the benefits of extended formation flight. An Euler solver with adjoint-based mesh refinement combined with a wake propagation model is used to analyze a two-body echelon formation at a separation distance of 30 spans. Two geometries are examined: a simple wing and a wing-body geometry. Energy savings, quantified by both formation drag fraction and span efficiency factor, are investigated at subsonic and transonic speeds for a matrix of vortex locations. The results show that at fixed lift and trimmed for roll, the optimal location of vortex impingement is about 10% inboard of the trailing airplane s wing-tip. Interestingly, early results show the variation in drag fraction reduction is small in the neighborhood of the optimal position. Over 90% of energy benefits can be obtained with a 5% variation in transverse and 10% variation in crossflow directions. Early results suggest control surface deflections required to achieve trim reduce the benefits of formation flight by 3-5% at subsonic speeds. The final paper will include transonic effects and trim on extended formation flight drag benefits.

Applications of structural optimization methods to fixed-wing aircraft and spacecraft in the 1980s

NASA Technical Reports Server (NTRS)

Miura, Hirokazu; Neill, Douglas J.

1992-01-01

This report is the summary of a technical survey on the applications of structural optimization in the U.S. aerospace industry through the 1980s. Since applications to rotary wing aircraft will be covered by other literature, applications to fixed-wing aircraft and spacecraft were considered. It became clear that very significant progress has been made during this decade, indicating this technology is about to become one of the practical tools in computer aided structural design.

NASA Fixed Wing Project Propulsion Research and Technology Development Activities to Reduce Thrust Specific Energy Consumption

NASA Technical Reports Server (NTRS)

Hathaway, Michael D.; Rosario, Ruben Del; Madavan, Nateri K.

2013-01-01

This paper presents an overview of the propulsion research and technology portfolio of NASA Fundamental Aeronautics Program Fixed Wing Project. The research is aimed at significantly reducing the thrust specific fuel/energy consumption of notional advanced fixed wing aircraft (by 60 percent relative to a baseline Boeing 737-800 aircraft with CFM56-7B engines) in the 2030 to 2035 time frame. The research investments described herein are aimed at improving propulsive efficiency through higher bypass ratio fans, improving thermal efficiency through compact high overall pressure ratio gas generators, and exploring the potential benefits of boundary layer ingestion propulsion and hybrid gas-electric propulsion concepts.

NASA Fixed Wing Project Propulsion Research and Technology Development Activities to Reduce Thrust Specific Energy Consumption

NASA Technical Reports Server (NTRS)

Hathaway, Michael D.; DelRasario, Ruben; Madavan, Nateri K.

2013-01-01

This paper presents an overview of the propulsion research and technology portfolio of NASA Fundamental Aeronautics Program Fixed Wing Project. The research is aimed at significantly reducing the thrust specific fuel/energy consumption of notional advanced fixed wing aircraft (by 60 % relative to a baseline Boeing 737-800 aircraft with CFM56-7B engines) in the 2030-2035 time frame. The research investments described herein are aimed at improving propulsive efficiency through higher bypass ratio fans, improving thermal efficiency through compact high overall pressure ratio gas generators, and exploring the potential benefits of boundary layer ingestion propulsion and hybrid gas-electric propulsion concepts.

Ongoing Fixed Wing Research within the NASA Langley Aeroelasticity Branch

NASA Technical Reports Server (NTRS)

Bartels, Robert; Chwalowski, Pawel; Funk, Christie; Heeg, Jennifer; Hur, Jiyoung; Sanetrik, Mark; Scott, Robert; Silva, Walter; Stanford, Bret; Wiseman, Carol

2015-01-01

The NASA Langley Aeroelasticity Branch is involved in a number of research programs related to fixed wing aeroelasticity and aeroservoelasticity. These ongoing efforts are summarized here, and include aeroelastic tailoring of subsonic transport wing structures, experimental and numerical assessment of truss-braced wing flutter and limit cycle oscillations, and numerical modeling of high speed civil transport configurations. Efforts devoted to verification, validation, and uncertainty quantification of aeroelastic physics in a workshop setting are also discussed. The feasibility of certain future civil transport configurations will depend on the ability to understand and control complex aeroelastic phenomena, a goal that the Aeroelasticity Branch is well-positioned to contribute through these programs.

Stability and Control Properties of an Aeroelastic Fixed Wing Micro Aerial Vehicle

NASA Technical Reports Server (NTRS)

Waszak, Martin R.; Jenkins, Luther N.; Ifju, Peter

2001-01-01

Micro aerial vehicles have been the subject of considerable interest and development over the last several years. The majority of current vehicle concepts rely on rigid fixed wings or rotors. An alternate design based on an aeroelastic membrane wing concept has also been developed that has exhibited desired characteristics in flight test demonstrations and competition. This paper presents results from a wind tunnel investigation that sought to quantify stability and control properties for a family of vehicles using the aeroelastic design. The results indicate that the membrane wing does exhibit potential benefits that could be exploited to enhance the design of future flight vehicles.

Comparative Analysis of Uninhibited and Constrained Avian Wing Aerodynamics

NASA Astrophysics Data System (ADS)

Cox, Jordan A.

The flight of birds has intrigued and motivated man for many years. Bird flight served as the primary inspiration of flying machines developed by Leonardo Da Vinci, Otto Lilienthal, and even the Wright brothers. Avian flight has once again drawn the attention of the scientific community as unmanned aerial vehicles (UAV) are not only becoming more popular, but smaller. Birds are once again influencing the designs of aircraft. Small UAVs operating within flight conditions and low Reynolds numbers common to birds are not yet capable of the high levels of control and agility that birds display with ease. Many researchers believe the potential to improve small UAV performance can be obtained by applying features common to birds such as feathers and flapping flight to small UAVs. Although the effects of feathers on a wing have received some attention, the effects of localized transient feather motion and surface geometry on the flight performance of a wing have been largely overlooked. In this research, the effects of freely moving feathers on a preserved red tailed hawk wing were studied. A series of experiments were conducted to measure the aerodynamic forces on a hawk wing with varying levels of feather movement permitted. Angle of attack and air speed were varied within the natural flight envelope of the hawk. Subsequent identical tests were performed with the feather motion constrained through the use of externally-applied surface treatments. Additional tests involved the study of an absolutely fixed geometry mold-and-cast wing model of the original bird wing. Final tests were also performed after applying surface coatings to the cast wing. High speed videos taken during tests revealed the extent of the feather movement between wing models. Images of the microscopic surface structure of each wing model were analyzed to establish variations in surface geometry between models. Recorded aerodynamic forces were then compared to the known feather motion and surface geometry to correlate the performance to these two features. The results of this study revealed that the performance of the bird wing was directly affected by feather motion. It was also found that the motion of covert and secondary covert feathers had the greatest influence on the performance. Increased coefficients of lift and drag were found when higher frequencies of these feathers were observed. Noticeable reductions in the coefficient of drag were found to be associated with micron level variations in the depth of surface features on the wing.

Engine-Airframe Integration for Rotorcraft.

DTIC Science & Technology

1986-05-01

detailed technical literature. Initial attempts were to apply this existing fixed-wing data ; but, in general, only small selective areas were applicable...tabulated loss coefficients for a great variety of geometries; two excellent ones are the SAE Manual and GE Data books (References 2 and 3). The loss...pressure drop due to friction is somewhat more complicated because friction factor data given in the literature applies to fully developed duct flow

[Classification and Treatment of Sacroiliac Joint Dislocation].

PubMed

Tan, Zhen; Huang, Zhong; Li, Liang; Meng, Wei-Kun; Liu, Lei; Zhang, Hui; Wang, Guang-Lin; Huang, Fu-Guo

2017-09-01

To develop a renewed classification and treatment regimen for sacroiliac joint dislocation. According to the direction of dislocation of sacroiliac joint,combined iliac,sacral fractures,and fracture morphology,sacroiliac joint dislocation was classified into 4 types. Type Ⅰ (sacroiliac anterior dislocation): main fracture fragments of posterior iliac wing dislocated in front of sacroiliac joint. Type Ⅱ (sacroiliac posterior dislocation): main fracture fragments of posterior iliac wing dislocated in posterior of sacroiliac joint. Type Ⅲ (Crescent fracturedislocation of the sacroiliac joint): upward dislocation of posterior iliac wing with oblique fracture through posterior iliac wing. Type ⅢA: a large crescent fragment and dislocation comprises no more than onethird of sacroiliac joint,which is typically inferior. Type ⅢB: intermediatesize crescent fragment and dislocation comprises between one and twothirds of joint. Type ⅢC: a small crescent fragment where dislocation comprises most,but not the entire joint. Different treatment regimens were selected for different types of fractures. Treatment for type Ⅰ sacroiliac joint dislocation: anterior iliac fossa approach pry stripping reset; sacroiliac joint fixed with sacroiliac screw through percutaneous. Treatment for type Ⅱ sacroiliac joint dislocation: posterior sacroiliac joint posterior approach; sacroiliac joint fixed with sacroiliac screw under computer guidance. Treatment for type ⅢA and ⅢB sacroiliac joint dislocation: posterior sacroiliac joint approach; sacroiliac joint fixed with reconstruction plate. Treatment for type ⅢC sacroiliac joint dislocation: sacroiliac joint closed reduction; sacroiliac joint fixed with sacroiliac screw through percutaneous. Treatment for type Ⅳ sacroiliac joint dislocation: posterior approach; sacroiliac joint fixed with spinal pelvic fixation. Results of 24 to 72 months patient follow-up (mean 34.5 months): 100% survival,100% wound healing,and 100% fracture healing. Two cases were identified as type Ⅰ sacroiliac joint dislocation,including one with coexistence of nerve injury. Patients recovered completely 12 months after surgery. Eight cases were identified as type Ⅱ sacroiliac joint dislocation; none had obvious nerve injury during treatments. Twelve cases were identified as type Ⅲ sacroiliac joint dislocation,including one with coexistence of nerve injury. Patients recovered completely 12 months after surgery. Three cases were identified as type Ⅳ sacroiliac joint dislocation with coexistence of nerve injury. Two patients fully recovered 12 months after surgery. One had partial recovery of neurological function. The classification and treatment regimen for sacroiliac joint dislocation have achieved better therapeutic effect,which is worth promoting.

Aerodynamic characteristics of a fixed arrow-wing supersonic cruise aircraft at Mach numbers of 2.30, 2.70, and 2.95. [Langley Unitary Plan wind tunnel tests

NASA Technical Reports Server (NTRS)

Morris, O. A.; Fuller, D. E.; Watson, C. B.

1978-01-01

Tests were conducted in the Langley Unitary Plan wind tunnel at Mach numbers of 2.30. 2.70, and 2.95 to determine the performance, static stability, and control characteristics of a model of a fixed-wing supersonic cruise aircraft with a design Mach Number of 2.70 (SCAT 15-F-9898). The configuration had a 74 deg swept warped wing with a reflexed trailing edge and four engine nacelles mounted below the reflexed portion of the wing. A number of variations in the basic configuration were investigated; they included the effect of wing leading edge radius, the effect of various model components, and the effect of model control deflections.

Aerodynamic characteristics of a distinct wing-body configuration at Mach 6: Experiment, theory, and the hypersonic isolation principle

NASA Technical Reports Server (NTRS)

Penland, J. A.; Pittman, J. L.

1985-01-01

An experimental investigation has been conducted to determine the effect of wing leading edge sweep and wing translation on the aerodynamic characteristics of a wing body configuration at a free stream Mach number of about 6 and Reynolds number (based on body length) of 17.9 x 10 to the 6th power. Seven wings with leading edge sweep angles from -20 deg to 60 deg were tested on a common body over an angle of attack range from -12 deg to 10 deg. All wings had a common span, aspect ratio, taper ratio, planform area, and thickness ratio. Wings were translated longitudinally on the body to make tests possible with the total and exposed mean aerodynamic chords located at a fixed body station. Aerodynamic forces were found to be independent of wing sweep and translation, and pitching moments were constant when the exposed wing mean aerodynamic chord was located at a fixed body station. Thus, the Hypersonic Isolation Principle was verified. Theory applied with tangent wedge pressures on the wing and tangent cone pressures on the body provided excellent predictions of aerodynamic force coefficients but poor estimates of moment coefficients.

Air tankers in Southern California Fires...effectiveness in delivering retardants rated

Treesearch

Theodore G. Storey; Leon W. Cooley

1967-01-01

Eleven air attack experts were asked to rate 12 models of fixed-wing tankers and light helitankers for effectiveness ill delivering chemical fire retardants under 21 typical situations. They rated fixed-wing tankers as more effective in strong wind crosswinds, and downwind approaches, but helitankers as more effective in narrow canyons and on steep slopes. Certain...

Identifying and Mitigating the Impact of the Budget Control Act on High Risk Sectors and Tiers of the Defense Industrial Base: Assessment Approach to Industrial Base Risks

DTIC Science & Technology

2016-04-30

Ü~åÖÉ= - 351 - products, similar to those found in a bill of material. Figure 3 provides an example of the relationship between sectors , sub- sectors ...defense aircraft. Defense aircraft are divided in three main sub- sectors : fixed-wing, rotary wing, and unmanned systems. The fixed-wing sub- sector ...Risk Sectors and Tiers of the Defense Industrial Base: Assessment Approach to Industrial Base Risks Lirio Avilés, Engineer, MIBP, OUSD(AT&L) Sally

The application of CFD to rotary wing flow problems

NASA Technical Reports Server (NTRS)

Caradonna, F. X.

1990-01-01

Rotorcraft aerodynamics is especially rich in unsolved problems, and for this reason the need for independent computational and experimental studies is great. Three-dimensional unsteady, nonlinear potential methods are becoming fast enough to enable their use in parametric design studies. At present, combined CAMRAD/FPR analyses for a complete trimmed rotor soltution can be performed in about an hour on a CRAY Y-MP (or ten minutes, with multiple processors). These computational speeds indicate that in the near future many of the large CFD problems will no longer require a supercomputer. The ability to convect circulation is routine for integral methods, but only recently was it discovered how to do the same with differential methods. It is clear that the differential CFD rotor analyses are poised to enter the engineering workplace. Integral methods already constitute a mainstay. Ultimately, it is the users who will integrate CFD into the entire engineering process and provide a new measure of confidence in design and analysis. It should be recognized that the above classes of analyses do not include several major limiting phenomena which will continue to require empirical treatment because of computational time constraints and limited physical understanding. Such empirical treatment should be included, however, into the developing CFD, engineering level analyses. It is likely that properly constructed flow models containing corrections from physical testing will be able to fill in unavoidable gaps in the experimental data base, both for basic studies and for specific configuration testing. For these kinds of applications, computational cost is not an issue. Finally, it should be recognized that although rotorcraft are probably the most complex of aircraft, the rotorcraft engineering community is very small compared to the fixed-wing community. Likewise, rotorcraft CFD resources can never achieve fixed-wing proportions and must be used wisely. Therefore the fixed-wing work must be gleaned for many of the basic methods.

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

NASA Technical Reports Server (NTRS)

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

1986-01-01

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

Characterization of the Decision Network for Wing Expansion in Drosophila Using Targeted Expression of the TRPM8 Channel

PubMed Central

Peabody, Nathan C.; Pohl, Jascha B.; Diao, Fengqiu; Vreede, Andrew P.; Sandstrom, David J.; Wang, Howard; Zelensky, Paul K.; White, Benjamin H.

2009-01-01

After emergence, adult flies and other insects select a suitable perch and expand their wings. Wing expansion is governed by the hormone bursicon and can be delayed under adverse environmental conditions. How environmental factors delay bursicon release and alter perch selection and expansion behaviors has not been investigated in detail. Here we provide evidence that in Drosophila the motor programs underlying perch selection and wing expansion have different environmental dependencies. Using physical manipulations, we demonstrate that the decision to perch is based primarily on environmental valuations and is incrementally delayed under conditions of increasing perturbation and confinement. In contrast, the all-or-none motor patterns underlying wing expansion are relatively invariant in length regardless of environmental conditions. Using a novel technique for targeted activation of neurons, we show that the highly stereotyped wing expansion motor patterns can be initiated by stimulation of NCCAP, a small network of central neurons that regulates the release of bursicon. Activation of this network using the cold-sensitive rat TRPM8 channel is sufficient to trigger all essential behavioral and somatic processes required for wing expansion. The delay of wing expansion under adverse circumstances thus couples an environmentally-sensitive decision network to a command-like network that initiates a fixed action pattern. Because NCCAP mediates environmentally-insensitive ecdysis-related behaviors in Drosophila development prior to adult emergence, the study of wing expansion promises insights not only into how networks mediate behavioral choices, but also into how decision networks develop. PMID:19295141

Scaled Centrifugal Compressor Program.

DTIC Science & Technology

1986-10-31

small compressors in turbo - shaft, turbofan , and turboprop engines used in rotorcraft; fixed-wing general aviation, and cruise missile aircraft . Included...AD-A±74 "I SCALED CENTRIFUGAL COMPRESSOR PEOGRAN(U) GARRETT13 TURBINE ENGINE CO PHOENIX AZ G CRGILL ET AL. 31 OCT 86 21-5464 MASA-CR-i?4912 NAS3...REPORT 6’ FOR SCALED CENTRIFUGAL COMPRESSOR PROGRAM GARRETT TURBINE ENGINE COMPANY A DIVISION OF THE GARRETT CORPORATION I111 SOUTH 34TH STREET - P.O

Technology Trends in Small Unmanned Aircraft Systems (sUAS) and Counter-UAS: A Five Year Outlook

DTIC Science & Technology

2017-11-01

types of sUAS are highly sensitive to weather conditions, such as strong winds , which can affect precision maneuverability...will surpass the 200 mph mark, and fixed-wing sUAS will see some enhancement in speed through the advancement of miniature (or hobbyist) turbine ... turbine engine (Figure 6).14 Since then, several other sUAS hobbyists have tested similar aircraft reaching comparable speeds. In response to

The role of helicopters in seabird censusing

USGS Publications Warehouse

Buckley, P.A.; Buckley, F.G.; Schreiber, E.A.; Lee, David S.

2000-01-01

The advantages and disadvantages of fixed-wing, helicopter, photographic, vidoegraphic, and ground-count methods of surveying and censusing seabirds are described and compared. Critical terminology is distinguished, and use of small helicopters with multiple, trained observers is firmly recommended for work with diurnal, non-burrow-nesting seabirds in the West Indies and elsewhere. Details of how to use helicopters effectively are provided, along with recommendations for aerial photography, and for data recording, analysis, and presentation.

SU-E-T-29: A Dosimetric Study of Volumetric Modulated Arc Therapy with Simultaneous Integrated Boost for Rectal Cancer

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

Sun, T; Lin, X; Yin, Y

Purpose: To compare the dosimetric differences among fixed field intensity-modulated radiotherapy (IMRT) and double-arc volumetricmodulated arc therapy (VMAT) plans with simultaneous integrated boost in rectal cancer. Methods: Ten patients with rectal cancer previously treated with IMRT were included in this analysis. For each patient, two treatment techniques were designed for each patient: the fixed 7 fields IMRT and double-arc VMAT with RapidArc technique. The treatment plan was designed to deliver in one process with simultaneous integrated boost (SIB). The prescribed doses to the planning target volume of the subclinical disease (PTV1) and the gross disease (PTV2) were 45 Gy andmore » 55 Gy in 25 fractions, respectively. The dose distribution in the target, the dose to the organs at risk, total MU and the delivery time in two techniques were compared to explore the dosimetric differences. Results: For the target dose and homogeneity in PTV1 and PTV2, no statistically differences were observed in the two plans. VMAT plans showed a better conformity in PTV1. VMAT plans reduced the mean dose to bladder, small bowel, femur heads and iliac wings. For iliac wings, VMAT plans resulted in a statistically significant reduction in irradiated volume of 15 Gy, 20 Gy, 30 Gy but increased the 10 Gy irradiated volume. VMAT plans reduced the small bowel irradiated volume of 20 Gy and 30 Gy. Compared with IMRT plans, VMAT plans showed a significant reduction of monitor units by nearly 30% and reduced treatment time by an average of 70% Conclusion: Compared to IMRT plans, VMAT plans showed the similar target dose and reduced the dose of the organs at risk, especially for small bowel and iliac wings. For rectal cancer, VMAT with simultaneous integrated boost can be carried out with high quality and efficiency.« less

Responses of Mexican spotted owls to low-flying military jet aircraft

Treesearch

Charles L. Johnson; Richard T. Reynolds

2002-01-01

To investigate the effects of military fixed-wing aircraft training on the behavior of the endangered Mexican spotted owl (Strix occidentalis lucida), we subjected four adults and one juvenile owl to low-altitude, fixed-wing, jet aircraft overflight trials in Colorado in 1996 and 1997. Trials consisted of three sequential fly-bys, each at a greater aircraft speed and...

X-Wing RSRA - 80 Knot Taxi Test

NASA Technical Reports Server (NTRS)

1987-01-01

The Rotor Systems Research Aircraft/X-Wing, a vehicle that was used to demonstrate an advanced rotor/fixed wing concept called X-Wing, is shown here during high-speed taxi tests at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, on 4 November 1987. During these tests, the vehicle made three taxi tests at speeds of up to 138 knots. On the third run, the RSRA/X-Wing lifted off the runway to a 25-foot height for about 16 seconds. This liftoff maneuver was pre-planned as an aid to evaluations for first flight. At the controls were NASA pilot G. Warren Hall and Sikorsky pilot W. Faull. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on September 25, 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988.

Emergency Medical Service (EMS): Rotorcraft Technology Workshop

NASA Technical Reports Server (NTRS)

Bauchspies, J. S.; Adams, R. J.

1981-01-01

A lead organization on the national level should be designated to establish concepts, locations, and the number of shock trauma air medical services. Medical specialists desire a vehicle which incorporates advances in medical technology trends in health care. Key technology needs for the emergency medical services helicopter of the future include the riding quality of fixed wing aircraft (reduced noise and vibration), no tail rotor, small rotor, small rotor diameter, improved visibility, crashworthy vehicle, IFR capability, more affordability high reliability, fuel efficient, and specialized cabins to hold medical/diagnostic and communications equipment. Approaches to a national emergency medical service are discussed.

Out of the Blue: NATO SOF Air Wing

DTIC Science & Technology

2012-03-01

surveillance, targeting, and reconnaissance aircraft . This research also examines NSHQ’s training and readiness organizational structure, and proposes...mix contains rotary-wing and fixed-wing aviation platforms, as well as intelligence, surveillance, targeting, and reconnaissance aircraft . This...METHODOLOGY ..........................................................................................9  II.  AIRCRAFT CATEGORIZATION

A-Weighted Sound Levels in Cockpits of Fixed- and Rotary-Wing Aircraft.

DTIC Science & Technology

fixed-wing vehicles and from 98 to 106 dB for helicopters. Means and standard deviations are reported by octave-bands, all-pass (flat), A - levels , and...preferred speech interference levels (PSIL, average of 500, 1000 and 2000 Hz). Also, at-the-ear A - levels are reported for generalized amounts of attenuation provided by headsets commonly worn in aircraft. (Author)

EPIC Calibration/Validation Experiment Field Campaign Report

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

Koch, Steven E; Chilson, Phillip; Argrow, Brian

A field exercise involving several different kinds of Unmanned Aerial Systems (UAS) and supporting instrumentation systems provided by DOE/ARM and NOAA/NSSL was conducted at the ARM SGP site in Lamont, Oklahoma on 29-30 October 2016. This campaign was part of a larger National Oceanic and Atmospheric Administration (NOAA) UAS Program Office program awarded to the National Severe Storms Laboratory (NSSL). named Environmental Profiling and Initiation of Convection (EPIC). The EPIC Field Campaign (Test and Calibration/Validation) proposed to ARM was a test or “dry-run” for a follow-up campaign to be requested for spring/summer 2017. The EPIC project addresses NOAA’s objective tomore » “evaluate options for UAS profiling of the lower atmosphere with applications for severe weather.” The project goal is to demonstrate that fixed-wing and rotary-wing small UAS have the combined potential to provide a unique observing system capable of providing detailed profiles of temperature, moisture, and winds within the atmospheric boundary layer (ABL) to help determine the potential for severe weather development. Specific project objectives are: 1) to develop small UAS capable of acquiring needed wind and thermodynamic profiles and transects of the ABL using one fixed-wing UAS operating in tandem with two different fixed rotary-wing UAS pairs; 2) adapt and test miniaturized, high-precision, and fast-response atmospheric sensors with high accuracy in strong winds characteristic of the pre-convective ABL in Oklahoma; 3) conduct targeted short-duration experiments at the ARM Southern Great Plains site in northern Oklahoma concurrently with a second site to be chosen in “real-time” from the Oklahoma Mesonet in coordination with the (National Weather Service (NWS)-Norman Forecast Office; and 4) gain valuable experience in pursuit of NOAA’s goals for determining the value of airborne, mobile observing systems for monitoring rapidly evolving high-impact severe weather conditions not observed with current operational systems. OU operated three UAS at the Lamont SGP site – the OU CopterSonde, the OU Iris, and the Meteomatics Meteodrone – under a blanket Federal Aviation Administration (FAA) Certificate of Authorization (COA) allowing flights up to 400 feet above ground level (AGL). The mission for the rotary-wing UAS involved four aircraft, three from the ARM Lamont site and one from an Oklahoma Mesonet site located at Medford, involving a vertical ascent to an altitude of 400 ft (130 m) AGL at ~ 30 minute intervals for ~ 5 hours duration on each of the two experiment days. This operation was conducted in close coordination with NSSL-launched rawinsonde balloons at the two sites, and operation of a fixed-wing UAS from the University of Colorado called the TTwistor that flew mission flight legs between the Lamont site and Medford. The NSSL operation at Medford (outside of ARM) also involved use of their Collaborative Lower Atmosphere Mobile Profiling System (CLAMPS) ground-based remote-sensing system for measuring atmospheric profiles of temperature, moisture, and winds with atmospheric emitted radiance interferometer (AERI), microwave radiometer, and Doppler wind lidar systems. The ARM Facility supported the project by providing access to their instrumented tower data at Lamont (at three levels), as well as AERI and Doppler wind lidar data obtained from systems quite similar to those used by CLAMPS. These non-UAS data from both ARM and NSSL provided the observations used to validate the experimental UAS observations.« less

A Q-Learning Approach to Flocking With UAVs in a Stochastic Environment.

PubMed

Hung, Shao-Ming; Givigi, Sidney N

2017-01-01

In the past two decades, unmanned aerial vehicles (UAVs) have demonstrated their efficacy in supporting both military and civilian applications, where tasks can be dull, dirty, dangerous, or simply too costly with conventional methods. Many of the applications contain tasks that can be executed in parallel, hence the natural progression is to deploy multiple UAVs working together as a force multiplier. However, to do so requires autonomous coordination among the UAVs, similar to swarming behaviors seen in animals and insects. This paper looks at flocking with small fixed-wing UAVs in the context of a model-free reinforcement learning problem. In particular, Peng's Q(λ) with a variable learning rate is employed by the followers to learn a control policy that facilitates flocking in a leader-follower topology. The problem is structured as a Markov decision process, where the agents are modeled as small fixed-wing UAVs that experience stochasticity due to disturbances such as winds and control noises, as well as weight and balance issues. Learned policies are compared to ones solved using stochastic optimal control (i.e., dynamic programming) by evaluating the average cost incurred during flight according to a cost function. Simulation results demonstrate the feasibility of the proposed learning approach at enabling agents to learn how to flock in a leader-follower topology, while operating in a nonstationary stochastic environment.

The Application of Unmanned Rotary-Wing Aircraft in Tactical Logistics in Support of Joint Operations

DTIC Science & Technology

2013-12-13

Reconnaissance Squadrons with a fixed-wing unmanned aircraft troop or company, and is in the market for an autonomous cargo unmanned rotary-wing...Warwick, Graham. “Sky Patrol.” Aviation Week & Space Technology 174, no. 32 (September 3, 2012): 55. Military & Government Collection, EBSCOhost

Ultra High Bypass Ratio Engine Research for Reducing Noise, Emissions, and Fuel Consumption

NASA Technical Reports Server (NTRS)

Hughes, Christopher E.; Schweitzer, Jeff

2007-01-01

A pictorial history of NASA development of advanced engine technologies for reducing environmental emissions and increasing performance from the 1970s to 2000s is presented. The goals of the Subsonic Fixed Wing Program portion of the NASA Fundamental Aeronautics Program are discussed, along with the areas of investigation currently being pursued by the Ultra High Bypass Partnership Element of the Subsonic Fixed Wing Program.

Nonlifting wing-body combinations with certain geometric restraints having minimum wave drag at low supersonic speeds

NASA Technical Reports Server (NTRS)

Lomax, Harvard

1957-01-01

Several variational problems involving optimum wing and body combinations having minimum wave drag for different kinds of geometrical restraints are analyzed. Particular attention is paid to the effect on the wave drag of shortening the fuselage and, for slender axially symmetric bodies, the effect of fixing the fuselage diameter at several points or even of fixing whole portions of its shape.

Recent Developments in Aircraft Flyover Noise Simulation at NASA Langley Research Center

NASA Technical Reports Server (NTRS)

Rizzi, Stephen A.; Sullivan, Brenda M.; Aumann, Aric R.

2008-01-01

The NASA Langley Research Center is involved in the development of a new generation of synthesis and simulation tools for creation of virtual environments used in the study of aircraft community noise. The original emphasis was on simulation of flyover noise associated with subsonic fixed wing aircraft. Recently, the focus has shifted to rotary wing aircraft. Many aspects of the simulation are applicable to both vehicle classes. Other aspects, particularly those associated with synthesis, are more vehicle specific. This paper discusses the capabilities of the current suite of tools, their application to fixed and rotary wing aircraft, and some directions for the future.

The development of a UGV-mounted automated refueling system for VTOL UAVs

NASA Astrophysics Data System (ADS)

Wills, Mike; Burmeister, Aaron; Nelson, Travis; Denewiler, Thomas; Mullens, Kathy

2006-05-01

This paper describes the latest efforts to develop an Automated UAV Mission System (AUMS) for small vertical takeoff and landing (VTOL) unmanned air vehicles (UAVs). In certain applications such as force protection, perimeter security, and urban surveillance a VTOL UAV can provide far greater utility than fixed-wing UAVs or ground-based sensors. The VTOL UAV can operate much closer to an object of interest and can provide a hover-and-stare capability to keep its sensors trained on an object, while the fixed wing UAV would be forced into a higher altitude loitering pattern where its sensors would be subject to intermittent blockage by obstacles and terrain. The most significant disadvantage of a VTOL UAV when compared to a fixed-wing UAV is its reduced flight endurance. AUMS addresses this disadvantage by providing forward staging, refueling, and recovery capabilities for the VTOL UAV through a host unmanned ground vehicle (UGV), which serves as a launch/recovery platform and service station. The UGV has sufficient payload capacity to carry UAV fuel for multiple launch, recovery, and refuel iterations. The UGV also provides a highly mobile means of forward deploying a small UAV into hazardous areas unsafe for personnel, such as chemically or biologically contaminated areas. Teaming small UAVs with large UGVs can decrease risk to personnel and expand mission capabilities and effectiveness. There are numerous technical challenges being addressed by these development efforts. Among the challenges is the development and integration of a precision landing system compact and light enough to allow it to be mounted on a small VTOL UAV while providing repeatable landing accuracy to safely land on the AUMS. Another challenge is the design of a UGV-transportable, expandable, self-centering landing pad that contains hardware and safety devices for automatically refueling the UAV. A third challenge is making the design flexible enough to accommodate different types of VTOL UAVs, such as the AAI iSTAR ducted-fan vehicle and small helicopter UAVs. Finally, a common command-and-control architecture which supports the UAV, UGV, and AUMS must be developed and interfaced with these systems to allow fully autonomous collaborative behaviors. Funded by the Joint Robotics Program, AUMS is part of a joint effort with the Air Force Research Laboratory and the Army Missile Research Development and Engineering Command. The objective is to develop and demonstrate UGVUAV teaming concepts and work with the warfighter to ensure that future upgrades are focused on operational requirements. This paper describes the latest achievements in AUMS development and some of the military program and first responder situations that could benefit from this system.

Wing-Fixed PIV and force measurements of a large transverse gust encounter

NASA Astrophysics Data System (ADS)

Perrotta, Gino

2015-11-01

The unsteady aerodynamics of an aspect ratio 4 flat plate wing encountering a large-amplitude transverse gust were investigated using PIV in the wing-fixed reference frame and direct unsteady force measurements. Using a new experimental facility at the University of Maryland, the wing was towed at Reynolds number 20,000 through a 7m-long tank of nominally quiescent water containing a single cross-stream planar jet with velocity equal to the wing's towed velocity - a transverse gust ratio equal to one. The planar jet was created by pumping water through 30 cylindrical nozzles arranged in a single row. PIV confirms that the individual jets converge into a single, narrow, planar gust with a streamwise velocity profile resembling a canonical cosine-squared gust. Forces and fluid velocities of this wing-gust interaction will be presented for two pre-gust conditions: attached flow on the wing and stalled flow over the wing. In both cases, the gust encounter results in a momentary spike in lift coefficient. The peak lift coefficient was measured between 3 and 6 and varies with angle of attack. At low angle of attack, the attached flow wing produces less lift before the gust and much more (non-circulatory) lift during the gust than the stalled wing. Although the flow over the wing at low angle of attack separates during the gust and reattaches afterwards, the recovery time is similar to that of the high angle case, on the order of 10 chord lengths travelled.

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

78 FR 45375 - Migratory Bird Hunting; Proposed Frameworks for Early-Season Migratory Bird Hunting Regulations...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-07-26

... surveys are conducted using fixed-wing aircraft, helicopters, and ground crews and encompass principal... Singing-ground and Wing-collection Surveys were conducted to assess the population status of the American... Management Region and -0.8 percent per year in the Central Management Region). The Wing-collection Survey...

Urban Joint Fire Support: Air Force Fixed-Wing and Army Field Artillery Precision Munitions Capabilities for Urban Operations

DTIC Science & Technology

2007-06-15

of 2006, the GBU - 39 /B Small Diameter Bomb (SDB) was first employed by Air Force aircraft (Weisgerber 2006). This newly developed munition was...Vertical, Limited horizontal 500# Impact, Delay ≤ 3m GBU-38 JDAM GPS/INS Vertical, Horizontal 500# Proximity, Impact, Delay ~10m GBU - 39 /B...between 5 to 15 nautical miles, though LGB maximum employment range may be further limited by the need to acquire and lase the target. The GBU - 39 offers

Aircraft Survivability. Fall 2011

DTIC Science & Technology

2011-01-01

test the Mi-24 Hind, UH - 60 , and AH-64 Longbow rotorcraft. Bill also sat on the source selection boards for the Utility Tactical Transport Aircraft...medical evacuation (MEDEVAC, UH -60As and Air Force HH- 60s ), RW Attack (Army AH-64s and Marine AH-1s), RW Observation (Army OH-58s), and RW Utility... UH - 60s and UH -1s). Only a very small percentage of the incidents involved fixed wing aircraft with most of those involving C-130 variants that

Design and control of a vertical takeoff and landing fixed-wing unmanned aerial vehicle

NASA Astrophysics Data System (ADS)

Malang, Yasir

With the goal of extending capabilities of multi-rotor unmanned aerial vehicles (UAVs) for wetland conservation missions, a novel hybrid aircraft design consisting of four tilting rotors and a fixed wing is designed and built. The tilting rotors and nonlinear aerodynamic effects introduce a control challenge for autonomous flight, and the research focus is to develop and validate an autonomous transition flight controller. The overall controller structure consists of separate cascaded Proportional Integral Derivative (PID) controllers whose gains are scheduled according to the rotors' tilt angle. A control mechanism effectiveness factor is used to mix the multi-rotor and fixed-wing control actuators during transition. A nonlinear flight dynamics model is created and transition stability is shown through MATLAB simulations, which proves gain-scheduled control is a good fit for tilt-rotor aircraft. Experiments carried out using the prototype UAV validate simulation results for VTOL and tilted-rotor flight.

NASA / Pratt and Whitney Collaborative Partnership Research in Ultra High Bypass Cycle Propulsion Concepts

NASA Technical Reports Server (NTRS)

Hughes, Chris; Lord, Wed

2008-01-01

Current collaborative research with Pratt & Whitney on Ultra High Bypass Engine Cycle noise, performance and emissions improvements as part of the Subsonic Fixed Wing Project Ultra High Bypass Engine Partnership Element is discussed. The Subsonic Fixed Wing Project goals are reviewed, as well as their relative technology level compared to previous NASA noise program goals. Progress toward achieving the Subsonic Fixed Wing Project goals over the 2008 fiscal year by the UHB Partnership in this area of research are reviewed. The current research activity in Ultra High Bypass Engine Cycle technology, specifically the Pratt & Whitney Geared Turbofan, at NASA and Pratt & Whitney are discussed including the contributions each entity bring toward the research project, and technical plans and objectives. Pratt & Whitney Geared Turbofan current and future technology and business plans are also discussed, including the role the NASA SFW UHB partnership plays toward achieving those goals.

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.

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

Results of including geometric nonlinearities in an aeroelastic model of an F/A-18

NASA Technical Reports Server (NTRS)

Buttrill, Carey S.

1989-01-01

An integrated, nonlinear simulation model suitable for aeroelastic modeling of fixed-wing aircraft has been developed. While the author realizes that the subject of modeling rotating, elastic structures is not closed, it is believed that the equations of motion developed and applied herein are correct to second order and are suitable for use with typical aircraft structures. The equations are not suitable for large elastic deformation. In addition, the modeling framework generalizes both the methods and terminology of non-linear rigid-body airplane simulation and traditional linear aeroelastic modeling. Concerning the importance of angular/elastic inertial coupling in the dynamic analysis of fixed-wing aircraft, the following may be said. The rigorous inclusion of said coupling is not without peril and must be approached with care. In keeping with the same engineering judgment that guided the development of the traditional aeroelastic equations, the effect of non-linear inertial effects for most airplane applications is expected to be small. A parameter does not tell the whole story, however, and modes flagged by the parameter as significant also need to be checked to see if the coupling is not a one-way path, i.e., the inertially affected modes can influence other modes.

Curvature Continuous and Bounded Path Planning for Fixed-Wing UAVs

PubMed Central

Jiang, Peng; Li, Deshi; Sun, Tao

2017-01-01

Unmanned Aerial Vehicles (UAVs) play an important role in applications such as data collection and target reconnaissance. An accurate and optimal path can effectively increase the mission success rate in the case of small UAVs. Although path planning for UAVs is similar to that for traditional mobile robots, the special kinematic characteristics of UAVs (such as their minimum turning radius) have not been taken into account in previous studies. In this paper, we propose a locally-adjustable, continuous-curvature, bounded path-planning algorithm for fixed-wing UAVs. To deal with the curvature discontinuity problem, an optimal interpolation algorithm and a key-point shift algorithm are proposed based on the derivation of a curvature continuity condition. To meet the upper bound for curvature and to render the curvature extrema controllable, a local replanning scheme is designed by combining arcs and Bezier curves with monotonic curvature. In particular, a path transition mechanism is built for the replanning phase using minimum curvature circles for a planning philosophy. Numerical results demonstrate that the analytical planning algorithm can effectively generate continuous-curvature paths, while satisfying the curvature upper bound constraint and allowing UAVs to pass through all predefined waypoints in the desired mission region. PMID:28925960

Curvature Continuous and Bounded Path Planning for Fixed-Wing UAVs.

PubMed

Wang, Xiaoliang; Jiang, Peng; Li, Deshi; Sun, Tao

2017-09-19

Unmanned Aerial Vehicles (UAVs) play an important role in applications such as data collection and target reconnaissance. An accurate and optimal path can effectively increase the mission success rate in the case of small UAVs. Although path planning for UAVs is similar to that for traditional mobile robots, the special kinematic characteristics of UAVs (such as their minimum turning radius) have not been taken into account in previous studies. In this paper, we propose a locally-adjustable, continuous-curvature, bounded path-planning algorithm for fixed-wing UAVs. To deal with the curvature discontinuity problem, an optimal interpolation algorithm and a key-point shift algorithm are proposed based on the derivation of a curvature continuity condition. To meet the upper bound for curvature and to render the curvature extrema controllable, a local replanning scheme is designed by combining arcs and Bezier curves with monotonic curvature. In particular, a path transition mechanism is built for the replanning phase using minimum curvature circles for a planning philosophy. Numerical results demonstrate that the analytical planning algorithm can effectively generate continuous-curvature paths, while satisfying the curvature upper bound constraint and allowing UAVs to pass through all predefined waypoints in the desired mission region.

Energy Based Topology Optimization of Morphing Wings a Multidisciplinary Global/Local Design Approach

DTIC Science & Technology

2006-12-01

subsystem that drives the active materials to achieve the desired shape changes. As opposed to fixed wing structures in which the aerodynamic and...structures and aerodynamics occur in conjunction with the active material and electronic subsystem interactions that involve transfer of energy from a source...which the aerodynamic and structure integration for the entire wing is the most important interaction mechanism, in the case of a morphing wing

Design and analysis of biomimetic joints for morphing of micro air vehicles.

PubMed

Grant, Daniel T; Abdulrahim, Mujahid; Lind, Rick

2010-12-01

Flight capability for micro air vehicles is rapidly maturing throughout the aviation community; however, mission capability has not yet matured at the same pace. Maintaining trim during a descent or in the presence of crosswinds remains challenging for fixed-wing aircraft but yet is routinely performed by birds. This paper presents an overview of designs that incorporate morphing to enhance their flight characteristics. In particular, a series of joints and structures is adopted from seagulls to alter either the dihedral or sweep of the wings and thus alter the flight characteristics. The resulting vehicles are able to trim with significantly increased angles of attack and sideslip compared to traditional fixed-wing vehicles.

An Analysis of the Tracking Performances of Two Straight-wing and Two Swept-wing Fighter Airplanes with Fixed Sights in a Standardized Test Maneuver

NASA Technical Reports Server (NTRS)

Ziff, Howard L; Rathert, George A; Gadeberg, Burnett L

1953-01-01

Standard air-to-air-gunnery tracking runs were conducted with F-51H, F8F-1, F-86A, and F-86E airplanes equipped with fixed gunsights. The tracking performances were documented over the normal operating range of altitude, Mach number, and normal acceleration factor for each airplane. The sources of error were studied by statistical analyses of the aim wander.

NASA Fixed Wing Project: Green Technologies for Future Aircraft Generation

NASA Technical Reports Server (NTRS)

Del Rosario, Ruben; Koudelka, John M.; Wahls, Rich; Madavan, Nateri

2014-01-01

Commercial aviation relies almost entirely on subsonic fixed wing aircraft to constantly move people and goods from one place to another across the globe. While air travel is an effective means of transportation providing an unmatched combination of speed and range, future subsonic aircraft must improve substantially to meet efficiency and environmental targets.The NASA Fundamental Aeronautics Fixed Wing (FW) Project addresses the comprehensive challenge of enabling revolutionary energy efficiency improvements in subsonic transport aircraft combined with dramatic reductions in harmful emissions and perceived noise to facilitate sustained growth of the air transportation system. Advanced technologies and the development of unconventional aircraft systems offer the potential to achieve these improvements. Multidisciplinary advances are required in aerodynamic efficiency to reduce drag, structural efficiency to reduce aircraft empty weight, and propulsive and thermal efficiency to reduce thrust-specific energy consumption (TSEC) for overall system benefit. Additionally, advances are required to reduce perceived noise without adversely affecting drag, weight, or TSEC, and to reduce harmful emissions without adversely affecting energy efficiency or noise.The paper will highlight the Fixed Wing project vision of revolutionary systems and technologies needed to achieve these challenging goals. Specifically, the primary focus of the FW Project is on the N+3 generation; that is, vehicles that are three generations beyond the current state of the art, requiring mature technology solutions in the 2025-30 timeframe

The hybrid bio-inspired aerial vehicle: Concept and SIMSCAPE flight simulation.

PubMed

Tao Zhang; Su, Steven; Nguyen, Hung T

2016-08-01

This paper introduces a Silver Gull-inspired hybrid aerial vehicle, the Super Sydney Silver Gull (SSSG), which is able to vary its structure, under different manoeuvre requirements, to implement three flight modes: the flapping wing flight, the fixed wing flight, and the quadcopter flight (the rotary wing flight of Unmanned Air Vehicle). Specifically, through proper mechanism design and flight mode transition, the SSSG can imitate the Silver Gull's flight gesture during flapping flight, save power consuming by switching to the fixed wing flight mode during long-range cruising, and hover at targeted area when transferring to quadcopter flight mode. Based on the aerodynamic models, the Simscape, a product of MathWorks, is used to simulate and analyse the performance of the SSSG's flight modes. The entity simulation results indicate that the created SSSG's 3D model is feasible and ready to be manufactured for further flight tests.

Introduction of the M-85 high-speed rotorcraft concept

NASA Technical Reports Server (NTRS)

Stroub, Robert H.

1991-01-01

As a result of studying possible requirements for high-speed rotorcraft and studying many high-speed concepts, a new high-speed rotorcraft concept, designated as M-85, was derived. The M-85 is a helicopter that is reconfigured to a fixed-wing aircraft for high-speed cruise. The concept was derived as an approach to enable smooth, stable conversion between fixed-wing and rotary-wing while retaining hover and low-speed flight characteristics of a low disk loading helicopter. The name, M-85, reflects the high-speed goals of 0.85 Mach number at high altitude. For a high-speed rotorcraft, it is expected that a viable concept must be a cruise-efficient, fixed-wing aircraft so it may be attractive for a multiplicity of missions. It is also expected that a viable high-speed rotorcraft concept must be cruise efficient first and secondly, efficient in hover. What makes the M-85 unique is the large circular hub fairing that is large enough to support the aircraft during conversion between rotary-wind and fixed-wing modes. With the aircraft supported by this hub fairing, the rotor blades can be unloaded during the 100 percent change in rotor rpm. With the blades unloaded, the potential for vibratory loads would be lessened. In cruise, the large circular hub fairing would be part of the lifting system with additional lifting panels deployed for better cruise efficiency. In hover, the circular hub fairing would slightly reduce lift potential and/or decrease hover efficiency of the rotor system. The M-85 concept is described and estimated forward flight performance characteristics are presented in terms of thrust requirements and L/D with airspeed. The forward flight performance characteristics reflect recent completed wind tunnel tests of the wing concept. Also presented is a control system technique that is critical to achieving low oscillatory loads in rotary-wing mode. Hover characteristics, C(sub p) versus C(sub T) from test data, is discussed. Other techniques pertinent to the M-85 concept such as passively controlling inplane vibration during starting and stopping of the rotor system, aircraft control system, and rotor drive technologies are discussed.

Physics-Based Design of Micro Air Vehicles

DTIC Science & Technology

2012-04-01

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

Proceedings of the Circulation-Control Workshop, 1986

NASA Technical Reports Server (NTRS)

Nielsen, Jack N. (Compiler)

1987-01-01

A Circulation Control Workshop was held at NASA Ames by respresentatives of academia, industry, and government. A total of 32 papers were given in six technical sessions covering turbulence, circulation control airfoil theory, circulation control airfoil wing experiments, circulation control rotor theory, x-wing technology, fixed wing technology, and other concepts. The last session of the workshop was devoted to circulation control research planning.

Mapping Ad Hoc Communications Network of a Large Number Fixed-Wing UAV Swarm

DTIC Science & Technology

2017-03-01

partitioned sub-swarms. The work covered in this thesis is to build a model of the NPS swarm’s communication network in ns-3 simulation software and use...partitioned sub- swarms. The work covered in this thesis is to build a model of the NPS swarm’s communication network in ns-3 simulation software and...NAVAL POSTGRADUATE SCHOOL MONTEREY, CALIFORNIA THESIS MAPPING AD HOC COMMUNICATIONS NETWORK OF A LARGE NUMBER FIXED-WING UAV SWARM by Alexis

Modeling and Optimization for Morphing Wing Concept Generation

NASA Technical Reports Server (NTRS)

Skillen, Michael D.; Crossley, William A.

2007-01-01

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

The influence of flight style on the aerodynamic properties of avian wings as fixed lifting surfaces

PubMed Central

Dimitriadis, Grigorios; Nudds, Robert L.

2016-01-01

The diversity of wing morphologies in birds reflects their variety of flight styles and the associated aerodynamic and inertial requirements. Although the aerodynamics underlying wing morphology can be informed by aeronautical research, important differences exist between planes and birds. In particular, birds operate at lower, transitional Reynolds numbers than do most aircraft. To date, few quantitative studies have investigated the aerodynamic performance of avian wings as fixed lifting surfaces and none have focused upon the differences between wings from different flight style groups. Dried wings from 10 bird species representing three distinct flight style groups were mounted on a force/torque sensor within a wind tunnel in order to test the hypothesis that wing morphologies associated with different flight styles exhibit different aerodynamic properties. Morphological differences manifested primarily as differences in drag rather than lift. Maximum lift coefficients did not differ between groups, whereas minimum drag coefficients were lowest in undulating flyers (Corvids). The lift to drag ratios were lower than in conventional aerofoils and data from free-flying soaring species; particularly in high frequency, flapping flyers (Anseriformes), which do not rely heavily on glide performance. The results illustrate important aerodynamic differences between the wings of different flight style groups that cannot be explained solely by simple wing-shape measures. Taken at face value, the results also suggest that wing-shape is linked principally to changes in aerodynamic drag, but, of course, it is aerodynamics during flapping and not gliding that is likely to be the primary driver. PMID:27781155

Aerodynamic and structural studies of joined-wing aircraft

NASA Technical Reports Server (NTRS)

Kroo, Ilan; Smith, Stephen; Gallman, John

1991-01-01

A method for rapidly evaluating the structural and aerodynamic characteristics of joined-wing aircraft was developed and used to study the fundamental advantages attributed to this concept. The technique involves a rapid turnaround aerodynamic analysis method for computing minimum trimmed drag combined with a simple structural optimization. A variety of joined-wing designs are compared on the basis of trimmed drag, structural weight, and, finally, trimmed drag with fixed structural weight. The range of joined-wing design parameters resulting in best cruise performance is identified. Structural weight savings and net drag reductions are predicted for certain joined-wing configurations compared with conventional cantilever-wing configurations.

Longitudinal aerodynamic characteristics of a subsonic, energy-efficient transport configuration in the National Transonic Facility

NASA Technical Reports Server (NTRS)

Jacobs, Peter F.; Gloss, Blair B.

1989-01-01

The Reynolds number, aeroelasticity, boundary layer transition, and nonadiabatic wall temperature effects, and data repeatability was determined in the National Transonic Facility (NTF) for a subsonic, energy efficient transport model. The model was tested over a Mach number range of 0.50 to 0.86 and a Reynolds number range of 1.9 million to approximately 23.0 million (based on mean geometric chord). The majority of the data was taken using cryogenic nitrogen (data at 1.9 million Reynolds number was taken in air). Force and moment, wing pressure, and wing thermocouple data are presented. The data indicate that increasing Reynolds number resulted in greater effective camber of the supercritical wing and horizontal tail, resulting in greater lift and pitching moment coefficients at nearly all angles of attack for M = 0.82. As Reynolds number was increased, untrimmed L/D increased, the angle of attack for maximum L/D decreased, drag creep was reduced significantly, and drag divergence Mach number increased slightly. Data repeatability for both modes of operation of the NTF (air and cryogenic nitrogen) was generally very good, and nonadiabatic wall effects were estimated to be small. Transition-free and transition-fixed configurations had significantly different force and moment data at M = 0.82 for low Reynolds number, and very small differences were noted at high Reynolds numbers.

Enabling Electric Propulsion for Flight

NASA Technical Reports Server (NTRS)

Ginn, Starr Renee

2015-01-01

Team Seedling project AFRC and LaRC 31ft distributed electric propulsion wing on truck bed up 75 miles per hour for coefficient of lift validation. Convergent Aeronautic Solutions project, sub-project Convergent Electric Propulsion Technologies AFRC, LaRC and GRC, re-winging a 4 passenger Tecnam aircraft with a 31ft distributed electric propulsion wing. Advanced Air Transport Technologies (Fixed Wing), Hybrid Electric Research Theme, developing a series hybrid ironbird and flight sim to study integration and performance challenges in preparation for a 1-2 MW flight project.

Materials and Structures Research for Gas Turbine Applications Within the NASA Subsonic Fixed Wing Project

NASA Technical Reports Server (NTRS)

Hurst, Janet

2011-01-01

A brief overview is presented of the current materials and structures research geared toward propulsion applications for NASA s Subsonic Fixed Wing Project one of four projects within the Fundamental Aeronautics Program of the NASA Aeronautics Research Mission Directorate. The Subsonic Fixed Wing (SFW) Project has selected challenging goals which anticipate an increasing emphasis on aviation s impact upon the global issue of environmental responsibility. These goals are greatly reduced noise, reduced emissions and reduced fuel consumption and address 25 to 30 years of technology development. Successful implementation of these demanding goals will require development of new materials and structural approaches within gas turbine propulsion technology. The Materials and Structures discipline, within the SFW project, comprise cross-cutting technologies ranging from basic investigations to component validation in laboratory environments. Material advances are teamed with innovative designs in a multidisciplinary approach with the resulting technology advances directed to promote the goals of reduced noise and emissions along with improved performance.

Fixed Wing Project: Technologies for Advanced Air Transports

NASA Technical Reports Server (NTRS)

Del Rosario, Ruben; Koudelka, John M.; Wahls, Richard A.; Madavan, Nateri

2014-01-01

The NASA Fundamental Aeronautics Fixed Wing (FW) Project addresses the comprehensive challenge of enabling revolutionary energy efficiency improvements in subsonic transport aircraft combined with dramatic reductions in harmful emissions and perceived noise to facilitate sustained growth of the air transportation system. Advanced technologies and the development of unconventional aircraft systems offer the potential to achieve these improvements. Multidisciplinary advances are required in aerodynamic efficiency to reduce drag, structural efficiency to reduce aircraft empty weight, and propulsive and thermal efficiency to reduce thrust-specific energy consumption (TSEC) for overall system benefit. Additionally, advances are required to reduce perceived noise without adversely affecting drag, weight, or TSEC, and to reduce harmful emissions without adversely affecting energy efficiency or noise.The presentation will highlight the Fixed Wing project vision of revolutionary systems and technologies needed to achieve these challenging goals. Specifically, the primary focus of the FW Project is on the N+3 generation; that is, vehicles that are three generations beyond the current state of the art, requiring mature technology solutions in the 2025-30 timeframe.

X-Wing Research Vehicle in Hangar

NASA Technical Reports Server (NTRS)

1987-01-01

One of the most unusual experimental flight vehicles appearing at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center) in the 1980s was the Rotor Systems Research Aircraft (RSRA) X-Wing aircraft, seen here on the ramp. The craft was developed originally and then modified by Sikorsky Aircraft for a joint NASA-Defense Advanced Research Projects Agency (DARPA) program and was rolled out 19 August 1986. Taxi tests and initial low-altitude flight tests without the main rotor attached were carried out at Dryden before the program was terminated in 1988. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on September 25, 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988.

X-Wing Research Vehicle

NASA Technical Reports Server (NTRS)

1986-01-01

One of the most unusual experimental flight vehicles appearing at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center) in the 1980s was the Rotor Systems Research Aircraft (RSRA) X-Wing aircraft, seen here on the ramp. The craft was developed originally and then modified by Sikorsky Aircraft for a joint NASA-Defense Advanced Research Projects Agency (DARPA) program and was rolled out 19 August 1986. Taxi tests and initial low-altitude flight tests without the main rotor attached were carried out at Dryden before the program was terminated in 1988. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on 25 September 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988.

Detection probability of cliff-nesting raptors during helicopter and fixed-wing aircraft surveys in western Alaska

USGS Publications Warehouse

Booms, T.L.; Schempf, P.F.; McCaffery, B.J.; Lindberg, M.S.; Fuller, M.R.

2010-01-01

We conducted repeated aerial surveys for breeding cliff-nesting raptors on the Yukon Delta National Wildlife Refuge (YDNWR) in western Alaska to estimate detection probabilities of Gyrfalcons (Falco rusticolus), Golden Eagles (Aquila chrysaetos), Rough-legged Hawks (Buteo lagopus), and also Common Ravens (Corvus corax). Using the program PRESENCE, we modeled detection histories of each species based on single species occupancy modeling. We used different observers during four helicopter replicate surveys in the Kilbuck Mountains and five fixed-wing replicate surveys in the Ingakslugwat Hills near Bethel, AK. During helicopter surveys, Gyrfalcons had the highest detection probability estimate (p^;p^ 0.79; SE 0.05), followed by Golden Eagles (p^=0.68; SE 0.05), Common Ravens (p^=0.45; SE 0.17), and Rough-legged Hawks (p^=0.10; SE 0.11). Detection probabilities from fixed-wing aircraft in the Ingakslugwat Hills were similar to those from the helicopter in the Kilbuck Mountains for Gyrfalcons and Golden Eagles, but were higher for Common Ravens (p^=0.85; SE 0.06) and Rough-legged Hawks (p^=0.42; SE 0.07). Fixed-wing aircraft provided detection probability estimates and SEs in the Ingakslugwat Hills similar to or better than those from helicopter surveys in the Kilbucks and should be considered for future cliff-nesting raptor surveys where safe, low-altitude flight is possible. Overall, detection probability varied by observer experience and in some cases, by study area/aircraft type.

Comparison of visual-based helicopter and fixed-wing forward-looking infrared surveys for counting white-tailed deer Odocoileus virginianus

USGS Publications Warehouse

Storm, Daniel J.; Samuel, Michael D.; Van Deelen, Timothy R.; Malcolm, Karl D.; Rolley, Robert E.; Frost, Nancy A.; Bates, Donald P.; Richards, Bryan J.

2011-01-01

Aerial surveys using direct counts of animals are commonly used to estimate deer abundance. Forward-looking infrared (FLIR) technology is increasingly replacing traditional methods such as visual observation from helicopters. Our goals were to compare fixed-wing FLIR and visual, helicopter-based counts in terms of relative bias, influence of snow cover and cost. We surveyed five plots: four 41.4 km2 plots with free-ranging white-tailed deer Odocoileus virginianus populations in Wisconsin and a 5.3 km2 plot with a white-tailed deer population contained by a high fence in Michigan. We surveyed plots using both fixed-wing FLIR and helicopters, both with snow cover and without snow. None of the methods counted more deer than the other when snow was present. Helicopter counts were lower in the absence of snow, but lack of snow cover did not apparently affect FLIR. Group sizes of observed deer were similar regardless of survey method or season. We found that FLIR counts were generally precise (CV = 0.089) when two or three replicate surveys were conducted within a few hours. However, at the plot level, FLIR counts differed greatly between seasons, suggesting that detection rates vary over larger time scales. Fixed-wing FLIR was more costly than visual observers in helicopters and was more restrictive in terms of acceptable survey conditions. Further research is needed to understand what factors influence the detection of deer during FLIR surveys.

Smoother Conversion From Helicopter To Airplane

NASA Technical Reports Server (NTRS)

Stroub, Robert H.

1992-01-01

Proposed high-speed rotorcraft converts between rotating-wing flight and fixed-wing flight without high vibration. Functions both while hovering and moving at transonic or low supersonic speeds. Aircraft takes off and hovers like ordinary helicopter. After accelerating to sufficient forward speed for conversion, rotor blades retracted into large, rotating hub fairing. Rotation then stopped. Two blades extended to serve as wings, and aircraft accelerates to its cruising speed.

Landslide Mapping Using Imagery Acquired by a Fixed-Wing Uav

NASA Astrophysics Data System (ADS)

Rau, J. Y.; Jhan, J. P.; Lo, C. F.; Lin, Y. S.

2011-09-01

In Taiwan, the average annual rainfall is about 2,500 mm, about three times the world average. Hill slopes where are mostly under meta-stable conditions due to fragmented surface materials can easily be disturbed by heavy typhoon rainfall and/or earthquakes, resulting in landslides and debris flows. Thus, an efficient data acquisition and disaster surveying method is critical for decision making. Comparing with satellite and airplane, the unmanned aerial vehicle (UAV) is a portable and dynamic platform for data acquisition. In particularly when a small target area is required. In this study, a fixed-wing UAV that equipped with a consumer grade digital camera, i.e. Canon EOS 450D, a flight control computer, a Garmin GPS receiver and an attitude heading reference system (AHRS) are proposed. The adopted UAV has about two hours flight duration time with a flight control range of 20 km and has a payload of 3 kg, which is suitable for a medium scale mapping and surveying mission. In the paper, a test area with 21.3 km2 in size containing hundreds of landslides induced by Typhoon Morakot is used for landslides mapping. The flight height is around 1,400 meters and the ground sampling distance of the acquired imagery is about 17 cm. The aerial triangulation, ortho-image generation and mosaicking are applied to the acquired images in advance. An automatic landslides detection algorithm is proposed based on the object-based image analysis (OBIA) technique. The color ortho-image and a digital elevation model (DEM) are used. The ortho-images before and after typhoon are utilized to estimate new landslide regions. Experimental results show that the developed algorithm can achieve a producer's accuracy up to 91%, user's accuracy 84%, and a Kappa index of 0.87. It demonstrates the feasibility of the landslide detection algorithm and the applicability of a fixed-wing UAV for landslide mapping.

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

NASA Astrophysics Data System (ADS)

Hu, Hui; Clemons, Lucas; Igarashi, Hirofumi

2011-08-01

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

Extended Range Aerial Delivery Using an Unpowered Autonomous Tailless UAV

NASA Astrophysics Data System (ADS)

Kraft, Tyler E.

An alternative approach for precision aerial delivery utilizing a flying wing for controllable forward glide is presented. Although effective, current delivery methods either display a lack of control, or require close standoff distances, potentially endangering aircraft personnel as well as bystanders. Hardware-in-the-loop simulations provide an efficient method for evaluating various wing designs and actuation configurations. Four control surface configurations are presented and evaluated, encompassing traditional aircraft and ram-air parafoil control approaches. Fixed-wing and multirotor unmanned aircraft-based flight tests were conducted to evaluate the controllability and handling performance of the various configurations of both a fixed wing model and a model with collapsing wings. A manufacturing process was developed to allow repeatable results in the field using cheap, mostly disposable materials. A powered flying wing model was used to maximize data collection in later stages of software development. Data collected during flight tests was used to create a model of the system and develop a Nonlinear Dynamic Inversion controller for autonomous flight. The NDI controller was able to provide stable flight in pitch, but will need more development to control yaw, instead an intentional bias was built in to show proof of concept for direct yaw control. The results demonstrate the feasibility of the flying wing-based aerial delivery; however, significant challenges remain regarding the stability and scalability of the system.

MMW radar enhanced vision systems: the Helicopter Autonomous Landing System (HALS) and Radar-Enhanced Vision System (REVS) are rotary and fixed wing enhanced flight vision systems that enable safe flight operations in degraded visual environments

NASA Astrophysics Data System (ADS)

Cross, Jack; Schneider, John; Cariani, Pete

2013-05-01

Sierra Nevada Corporation (SNC) has developed rotary and fixed wing millimeter wave radar enhanced vision systems. The Helicopter Autonomous Landing System (HALS) is a rotary-wing enhanced vision system that enables multi-ship landing, takeoff, and enroute flight in Degraded Visual Environments (DVE). HALS has been successfully flight tested in a variety of scenarios, from brown-out DVE landings, to enroute flight over mountainous terrain, to wire/cable detection during low-level flight. The Radar Enhanced Vision Systems (REVS) is a fixed-wing Enhanced Flight Vision System (EFVS) undergoing prototype development testing. Both systems are based on a fast-scanning, threedimensional 94 GHz radar that produces real-time terrain and obstacle imagery. The radar imagery is fused with synthetic imagery of the surrounding terrain to form a long-range, wide field-of-view display. A symbology overlay is added to provide aircraft state information and, for HALS, approach and landing command guidance cuing. The combination of see-through imagery and symbology provides the key information a pilot needs to perform safe flight operations in DVE conditions. This paper discusses the HALS and REVS systems and technology, presents imagery, and summarizes the recent flight test results.

Influence of retainer design on two-unit cantilever resin-bonded glass fiber reinforced composite fixed dental prostheses: an in vitro and finite element analysis study.

PubMed

Keulemans, Filip; De Jager, Niek; Kleverlaan, Cornelis J; Feilzer, Albert J

2008-10-01

The aim of this study was to evaluate in vitro the influence of retainer design on the strength of two-unit cantilever resin-bonded glass fiber-reinforced composite (FRC) fixed dental prostheses (FDP). Four retainer designs were tested: a proximal box, a step-box, a dual wing, and a step-box-wing. Of each design on 8 human mandibular molars, FRC-FDPs of a premolar size were produced. The FRC framework was made of resin impregnated unidirectional glass fibers (Estenia C&B EG Fiber, Kuraray) and veneered with hybrid resin composite (Estenia C&B, Kuraray). Panavia F 2.0 (Kuraray) was used as resin luting cement. FRC-FDPs were loaded to failure in a universal testing machine. One-way ANOVA and Tukey's post-hoc test were used to evaluate the data. The four designs were analyzed with finite element analysis (FEA) to reveal the stress distribution within the tooth/restoration complex. Significantly lower fracture strengths were observed with inlay-retained FDPs (proximal box: 300 +/- 65 N; step-box: 309 +/- 37 N) compared to wing-retained FDPs (p < 0.05) (step-box-wing: 662 +/- 99 N; dual wing: 697 +/- 67 N). Proximal-box-, step-box-, and step-box-wing-retained FDPs mainly failed with catastrophic cusp fracture (proximal box 100%, step-box 100%, and step-box-wing 75%), while dual-wing-retained FDPs mainly failed at the adhesive interface and/or due to pontic failure (75%). FEA showed more favorable stress distributions within the tooth/restoration complex for dual wing retainers. A dual-wing retainer is the optimal design for replacement of a single premolar by means of a two-unit cantilever FRC-FDPs.

Collaborative Research on the Ultra High Bypass Ratio Engine Cycle to Reduce Noise, Emissions and Fuel Consumption

NASA Technical Reports Server (NTRS)

Hughes, Christopher

2008-01-01

A pictorial history of NASA development of advanced engine technologies for reducing environmental emissions and increasing performance from the 1970s to present is presented. The goals of the Subsonic Fixed Wing Program portion of the NASA Fundamental Aeronautics Program are addressed, along with the areas of investigation currently being pursued by the Ultra High Bypass Partnership Element of the Subsonic Fixed Wing Program to meet the goals. Ultra High Bypass cycle research collaboration successes with Pratt & Whitney are presented.

Large capacity oblique all-wing transport aircraft

NASA Technical Reports Server (NTRS)

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

1996-01-01

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

The effect of flight altitude to data quality of fixed-wing UAV imagery: case study in Murcia, Spain

NASA Astrophysics Data System (ADS)

Anders, Niels; Keesstra, Saskia; Cammeraat, Erik

2014-05-01

Unmanned Aerial System (UAS) are becoming popular tools in the geosciences due to improving technology and processing techniques. They can potentially fill the gap between spaceborne or manned aircraft remote sensing and terrestrial remote sensing, both in terms of spatial and temporal resolution. In this study we tested a fixed-wing Unmanned Aerial System (UAS) for the application of digital landscape analysis. The focus was to analyze the effect of flight altitude and the effect to accuracy and detail of the produced digital elevation models, derived terrain properties and orthophotos. The aircraft was equipped with a Panasonic GX1 16MP pocket camera with 20 mm lens to capture normal JPEG RGB images. Images were processed using Agisoft Photoscan Pro which includes the structure-from-motion and multiview stereopsis algorithms. The test area consisted of small abandoned agricultural fields in semi-arid Murcia in southeastern Spain. The area was severely damaged after a destructive rainfall event, including damaged check dams, rills, deep gully incisions and piping. Results suggest that careful decisions on flight altitude are essential to find a balance between the area coverage, ground sampling distance, UAS ground speed, camera processing speed and the accurate registration of specific soil erosion features of interest.

Enabling Electric Propulsion for Flight

NASA Technical Reports Server (NTRS)

Ginn, Starr

2014-01-01

Description of current ARMD projects; Team Seedling project AFRC and LaRC 31ft distributed electric propulsion wing on truck bed up 75 miles per hour for coefficient of lift validation. Convergent Aeronautic Solutions project (new ARMD reorg), sub-project Convergent Electric Propulsion Technologies AFRC, LaRC and GRC, re-winging a 4 passenger Tecnam aircraft with a 31ft distributed electric propulsion wing. Advanced Air Transport Technologies (Fixed Wing), Hybrid Electric Research Theme, developing a series hybrid ironbird and flight sim to study integration and performance challenges in preparation for a 1-2 MW flight project.

Flexible Wing Designs with Sensor Control Feedback for Demonstration on the X-56A (MUTT)

NASA Technical Reports Server (NTRS)

Ginn, Starr

2012-01-01

Presenting an overview of the research DFRC is planning within the Subsonic Fixed Wing (SFW) Light Weight Airframes and Propulsion. Describ ing our TRL maturation and new research going forward using the X-56A as a validation testbed.

Development of Flight-Test Performance Estimation Techniques for Small Unmanned Aerial Systems

NASA Astrophysics Data System (ADS)

McCrink, Matthew Henry

This dissertation provides a flight-testing framework for assessing the performance of fixed-wing, small-scale unmanned aerial systems (sUAS) by leveraging sub-system models of components unique to these vehicles. The development of the sub-system models, and their links to broader impacts on sUAS performance, is the key contribution of this work. The sub-system modeling and analysis focuses on the vehicle's propulsion, navigation and guidance, and airframe components. Quantification of the uncertainty in the vehicle's power available and control states is essential for assessing the validity of both the methods and results obtained from flight-tests. Therefore, detailed propulsion and navigation system analyses are presented to validate the flight testing methodology. Propulsion system analysis required the development of an analytic model of the propeller in order to predict the power available over a range of flight conditions. The model is based on the blade element momentum (BEM) method. Additional corrections are added to the basic model in order to capture the Reynolds-dependent scale effects unique to sUAS. The model was experimentally validated using a ground based testing apparatus. The BEM predictions and experimental analysis allow for a parameterized model relating the electrical power, measurable during flight, to the power available required for vehicle performance analysis. Navigation system details are presented with a specific focus on the sensors used for state estimation, and the resulting uncertainty in vehicle state. Uncertainty quantification is provided by detailed calibration techniques validated using quasi-static and hardware-in-the-loop (HIL) ground based testing. The HIL methods introduced use a soft real-time flight simulator to provide inertial quality data for assessing overall system performance. Using this tool, the uncertainty in vehicle state estimation based on a range of sensors, and vehicle operational environments is presented. The propulsion and navigation system models are used to evaluate flight-testing methods for evaluating fixed-wing sUAS performance. A brief airframe analysis is presented to provide a foundation for assessing the efficacy of the flight-test methods. The flight-testing presented in this work is focused on validating the aircraft drag polar, zero-lift drag coefficient, and span efficiency factor. Three methods are detailed and evaluated for estimating these design parameters. Specific focus is placed on the influence of propulsion and navigation system uncertainty on the resulting performance data. Performance estimates are used in conjunction with the propulsion model to estimate the impact sensor and measurement uncertainty on the endurance and range of a fixed-wing sUAS. Endurance and range results for a simplistic power available model are compared to the Reynolds-dependent model presented in this work. Additional parameter sensitivity analysis related to state estimation uncertainties encountered in flight-testing are presented. Results from these analyses indicate that the sub-system models introduced in this work are of first-order importance, on the order of 5-10% change in range and endurance, in assessing the performance of a fixed-wing sUAS.

GASP- General Aviation Synthesis Program. Volume 1: Main program. Part 1: Theoretical development

NASA Technical Reports Server (NTRS)

Hague, D.

1978-01-01

The General Aviation synthesis program performs tasks generally associated with aircraft preliminary design and allows an analyst the capability of performing parametric studies in a rapid manner. GASP emphasizes small fixed-wing aircraft employing propulsion systems varying froma single piston engine with fixed pitch propeller through twin turboprop/ turbofan powered business or transport type aircraft. The program, which may be operated from a computer terminal in either the batch or interactive graphic mode, is comprised of modules representing the various technical disciplines integrated into a computational flow which ensures that the interacting effects of design variables are continuously accounted for in the aircraft sizing procedure. The model is a useful tool for comparing configurations, assessing aircraft performance and economics, performing tradeoff and sensitivity studies, and assessing the impact of advanced technologies on aircraft performance and economics.

Design and demonstration of a small expandable morphing wing

NASA Astrophysics Data System (ADS)

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

2005-05-01

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

Effect of multiple engine placement on aeroelastic trim and stability of flying wing aircraft

NASA Astrophysics Data System (ADS)

Mardanpour, Pezhman; Richards, Phillip W.; Nabipour, Omid; Hodges, Dewey H.

2014-01-01

Effects of multiple engine placement on flutter characteristics of a backswept flying wing resembling the HORTEN IV are investigated using the code NATASHA (Nonlinear Aeroelastic Trim And Stability of HALE Aircraft). Four identical engines with defined mass, inertia, and angular momentum are placed in different locations along the span with different offsets from the elastic axis while fixing the location of the aircraft c.g. The aircraft experiences body freedom flutter along with non-oscillatory instabilities that originate from flight dynamics. Multiple engine placement increases flutter speed particularly when the engines are placed in the outboard portion of the wing (60-70% span), forward of the elastic axis, while the lift to drag ratio is affected negligibly. The behavior of the sub- and supercritical eigenvalues is studied for two cases of engine placement. NATASHA captures a hump body-freedom flutter with low frequency for the clean wing case, which disappears as the engines are placed on the wings. In neither case is there any apparent coalescence between the unstable modes. NATASHA captures other non-oscillatory unstable roots with very small amplitude, apparently originating with flight dynamics. For the clean-wing case, in the absence of aerodynamic and gravitational forces, the regions of minimum kinetic energy density for the first and third bending modes are located around 60% span. For the second mode, this kinetic energy density has local minima around the 20% and 80% span. The regions of minimum kinetic energy of these modes are in agreement with calculations that show a noticeable increase in flutter speed if engines are placed forward of the elastic axis at these regions.

42 CFR 410.40 - Coverage of ambulance services.

Code of Federal Regulations, 2010 CFR

2010-10-01

..., level 2 (ALS2). (4) Paramedic ALS intercept (PI). (5) Specialty care transport (SCT). (6) Fixed wing transport (FW). (7) Rotary wing transport (RW). (c) Paramedic ALS intercept services. Paramedic ALS...) Be prohibited by State law from billing for any service. (3) Be furnished by a paramedic ALS...

42 CFR 410.40 - Coverage of ambulance services.

Code of Federal Regulations, 2012 CFR

2012-10-01

..., level 2 (ALS2). (4) Paramedic ALS intercept (PI). (5) Specialty care transport (SCT). (6) Fixed wing transport (FW). (7) Rotary wing transport (RW). (c) Paramedic ALS intercept services. Paramedic ALS...) Be prohibited by State law from billing for any service. (3) Be furnished by a paramedic ALS...

42 CFR 410.40 - Coverage of ambulance services.

Code of Federal Regulations, 2013 CFR

2013-10-01

..., level 2 (ALS2). (4) Paramedic ALS intercept (PI). (5) Specialty care transport (SCT). (6) Fixed wing transport (FW). (7) Rotary wing transport (RW). (c) Paramedic ALS intercept services. Paramedic ALS...) Be prohibited by State law from billing for any service. (3) Be furnished by a paramedic ALS...

42 CFR 410.40 - Coverage of ambulance services.

Code of Federal Regulations, 2014 CFR

2014-10-01

..., level 2 (ALS2). (4) Paramedic ALS intercept (PI). (5) Specialty care transport (SCT). (6) Fixed wing transport (FW). (7) Rotary wing transport (RW). (c) Paramedic ALS intercept services. Paramedic ALS...) Be prohibited by State law from billing for any service. (3) Be furnished by a paramedic ALS...

42 CFR 410.40 - Coverage of ambulance services.

Code of Federal Regulations, 2011 CFR

2011-10-01

..., level 2 (ALS2). (4) Paramedic ALS intercept (PI). (5) Specialty care transport (SCT). (6) Fixed wing transport (FW). (7) Rotary wing transport (RW). (c) Paramedic ALS intercept services. Paramedic ALS...) Be prohibited by State law from billing for any service. (3) Be furnished by a paramedic ALS...

Wing-kinematics measurement and aerodynamics in a small insect in hovering flight.

PubMed

Cheng, Xin; Sun, Mao

2016-05-11

Wing-motion of hovering small fly Liriomyza sativae was measured using high-speed video and flows of the wings calculated numerically. The fly used high wingbeat frequency (≈265 Hz) and large stroke amplitude (≈182°); therefore, even if its wing-length (R) was small (R ≈ 1.4 mm), the mean velocity of wing reached ≈1.5 m/s, the same as that of an average-size insect (R ≈ 3 mm). But the Reynolds number (Re) of wing was still low (≈40), owing to the small wing-size. In increasing the stroke amplitude, the outer parts of the wings had a "clap and fling" motion. The mean-lift coefficient was high, ≈1.85, several times larger than that of a cruising airplane. The partial "clap and fling" motion increased the lift by ≈7%, compared with the case of no aerodynamic interaction between the wings. The fly mainly used the delayed stall mechanism to generate the high-lift. The lift-to-drag ratio is only 0.7 (for larger insects, Re being about 100 or higher, the ratio is 1-1.2); that is, although the small fly can produce enough lift to support its weight, it needs to overcome a larger drag to do so.

Experimental Optimization of a Free-to-Rotate Wing for Small UAS

NASA Technical Reports Server (NTRS)

Logan, Michael J.; DeLoach, Richard; Copeland, Tiwana; Vo, Steven

2014-01-01

This paper discusses an experimental investigation conducted to optimize a free-to-rotate wing for use on a small unmanned aircraft system (UAS). Although free-to-rotate wings have been used for decades on various small UAS and small manned aircraft, little is known about how to optimize these unusual wings for a specific application. The paper discusses some of the design rationale of the basic wing. In addition, three main parameters were selected for "optimization", wing camber, wing pivot location, and wing center of gravity (c.g.) location. A small apparatus was constructed to enable some simple experimental analysis of these parameters. A design-of-experiment series of tests were first conducted to discern which of the main optimization parameters were most likely to have the greatest impact on the outputs of interest, namely, some measure of "stability", some measure of the lift being generated at the neutral position, and how quickly the wing "recovers" from an upset. A second set of tests were conducted to develop a response-surface numerical representation of these outputs as functions of the three primary inputs. The response surface numerical representations are then used to develop an "optimum" within the trade space investigated. The results of the optimization are then tested experimentally to validate the predictions.

Development of Environmental Profiles for Testing Equipment Installed in Naval Aircraft (Fixed Wing).

DTIC Science & Technology

1979-02-01

A 0 ’A099 7 1 3 tAU N A E R O S P A C E C O R P B E T H P A G E N Y F / 6 ~ ~ i DEVELOPMENT OF ENVIRONMENTAL. PROFILES FOR TESTING EQUIPMENT...IHIlia- ’ -Q IIIII.L25 MICROCOPY RESOLUTION’ TEST CHART C RMS-9-R-1 DEVELOPMENT OF ENVIRONMENTAL PROFILES FOR TESTING EQUIPMENT INSTALLED IN NAVAL... Development of Environmental Profiles for Testing ,’~ Final j quipment Installed in Naval Aircraft (Fixed Wing), e 7- e* 8 S. PERFORMING ORGANIZATION

Research requirements to improve safety of civil helicopters

NASA Technical Reports Server (NTRS)

Waters, K. T.

1977-01-01

Helicopter and fixed-wing accident data were reviewed and major accident causal factors were established. The impact of accidents on insurance rates was examined and the differences in fixed-wing and helicopter accident costs discussed. The state of the art in civil helicopter safety was compared to military helicopters. Goals were established based on incorporation of known technology and achievable improvements that require development, as well as administrative-type changes such as the impact of improved operational planning, training, and human factors effects. Specific R and D recommendations are provided with an estimation of the payoffs, timing, and development costs.

Coast Guard Aircraft: Transfer of Fixed-Wing C-27J Aircraft Is Complex and Further Fleet Purchases Should Coincide with Study Results

DTIC Science & Technology

2015-03-01

C-27J to the Coast Guard. This report assesses (1) the status of the transfer and risks the Coast Guard faces in fielding the transferred aircraft...had transferred 2 of the 14 C-27J aircraft it is receiving from the Air Force to its aircraft maintenance facility, with plans to field 14 fully...Coast Guard continues to receive these aircraft in the near term, the capability and cost of the Coast Guard’s fixed-wing fleet runs the risk of being

Computer program for prediction of the deposition of material released from fixed and rotary wing aircraft

NASA Technical Reports Server (NTRS)

Teske, M. E.

1984-01-01

This is a user manual for the computer code ""AGDISP'' (AGricultural DISPersal) which has been developed to predict the deposition of material released from fixed and rotary wing aircraft in a single-pass, computationally efficient manner. The formulation of the code is novel in that the mean particle trajectory and the variance about the mean resulting from turbulent fluid fluctuations are simultaneously predicted. The code presently includes the capability of assessing the influence of neutral atmospheric conditions, inviscid wake vortices, particle evaporation, plant canopy and terrain on the deposition pattern.

Initial Efforts toward Mission-Representative Imaging Surveys from Aerial Explorers

NASA Technical Reports Server (NTRS)

Pisanich, Greg; Plice, Laura; Ippolito, Corey; Young, Larry A.; Lau, Benton; Lee, Pascal

2004-01-01

Numerous researchers have proposed the use of robotic aerial explorers to perform scientific investigation of planetary bodies in our solar system. One of the essential tasks for any aerial explorer is to be able to perform scientifically valuable imaging surveys. The focus of this paper is to discuss the challenges implicit in, and recent observations related to, acquiring mission-representative imaging data from a small fixed-wing UAV, acting as a surrogate planetary aerial explorer. This question of successfully performing aerial explorer surveys is also tied to other topics of technical investigation, including the development of unique bio-inspired technologies.

Wind tunnel research comparing lateral control devices, particularly at high angles of attack X : various control devices on a wing with a fixed auxiliary airfoil

NASA Technical Reports Server (NTRS)

Weick, Fred E; Noyes, Richard W

1933-01-01

Results are given of a series of systemic tests comparing lateral control devices with particular reference to their effectiveness at high angles of attack. These tests were made with two sizes of ordinary ailerons and different sizes of spoilers on a Clark Y wing model having a narrow auxiliary airfoil fixed ahead and above the leading edge, the chords of the main and auxiliary airfoils being parallel. In addition, the auxiliary airfoil itself was given angular deflection. The purpose was to provide rolling moments for lateral control. The tests were made in a 7 by 10 foot wind tunnel. They included both force and rotation tests to show the effect of the devices on the lift and drag characteristics of the wing and on the lateral stability characteristics, as well as lateral control. They showed that none of the aileron arrangements tried would give rolling control of an assumed satisfactory value at all angles of attack up to the stall. However, they would give satisfactory values, but at the expense of abnormally high deflections and very heavy hinge moments. The most effective combination of ailerons and spoilers gave satisfactory values of rolling moment at angles of attack below the stall, and the values did not fall off as rapidly above the stall as with ailerons alone. With an arrangement of this type having the proper relative proportions and linkage, it should be possible to obtain reasonably satisfactory yawing moments and control forces. Deflecting one-half of the auxiliary airfoil downward for the purpose of control gave strong favorable yawing moments at all angles of attack, but gave very small rolling moments at the low angles of attack.

Ground and Flight Evaluation of a Small-Scale Inflatable-Winged Aircraft

NASA Technical Reports Server (NTRS)

Murray, James E.; Pahle, Joseph W.; Thornton, Stephen V.; Vogus, Shannon; Frackowiak, Tony; Mello, Joe; Norton, Brook; Bauer, Jeff (Technical Monitor)

2002-01-01

A small-scale, instrumented research aircraft was flown to investigate the night characteristics of innersole wings. Ground tests measured the static structural characteristics of the wing at different inflation pressures, and these results compared favorably with analytical predictions. A research-quality instrumentation system was assembled, largely from commercial off-the-shelf components, and installed in the aircraft. Initial flight operations were conducted with a conventional rigid wing having the same dimensions as the inflatable wing. Subsequent flights were conducted with the inflatable wing. Research maneuvers were executed to identify the trim, aerodynamic performance, and longitudinal stability and control characteristics of the vehicle in its different wing configurations. For the angle-of-attack range spanned in this flight program, measured flight data demonstrated that the rigid wing was an effective simulator of the lift-generating capability of the inflatable wing. In-flight inflation of the wing was demonstrated in three flight operations, and measured flight data illustrated the dynamic characteristics during wing inflation and transition to controlled lifting flight. Wing inflation was rapid and the vehicle dynamics during inflation and transition were benign. The resulting angles of attack and of sideslip ere small, and the dynamic response was limited to roll and heave motions.

A Model for Selection of Eyespots on Butterfly Wings.

PubMed

Sekimura, Toshio; Venkataraman, Chandrasekhar; Madzvamuse, Anotida

2015-01-01

The development of eyespots on the wing surface of butterflies of the family Nympalidae is one of the most studied examples of biological pattern formation.However, little is known about the mechanism that determines the number and precise locations of eyespots on the wing. Eyespots develop around signaling centers, called foci, that are located equidistant from wing veins along the midline of a wing cell (an area bounded by veins). A fundamental question that remains unsolved is, why a certain wing cell develops an eyespot, while other wing cells do not. We illustrate that the key to understanding focus point selection may be in the venation system of the wing disc. Our main hypothesis is that changes in morphogen concentration along the proximal boundary veins of wing cells govern focus point selection. Based on previous studies, we focus on a spatially two-dimensional reaction-diffusion system model posed in the interior of each wing cell that describes the formation of focus points. Using finite element based numerical simulations, we demonstrate that variation in the proximal boundary condition is sufficient to robustly select whether an eyespot focus point forms in otherwise identical wing cells. We also illustrate that this behavior is robust to small perturbations in the parameters and geometry and moderate levels of noise. Hence, we suggest that an anterior-posterior pattern of morphogen concentration along the proximal vein may be the main determinant of the distribution of focus points on the wing surface. In order to complete our model, we propose a two stage reaction-diffusion system model, in which an one-dimensional surface reaction-diffusion system, posed on the proximal vein, generates the morphogen concentrations that act as non-homogeneous Dirichlet (i.e., fixed) boundary conditions for the two-dimensional reaction-diffusion model posed in the wing cells. The two-stage model appears capable of generating focus point distributions observed in nature. We therefore conclude that changes in the proximal boundary conditions are sufficient to explain the empirically observed distribution of eyespot focus points on the entire wing surface. The model predicts, subject to experimental verification, that the source strength of the activator at the proximal boundary should be lower in wing cells in which focus points form than in those that lack focus points. The model suggests that the number and locations of eyespot foci on the wing disc could be largely controlled by two kinds of gradients along two different directions, that is, the first one is the gradient in spatially varying parameters such as the reaction rate along the anterior-posterior direction on the proximal boundary of the wing cells, and the second one is the gradient in source values of the activator along the veins in the proximal-distal direction of the wing cell.

Application of high resolution images from unmanned aerial vehicles for hydrology and rangeland science

NASA Astrophysics Data System (ADS)

Rango, A.; Vivoni, E. R.; Anderson, C. A.; Perini, N. A.; Saripalli, S.; Laliberte, A.

2012-12-01

A common problem in many natural resource disciplines is the lack of high-enough spatial resolution images that can be used for monitoring and modeling purposes. Advances have been made in the utilization of Unmanned Aerial Vehicles (UAVs) in hydrology and rangeland science. By utilizing low flight altitudes and velocities, UAVs are able to produce high resolution (5 cm) images as well as stereo coverage (with 75% forward overlap and 40% sidelap) to extract digital elevation models (DEM). Another advantage of flying at low altitude is that the potential problems of atmospheric haze obscuration are eliminated. Both small fixed-wing and rotary-wing aircraft have been used in our experiments over two rangeland areas in the Jornada Experimental Range in southern New Mexico and the Santa Rita Experimental Range in southern Arizona. The fixed-wing UAV has a digital camera in the wing and six-band multispectral camera in the nose, while the rotary-wing UAV carries a digital camera as payload. Because we have been acquiring imagery for several years, there are now > 31,000 photos at one of the study sites, and 177 mosaics over rangeland areas have been constructed. Using the DEM obtained from the imagery we have determined the actual catchment areas of three watersheds and compared these to previous estimates. At one site, the UAV-derived watershed area is 4.67 ha which is 22% smaller compared to a manual survey using a GPS unit obtained several years ago. This difference can be significant in constructing a watershed model of the site. From a vegetation species classification, we also determined that two of the shrub types in this small watershed(mesquite and creosote with 6.47 % and 5.82% cover, respectively) grow in similar locations(flat upland areas with deep soils), whereas the most predominant shrub(mariola with 11.9% cover) inhabits hillslopes near stream channels(with steep shallow soils). The positioning of these individual shrubs throughout the catchment using UAV image classifications is required as input to detailed watershed modeling There are multiple advantages to UAVs for use in hydrology and rangeland science, including that coverage is less expensive while just as accurate as conventional ground measurements. The UAV guidance systems can also guarantee returning to the same location for change detection analysis. UAV capabilities also have advantages over manned aircraft because they are safer, less expensive, and can respond in a timelier manner to new flight requests. As a result, the use of UAVs for watershed and rangeland monitoring and modeling is a rapidly expanding civil application in natural resources.

Optical Diagnostics for Flow Control on Small Wings

DTIC Science & Technology

2016-07-13

AFRL-AFOSR-VA-TR-2016-0250 Optical diagnostics for flow control on small wings GEOFF SPEDDING UNIVERSITY OF SOUTHERN CALIFORNIA LOS ANGELES...Control on Small Wings 5a. CONTRACT NUMBER 5b. GRANT NUMBER FA9550-15-1-0255 5c. PROGRAM ELEMENT NUMBER 6. AUTHOR(S) Geoffrey R Spedding 5d. PROJECT...Nd:YAG laser has been purchased, installed, and heavily-used in essential work. Two most recent investigations concern the flow over a complex wing

Evaluation of aerial survey methods for Dall's sheep

USGS Publications Warehouse

Udevitz, Mark S.; Shults, Brad S.; Adams, Layne G.; Kleckner, Christopher

2006-01-01

Most Dall's sheep (Ovis dalli dalli) population-monitoring efforts use intensive aerial surveys with no attempt to estimate variance or adjust for potential sightability bias. We used radiocollared sheep to assess factors that could affect sightability of Dall's sheep in standard fixed-wing and helicopter surveys and to evaluate feasibility of methods that might account for sightability bias. Work was conducted in conjunction with annual aerial surveys of Dall's sheep in the western Baird Mountains, Alaska, USA, in 2000–2003. Overall sightability was relatively high compared with other aerial wildlife surveys, with 88% of the available, marked sheep detected in our fixed-wing surveys. Total counts from helicopter surveys were not consistently larger than counts from fixed-wing surveys of the same units, and detection probabilities did not differ for the 2 aircraft types. Our results suggest that total counts from helicopter surveys cannot be used to obtain reliable estimates of detection probabilities for fixed-wing surveys. Groups containing radiocollared sheep often changed in size and composition before they could be observed by a second crew in units that were double-surveyed. Double-observer methods that require determination of which groups were detected by each observer will be infeasible unless survey procedures can be modified so that groups remain more stable between observations. Mean group sizes increased during our study period, and our logistic regression sightability model indicated that detection probabilities increased with group size. Mark–resight estimates of annual population sizes were similar to sightability-model estimates, and confidence intervals overlapped broadly. We recommend the sightability-model approach as the most effective and feasible of the alternatives we considered for monitoring Dall's sheep populations.

Wing-kinematics measurement and aerodynamics in a small insect in hovering flight

PubMed Central

Cheng, Xin; Sun, Mao

2016-01-01

Wing-motion of hovering small fly Liriomyza sativae was measured using high-speed video and flows of the wings calculated numerically. The fly used high wingbeat frequency (≈265 Hz) and large stroke amplitude (≈182°); therefore, even if its wing-length (R) was small (R ≈ 1.4 mm), the mean velocity of wing reached ≈1.5 m/s, the same as that of an average-size insect (R ≈ 3 mm). But the Reynolds number (Re) of wing was still low (≈40), owing to the small wing-size. In increasing the stroke amplitude, the outer parts of the wings had a “clap and fling” motion. The mean-lift coefficient was high, ≈1.85, several times larger than that of a cruising airplane. The partial “clap and fling” motion increased the lift by ≈7%, compared with the case of no aerodynamic interaction between the wings. The fly mainly used the delayed stall mechanism to generate the high-lift. The lift-to-drag ratio is only 0.7 (for larger insects, Re being about 100 or higher, the ratio is 1–1.2); that is, although the small fly can produce enough lift to support its weight, it needs to overcome a larger drag to do so. PMID:27168523

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

NASA Technical Reports Server (NTRS)

Horne, William C.; Burnside, Nathan J.

2013-01-01

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

Evolution of avian flight: muscles and constraints on performance

PubMed Central

2016-01-01

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

Aerodynamic Measurements at Low Raynolds Numbers for Fixed Wing Micro-Air Vehicles

DTIC Science & Technology

2000-04-01

effect on the drag and lift characteristics of a 3D three-dimensional (wing) cambered Eppler 61 airfoil /wing. A/D analog-to-digital TE trailing edge...interest in the studies before 1996. Bums also studied the flowfield over the Eppler 61 Also, most of the studies were for relatively thick airfoils ...relatively thin airfoils studied were the tographs. Figure 7 shows the effect of changing the angle Eppler 61 and Pfenninger 048 airfoils . The Eppler 61 , of

The aerodynamics of small Reynolds numbers

NASA Technical Reports Server (NTRS)

Schmitz, F. W.

1980-01-01

Aerodynamic characteristics of wing model gliders and bird wings in particular are discussed. Wind tunnel measurements and aerodynamics of small Reynolds numbers are enumerated. Airfoil behavior in the critical transition from laminar to turbulent boundary layer, which is more important to bird wing models than to large airplanes, was observed. Experimental results are provided, and an artificial bird wing is described.

Fifteen-year survival of anterior all-ceramic cantilever resin-bonded fixed dental prostheses.

PubMed

Kern, Matthias

2017-01-01

The aim of this follow-up study was to report the long-term outcome of all-ceramic cantilever resin-bonded fixed dental prostheses (RBFDPs). In 16 patients (mean age of 33.3±17.5years) 22 RBFDPs made from a glass-infiltrated alumina ceramic (In-Ceram) were inserted with a phosphate monomer containing luting agent after air-abrasion of the retainer wings. The abutment preparation included a shallow groove on the cingulum and a small proximal box. The restorations replacing 16 maxillary and 6 mandibular incisors were followed over a mean observation time of 188.7 months. No restoration debonded. Two RBFDPs fractured and were lost 48 and 214 months after insertion, respectively. The 10-year and 15-year survival rates were both 95.4% and dropped to 81.8% after 18 years. Anterior all-ceramic cantilever RBFDPs exhibited an excellent clinical longevity. Copyright © 2016 Elsevier Ltd. All rights reserved.

Terrain mapping and control of unmanned aerial vehicles

NASA Astrophysics Data System (ADS)

Kang, Yeonsik

In this thesis, methods for terrain mapping and control of unmanned aerial vehicles (UAVs) are proposed. First, robust obstacle detection and tracking algorithm are introduced to eliminate the clutter noise uncorrelated with the real obstacle. This is an important problem since most types of sensor measurements are vulnerable to noise. In order to eliminate such noise, a Kalman filter-based interacting multiple model (IMM) algorithm is employed to effectively detect obstacles and estimate their positions precisely. Using the outcome of the IMM-based obstacle detection algorithm, a new method of building a probabilistic occupancy grid map is proposed based on Bayes rule in probability theory. Since the proposed map update law uses the outputs of the IMM-based obstacle detection algorithm, simultaneous tracking of moving targets and mapping of stationary obstacles are possible. This can be helpful especially in a noisy outdoor environment where different types of obstacles exist. Another feature of the algorithm is its capability to eliminate clutter noise as well as measurement noise. The proposed algorithm is simulated in Matlab using realistic sensor models. The results show close agreement with the layout of real obstacles. An efficient method called "quadtree" is used to process massive geographical information in a convenient manner. The algorithm is evaluated in a realistic simulation environment called RIPTIDE, which the NASA Ames Research Center developed to access the performance of complicated software for UAVs. Supposing that a UAV is equipped with abovementioned obstacle detection and mapping algorithm, the control problem of a small fixed-wing UAV is studied. A Nonlinear Model Predictive Control (NMPC is designed as a high level controller for the fixed-wing UAV using a kinematic model of the UAV. The kinematic model is employed because of the assumption that there exist low level controls on the UAV. The UAV dynamics are nonlinear with input constraints which is the main challenge explored in this thesis. The control objective of the NMPC is determined to track a desired line, and the analysis of the designed NMPC's stability is followed to find the conditions that can assure stability. Then, the control objective is extended to track adjoined multiple line segments with obstacle avoidance capability. In simulation, the performance of the NMPC is superb with fast convergence and small overshoot. The computation time is not a burden for a fixed-wing UAV controller with a Pentium level on-board computer that provides a reasonable control update rate.

NASA / GE Aviation Collaborative Partnership Research in Ultra High Bypass Cycle Propulsion Concepts

NASA Technical Reports Server (NTRS)

Hughes, Christopher E.; Zeug, Theresa

2008-01-01

Current collaborative research with General Electric Aviation on Open Rotor propulsion as part of the Subsonic Fixed Wing Project Ultra High Bypass Engine Partnership Element is discussed. The Subsonic Fixed Wing Project goals are reviewed, as well as their relative technology level compared to previous NASA noise program goals. The current Open Rotor propulsion research activity at NASA and GE are discussed including the contributions each entity bring toward the research project, and technical plans and objectives. GE Open Rotor propulsion technology and business plans currently and toward the future are also discussed, including the role the NASA SFW UHB partnership plays toward achieving those goals.

Wing Twist Measurements at the National Transonic Facility

NASA Technical Reports Server (NTRS)

Burner, Alpheus W.; Wahls, Richard A.; Goad, William K.

1996-01-01

A technique for measuring wing twist currently in use at the National Transonic Facility is described. The technique is based upon a single camera photogrammetric determination of two dimensional coordinates with a fixed (and known) third dimensional coordinate. The wing twist is found from a conformal transformation between wind-on and wind-off 2-D coordinates in the plane of rotation. The advantages and limitations of the technique as well as the rationale for selection of this particular technique are discussed. Examples are presented to illustrate run-to-run and test-to-test repeatability of the technique in air mode. Examples of wing twist in cryogenic nitrogen mode are also presented.

The Physics of Flight: I. Fixed and Rotating Wings

ERIC Educational Resources Information Center

Linton, J. Oliver

2007-01-01

Almost all elementary textbook explanations of the theory of flight rely heavily on Bernoulli's principle and the fact that air travels faster over a wing than below it. In recent years the inadequacies and, indeed, fallacies in this explanation have been exposed (see Babinsky's excellent article in 2003 Phys. Educ. 38 497-503) and it is now…

New opportunities for future small civil turbine engines: Overviewing the GATE studies

NASA Technical Reports Server (NTRS)

Strack, W. C.

1979-01-01

An overview of four independent studies forecasts the potential impact of advanced technology turbine engines in the post 1988 market, identifies important aircraft and missions, desirable engine sizes, engine performance, and cost goals. Parametric evaluations of various engine cycles, configurations, design features, and advanced technology elements defined baseline conceptual engines for each of the important missions identified by the market analysis. Both fixed-wing and helicopter aircraft, and turboshaft, turboprop, and turbofan engines were considered. Sizable performance gains (e.g., 20% SFC decrease), and large engine cost reductions of sufficient magnitude are predicted to challenge the reciprocating engine in the 300-500 SHP class.

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.

A Note about Self-Induced Velocity Generated by a Lifting-Line Wing or Rotor Blade

NASA Technical Reports Server (NTRS)

Harris, Franklin D.

2006-01-01

This report presents an elementary analysis of the induced velocity created by a field of vortices that reside in the wake of a rotor blade. Progress achieved by other researchers in the last 70 years is briefly reviewed. The present work is presented in four stages of complexity that carry a lifting-line representation of a fixed wing into a single-blade rotor. The analysis leads to the conclusion that the lifting rotor's spiraling vortex wake structure has very high induced power when compared to the ideal wing. For an advanced ratio of one-half, induced power is on the order of 10 times that of the wing when the comparison is made at wingspan equal to rotor diameter and wing and rotor having equal lift.

Quiet Clean Short-haul Experimental Engine (QCSEE). The aerodynamic and mechanical design of the QCSEE over-the-wing fan

NASA Technical Reports Server (NTRS)

1976-01-01

The aerodynamic and mechanical design of a fixed-pitch 1.36 pressure ratio fan for the over-the-wing (OTW) engine is presented. The fan has 28 blades. Aerodynamically, the fan blades were designed for a composite blade, but titanium blades were used in the experimental fan as a cost savings measure.

75 FR 5056 - Taking and Importing Marine Mammals; Taking Marine Mammals Incidental to Space Vehicle and Test...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-02-01

... hereby given that a letter of authorization (LOA) has been issued to the 30th Space Wing, U.S. Air Force... vehicle programs use VAFB to launch satellites into polar orbit: Delta II, Taurus, Atlas V, Delta IV..., and fixed-wing aircrafts are launched from VAFB. The activities under these regulations create two...

Development and design of flexible Fowler flaps for an adaptive wing

NASA Astrophysics Data System (ADS)

Monner, Hans P.; Hanselka, Holger; Breitbach, Elmar J.

1998-06-01

Civil transport airplanes fly with fixed geometry wings optimized only for one design point described by altitude, Mach number and airplane weight. These parameters vary continuously during flight, to which means the wing geometry seldom is optimal. According to aerodynamic investigations a chordwide variation of the wing camber leads to improvements in operational flexibility, buffet boundaries and performance resulting in reduction of fuel consumption. A spanwise differential camber variation allows to gain control over spanwise lift distributions reducing wing root bending moments. This paper describes the design of flexible Fowler flaps for an adaptive wing to be used in civil transport aircraft that allows both a chordwise as well as spanwise differential camber variation during flight. Since both lower and upper skins are flexed by active ribs, the camber variation is achieved with a smooth contour and without any additional gaps.

Subsonic and supersonic longitudinal stability and control characteristics of an aft tail fighter configuration with cambered and uncambered wings and uncambered fuselage

NASA Technical Reports Server (NTRS)

Dollyhigh, S. M.

1974-01-01

An investigation has been made in the Mach number range from 0.20 to 2.16 to determine the longitudinal aerodynamic characteristics of a fighter airplane concept. The configuration concept employs a single fixed geometry inlet, a 50 deg leading-edge-angle clipped-arrow wing, a single large vertical tail, and low horizontal tails. The wing camber surface was optimized in drag due to lift and was designed to be self-trimming at Mach 1.40 and at a lift coefficient of 0.20. An uncambered or flat wing of the same planform and thickness ratio was also tested. However, for the present investigation, the fuselage was not cambered. Further tests should be made on a cambered fuselage version, which attempts to preserve the optimum wing loading on that part of the theoretical wing enclosed by the fuselage.

Microflyers: inspiration from nature

NASA Astrophysics Data System (ADS)

Sirohi, Jayant

2013-04-01

Over the past decade, there has been considerable interest in miniaturizing aircraft to create a class of extremely small, robotic vehicles with a gross mass on the order of tens of grams and a dimension on the order of tens of centimeters. These are collectively refered to as micro aerial vehicles (MAVs) or microflyers. Because the size of microflyers is on the same order as that of small birds and large insects, engineers are turning to nature for inspiration. Bioinspired concepts make use of structural or aerodynamic mechanisms that are observed in insects and birds, such as elastic energy storage and unsteady aerodynamics. Biomimetic concepts attempt to replicate the form and function of natural flyers, such as flapping-wing propulsion and external appearance. This paper reviews recent developments in the area of man-made microflyers. The design space for microflyers will be described, along with fundamental physical limits to miniaturization. Key aerodynamic phenomena at the scale of microflyers will be highlighted. Because the focus is on bioinspiration and biomimetics, scaled-down versions of conventional aircraft, such as fixed wing micro air vehicles and microhelicopters will not be addressed. A few representative bioinspired and biomimetic microflyer concepts developed by researchers will be described in detail. Finally, some of the sensing mechanisms used by natural flyers that are being implemented in man-made microflyers will be discussed.

Small Engine Technology (SET) Task 23 ANOPP Noise Prediction for Small Engines, Wing Reflection Code

NASA Technical Reports Server (NTRS)

Lieber, Lysbeth; Brown, Daniel; Golub, Robert A. (Technical Monitor)

2000-01-01

The work performed under Task 23 consisted of the development and demonstration of improvements for the NASA Aircraft Noise Prediction Program (ANOPP), specifically targeted to the modeling of engine noise enhancement due to wing reflection. This report focuses on development of the model and procedure to predict the effects of wing reflection, and the demonstration of the procedure, using a representative wing/engine configuration.

NASA Fixed Wing Project: Green Technologies for Future Aircraft Generation

NASA Technical Reports Server (NTRS)

DelRosario, Ruben

2014-01-01

The NASA Fundamental Aeronautics Fixed Wing (FW) Project addresses the comprehensive challenge of enabling revolutionary energy efficiency improvements in subsonic transport aircraft combined with dramatic reductions in harmful emissions and perceived noise to facilitate sustained growth of the air transportation system. Advances in multidisciplinary technologies and the development of unconventional aircraft systems offer the potential to achieve these improvements. The presentation will highlight the FW Project vision of revolutionary systems and technologies needed to achieve the challenging goals of aviation. Specifically, the primary focus of the FW Project is on the N+3 generation that is, vehicles that are three generations beyond the current state of the art, requiring mature technology solutions in the 2025-30 timeframe.

Utilization of Optimization for Design of Morphing Wing Structures for Enhanced Flight

NASA Astrophysics Data System (ADS)

Detrick, Matthew Scott

Conventional aircraft control surfaces constrain maneuverability. This work is a comprehensive study that looks at both smart material and conventional actuation methods to achieve wing twist to potentially improve flight capability using minimal actuation energy while allowing minimal wing deformation under aerodynamic loading. A continuous wing is used in order to reduce drag while allowing the aircraft to more closely approximate the wing deformation used by birds while loitering. The morphing wing for this work consists of a skin supported by an underlying truss structure whose goal is to achieve a given roll moment using less actuation energy than conventional control surfaces. A structural optimization code has been written in order to achieve minimal wing deformation under aerodynamic loading while allowing wing twist under actuation. The multi-objective cost function for the optimization consists of terms that ensure small deformation under aerodynamic loading, small change in airfoil shape during wing twist, a linear variation of wing twist along the length of the wing, small deviation from the desired wing twist, minimal number of truss members, minimal wing weight, and minimal actuation energy. Hydraulic cylinders and a two member linkage driven by a DC motor are tested separately to provide actuation. Since the goal of the current work is simply to provide a roll moment, only one actuator is implemented along the wing span. Optimization is also used to find the best location within the truss structure for the actuator. The active structure produced by optimization is then compared to simulated and experimental results from other researchers as well as characteristics of conventional aircraft.

User-centered design and evaluation of a next generation fixed-split ergonomic keyboard.

PubMed

McLoone, Hugh E; Jacobson, Melissa; Hegg, Chau; Johnson, Peter W

2010-01-01

Research has shown that fixed-split, ergonomic keyboards lessen the pain and functional status in symptomatic individuals as well as reduce the likelihood of developing musculoskeletal disorders in asymptomatic typists over extended use. The goal of this study was to evaluate design features to determine whether the current fixed-split ergonomic keyboard design could be improved. Thirty-nine, adult-aged, fixed-split ergonomic keyboard users were recruited to participate in one of three studies. First utilizing non-functional models and later a functional prototype, three studies evaluated keyboard design features including: 1) keyboard lateral inclination, 2) wrist rest height, 3) keyboard slope, and 4) curved "gull-wing" key layouts. The findings indicated that keyboard lateral inclination could be increased from 8° to 14°; wrist rest height could be increased up to 10 mm from current setting; positive, flat, and negative slope settings were equally preferred and facilitated greater postural variation; and participants preferred a new gull-wing key layout. The design changes reduced forearm pronation and wrist extension while not adversely affecting typing performance. This research demonstrated how iterative-evaluative, user-centered research methods can be utilized to improve a product's design such as a fixed-split ergonomic keyboard.

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

NASA Astrophysics Data System (ADS)

Suzuki, Kosuke; Yoshino, Masato

2017-06-01

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

Performance, Stability, and Control Investigation at Mach Numbers from 0.60 to 1.05 of a Model of the "Swallow" with Outer Wing Panels Swept 75 degree with and without Power Simulations

NASA Technical Reports Server (NTRS)

Schmeer, James W.; Cassetti, Marlowe D.

1960-01-01

An investigation of the performance, stability, and control characteristics of a variable-sweep arrow-wing model with the outer wing panels swept 75 deg. has been conducted in the Langley 16-foot transonic tunnel. Four outboard engines located above and below the wing provided propulsive thrust, and, by deflecting in the pitch direction and rotating in the lateral plane, also produced control forces. The engine nacelles incorporated swept lateral and vertical fins for aerodynamic stability and control. Jet-off data were obtained with flow-through nacelles, simulating inlet flow; jet thrust and hot-jet interference effects were obtained with faired-nose nacelles housing hydrogen peroxide gas generators. Six-component force and moment data were obtained at Mach numbers from 0.60 to 1.05 through a range of angles of attack and angles of side-slip. Control characteristics were obtained by deflecting the nacelle-fin combinations as elevators, rudders, and ailerons at several fixed angles for each control. The results indicate that the basic wing-body configuration becomes neutrally stable or unstable at a lift coefficient of 0.15; addition of nacelles with fins delayed instability to a lift coefficient of 0.30. Addition of nacelles to the wing-body configuration increased minimum drag from 0.0058 to 0.0100 at a Mach number of 0.60 and from 0.0080 to 0.0190 at a Mach number of 1.05 with corresponding reductions in maximum lift-drag ratio of 12 percent and 33 percent, respectively. The nacelle-fin combinations were ineffective as longitudinal controls but were adequate as directional and lateral controls. The model with nacelles and fins was directionally and laterally stable; the stability generally increased with increasing lift. Jet interference effects on stability and control characteristics were small but the adverse effects on drag were greater than would be expected for isolated nacelles.

Simulation and Flight Control of an Aeroelastic Fixed Wing Micro Aerial Vehicle

NASA Technical Reports Server (NTRS)

Waszak, Martin; Davidson, John B.; Ifju, Peter G.

2002-01-01

Micro aerial vehicles have been the subject of continued interest and development over the last several years. The majority of current vehicle concepts rely on rigid fixed wings or rotors. An alternate design based on an aeroelastic membrane wing has also been developed that exhibits desired characteristics in flight test demonstrations, competition, and in prior aerodynamics studies. This paper presents a simulation model and an assessment of flight control characteristics of the vehicle. Linear state space models of the vehicle associated with typical trimmed level flight conditions and which are suitable for control system design are presented as well. The simulation is used as the basis for the design of a measurement based nonlinear dynamic inversion control system and outer loop guidance system. The vehicle/controller system is the subject of ongoing investigations of autonomous and collaborative control schemes. The results indicate that the design represents a good basis for further development of the micro aerial vehicle for autonomous and collaborative controls research.

Towards Intelligent Control for Next Generation Aircraft

NASA Technical Reports Server (NTRS)

Acosta, Diana Michelle; KrishnaKumar, Kalmanje Srinvas; Frost, Susan Alane

2008-01-01

NASA Aeronautics Subsonic Fixed Wing Project is focused on mitigating the environmental and operation impacts expected as aviation operations triple by 2025. The approach is to extend technological capabilities and explore novel civil transport configurations that reduce noise, emissions, fuel consumption and field length. Two Next Generation (NextGen) aircraft have been identified to meet the Subsonic Fixed Wing Project goals - these are the Hybrid Wing-Body (HWB) and Cruise Efficient Short Take-Off and Landing (CESTOL) aircraft. The technologies and concepts developed for these aircraft complicate the vehicle s design and operation. In this paper, flight control challenges for NextGen aircraft are described. The objective of this paper is to examine the potential of state-of-the-art control architectures and algorithms to meet the challenges and needed performance metrics for NextGen flight control. A broad range of conventional and intelligent control approaches are considered, including dynamic inversion control, integrated flight-propulsion control, control allocation, adaptive dynamic inversion control, data-based predictive control and reinforcement learning control.

Bioinspired morphing wings for extended flight envelope and roll control of small drones.

PubMed

Di Luca, M; Mintchev, S; Heitz, G; Noca, F; Floreano, D

2017-02-06

Small-winged drones can face highly varied aerodynamic requirements, such as high manoeuvrability for flight among obstacles and high wind resistance for constant ground speed against strong headwinds that cannot all be optimally addressed by a single aerodynamic profile. Several bird species solve this problem by changing the shape of their wings to adapt to the different aerodynamic requirements. Here, we describe a novel morphing wing design composed of artificial feathers that can rapidly modify its geometry to fulfil different aerodynamic requirements. We show that a fully deployed configuration enhances manoeuvrability while a folded configuration offers low drag at high speeds and is beneficial in strong headwinds. We also show that asymmetric folding of the wings can be used for roll control of the drone. The aerodynamic performance of the morphing wing is characterized in simulations, in wind tunnel measurements and validated in outdoor flights with a small drone.

Bioinspired morphing wings for extended flight envelope and roll control of small drones

PubMed Central

Heitz, G.; Noca, F.; Floreano, D.

2017-01-01

Small-winged drones can face highly varied aerodynamic requirements, such as high manoeuvrability for flight among obstacles and high wind resistance for constant ground speed against strong headwinds that cannot all be optimally addressed by a single aerodynamic profile. Several bird species solve this problem by changing the shape of their wings to adapt to the different aerodynamic requirements. Here, we describe a novel morphing wing design composed of artificial feathers that can rapidly modify its geometry to fulfil different aerodynamic requirements. We show that a fully deployed configuration enhances manoeuvrability while a folded configuration offers low drag at high speeds and is beneficial in strong headwinds. We also show that asymmetric folding of the wings can be used for roll control of the drone. The aerodynamic performance of the morphing wing is characterized in simulations, in wind tunnel measurements and validated in outdoor flights with a small drone. PMID:28163882

AVALON: definition and modeling of a vertical takeoff and landing UAV

NASA Astrophysics Data System (ADS)

Silva, N. B. F.; Marconato, E. A.; Branco, K. R. L. J. C.

2015-09-01

Unmanned Aerial Vehicles (UAVs) have been used in numerous applications, like remote sensing, precision agriculture and atmospheric data monitoring. Vertical takeoff and landing (VTOL) is a modality of these aircrafts, which are capable of taking off and landing vertically, like a helicopter. This paper presents the definition and modeling of a fixed- wing VTOL, named AVALON (Autonomous VerticAL takeOff and laNding), which has the advantages of traditional aircrafts with improved performance and can take off and land in small areas. The principles of small UAVs development were followed to achieve a better design and to increase the range of applications for this VTOL. Therefore, we present the design model of AVALON validated in a flight simulator and the results show its validity as a physical option for an UAV platform.

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

NASA Technical Reports Server (NTRS)

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

1976-01-01

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

Variable Camber Morphing Wings

DTIC Science & Technology

2016-02-02

devices and wind turbines , but also it is present in fixed wings, which can vibrate at high frequencies during flight, and in the most fascinating...way to delay dynamic stall to control periodic vortex generation and improve the performance of rotorcrafts and wind turbines (McCroskey, 1982). As...Axis Wind Turbines , Sandia National Laboratories Energy Report, SAND80-2114. 7. RESPONSIBILITY NOTICE “The authors are the only responsible for

The effect of single engine fixed wing air transport on rate-responsive pacemakers.

PubMed

De Rotte, A A; Van Der Kemp, P

1999-09-01

Insufficient information exists about the safety of patients with accelerometer-based rate-responsive pacemakers in air transport by general aviation aircraft. The response in pacing rate of two types of accelerometer-based rate-responsive pacemakers with data logging capabilities was studied during test flights with single engine fixed wing aircraft. Results were compared with the rate-response of these pacemakers during transportation by car and were also interpreted in respect to physiological heart rate response of aircrew during flights in single engine fixed wing aircraft. In addition, a continuous accelerometer readout was recorded during a turbulent phase of flight. This recording was used for a pacemaker-simulator experiment with maximal sensitive motion-sensor settings. Only a minor increase in pacing rate due to aircraft motion could be demonstrated during all phases of flight at all altitudes with the pacemakers programmed in the normal mode. This increase was of the same magnitude as induced during transport by car and would be of negligible influence on the performance of the individual pacemaker patient equipped with such a pacemaker. Moreover, simultaneous Holter monitoring of the pilots during these flights showed a similar rate-response in natural heart rate compared with the increase in pacing rate induced by aircraft motion in accelerometer-based rate-responsive pacemakers. No sensor-mediated pacemaker tachycardia was seen during any of these recordings. However, a 15% increase in pacing rate was induced by severe air turbulence. Programming the maximal sensitivity of the motion sensor into the pacemaker could, on the other hand, induce a significant increase in pacing rate as was demonstrated by the simulation experiments. These results seem to rule out potentially dangerous or adverse effects from motional or vibrational influences during transport in single engine fixed wing aircraft on accelerometer-based rate-responsive pacemakers with normal activity sensor settings.

High transonic speed transport aircraft study. [aerodynamic characteristics of single-fuselage, yawed-wing configuration

NASA Technical Reports Server (NTRS)

Kulfan, R. M.; Neumann, F. D.; Nisbet, J. W.; Mulally, A. R.; Murakami, J. K.; Noble, E. C.; Mcbarron, J. P.; Stalter, J. L.; Gimmestad, D. W.; Sussman, M. B.

1973-01-01

An initial design study of high-transonic-speed transport aircraft has been completed. Five different design concepts were developed. These included fixed swept wing, variable-sweep wing, delta wing, double-fuselage yawed-wing, and single-fuselage yawed-wing aircraft. The boomless supersonic design objectives of range=5560 Km (3000 nmi), payload-18 143 kg (40 000lb), Mach=1.2, and FAR Part 36 aircraft noise levels were achieved by the single-fuselage yawed-wing configuration with a gross weight of 211 828 Kg (467 000 lb). A noise level of 15 EPNdB below FAR Part 36 requirements was obtained with a gross weight increase to 226 796 Kg (500 000 lb). Although wing aeroelastic divergence was a primary design consideration for the yawed-wing concepts, the graphite-epoxy wings of this study were designed by critical gust and maneuver loads rather than by divergence requirements. The transonic nacelle drag is shown to be very sensitive to the nacelle installation. A six-degree-of-freedom dynamic stability analysis indicated that the control coordination and stability augmentation system would require more development than for a symmetrical airplane but is entirely feasible. A three-phase development plan is recommended to establish the full potential of the yawed-wing concept.

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.

Assessment of Potential Aerodynamic Benefits from Spanwise Blowing at the Wing Tip. Ph.D. Thesis - George Washington Univ.

NASA Technical Reports Server (NTRS)

Mineck, Raymond Edward

1992-01-01

A comprehensive set of experimental and analytical investigations have been conducted to assess the potential aerodynamic benefits from spanwise blowing at the tip of a moderate aspect ratio, swept wing. An analytical model has been developed to simulate a jet exhausting from the wing tip. An experimental study of a subsonic jet exhausting from the wing tip was conducted to investigate the effect of spanwise blowing from the tip on the aerodynamic characteristics of a moderate aspect ratio, swept wing. Wing force and moment data and surface pressure data were measured at Mach numbers up to 0.72. Results indicate that small amounts of blowing from small jets increase the lift curve slope a small amount, but have no effect on drag. Larger amounts of blowing from longer jets blowing increases lift near the tip and reduce drag at low Mach numbers. These benefits decrease with increasing Mach number, and vanish at Mach 0.5. A Navier-Stokes solver with modified boundary conditions at the tip was used to extrapolate the results to a Mach number of 0.72. With current technology and conventional wing shapes, spanwise blowing at the wing tip does not appear to be a practical means of reducing drag of moderate aspect ratio wings at high subsonic Mach numbers.

Technology Innovation of Power Transmission Gearing in Aviation

NASA Technical Reports Server (NTRS)

Handschuh, Robert F.

2009-01-01

An overview of rotary wing evolution and innovations over the last 20 years was presented. This overview is provided from a drive system perspective. Examples of technology innovations that have changed and advanced drive systems of rotary wing vehicles will be provided. These innovations include full 6-axis CNC gear manufacture, face gear development to aerospace standards, health and usage monitoring, and gear geometry and bearing improvements. Also, an overview of current state-of-the-art activities being conducted at NASA Glenn is presented with a short look to fixed and rotary wing aircraft and systems needed for the future.

Experimental aerodynamic and static elastic deformation characterization of low aspect ratio flexible fixed wings applied to micro aerial vehicles

NASA Astrophysics Data System (ADS)

Albertani, Roberto

The concept of micro aerial vehicles (MAVs) is for a small, inexpensive and sometimes expendable platform, flying by remote pilot, in the field or autonomously. Because of the requirement to be flown either by almost inexperienced pilots or by autonomous control, they need to have very reliable and benevolent flying characteristics drive the design guidelines. A class of vehicles designed by the University of Florida adopts a flexible-wing concept, featuring a carbon fiber skeleton and a thin extensible latex membrane skin. Another typical feature of MAVs is a wingspan to propeller diameter ratio of two or less, generating a substantial influence on the vehicle aerodynamics. The main objectives of this research are to elucidate and document the static elastic flow-structure interactions in terms of measurements of the aerodynamic coefficients and wings' deformation as well as to substantiate the proposed inferences regarding the influence of the wings' structural flexibility on their performance; furthermore the research will provide experimental data to support the validation of CFD and FEA numerical models. A unique facility was developed at the University of Florida to implement a combination of a low speed wind tunnel and a visual image correlation system. The models tested in the wind tunnel were fabricated at the University MAV lab and consisted of a series of ten models with an identical geometry but differing in levels of structural flexibility and deformation characteristics. Results in terms of full-field displacements and aerodynamic coefficients from wind tunnel tests for various wind velocities and angles of attack are presented to demonstrate the deformation of the wing under steady aerodynamic load. The steady state effects of the propeller slipstream on the flexible wing's shape and its performance are also investigated. Analytical models of the aerodynamic and propulsion characteristics are proposed based on a multi dimensional linear regression analysis of non-linear functions. Conclusions are presented regarding the effects of the wing flexibility on some of the aerodynamic characteristics, including the effects of the propeller on the vehicle characteristics. Recommendations for future work will conclude this work.

Test Report on Three- and Six-Component Measurements on a Series of Tapered Wings of Small Aspect Ratio

NASA Technical Reports Server (NTRS)

Lange; Wacke

1948-01-01

The investigations of the reports to 4 on wings of small aspect ratio are continued. The present report deals with the results of the three- and six-component measurements and the flow pictures of the triangular wing series with the aspect ratio Lambda = 3 to Lambda = 1.

An Analytical Assessment of NASA's N+1 Subsonic Fixed Wing Project Noise Goal

NASA Technical Reports Server (NTRS)

Berton, Jeffrey J.; Envia, Edmane; Burley, Casey L.

2009-01-01

The Subsonic Fixed Wing Project of NASA's Fundamental Aeronautics Program has adopted a noise reduction goal for new, subsonic, single-aisle, civil aircraft expected to replace current 737 and A320 airplanes. These so-called 'N+1' aircraft - designated in NASA vernacular as such since they will follow the current, in-service, 'N' airplanes - are hoped to achieve certification noise goal levels of 32 cumulative EPNdB under current Stage 4 noise regulations. A notional, N+1, single-aisle, twinjet transport with ultrahigh bypass ratio turbofan engines is analyzed in this study using NASA software and methods. Several advanced noise-reduction technologies are analytically applied to the propulsion system and airframe. Certification noise levels are predicted and compared with the NASA goal.

Numerical studies of the deposition of material released from fixed and rotary wing aircraft

NASA Technical Reports Server (NTRS)

Bilanin, A. J.; Teske, M. E.

1984-01-01

The computer code AGDISP (AGricultural DISPersal) has been developed to predict the deposition of material released from fixed and rotary wing aircraft in a single-pass, computationally efficient manner. The formulation of the code is novel in that the mean particle trajectory and the variance about the mean resulting from turbulent fluid fluctuations are simultaneously predicted. The code presently includes the capability of assessing the influence of neutral atmospheric conditions, inviscid wake vortices, particle evaporation, plant canopy and terrain on the deposition pattern. In this report, the equations governing the motion of aerially released particles are developed, including a description of the evaporation model used. A series of case studies, using AGDISP, are included.

Acoustics Discipline Overview

NASA Technical Reports Server (NTRS)

Envia, Edmane; Thomas, Russell

2007-01-01

As part of the Fundamental Aeronautics Program Annual Review, a summary of the progress made in 2007 in acoustics research under the Subsonic Fixed Wing project is given. The presentation describes highlights from in-house and external activities including partnerships and NRA-funded research with industry and academia. Brief progress reports from all acoustics Phase 1 NRAs are also included as are outlines of the planned activities for 2008 and all Phase 2 NRAs. N+1 and N+2 technology paths outlined for Subsonic Fixed Wing noise targets. NRA Round 1 progressing with focus on prediction method advancement. NRA Round 2 initiating work focused on N+2 technology, prediction methods, and validation. Excellent partnerships in progress supporting N+1 technology targets and providing key data sets.

Algorithm and code development for unsteady three-dimensional Navier-Stokes equations

NASA Technical Reports Server (NTRS)

Obayashi, Shigeru

1991-01-01

A streamwise upwind algorithm for solving the unsteady 3-D Navier-Stokes equations was extended to handle the moving grid system. It is noted that the finite volume concept is essential to extend the algorithm. The resulting algorithm is conservative for any motion of the coordinate system. Two extensions to an implicit method were considered and the implicit extension that makes the algorithm computationally efficient is implemented into Ames's aeroelasticity code, ENSAERO. The new flow solver has been validated through the solution of test problems. Test cases include three-dimensional problems with fixed and moving grids. The first test case shown is an unsteady viscous flow over an F-5 wing, while the second test considers the motion of the leading edge vortex as well as the motion of the shock wave for a clipped delta wing. The resulting algorithm has been implemented into ENSAERO. The upwind version leads to higher accuracy in both steady and unsteady computations than the previously used central-difference method does, while the increase in the computational time is small.

Exploring human error in military aviation flight safety events using post-incident classification systems.

PubMed

Hooper, Brionny J; O'Hare, David P A

2013-08-01

Human error classification systems theoretically allow researchers to analyze postaccident data in an objective and consistent manner. The Human Factors Analysis and Classification System (HFACS) framework is one such practical analysis tool that has been widely used to classify human error in aviation. The Cognitive Error Taxonomy (CET) is another. It has been postulated that the focus on interrelationships within HFACS can facilitate the identification of the underlying causes of pilot error. The CET provides increased granularity at the level of unsafe acts. The aim was to analyze the influence of factors at higher organizational levels on the unsafe acts of front-line operators and to compare the errors of fixed-wing and rotary-wing operations. This study analyzed 288 aircraft incidents involving human error from an Australasian military organization occurring between 2001 and 2008. Action errors accounted for almost twice (44%) the proportion of rotary wing compared to fixed wing (23%) incidents. Both classificatory systems showed significant relationships between precursor factors such as the physical environment, mental and physiological states, crew resource management, training and personal readiness, and skill-based, but not decision-based, acts. The CET analysis showed different predisposing factors for different aspects of skill-based behaviors. Skill-based errors in military operations are more prevalent in rotary wing incidents and are related to higher level supervisory processes in the organization. The Cognitive Error Taxonomy provides increased granularity to HFACS analyses of unsafe acts.

Rotor Systems Research Aircraft /RSRA/ canopy explosive severance/fracture

NASA Technical Reports Server (NTRS)

Bement, L. J.

1976-01-01

The Rotor Systems Research Aircraft (RSRA), a compound rotor/fixed-wing aircraft, incorporates an emergency escape system for the three crew members; to achieve unobstructed egress, the overhead acrylic canopies of each crew member will be explosively severed and fractured into predictably small, low-mass pieces. A canopy explosive severance/fracture system was developed under this investigation that included the following system design considerations: selection of canopy and explosive materials, determining the acrylic's explosive severance and fracture characteristics, evaluating the effects of installation variables and temperature, determining the most effective explosive patterns, conducting full-scale, flat and double-curvature canopy tests, and evaluating the effects of back-blast of the explosive into the cockpit.

Three-Dimensional (3D) Distribution

DTIC Science & Technology

2009-03-11

Jingle Air, CLP , Green Air, USAF), COIN OPS, RFID, etc….. Battle Loss, Log status, Causality, Tactical moves (24/48/72), SSA % Balance, Combat Power...Coalition/Joint Status, Parachute Status, KBR issues in AO, etc….. Capacity to move (parachute, LCLA, Jingle Air, CLP’s, Jingle Truck, Green Air...helicopter (green air); contracted, rotary-wing air, e.g. Mi-8; fixed- wing air, e.g. CASA-212; Combat Logistics Patrol; commercial trucks, e.g. “ jingle

What’s Wrong With Automatic Speech Recognition (ASR) and How Can We Fix It?

DTIC Science & Technology

2013-03-01

Jordan Cohen International Computer Science Institute 1947 Center Street, Suite 600 Berkeley, CA 94704 MARCH 2013 Final Report ...This report was cleared for public release by the 88th Air Base Wing Public Affairs Office and is available to the general public, including foreign...711th Human Performance Wing Air Force Research Laboratory This report is published in the interest of scientific and technical

Some observations on the mechanism of aircraft wing rock

NASA Technical Reports Server (NTRS)

Hwang, C.; Pi, W. S.

1979-01-01

A scale model of the Northrop F-5A was tested in NASA Ames Research Center Eleven-Foot Transonic Tunnel to simulate the wing rock oscillations in a transonic maneuver. For this purpose, a flexible model support device was designed and fabricated, which allowed the model to oscillate in roll at the scaled wing rock frequency. Two tunnel entries were performed to acquire the pressure (steady state and fluctuating) and response data when the model was held fixed and when it was excited by flow to oscillate in roll. Based on these data, a limit cycle mechanism was identified, which supplied energy to the aircraft model and caused the Dutch roll type oscillations, commonly called wing rock. The major origin of the fluctuating pressures that contributed to the limit cycle was traced to the wing surface leading edge stall and the subsequent lift recovery. For typical wing rock oscillations, the energy balance between the pressure work input and the energy consumed by the model's aerodynamic and mechanical damping was formulated and numerical data presented.

Some observations on the mechanism of aircraft wing rock

NASA Technical Reports Server (NTRS)

Hwang, C.; Pi, W. S.

1978-01-01

A pressure scale model of Northrop F-5A was tested in NASA Ames Research Center Eleven-Foot Transonic Tunnel to simulate the wing rock oscillations in a transonic maneuver. For this purpose, a flexible model support device was designed and fabricated which allowed the model to oscillate in roll at the scaled wing rock frequency. Two tunnel entries were performed to acquire the pressure (steady state and fluctuating) and response data when the model was held fixed and when it was excited by flow to oscillate in roll. Based on these data, a limit cycle mechanism was identified which supplied energy to the aircraft model and caused the Dutch roll type oscillations, commonly called wing rock. The major origin of the fluctuating pressures which contributed to the limit cycle was traced to the wing surface leading edge stall and the subsequent lift recovery. For typical wing rock oscillations, the energy balance between the pressure work input and the energy consumed by the model aerodynamic and mechanical damping was formulated and numerical data presented.

The spanwise distribution of lift for minimum induced drag of wings having a given lift and a given bending moment

NASA Technical Reports Server (NTRS)

Jones, R. T.

1950-01-01

The problem of the minimum induced drag of wings having a given lift and a given span is extended to include cases in which the bending moment to be supported by the wing is also given. The theory is limited to lifting surfaces traveling at subsonic speeds. It is found that the required shape of the downwash distribution can be obtained in an elementary way which is applicable to a variety of such problems. Expressions for the minimum drag and the corresponding spanwise load distributions are also given for the case in which the lift and the bending moment about the wing root are fixed while the span is allowed to vary. The results show a 15-percent reduction of the induced drag with a 15-percent increase in span as compared with results for an elliptically loaded wing having the same total lift and bending moment.

Measurement of morphing wing deflection by a cross-coherence fiber optic interferometric technique

NASA Astrophysics Data System (ADS)

Tomić, Miloš C.; Djinović, Zoran V.; Scheerer, Michael; Petricevic, Slobodan J.

2018-01-01

A fiber-optic interferometric technique aimed at measuring the deflection of aircrafts’ morphing wings is presented. The wing deflection induces a strain in the sensing fiber optic coils that are firmly fixed onto the wing. A change of the phase angle of the light propagating through the fiber is measured by an ‘all-in-fiber’ Michelson interferometer based on a 3 × 3 fiber-optic coupler. Two light sources of different coherence lengths and wavelengths are simultaneously used to ensure a wide measurement range and high accuracy. A new technique for determination of the zero deflection point using the cross-correlation of the two interferograms is proposed. The experiments performed on a specimen made of a carbon-fiber-reinforced plastic honeycomb structure demonstrated a relative uncertainty <1% and a precision of about 0.06° in the measuring range ±5° of the morphing wing deflection.

Wing Rock Motion and its Flow Mechanism over a Chined-Body Configuration

NASA Astrophysics Data System (ADS)

Wang, Yankui; Li, Qian; Shi, Wei

2015-11-01

Wing rock motion is one kind of uncommanded oscillation around the body axis over the most of the aircraft at enough high angle of attack and has a strong threat to the flight safety. The purpose of this paper is to investigate the wing rock motion over a typical body-wing configuration with a chined fuselage at fixed angle of attack firstly and four kinds of wing rock motion are revealed based on the flow phenomena, namely non-oscillation, lateral deflection, limit-cycle oscillation and irregular oscillation. Simultaneously, some special relationship between the wing rock motion and the flow over the chined body configuration are discussed. In addition, the evolution of wing rock motion and its corresponding flows when the model undergoes pitching up are also given out. All the experiments have been conducted in a low-speed wind tunnel at a Reynolds number of 1.87*10E5 and angle of attack from 0deg to 65deg. National Natural Science Foundation of China(11472028) and Open fund from State Key Laboratory of Aerodynamics.

Butterflies regulate wing temperatures using radiative cooling

NASA Astrophysics Data System (ADS)

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

2017-09-01

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

Transcriptome Profiling of Neurosensory Perception Genes in Wing Tissue of Two Evolutionary Distant Insect Orders: Diptera (Drosophila melanogaster) and Hemiptera (Acyrthosiphon pisum).

PubMed

Agnel, Sandra; da Rocha, Martine; Robichon, Alain

2017-12-01

The neurogenesis and neuronal functions in insect wing have been understudied mainly due to technical hindrances that have prevented electrophysiology studies for decades. The reason is that the nano-architecture of the wing chemosensory bristles hampers the receptors accessibility of odorants/tastants to receptors in fixed setup, whereas in nature, the wing flapping mixes these molecules in bristle lymph. In this report, we analyzed the transcriptome of the wing tissue of two species phylogenetically strongly divergent: Drosophila melanogaster a generic model for diptera order (complete metamorphosis) and the aphid acyrthosiphon pisum, representative of hemiptera order (incomplete metamorphosis) for which a conditional winged/wingless polyphenism is under control of population density and resources. The transcriptome shows that extensive gene networks involved in chemosensory perception are active in adult wing for both species. Surprisingly, the specific transcripts of genes that are commonly found in eye were present in Drosophila wing but not in aphid. The analysis reveals that in the aphid conditional wing, expressed genes show strong similarities with those in the gut epithelia. This suggests that the epithelial cell layer between the cuticle sheets is persistent at least in young aphid adult, whereas it disappears after emergence in Drosophila. Despite marked differences between the two transcriptomes, the results highlight the probable universalism of wing chemosensory function in the holometabolous and hemimetabolous orders of winged insects.

An adaptive wing for a small-aircraft application with a configuration of fibre Bragg grating sensors

NASA Astrophysics Data System (ADS)

Mieloszyk, M.; Krawczuk, M.; Zak, A.; Ostachowicz, W.

2010-08-01

In this paper a concept of an adaptive wing for small-aircraft applications with an array of fibre Bragg grating (FBG) sensors has been presented and discussed. In this concept the shape of the wing can be controlled and altered thanks to the wing design and the use of integrated shape memory alloy actuators. The concept has been tested numerically by the use of the finite element method. For numerical calculations the commercial finite element package ABAQUS® has been employed. A finite element model of the wing has been prepared in order to estimate the values of the wing twisting angles and distributions of the twist for various activation scenarios. Based on the results of numerical analysis the locations and numbers of the FBG sensors have also been determined. The results of numerical calculations obtained by the authors confirmed the usefulness of the assumed wing control strategy. Based on them and the concept developed of the adaptive wing, a wing demonstration stand has been designed and built. The stand has been used to verify experimentally the performance of the adaptive wing and the usefulness of the FBG sensors for evaluation of the wing condition.

Influence of structural dynamics on vehicle design - Government view. [of aerospace vehicles

NASA Technical Reports Server (NTRS)

Kordes, E. E.

1977-01-01

Dynamic design considerations for aerospace vehicles are discussed, taking into account fixed wing aircraft, rotary wing aircraft, and launch, space, and reentry vehicles. It is pointed out that space vehicles have probably had the most significant design problems from the standpoint of structural dynamics, because their large lightweight structures are highly nonlinear. Examples of problems in the case of conventional aircraft include the flutter encountered by high performance military aircraft with external stores. A description is presented of a number of examples which illustrate the direction of present efforts for improving aircraft efficiency. Attention is given to the results of studies on the structural design concepts for the arrow-wing supersonic cruise aircraft configuration and a system study on low-wing-loading, short haul transports.

Acoustic Characterization and Prediction of Representative, Small-Scale Rotary-Wing Unmanned Aircraft System Components

NASA Technical Reports Server (NTRS)

Zawodny, Nikolas S.; Boyd, D. Douglas, Jr.; Burley, Casey L.

2016-01-01

In this study, hover performance and acoustic measurements are taken on two different isolated rotors representative of small-scale rotary-wing unmanned aircraft systems (UAS) for a range of rotation rates. Each rotor system consists of two fixed-pitch blades powered by a brushless motor. For nearly the same thrust condition, significant differences in overall sound pressure level (OASPL), up to 8 dB, and directivity were observed between the two rotor systems. Differences are shown to be in part attributed to different rotor tip speeds, along with increased broadband and motor noise levels. In addition to acoustic measurements, aeroacoustic predictions were implemented in order to better understand the noise content of the rotor systems. Numerical aerodynamic predictions were computed using the unsteady Reynoldsaveraged Navier Stokes code OVERFLOW2 on one of the isolated rotors, while analytical predictions were computed using the Propeller Analysis System of the Aircraft NOise Prediction Program (ANOPP-PAS) on the two rotor configurations. Preliminary semi-empirical frequency domain broadband noise predictions were also carried out based on airfoil self-noise theory in a rotational reference frame. The prediction techniques further supported trends identified in the experimental data analysis. The brushless motors were observed to be important noise contributors and warrant further investigation. It is believed that UAS acoustic prediction capabilities must consider both rotor and motor components as part of a combined noise-generating system.

Models of Anisotropic Creep in Integral Wing Panel Forming Processes

NASA Astrophysics Data System (ADS)

Oleinikov, A. I.; Oleinikov, A. A.

2016-08-01

For a sufficiently wide range of stresses the titanic and aluminummagnesium alloys, as a rule, strained differently in the process of creep under tension and compression along a fixed direction. There are suggested constitutive relations for the description of the steady-state creep of transversely isotropic materials with different tension and compression characteristics. Experimental justification is given to the proposed constitutive equations. Modeling of forming of wing panels of the aircraft are considered.

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

Analysis of the Effectiveness of F-15E Risk Management during Peacetime Operations

DTIC Science & Technology

2015-06-18

of aircraft or life . These results were compared with existing risk management programs in the form of unit worksheet assessments. This study found...Force risk management program across all fixed-wing aircraft. Rotary wing aircraft will have their own unique challenges . However, for all its...the loss of aircraft or life . These results were compared with existing risk management programs in the form of unit worksheet assessments. This

The NASA aircraft icing research program

NASA Technical Reports Server (NTRS)

Shaw, Robert J.; Reinmann, John J.

1990-01-01

The objective of the NASA aircraft icing research program is to develop and make available to industry icing technology to support the needs and requirements for all-weather aircraft designs. Research is being done for both fixed wing and rotary wing applications. The NASA program emphasizes technology development in two areas, advanced ice protection concepts and icing simulation. Reviewed here are the computer code development/validation, icing wind tunnel testing, and icing flight testing efforts.

Evaluation of Scaling Methods for Rotorcraft Icing

NASA Technical Reports Server (NTRS)

Tsao, Jen-Ching; Kreeger, Richard E.

2010-01-01

This paper reports result of an experimental study in the NASA Glenn Icing Research Tunnel (IRT) to evaluate how well the current recommended scaling methods developed for fixed-wing unprotected surface icing applications might apply to representative rotor blades at finite angle of attack. Unlike the fixed-wing case, there is no single scaling method that has been systematically developed and evaluated for rotorcraft icing applications. In the present study, scaling was based on the modified Ruff method with scale velocity determined by maintaining constant Weber number. Models were unswept NACA 0012 wing sections. The reference model had a chord of 91.4 cm and scale model had a chord of 35.6 cm. Reference tests were conducted with velocities of 76 and 100 kt (39 and 52 m/s), droplet MVDs of 150 and 195 fun, and with stagnation-point freezing fractions of 0.3 and 0.5 at angle of attack of 0deg and 5deg. It was shown that good ice shape scaling was achieved for NACA 0012 airfoils with angle of attack lip to 5deg.

Wireless Sensors Pinpoint Rotorcraft Troubles

NASA Technical Reports Server (NTRS)

2013-01-01

Helicopters present many advantages over fixed-wing aircraft: they can take off from and land in tight spots, they can move in any direction with relative ease, and they can hover in one area for extended periods of time. But that maneuverability comes with costs. For example, one persistent issue in helicopter maintenance and operation is that their components are subject to high amounts of wear compared to fixed-wing aircraft. In particular, the rotor drive system that makes flight possible undergoes heavy vibration during routine performance, slowly degrading components in a way that can cause failures if left unmonitored. The level of attention required to ensure flight safety makes helicopters very expensive to maintain. As a part of NASA s Fundamental Aeronautics Program, the Subsonic Rotary Wing Project seeks to advance knowledge about and improve prediction capabilities for rotorcraft, with the aim of developing technology that will meet future civilian requirements like higher efficiency and lower noise flights. One of the program s goals is to improve technology to detect and assess the health of critical components in rotorcraft drive systems.

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

In-flight Fault Detection and Isolation in Aircraft Flight Control Systems

NASA Technical Reports Server (NTRS)

Azam, Mohammad; Pattipati, Krishna; Allanach, Jeffrey; Poll, Scott; Patterson-Hine, Ann

2005-01-01

In this paper we consider the problem of test design for real-time fault detection and isolation (FDI) in the flight control system of fixed-wing aircraft. We focus on the faults that are manifested in the control surface elements (e.g., aileron, elevator, rudder and stabilizer) of an aircraft. For demonstration purposes, we restrict our focus on the faults belonging to nine basic fault classes. The diagnostic tests are performed on the features extracted from fifty monitored system parameters. The proposed tests are able to uniquely isolate each of the faults at almost all severity levels. A neural network-based flight control simulator, FLTZ(Registered TradeMark), is used for the simulation of various faults in fixed-wing aircraft flight control systems for the purpose of FDI.

An Analytical Assessment of NASA's N(+)1 Subsonic Fixed Wing Project Noise Goal

NASA Technical Reports Server (NTRS)

Berton, Jeffrey J.; Envia, Edmane; Burley, Casey L.

2010-01-01

The Subsonic Fixed Wing Project of NASA s Fundamental Aeronautics Program has adopted a noise reduction goal for new, subsonic, single-aisle, civil aircraft expected to replace current 737 and A320 airplanes. These so-called "N+1" aircraft--designated in NASA vernacular as such since they will follow the current, in-service, "N" airplanes--are hoped to achieve certification noise goal levels of 32 cumulative EPNdB under current Stage 4 noise regulations. A notional, N+1, single-aisle, twinjet transport with ultrahigh bypass ratio turbofan engines is analyzed in this study using NASA software and methods. Several advanced noise-reduction technologies are empirically applied to the propulsion system and airframe. Certification noise levels are predicted and compared with the NASA goal.

50 CFR 217.74 - Mitigation.

Code of Federal Regulations, 2014 CFR

2014-10-01

... rocket launches, holders of Letters of Authorization must avoid launches during the harbor seal pupping... purposes related to missile or rocket launches. (3) All flights by fixed-wing aircraft associated with the...

50 CFR 217.74 - Mitigation.

Code of Federal Regulations, 2012 CFR

2012-10-01

... rocket launches, holders of Letters of Authorization must avoid launches during the harbor seal pupping... purposes related to missile or rocket launches. (3) All flights by fixed-wing aircraft associated with the...

50 CFR 217.74 - Mitigation.

Code of Federal Regulations, 2011 CFR

2011-10-01

... rocket launches, holders of Letters of Authorization must avoid launches during the harbor seal pupping... purposes related to missile or rocket launches. (3) All flights by fixed-wing aircraft associated with the...

50 CFR 217.74 - Mitigation.

Code of Federal Regulations, 2013 CFR

2013-10-01

... rocket launches, holders of Letters of Authorization must avoid launches during the harbor seal pupping... purposes related to missile or rocket launches. (3) All flights by fixed-wing aircraft associated with the...

Design and evaluation of a wing with embedded payloads for Small Unmanned Aerial System (SUAS) applications

NASA Astrophysics Data System (ADS)

Pearson, Roger A.

Rapidly advancing technology has developed multiple thin filmed devices capable of expanding the abilities of Small Unmanned Aircraft Systems (SUAS). This research develops a viable solution for integrating thin film solar cells into a currently operational SUAS. A wing was designed and produced that was capable of replacing the existing wing while providing additional functionality with embedded solar arrays. The study investigates the challenges of meeting the original requirements of the original equipment manufacturer wing while adapting it to fully protect and support structurally embedded payloads. In total, seven complete wings were produced and tested. Combinations of functional and simulated payloads were fully integrated into two of these wings. The merits of these designs were quantified and validated through both ground testing and flight testing with the SUAS.

Effects of wing flexibility and variable air lift upon wing bending moment during landing impacts of a small seaplane

NASA Technical Reports Server (NTRS)

Merten, Kenneth F; Beck, Edgar B

1951-01-01

A smooth-water-landing investigation was conducted with a small seaplane to obtain experimental wing-bending-moment time histories together with time histories of the various parameters necessary for the prediction of wing bending moments during hydrodynamic forcing functions. The experimental results were compared with calculated results which include inertia-load effects and the effects of air-load variation during impact. The responses of the fundamental mode were calculated with the use of the measured hydrodynamic forcing functions. From these responses, the wing bending moments due to the hydrodynamic load were calculated according to the procedure given in R.M. No. 2221. The comparison of the time histories of the experimental and calculated wing bending moments showed good agreement both in phase relationship of the oscillations and in numerical values.

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

NASA Technical Reports Server (NTRS)

Lim, Hock-Bin

1994-01-01

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

Path planning and Ground Control Station simulator for UAV

NASA Astrophysics Data System (ADS)

Ajami, A.; Balmat, J.; Gauthier, J.-P.; Maillot, T.

In this paper we present a Universal and Interoperable Ground Control Station (UIGCS) simulator for fixed and rotary wing Unmanned Aerial Vehicles (UAVs), and all types of payloads. One of the major constraints is to operate and manage multiple legacy and future UAVs, taking into account the compliance with NATO Combined/Joint Services Operational Environment (STANAG 4586). Another purpose of the station is to assign the UAV a certain degree of autonomy, via autonomous planification/replanification strategies. The paper is organized as follows. In Section 2, we describe the non-linear models of the fixed and rotary wing UAVs that we use in the simulator. In Section 3, we describe the simulator architecture, which is based upon interacting modules programmed independently. This simulator is linked with an open source flight simulator, to simulate the video flow and the moving target in 3D. To conclude this part, we tackle briefly the problem of the Matlab/Simulink software connection (used to model the UAV's dynamic) with the simulation of the virtual environment. Section 5 deals with the control module of a flight path of the UAV. The control system is divided into four distinct hierarchical layers: flight path, navigation controller, autopilot and flight control surfaces controller. In the Section 6, we focus on the trajectory planification/replanification question for fixed wing UAV. Indeed, one of the goals of this work is to increase the autonomy of the UAV. We propose two types of algorithms, based upon 1) the methods of the tangent and 2) an original Lyapunov-type method. These algorithms allow either to join a fixed pattern or to track a moving target. Finally, Section 7 presents simulation results obtained on our simulator, concerning a rather complicated scenario of mission.

Modeling and Simulation Behavior Validation Methodology and Extension Model Validation for the Individual Soldier

DTIC Science & Technology

2015-03-01

domains. Major model functions include: • Ground combat: Light and heavy forces. • Air mobile forces. • Future forces. • Fixed-wing and rotary-wing...Constraints: • Study must be completed no later than 31 December 2014. • Entity behavior limited to select COMBATXXI Mobility , Unmanned Aerial System...and SQL backend , as well as any open application programming interface API. • Allows data transparency and data driven navigation through the model

Simulation of Thrust-Vectored Aircraft Maneuvers on a Human Centrifuge: Model Validation and Design for the Dynamic Environment Simulator

DTIC Science & Technology

1998-09-01

reviewed and is approved for publication. FOR THE DIRECTOR ROGER L. STORK , Colonel, USAF, BSC Chief, Biodynamics and Protection Division Air Force Research...possible disorienting stimuli. Short radius yaw rotational movements that occur in helicopter flight and vertical take off and landing (VTOL) fixed wing ... wing flight. Aeronautical terms and thought has evolved. Tactical concepts, once thought inviolate, are changing. New terms are emerging and the very

Detection probability in aerial surveys of feral horses

USGS Publications Warehouse

Ransom, Jason I.

2011-01-01

Observation bias pervades data collected during aerial surveys of large animals, and although some sources can be mitigated with informed planning, others must be addressed using valid sampling techniques that carefully model detection probability. Nonetheless, aerial surveys are frequently employed to count large mammals without applying such methods to account for heterogeneity in visibility of animal groups on the landscape. This often leaves managers and interest groups at odds over decisions that are not adequately informed. I analyzed detection of feral horse (Equus caballus) groups by dual independent observers from 24 fixed-wing and 16 helicopter flights using mixed-effect logistic regression models to investigate potential sources of observation bias. I accounted for observer skill, population location, and aircraft type in the model structure and analyzed the effects of group size, sun effect (position related to observer), vegetation type, topography, cloud cover, percent snow cover, and observer fatigue on detection of horse groups. The most important model-averaged effects for both fixed-wing and helicopter surveys included group size (fixed-wing: odds ratio = 0.891, 95% CI = 0.850–0.935; helicopter: odds ratio = 0.640, 95% CI = 0.587–0.698) and sun effect (fixed-wing: odds ratio = 0.632, 95% CI = 0.350–1.141; helicopter: odds ratio = 0.194, 95% CI = 0.080–0.470). Observer fatigue was also an important effect in the best model for helicopter surveys, with detection probability declining after 3 hr of survey time (odds ratio = 0.278, 95% CI = 0.144–0.537). Biases arising from sun effect and observer fatigue can be mitigated by pre-flight survey design. Other sources of bias, such as those arising from group size, topography, and vegetation can only be addressed by employing valid sampling techniques such as double sampling, mark–resight (batch-marked animals), mark–recapture (uniquely marked and identifiable animals), sightability bias correction models, and line transect distance sampling; however, some of these techniques may still only partially correct for negative observation biases.

Experimental study of the interaction between the wing of a subsonic aircraft and a nacelle of a high by-pass ratio engine

NASA Technical Reports Server (NTRS)

Levart, P.

1981-01-01

The oncoming of a new generation of subsonic transport aircraft (with supercritical wing and high by-pass ratio turbofans) led to an experimental study of wing nacelle jet pylon interference in transonic flow. To this end, a test set-up was developed at the ONERA S3Ch wind tunnel. The nacelle models represent a turbofan by means of two compressed air jets. The scale is 1/18.5. The nacelles are fixed on a thrust balance measuring afterbody thrust and discharge coefficients. The wing is located between the sidewalls of the test section. Pressures are measured through 456 holes located on 8 airfoils. Drag coefficient of the wing is obtained by wake survey. The following parameters can vary (1) wing/nacelle position; (2) upstream Mach number (from 0.3 to 0.8); (3) jet pressure ratio; (4) with/without pylon and (5) type of nacelle. Wing nacelle interference can be studied by means of total thrust drag analysis as a functon of the various parameters. The test set-up is described and examples of results are presented.

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.

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.

Low-cost lightweight airborne laser-based sensors for pipeline leak detection and reporting

NASA Astrophysics Data System (ADS)

Frish, Michael B.; Wainner, Richard T.; Laderer, Matthew C.; Allen, Mark G.; Rutherford, James; Wehnert, Paul; Dey, Sean; Gilchrist, John; Corbi, Ron; Picciaia, Daniele; Andreussi, Paolo; Furry, David

2013-05-01

Laser sensing enables aerial detection of natural gas pipeline leaks without need to fly through a hazardous gas plume. This paper describes adaptations of commercial laser-based methane sensing technology that provide relatively low-cost lightweight and battery-powered aerial leak sensors. The underlying technology is near-infrared Standoff Tunable Diode Laser Absorption Spectroscopy (sTDLAS). In one configuration, currently in commercial operation for pipeline surveillance, sTDLAS is combined with automated data reduction, alerting, navigation, and video imagery, integrated into a single-engine single-pilot light fixed-wing aircraft or helicopter platform. In a novel configuration for mapping landfill methane emissions, a miniaturized ultra-lightweight sTDLAS sensor flies aboard a small quad-rotor unmanned aerial vehicle (UAV).

A First Look at the DGEN380 Engine Acoustic Data from a Core-Noise Perspective

NASA Technical Reports Server (NTRS)

Hultgren, Lennart S.

2015-01-01

This work is a first look at acoustic data acquired in the NASA Glenn Research Center Aero-Acoustic Propulsion Laboratory using the Price Induction DGEN380 small turbofan engine, with particular emphasis on broadband combustor (core) noise. Combustor noise is detected by using a two-signal source separation technique employing one engine-internal sensor and one semi-far-field microphone. Combustor noise is an important core-noise component and is likely to become a more prominent contributor to overall airport community noise due to turbofan design trends, expected aircraft configuration changes, and advances in fan-noise-mitigation techniques. This work was carried out under the NASA Fundamental Aeronautics Program, Fixed Wing Project, Quiet Performance Subproject

Stability Analysis of the Slowed-Rotor Compound Helicopter Configuration

NASA Technical Reports Server (NTRS)

Johnson, Wayne; Floros, Matthew W.

2004-01-01

The stability and control of rotors at high advance ratio are considered. Teetering, articulated, gimbaled, and rigid hub types are considered for a compound helicopter (rotor and fixed wing). Stability predictions obtained using an analytical rigid flapping blade analysis, a rigid blade CAMRAD II model, and an elastic blade CAMRAD II model are compared. For the flapping blade analysis, the teetering rotor is the most stable, 5howing no instabilities up to an advance ratio of 3 and a Lock number of 18. With an elastic blade model, the teetering rotor is unstable at an advance ratio of 1.5. Analysis of the trim controls and blade flapping shows that for small positive collective pitch, trim can be maintained without excessive control input or flapping angles.

The gate studies: Assessing the potential of future small general aviation turbine engines

NASA Technical Reports Server (NTRS)

Strack, W. C.

1979-01-01

Four studies were completed that explore the opportunities for future General Aviation turbine engines (GATE) in the 150-1000 SHP class. These studies forecasted the potential impact of advanced technology turbine engines in the post-1988 market, identified important aircraft and missions, desirable engine sizes, engine performance, and cost goals. Parametric evaluations of various engine cycles, configurations, design features, and advanced technology elements defined baseline conceptual engines for each of the important missions identified by the market analysis. Both fixed-wing and helicopter aircraft, and turboshaft, turboprop, and turbofan engines were considered. Sizable performance gains (e.g., 20% SFC decrease), and large engine cost reductions of sufficient magnitude to challenge the reciprocating engine in the 300-500 SHP class were predicted.

An Analytical Study for Subsonic Oblique Wing Transport Concept

NASA Technical Reports Server (NTRS)

Bradley, E. S.; Honrath, J.; Tomlin, K. H.; Swift, G.; Shumpert, P.; Warnock, W.

1976-01-01

The oblique wing concept has been investigated for subsonic transport application for a cruise Mach number of 0.95. Three different mission applications were considered and the concept analyzed against the selected mission requirements. Configuration studies determined the best area of applicability to be a commercial passenger transport mission. The critical parameter for the oblique wing concept was found to be aspect ratio which was limited to a value of 6.0 due to aeroelastic divergence. Comparison of the concept final configuration was made with fixed winged configurations designed to cruise at Mach 0.85 and 0.95. The crossover Mach number for the oblique wing concept was found to be Mach 0.91 for takeoff gross weight and direct operating cost. Benefits include reduced takeoff distance, installed thrust and mission block fuel and improved community noise characteristics. The variable geometry feature enables the final configuration to increase range by 10% at Mach 0.712 and to increase endurance by as much as 44%.

Why Small Is Beautiful: Wing Colour Is Free from Thermoregulatory Constraint in the Small Lycaenid Butterfly, Polyommatus icarus

PubMed Central

De Keyser, Rien; Breuker, Casper J.; Hails, Rosemary S.; Dennis, Roger L. H.; Shreeve, Tim G.

2015-01-01

We examined the roles of wing melanisation, weight, and basking posture in thermoregulation in Polyommatus Icarus, a phenotypically variable and protandrous member of the diverse Polyommatinae (Lycaenidae). Under controlled experimental conditions, approximating to marginal environmental conditions for activity in the field (= infrequent flight, long duration basking periods), warming rates are maximised with fully open wings and maximum body temperatures are dependent on weight. Variation in wing melanisation within and between sexes has no effect on warming rates; males and females which differ in melanisation had similar warming rates. Posture also affected cooling rates, consistent with cooling being dependent on convective heat loss. We hypothesise that for this small sized butterfly, melanisation has little or no effect on thermoregulation. This may be a factor contributing to the diversity of wing colours in the Polyommatinae. Because of the importance of size for thermoregulation in this small butterfly, requirements for attaining a suitable size to confer thermal stability in adults may also be a factor influencing larval feeding rates, development time and patterns of voltinism. Our findings indicate that commonly accepted views of the importance of melanisation, posture and size to thermoregulation, developed using medium and large sized butterflies, are not necessarily applicable to small sized butterflies. PMID:25923738

Why Small Is Beautiful: Wing Colour Is Free from Thermoregulatory Constraint in the Small Lycaenid Butterfly, Polyommatus icarus.

PubMed

De Keyser, Rien; Breuker, Casper J; Hails, Rosemary S; Dennis, Roger L H; Shreeve, Tim G

2015-01-01

We examined the roles of wing melanisation, weight, and basking posture in thermoregulation in Polyommatus Icarus, a phenotypically variable and protandrous member of the diverse Polyommatinae (Lycaenidae). Under controlled experimental conditions, approximating to marginal environmental conditions for activity in the field (= infrequent flight, long duration basking periods), warming rates are maximised with fully open wings and maximum body temperatures are dependent on weight. Variation in wing melanisation within and between sexes has no effect on warming rates; males and females which differ in melanisation had similar warming rates. Posture also affected cooling rates, consistent with cooling being dependent on convective heat loss. We hypothesise that for this small sized butterfly, melanisation has little or no effect on thermoregulation. This may be a factor contributing to the diversity of wing colours in the Polyommatinae. Because of the importance of size for thermoregulation in this small butterfly, requirements for attaining a suitable size to confer thermal stability in adults may also be a factor influencing larval feeding rates, development time and patterns of voltinism. Our findings indicate that commonly accepted views of the importance of melanisation, posture and size to thermoregulation, developed using medium and large sized butterflies, are not necessarily applicable to small sized butterflies.

Flow Simulation of N2B Hybrid Wing Body Configuration

NASA Technical Reports Server (NTRS)

Kim, Hyoungjin; Liou, Meng-Sing

2012-01-01

The N2B hybrid wing body aircraft was conceptually designed to meet environmental and performance goals for the N+2 generation transport set by the subsonic fixed wing project. In this study, flow fields around the N2B configuration is simulated using a Reynolds-averaged Navier-Stokes flow solver using unstructured meshes. Boundary conditions at engine fan face and nozzle exhaust planes are provided by response surfaces of the NPSS thermodynamic engine cycle model. The present flow simulations reveal challenging design issues arising from boundary layer ingestion offset inlet and nacelle-airframe interference. The N2B configuration can be a good test bed for application of multidisciplinary design optimization technology.

Pressure Distribution Over a Thick, Tapered and Twisted Monoplane Wing Model-NACA 81-J

NASA Technical Reports Server (NTRS)

Wenzinger, Carl J

1932-01-01

This reports presents the results of pressure distribution tests on a thick, tapered and twisted monoplane wing model. The investigation was conducted for the purpose of obtaining data on the aerodynamic characteristics of the new wing and to provide additional information suitable for use in the design of tapered cantilever wings. The tests included angles of attack up to 90 degrees. The span loading over the wing was approximately of elliptical shape, which gave rise to relatively small bending moments about the root. The angle of zero lift for all sections along the span varied only within plus or minus 0.4 degree of the angle of zero lift for the whole wing, resulting in small leading edge loads for the high-speed condition of flight. The results also add to the available information for the study of large angles of attack.

Garmin : Market Diversification & Use Case Overview

DOT National Transportation Integrated Search

2018-01-25

Garmins aviation GPS products support both surface and airborne applications. Garmin produces FAA certified and non-certified equipment for the General Aviation market, including both fixed-wing and rotorcraft platforms. Aside from instrument appr...

Focused Assessment of State-of-the-Art CFD Capabilities for Prediction of Subsonic Fixed Wing Aircraft Aerodynamics

NASA Technical Reports Server (NTRS)

Rumsey, Christopher L.; Wahls, Richard A.

2008-01-01

Several recent workshops and studies are used to make an assessment of the current status of CFD for subsonic fixed wing aerodynamics. Uncertainty quantification plays a significant role in the assessment, so terms associated with verification and validation are given and some methodology and research areas are highlighted. For high-subsonic-speed cruise through buffet onset, the series of drag prediction workshops and NASA/Boeing buffet onset studies are described. For low-speed flow control for high lift, a circulation control workshop and a synthetic jet flow control workshop are described. Along with a few specific recommendations, gaps and needs identified through the workshops and studies are used to develop a list of broad recommendations to improve CFD capabilities and processes for this discipline in the future.

Using the in-line component for fixed-wing EM 1D inversion

NASA Astrophysics Data System (ADS)

Smiarowski, Adam

2015-09-01

Numerous authors have discussed the utility of multicomponent measurements. Generally speaking, for a vertical-oriented dipole source, the measured vertical component couples to horizontal planar bodies while the horizontal in-line component couples best to vertical planar targets. For layered-earth cases, helicopter EM systems have little or no in-line component response and as a result much of the in-line signal is due to receiver coil rotation and appears as noise. In contrast to this, the in-line component of a fixed-wing airborne electromagnetic (AEM) system with large transmitter-receiver offset can be substantial, exceeding the vertical component in conductive areas. This paper compares the in-line and vertical response of a fixed-wing airborne electromagnetic (AEM) system using a half-space model and calculates sensitivity functions. The a posteriori inversion model parameter uncertainty matrix is calculated for a bathymetry model (conductive layer over more resistive half-space) for two inversion cases; use of vertical component alone is compared to joint inversion of vertical and in-line components. The joint inversion is able to better resolve model parameters. An example is then provided using field data from a bathymetry survey to compare the joint inversion to vertical component only inversion. For each inversion set, the difference between the inverted water depth and ship-measured bathymetry is calculated. The result is in general agreement with that expected from the a posteriori inversion model parameter uncertainty calculation.

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.

Cooper-Harper Experience Report for Spacecraft Handling Qualities Applications

NASA Technical Reports Server (NTRS)

Bailey, Randall E.; Jackson, E. Bruce; Bilimoria, Karl D.; Mueller, Eric R.; Frost, Chad R.; Alderete, Thomas S.

2009-01-01

A synopsis of experience from the fixed-wing and rotary-wing aircraft communities in handling qualities development and the use of the Cooper-Harper pilot rating scale is presented as background for spacecraft handling qualities research, development, test, and evaluation (RDT&E). In addition, handling qualities experiences and lessons-learned from previous United States (US) spacecraft developments are reviewed. This report is intended to provide a central location for references, best practices, and lessons-learned to guide current and future spacecraft handling qualities RDT&E.

Communication and Distributed Control in Multi-Agent Systems

DTIC Science & Technology

2011-08-01

centre of mass of the simulated aircraft and moving with them, we can identify three class of rotations allowed to the MAVs: yaw, pitch, and roll. In...a customised version of the swinglet1 (see Figure 1), a 420g light 80cm wing-span mono/fixed-wing MAV produced by senseFlyTM2, generally used for...replicate its work in a faithful way. 2.3.2 Customised (Parker’s-based) implementation of Reynolds’ algo- rithm As aforementioned there are some degrees of

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

DTIC Science & Technology

2013-11-13

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

Work Domain Analysis of Australia’s Air Power System: Purpose-related Functions of Combat; Transport; and Intelligence, Surveillance, and Reconnaissance Subsystems

DTIC Science & Technology

2015-03-01

of nature (e.g., flooding, drought, cyclone, earthquake, volcanic eruption , disease epidemic) or an act of man (e.g., riots, civil unrest, war...e.g., volcanic eruption ). To militate against these potential dangers, assets contributing to People Rescue (e.g., fixed-wing aircraft, rotary-wing...operating altitude of an aircraft to avoid strong winds or volcanic ash). UNCLASSIFIED DSTO-TR-3085 UNCLASSIFIED 69  “…rescue helicopters and

Downforce variation dependence of angle of incidence modification for the rear wing of high speed vehicles

NASA Astrophysics Data System (ADS)

Tarulescu, R.; Tarulescu, S.; Leahu, C.

2017-10-01

The conventional downforce devices (with fixed geometry) of high speed vehicles have parameters such as area, angle of incidence and head resistance coefficients, all with constant values. The downforce is proportional with the square of movement speed and the power consumed for the neutralization of aerodynamic road resistance is proportional with the cube of speed. The authors carried out an analytical study of downforce, adjustable/monitored by optimum incidence (modification of incidence angle of rear wing for performance improvement).

Investigation of Rotor-Airframe Interaction Noise Associated with Small-Scale Rotary-Wing Unmanned Aircraft Systems

NASA Technical Reports Server (NTRS)

Zawodny, Nikolas S.; Boyd, D. Douglas, Jr.

2017-01-01

In this study, hover acoustic measurements are taken on isolated rotor-airframe configurations representative of smallscale, rotary-wing unmanned aircraft systems (UAS). Each rotor-airframe configuration consists of two fixed-pitch blades powered by a brushless motor, with a simplified airframe geometry intended to represent a generic multicopter arm. In addition to acoustic measurements, CFD-based aeroacoustic predictions are implemented on a subset of the experimentally tested rotor-airframe configurations in an effort to better understand the noise content of the rotor-airframe systems. Favorable agreements are obtained between acoustic measurements and predictions, based on both time- and frequency-domain post-processing techniques. Results indicate that close proximity of airframe surfaces result in the generation of considerable tonal acoustic content in the form of harmonics of the rotor blade passage frequency (BPF). Analysis of the acoustic prediction data shows that the presence of the airframe surfaces can generate noise levels either comparable to or greater than the rotor blade surfaces under certain rotor tip clearance conditions. Analysis of the on-surface Ffowcs Williams and Hawkings (FW-H) source terms provide insight as to the predicted physical noise-generating mechanisms on the rotor and airframe surfaces.

Repurposing Radiosonde Sensors for UAV Integration

NASA Astrophysics Data System (ADS)

Clowney, F. A.

2015-12-01

Radiosondes provide accurate, high-resolution meteorological data for a variety of purposes but are inefficient for studying the atmospheric boundary layer. Tethered balloons can provide greater temporal resolution but are difficult to acquire, hard to manage and limited in vertical resolution. UAVs appear to offer a more cost-effective method for gathering low-level meteorological data in situ, with a strong possibility of adding atmospheric chemistry. This potential is enhanced by the availability of new generations of small sensors along with dramatic advances in low-cost UAVs, especially rotary-wing. InterMet is using its experience in radiosonde design and manufacturing to develop sensor packages for fixed and rotary-wing UAVs, with the goal of delivering high-quality data at low cost. The challenge is to adapt affordable, high-accuracy sensors to the different UAV flight modes. Equally important is learning from the research community what is required for this data to have useful scientific value. Specific topics to be covered include data sampling and output rates, sensor response times, calibration, sensor placement, data storage and transfer, power consumption, integration with flight management systems and wind calculations. Beta test results for the iMet-XQ and iMet-XF sensor packages will be presented if available.

Flight Dynamics Simulation Modeling and Control of a Large Flexible Tiltrotor Aircraft

DTIC Science & Technology

2014-09-01

matrix from fixed to rotating coordinate systems u longitudinal aircraft velocity, state-space control vector v elastic beam chordwise displacement /lateral...spectrum active control , including flight control systems, rotor load limiting, and vibration and noisetiltion [1]. The development of a high-order...the flutter response of fixed- wing aircraft. The B-52 CCV ( Controls Configured Vehicle) was one of the first aircraft to demonstrate benefits of active

76 FR 53535 - Migratory Bird Hunting; Proposed Frameworks for Late-Season Migratory Bird Hunting Regulations

Federal Register 2010, 2011, 2012, 2013, 2014

2011-08-26

... habitats. These surveys are conducted using fixed- wing aircraft, helicopters, and ground crews and... Delta Waterfowl Foundation, the Max McGraw Wildlife Foundation, the LaCrosse County Conservation...

Proceedings of the Monterey Conference on Planning for Rotorcraft and Commuter Air Transportation

NASA Technical Reports Server (NTRS)

Stockwell, W. L.

1983-01-01

Planning and technological issues involved in rotorcraft and commuter fixed-wing air transportation are discussed. Subject areas include the future community environment, aircraft technology, community transportation planning, and regulatory perspectives.

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

NASA Technical Reports Server (NTRS)

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

1993-01-01

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

Dynamics and control of robotic aircraft with articulated wings

NASA Astrophysics Data System (ADS)

Paranjape, Aditya Avinash

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

Small-scale fixed wing airplane software verification flight test

NASA Astrophysics Data System (ADS)

Miller, Natasha R.

The increased demand for micro Unmanned Air Vehicles (UAV) driven by military requirements, commercial use, and academia is creating a need for the ability to quickly and accurately conduct low Reynolds Number aircraft design. There exist several open source software programs that are free or inexpensive that can be used for large scale aircraft design, but few software programs target the realm of low Reynolds Number flight. XFLR5 is an open source, free to download, software program that attempts to take into consideration viscous effects that occur at low Reynolds Number in airfoil design, 3D wing design, and 3D airplane design. An off the shelf, remote control airplane was used as a test bed to model in XFLR5 and then compared to flight test collected data. Flight test focused on the stability modes of the 3D plane, specifically the phugoid mode. Design and execution of the flight tests were accomplished for the RC airplane using methodology from full scale military airplane test procedures. Results from flight test were not conclusive in determining the accuracy of the XFLR5 software program. There were several sources of uncertainty that did not allow for a full analysis of the flight test results. An off the shelf drone autopilot was used as a data collection device for flight testing. The precision and accuracy of the autopilot is unknown. Potential future work should investigate flight test methods for small scale UAV flight.

System identification of a small low-cost unmanned aerial vehicle using flight data from low-cost sensors

NASA Astrophysics Data System (ADS)

Hoffer, Nathan Von

Remote sensing has traditionally been done with satellites and manned aircraft. While. these methods can yield useful scientificc data, satellites and manned aircraft have limitations in data frequency, process time, and real time re-tasking. Small low-cost unmanned aerial vehicles (UAVs) provide greater possibilities for personal scientic research than traditional remote sensing platforms. Precision aerial data requires an accurate vehicle dynamics model for controller development, robust flight characteristics, and fault tolerance. One method of developing a model is system identification (system ID). In this thesis system ID of a small low-cost fixed-wing T-tail UAV is conducted. The linerized longitudinal equations of motion are derived from first principles. Foundations of Recursive Least Squares (RLS) are presented along with RLS with an Error Filtering Online Learning scheme (EFOL). Sensors, data collection, data consistency checking, and data processing are described. Batch least squares (BLS) and BLS with EFOL are used to identify aerodynamic coecoefficients of the UAV. Results of these two methods with flight data are discussed.

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

NASA Technical Reports Server (NTRS)

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

1975-01-01

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

Ecological Risk Assessment Framework for Low-Altitude Overflights by Fixed-Wing and Rotary-Wing Military Aircraft

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

Efroymson, R.A.

2001-01-12

This is a companion report to the risk assessment framework proposed by Suter et al. (1998): ''A Framework for Assessment of Risks of Military Training and Testing to Natural Resources,'' hereafter referred to as the ''generic framework.'' The generic framework is an ecological risk assessment methodology for use in environmental assessments on Department of Defense (DoD) installations. In the generic framework, the ecological risk assessment framework of the US Environmental Protection Agency (EPA 1998) is modified for use in the context of (1) multiple and diverse stressors and activities at a military installation and (2) risks resulting from causal chains,more » e.g., effects on habitat that indirectly impact wildlife. Both modifications are important if the EPA framework is to be used on military installations. In order for the generic risk assessment framework to be useful to DoD environmental staff and contractors, the framework must be applied to specific training and testing activities. Three activity-specific ecological risk assessment frameworks have been written (1) to aid environmental staff in conducting risk assessments that involve these activities and (2) to guide staff in the development of analogous frameworks for other DoD activities. The three activities are: (1) low-altitude overflights by fixed-wing and rotary-wing aircraft (this volume), (2) firing at targets on land, and (3) ocean explosions. The activities were selected as priority training and testing activities by the advisory committee for this project.« less

Fixation of Winged Scapula in Facioscapulohumeral Muscular Dystrophy

PubMed Central

Giannini, Sandro; Faldini, Cesare; Pagkrati, Stavroula; Grandi, Gianluca; Digennaro, Vitantonio; Luciani, Deianira; Merlini, Luciano

2007-01-01

Objective: To verify if stabilizing the scapulothoracic joint without arthrodesis could lead to functional improvement of shoulder range of motion and clinical improvement of winged scapula, we incorporated four additional patients into our previous analysis to determine if the results obtained were long lasting, and to compare this fixation with the other techniques described in the literature, balancing the benefits with the complications. Design: A retrospective study. Participants: Thirteen patients with bilateral winged scapula affected by facioscapulohumeral muscular dystrophy. Nine of these patients had been analyzed in our previous study. Methods: Patients were operated on by bilateral fixing of the scapula to the rib cage using metal wires without arthrodesis (scapulopexy). Results: All patients experienced improvement in active range of motion of the shoulder and all of them had clinical improvement with complete resolution of the winged scapula. In all twenty-six surgical interventions of scapulopexy, a stable and long-lasting fixation of the scapula to the rib cage was achieved.The complications strictly associated to the surgical technique encountered were one pneumothorax, which was resolved spontaneously, and one wire breakage without trauma. Average follow-up was 10 years (range, 3 to 18 years). Conclusion: The scapulopexy used in this extended series of patients consisted of repositioning the scapula and fixing it to four ribs by using metal wires without performing arthrodesis.This technique has a low rate of complications, is reproducible, safe and effective, resulting in clinical and functional improvement. PMID:18056023

Enabling efficient vertical takeoff/landing and forward flight of unmanned aerial vehicles: Design and control of tandem wing-tip mounted rotor mechanisms

NASA Astrophysics Data System (ADS)

Mancuso, Peter Timothy

Fixed-wing unmanned aerial vehicles (UAVs) that offer vertical takeoff and landing (VTOL) and forward flight capability suffer from sub-par performance in both flight modes. Achieving the next generation of efficient hybrid aircraft requires innovations in: (i) power management, (ii) efficient structures, and (iii) control methodologies. Existing hybrid UAVs generally utilize one of three transitioning mechanisms: an external power mechanism to tilt the rotor-propulsion pod, separate propulsion units and rotors during hover and forward flight, or tilt body craft (smaller scale). Thus, hybrid concepts require more energy compared to dedicated fixed-wing or rotorcraft UAVs. Moreover, design trade-offs to reinforce the wing structure (typically to accommodate the propulsion systems and enable hover, i.e. tilt-rotor concepts) adversely impacts the aerodynamics, controllability and efficiency of the aircraft in both hover and forward flight modes. The goal of this research is to develop more efficient VTOL/ hover and forward flight UAVs. In doing so, the transition sequence, transition mechanism, and actuator performance are heavily considered. A design and control methodology was implemented to address these issues through a series of computer simulations and prototype benchtop tests to verify the proposed solution. Finally, preliminary field testing with a first-generation prototype was conducted. The methods used in this research offer guidelines and a new dual-arm rotor UAV concept to designing more efficient hybrid UAVs in both hover and forward flight.

Application of the CAP-TSD unsteady transonic small disturbance program to wing flutter. [Computational Aeroelasticity Program

NASA Technical Reports Server (NTRS)

Bennett, Robert M.; Batina, John T.

1989-01-01

The application and assessment of a computer program called CAP-TSD (Computational Aeroelasticity Program - Transonic Small Disturbance) for flutter predictions are described. Flutter calculations are presented for two thin swept-and-tapered wing planforms with well-defined modal properties. One planform is a series of 45-degree swept wings and the other planform is a clipped delta wing. Comparisons are made between the results of CAP-TSD using the linear equation and no airfoil thickness and the results obtained from a subsonic kernel function analysis. The calculations cover a Mach number range from low subsonic to low supersonic values, including the transonic range, and are compared with subsonic linear theory and experimental data. It is noted that since both wings have very thin airfoil sections, the effects of thickness are minimal.

Automated Wing Twist And Bending Measurements Under Aerodynamic Load

NASA Technical Reports Server (NTRS)

Burner, A. W.; Martinson, S. D.

1996-01-01

An automated system to measure the change in wing twist and bending under aerodynamic load in a wind tunnel is described. The basic instrumentation consists of a single CCD video camera and a frame grabber interfaced to a computer. The technique is based upon a single view photogrammetric determination of two dimensional coordinates of wing targets with a fixed (and known) third dimensional coordinate, namely the spanwise location. The measurement technique has been used successfully at the National Transonic Facility, the Transonic Dynamics Tunnel, and the Unitary Plan Wind Tunnel at NASA Langley Research Center. The advantages and limitations (including targeting) of the technique are discussed. A major consideration in the development was that use of the technique must not appreciably reduce wind tunnel productivity.

77 FR 49867 - Migratory Bird Hunting; Proposed Frameworks for Late-Season Migratory Bird Hunting Regulations

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-17

... fixed- wing aircraft, helicopters, and ground crews and encompass principal breeding areas of North.... Conditions throughout Alaska and northwestern Canada were good. The exception was the Yukon-Kuskokwim Delta...

14 CFR 135.4 - Applicability of rules for eligible on-demand operations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... minimum of 500 hours. (ii) For multi-engine turbine-powered fixed-wing and powered-lift aircraft, the... runway to be used has water, snow, slush, ice, or similar contamination that may adversely affect...

A Ground-Based Near Infrared Camera Array System for UAV Auto-Landing in GPS-Denied Environment.

PubMed

Yang, Tao; Li, Guangpo; Li, Jing; Zhang, Yanning; Zhang, Xiaoqiang; Zhang, Zhuoyue; Li, Zhi

2016-08-30

This paper proposes a novel infrared camera array guidance system with capability to track and provide real time position and speed of a fixed-wing Unmanned air vehicle (UAV) during a landing process. The system mainly include three novel parts: (1) Infrared camera array and near infrared laser lamp based cooperative long range optical imaging module; (2) Large scale outdoor camera array calibration module; and (3) Laser marker detection and 3D tracking module. Extensive automatic landing experiments with fixed-wing flight demonstrate that our infrared camera array system has the unique ability to guide the UAV landing safely and accurately in real time. Moreover, the measurement and control distance of our system is more than 1000 m. The experimental results also demonstrate that our system can be used for UAV automatic accurate landing in Global Position System (GPS)-denied environments.

Aerial adulticiding for the suppression of Culex tarsalis in Kern County, California, using low-volume propoxur: 1. Selection and evaluation of the application system.

PubMed

Schaefer, C H; Clement, H L; Reisen, W K; Mulligan, F S; Parman, R B; Wilder, W H

1985-06-01

Propoxur applied aerially at 4.7 liters/ha was an effective adulticide against organophosphate resistant Culex tarsalis. Applications by fixed-wing and helicopter underslung spray systems equipped with hydraulic nozzles provided good coverage of test areas as indicated by the mortality patterns of sentinel mosquitoes. However, the propoxur wettable powder in larvicide oil formulation was dispersed in a very broad particle range. The fixed-wing (Ayres Thrush) aircraft treated 260 ha (640 acres) in 45 min and could carry a full load of 1500 liters (400 gal) at temperatures in excess of 38 degrees C. In contrast, the helicopter (Bell UH-1) with an underslung spray system (Simplex Model 6800) required over 2 hrs to treat the same area at lower temperatures and could not carry a full load of 570 liters (150 gal) at temperatures greater than 38 degrees C.

ATC simulation of helicopter IFR approaches into major terminal areas using RNAV, MLS, and CDTI

NASA Technical Reports Server (NTRS)

Tobias, L.; Lee, H. Q.; Peach, L. L.; Willett, F. M., Jr.; Obrien, P. J.

1981-01-01

The introduction of independent helicopter IFR routes at hub airports was investigated in a real time air traffic control system simulation involving a piloted helicopter simulator, computer generated air traffic, and air traffic controllers. The helicopter simulator was equipped to fly area navigation (RNAV) routes and microwave landing system approaches. Problems studied included: (1) pilot acceptance of the approach procedure and tracking accuracy; (2) ATC procedures for handling a mix of helicopter and fixed wing traffic; and (3) utility of the cockpit display of traffic information (CDTI) for the helicopter in the hub airport environment. Results indicate that the helicopter routes were acceptable to the subject pilots and were noninterfering with fixed wing traffic. Merging and spacing maneuvers using CDTI were successfully carried out by the pilots, but controllers had some reservations concerning the acceptability of the CDTI procedures.

Modeling and Control of a Fixed Wing Tilt-Rotor Tri-Copter

NASA Astrophysics Data System (ADS)

Summers, Alexander

The following thesis considers modeling and control of a fixed wing tilt-rotor tri-copter. An emphasis of the conceptual design is made toward payload transport. Aerodynamic panel code and CAD design provide the base aerodynamic, geometric, mass, and inertia properties. A set of non-linear dynamics are created considering gravity, aerodynamics in vertical takeoff and landing (VTOL) and forward flight, and propulsion applied to a three degree of freedom system. A transition strategy, that removes trajectory planning by means of scheduled inputs, is theorized. Three discrete controllers, utilizing separate control techniques, are applied to ensure stability in the aerodynamic regions of VTOL, transition, and forward flight. The controller techniques include linear quadratic regulation, full state integral action, gain scheduling, and proportional integral derivative (PID) flight control. Simulation of the model control system for flight from forward to backward transition is completed with mass and center of gravity variation.

Extended observer based on adaptive second order sliding mode control for a fixed wing UAV.

PubMed

Castañeda, Herman; Salas-Peña, Oscar S; León-Morales, Jesús de

2017-01-01

This paper addresses the design of attitude and airspeed controllers for a fixed wing unmanned aerial vehicle. An adaptive second order sliding mode control is proposed for improving performance under different operating conditions and is robust in presence of external disturbances. Moreover, this control does not require the knowledge of disturbance bounds and avoids overestimation of the control gains. Furthermore, in order to implement this controller, an extended observer is designed to estimate unmeasurable states as well as external disturbances. Additionally, sufficient conditions are given to guarantee the closed-loop stability of the observer based control. Finally, using a full 6 degree of freedom model, simulation results are obtained where the performance of the proposed method is compared against active disturbance rejection based on sliding mode control. Copyright © 2016 ISA. Published by Elsevier Ltd. All rights reserved.

NASA Collaborative Research on the Ultra High Bypass Engine Cycle and Potential Benefits for Noise, Performance, and Emissions

NASA Technical Reports Server (NTRS)

Hughes, Christopher E.

2013-01-01

The National Aeronautics and Space Administration has taken an active role in collaborative research with the U.S. aerospace industry to investigate technologies to minimize the impact of aviation on the environment. In December 2006, a new program, called the Fundamental Aeronautics Program, was established to enhance U.S. aeronautics technology and conduct research on energy, efficiency and the environment. A project within the overall program, the Subsonic Fixed Wing Project, was formed to focus on research related to subsonic aircraft with specific goals and time based milestones to reduce aircraft noise, emissions and fuel burn. This paper will present an overview of the Subsonic Fixed Wing Project environmental goals and describe a segment of the current research within NASA and also were worked collaboratively with partners from the U.S. aerospace industry related to the next generation of aircraft that will have lower noise, emissions and fuel burn.

An Overview of the NASA Fundamental Aeronautics Program Subsonic Fixed Wing Project and Ultra High Bypass Partnership Research Goals

NASA Technical Reports Server (NTRS)

Hughes, Christopher E.

2009-01-01

An overview of the NASA Fundamental Aeronautics Program (FAP) mission and goals is presented. One of the subprograms under the FAP, the Subsonic Fixed Wing Project (SFW), is the focus of the presentation. The SFW system environmental metrics are discussed, along with highlights of planned, systematic approach to research to reduce the environmental impact of commercial aircraft in the areas of acoustics, fuel burn and emissions. The presentation then focuses on collaborative research being conducted with U.S. Industry on the Ultra High Bypass (UHB) engine cycle, the propulsion cycle selected by the SFW to meet the system goals. The partnerships with General Electric Aviation to investigate Open Rotor propulsion concepts and with Pratt & Whitney to investigate the Geared Turbofan UHB engine are highlighted, including current and planned future collaborative research activities with NASA and each organization.

[Wing 1 radiation survey and contamination report]. Final report

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

Olsen, K.

We have completed the 5480.11 survey for Wing 1. All area(s)/item(s) requested by the 5480.11 committee have been thoroughly surveyed and documented. Decontamination/disposal of contaminated items has been accomplished. The wing 1 survey was started on 8/13/90 and completed 9/18/90. However, the follow-up surveys were not completed until 2/18/91. We received the final set of smear samples for wing 1 on 1/13/91. A total of 5,495 smears were taken from wing 1 and total of 465 smears were taken during the follow-up surveys. There were a total 122 items found to have fixed contamination and 4 items with smearable contaminationmore » in excess of the limits specified in DOE ORDER 5480.11 (AR 3-7). The following area(s)/item(s) were not included in the 5480.11 survey: Hallways, Access panels, Men`s and women`s change rooms, Janitor closets, Wall lockers and item(s) stored in wing 1 hallways and room 1116. If our contract is renewed, we will include those areas in our survey according to your request of April 15, 1991.« less

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

NASA Technical Reports Server (NTRS)

Wallace, Rudolf, N

1933-01-01

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

Development and Employment of Fixed-Wing Gunships 1962-1972

DTIC Science & Technology

1982-01-01

Carl Berger. Mr. Eugene P. Sagstetter, Mary F. Loughlin, and Vanessa D. Allen edited, proofread, and purged the manuscript of the typographical...General Coun.el. USAF Dr. Forrest C. Pogue Lt. General Charles G. Cleveland Smithsonian Institution USAF Commander. Air University. ATC Dr. Edward L...GiUNSHIP I (AC-47) Major Interdiction Areas (Southeast Asia) A NORTH VIETNAM Bar 1 LAOS Steel Tiger THAILAND ’ * Tiger Hound *~ ~T39 VAN DEVELOPMENT OF FIXED

Requirements for regional short-haul air service and the definition of a flight program to determine neighborhood reactions to small transport aircraft

NASA Technical Reports Server (NTRS)

Feher, K.; Bollinger, L.; Bowles, J. V.; Waters, M. H.

1978-01-01

An evaluation of the current status and future requirements of an intraregional short haul air service is given. A brief definition of the different types of short haul air service is given. This is followed by a historical review of previous attempts to develop short haul air service in high density urban areas and an assessment of the current status. The requirements for intraregional air service, the need for economic and environmental viability and the need for a flight research program are defined. A detailed outline of a research program that would determine urban community reaction to frequent operations of small transport aircraft is also given. Both the operation of such an experiment in a specific region (San Francisco Bay area) and the necessary design modifications of an existing fixed wing aircraft which could be used in the experiment are established. An estimate is made of overall program costs.

Stability Analysis of the Slowed-Rotor Compound Helicopter Configuration

NASA Technical Reports Server (NTRS)

Floros, Matthew W.; Johnson, Wayne

2007-01-01

The stability and control of rotors at high advance ratio are considered. Teetering, articulated, gimbaled, and rigid hub types are considered for a compound helicopter (rotor and fixed wing). Stability predictions obtained using an analytical rigid flapping blade analysis, a rigid blade CAMRAD II model, and an elastic blade CAMRAD II model are compared. For the flapping blade analysis, the teetering rotor is the most stable, showing no instabilities up to an advance ratio of 3 and a Lock number of 18. A notional elastic blade model of a teetering rotor is unstable at an advance ratio of 1.5, independent of pitch frequency. Analysis of the trim controls and blade flapping shows that for small positive collective pitch, trim can be maintained without excessive control input or flapping angles.

The design space exploration and preliminary testing of a new class of tailsitting quadrotor aircraft

NASA Astrophysics Data System (ADS)

Bodlak, Eric

Within the last decade, multi-rotor aircraft have become the most prevalent form of unmanned aerial vehicle (UAV), with applications in the military, commercial, and civilian sectors. This is due primarily to advances in electronics that allow small-scale aircraft systems to be produced and controlled in an affordable manner. Such systems are maneuvered by precisely varying the thrust and torque of individual rotors to produce flight control forces, thereby eliminating much of the mechanical complexity inherent in conventional helicopter configurations. Although many UAV missions exploit the ability to hover in place, many also require the ability to quickly and efficiently dash from point to point. Rotorcraft, in general, are limited in this capacity, since rotor thrust must also be used to produce lift. Transitional aircraft represent an alternative that blends the vertical take-off and landing (VTOL) capabilities of rotorcraft with the forward flight performance of fixed-wing aircraft, but they often rely on cumbersome mechanisms, such as additional or rotating powerplants. UAVs, however, have no need to maintain cockpit orientation. Consequently, a tailsitting quadcopter concept was devised by Dr. Ron Barrett to combine quadcopter hovering performance with the high-speed flight of fixed-wing craft. This paper lays out the arguments for such an aircraft--the XQ-139 --and examines the performance of XQ-139 variants with installed power values ranging from 100 W to 10,000 kW. Battery-electric, rotary engine, turboprop, and hybrid propulsive options are considered, and the merits of each discussed. Additionally, an XQ-139 prototype was designed and constructed, and stationary test was used to compare the aircraft's installed efficiency with that of a typical quadcopter. The prototype was found to be approximately 5% more efficient in hover mode than the quadcopter to which it was compared.

High-Lift Systems on Commercial Subsonic Airliners

NASA Technical Reports Server (NTRS)

Rudolph, Peter K. C.

1996-01-01

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

Feather roughness reduces flow separation during low Reynolds number glides of swifts.

PubMed

van Bokhorst, Evelien; de Kat, Roeland; Elsinga, Gerrit E; Lentink, David

2015-10-01

Swifts are aerodynamically sophisticated birds with a small arm and large hand wing that provides them with exquisite control over their glide performance. However, their hand wings have a seemingly unsophisticated surface roughness that is poised to disturb flow. This roughness of about 2% chord length is formed by the valleys and ridges of overlapping primary feathers with thick protruding rachides, which make the wing stiffer. An earlier flow study of laminar-turbulent boundary layer transition over prepared swift wings suggested that swifts can attain laminar flow at a low angle of attack. In contrast, aerodynamic design theory suggests that airfoils must be extremely smooth to attain such laminar flow. In hummingbirds, which have similarly rough wings, flow measurements on a 3D printed model suggest that the flow separates at the leading edge and becomes turbulent well above the rachis bumps in a detached shear layer. The aerodynamic function of wing roughness in small birds is, therefore, not fully understood. Here, we performed particle image velocimetry and force measurements to compare smooth versus rough 3D-printed models of the swift hand wing. The high-resolution boundary layer measurements show that the flow over rough wings is indeed laminar at a low angle of attack and a low Reynolds number, but becomes turbulent at higher values. In contrast, the boundary layer over the smooth wing forms open laminar separation bubbles that extend beyond the trailing edge. The boundary layer dynamics of the smooth surface varies non-linearly as a function of angle of attack and Reynolds number, whereas the rough surface boasts more consistent turbulent boundary layer dynamics. Comparison of the corresponding drag values, lift values and glide ratios suggests, however, that glide performance is equivalent. The increased structural performance, boundary layer robustness and equivalent aerodynamic performance of rough wings might have provided small (proto) birds with an evolutionary window to high glide performance. © 2015. Published by The Company of Biologists Ltd.

Combined particle-image velocimetry and force analysis of the three-dimensional fluid-structure interaction of a natural owl wing.

PubMed

Winzen, A; Roidl, B; Schröder, W

2016-04-01

Low-speed aerodynamics has gained increasing interest due to its relevance for the design process of small flying air vehicles. These small aircraft operate at similar aerodynamic conditions as, e.g. birds which therefore can serve as role models of how to overcome the well-known problems of low Reynolds number flight. The flight of the barn owl is characterized by a very low flight velocity in conjunction with a low noise emission and a high level of maneuverability at stable flight conditions. To investigate the complex three-dimensional flow field and the corresponding local structural deformation in combination with their influence on the resulting aerodynamic forces, time-resolved stereoscopic particle-image velocimetry and force and moment measurements are performed on a prepared natural barn owl wing. Several spanwise positions are measured via PIV in a range of angles of attack [Formula: see text] 6° and Reynolds numbers 40 000 [Formula: see text] 120 000 based on the chord length. Additionally, the resulting forces and moments are recorded for -10° ≤ α ≤ 15° at the same Reynolds numbers. Depending on the spanwise position, the angle of attack, and the Reynolds number, the flow field on the wing's pressure side is characterized by either a region of flow separation, causing large-scale vortical structures which lead to a time-dependent deflection of the flexible wing structure or wing regions showing no instantaneous deflection but a reduction of the time-averaged mean wing curvature. Based on the force measurements the three-dimensional fluid-structure interaction is assumed to considerably impact the aerodynamic forces acting on the wing leading to a strong mechanical loading of the interface between the wing and body. These time-depending loads which result from the flexibility of the wing should be taken into consideration for the design of future small flying air vehicles using flexible wing structures.

78 FR 52337 - Migratory Bird Hunting; Proposed Frameworks for Late-Season Migratory Bird Hunting Regulations

Federal Register 2010, 2011, 2012, 2013, 2014

2013-08-22

... conducted using fixed- wing aircraft, helicopters, and ground crews and encompass principal breeding areas... conditions in the north-country was Alaska's Yukon-Kuskokwim Delta (YKD), where ice break-up was the latest...

Aeroelastic instability stoppers for wind tunnel models

NASA Technical Reports Server (NTRS)

Doggett, R. V., Jr.; Ricketts, R. H. (Inventor)

1981-01-01

A mechanism for diverting the flow in a wind tunnel from the wing of a tested model is described. The wing is mounted on the wall of a tunnel. A diverter plate is pivotally mounted on the tunnel wall ahead of the model. An actuator fixed to the tunnel is pivotably connected to the diverter plate, by plunger. When the model is about to become unstable during the test the actuator moves the diverter plate from the tunnel wall to divert maintaining stable model conditions. The diverter plate is then retracted to enable normal flow.

A Study of Grid Resolution, Transition and Turbulence Model Using the Transonic Simple Straked Delta Wing

NASA Technical Reports Server (NTRS)

Bartels, Robert E.

2001-01-01

Three-dimensional transonic flow over a delta wing is investigated using several turbulence models. The performance of linear eddy viscosity models and an explicit algebraic stress model is assessed at the start of vortex flow, and the results compared with experimental data. To assess the effect of transition location, computations that either fix transition aft of the leading edge or are fully turbulent are performed. These computations show that grid resolution, transition location and turbulence model significantly affect the 3D flowfield.

Drag Minimization for Wings and Bodies in Supersonic Flow

NASA Technical Reports Server (NTRS)

Heaslet, Max A; Fuller, Franklyn B

1958-01-01

The minimization of inviscid fluid drag is studied for aerodynamic shapes satisfying the conditions of linearized theory, and subject to imposed constraints on lift, pitching moment, base area, or volume. The problem is transformed to one of determining two-dimensional potential flows satisfying either Laplace's or Poisson's equations with boundary values fixed by the imposed conditions. A general method for determining integral relations between perturbation velocity components is developed. This analysis is not restricted in application to optimum cases; it may be used for any supersonic wing problem.

Automated design optimization of supersonic airplane wing structures under dynamic constraints

NASA Technical Reports Server (NTRS)

Fox, R. L.; Miura, H.; Rao, S. S.

1972-01-01

The problems of the preliminary and first level detail design of supersonic aircraft wings are stated as mathematical programs and solved using automated optimum design techniques. The problem is approached in two phases: the first is a simplified equivalent plate model in which the envelope, planform and structural parameters are varied to produce a design, the second is a finite element model with fixed configuration in which the material distribution is varied. Constraints include flutter, aeroelastically computed stresses and deflections, natural frequency and a variety of geometric limitations.

Numerical and Experimental Evaluation on the Residual Stresses of Welded Joints

NASA Astrophysics Data System (ADS)

Huh, Sun Chul; Park, Wonjo; Yang, Haesug; Jung, Haeyoung; Kim, Chuyoung

Wings for the defense industry such as fighters, missiles, and rockets should show no deformation or damage on the structure. The structures of existing wings had holes for weight reduction. The plates and frames were fixed with rivets or screws, which limited the weight reduction possible. In this study, an improvement was made in jointing methods through EB welding and laser welding. Welding strength was measured through tension testing. In addition, finite element analysis was performed for the welding process so as to deduce the optimum welding condition.

Stability and performance characteristics of a fixed arrow wing supersonic transport configuration (SCAT 15F-9898) at Mach numbers from 0.60 to 1.20

NASA Technical Reports Server (NTRS)

Decker, J. P.; Jacobs, P. F.

1978-01-01

Tests on a 0.015 scale model of a supersonic transport were conducted at Mach numbers from 0.60 to 1.20. Tests of the complete model with three wing planforms, two different leading-edge radii, and various combinations of component parts, including both leading- and trailing-edge flaps, were made over an angle-of-attack range from about -6 deg to 13 deg and at sideslip angles of 0 deg and 2 deg.

Coherent array of branched filamentary scales along the wing margin of a small moth

NASA Astrophysics Data System (ADS)

Yoshida, Akihiro; Tejima, Shin; Sakuma, Masayuki; Sakamaki, Yositaka; Kodama, Ryuji

2017-04-01

In butterflies and moths, the wing margins are fringed with specialized scales that are typically longer than common scales. In the hindwings of some small moths, the posterior margins are fringed with particularly long filamentary scales. Despite the small size of these moth wings, these scales are much longer than those of large moths and butterflies. In the current study, photography of the tethered flight of a small moth, Phthorimaea operculella, revealed a wide array composed of a large number of long filamentary scales. This array did not become disheveled in flight, maintaining a coherent sheet-like structure during wingbeat. Examination of the morphology of individual scales revealed that each filamentary scale consists of a proximal stalk and distal branches. Moreover, not only long scales but also shorter scales of various lengths were found to coexist in each small section of the wing margin. Scale branches were ubiquitously and densely distributed within the scale array to form a mesh-like architecture similar to a nonwoven fabric. We propose that possible mechanical interactions among branched filamentary scales, mediated by these branches, may contribute to maintaining a coherent sheet-like structure of the scale array during wingbeat.

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

PubMed Central

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

2004-01-01

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

An analysis of polygenes affecting wing shape on chromosome 2 in Drosophila melanogaster.

PubMed Central

Weber, K; Eisman, R; Higgins, S; Morey, L; Patty, A; Tausek, M; Zeng, Z B

2001-01-01

Genetic effects on an index of wing shape on chromosome 2 of Drosophila melanogaster were mapped using isogenic recombinants with transposable element markers. At least 10 genes with small additive effects are dispersed evenly along the chromosome. Many interactions exist, with only small net effects in homozygous recombinants and little effect on phenotypic variance. Heterozygous chromosome segments show almost no dominance. Pleiotropic effects on leg shape are only minor. At first view, wing shape genes form a rather homogeneous class, but certain complexities remain unresolved. PMID:11729152

System Design and Nonlinear State-Dependent Riccati Equation Control of an Autonomous Y-4 Tilt-Rotor Aerobot for Martian Exploration

NASA Astrophysics Data System (ADS)

Collins, Nathan Scott

Surrey Space Centre (SSC) has been working on an autonomous fixed-wing all-electric vertical take-off and landing (VTOL) aerobot for the exploration of Mars for several years. SSC's previous designs have incorporated separate vertical lift and horizontal pusher rotors as well as a mono tilt-rotor configuration. The Martian aerobot's novel Y-4 tilt-rotor (Y4TR) design is a combination of two previous SSC designs and a step forward for planetary aerobots. The aerobot will fly as a Y4 multi-rotor during vertical flight and as a conventional flying wing during horizontal flight. The more robust Y4TR configuration utilizes two large fixed coaxial counter rotating rotors and two small tilt-rotors for vertical takeoff. The front tilt-rotors rotate during transition flight into the main horizontal flight configuration. The aerobot is a blended wing design with the wings using the "Zagi 10" airfoil blended to a center cover for the coaxial rotors. The open source design and analysis programs XROTOR, CROTOR, Q-BLADE, XFLR5, and OpenVSP were used to design and model the aerobot's four rotors and body. The baseline mission of the Y4TR remains the same as previously reported and will investigate the Isidis Planitia region on Mars over a month long period using optical sensors during flight and a surface science package when landed. During flight operations the aerobot will take off vertically, transition to horizontal flight, fly for around an hour, transition back to vertical flight, and land vertically. The flight missions will take place close to local noon to maximize power production via solar cells during flight. A nonlinear six degree of freedom (6DoF) dynamic model incorporating aerodynamic models of the aerobot's body and rotors has been developed to model the vertical, transition, and horizontal phases of flight. A nonlinear State-Dependent Riccati Equation (SDRE) controller has been developed for each of these flight phases. The nonlinear dynamic model was transformed into a pseudo-linear form based on the states and implemented in the SDRE controller. During transition flight the aerobot is over actuated and the weighted least squares (WLS) method is used for allocation of control effectors. Simulations of the aerobot flying in different configurations were performed to verify the performance of the SDRE controllers, including hover, transition, horizontal flight, altitude changes, and landing scenarios. Results from the simulations show the SDRE controller is a viable option for controlling the novel Y4TR Martian Aerobot.

Flight of Sharovipteryx mirabilis: the world's first delta-winged glider.

PubMed

Dyke, G J; Nudds, R L; Rayner, J M V

2006-07-01

The 225 million-year-old reptile Sharovipteryx mirabilis was the world's first delta-winged glider; this remarkable animal had a flight surface composed entirely of a hind-limb membrane. We use standard delta-wing aerodynamics to reconstruct the flight of S. mirabilis demonstrating that wing shape could have been controlled simply by protraction of the femora at the knees, and by variation in incidence of a small forelimb canard. Our method has allowed us to address the question of how identifying realistic glide performance can be used to set limits on aerodynamic design in this small animal. Our novel interpretation of the bizarre flight mode of S. mirabilis is the first based directly on interpretation of the fossil itself and the first grounded in aerodynamics.

F-16XL Ship #1 in flight - used for laminar airflow studies

NASA Technical Reports Server (NTRS)

1992-01-01

One of two F-16XL prototype aircraft, on loan from the Air Force, was used by NASA's Dryden Flight Research Center, Edwards, California, in a program to investigate laminar flow technology and help improve the flow of air over an aircraft's wing at sustained supersonic speeds. A small, perforated titanium wing glove with a turbo compressor was tested on the F-16XL to determine if air suction can remove a small part of the boundary-layer air flowing over the wing and thereby achieve laminar (smooth) flow over a portion of the wing. The flight research program on ship #1 ended in 1996. It was then conducted with NASA's two-seat F-16XL, ship #2 employing a larger glove.

Aeroacoustic Study of a 26%-Scale Semispan Model of a Boeing 777 Wing in the NASA Ames 40- by 80-Foot Wind Tunnel

NASA Technical Reports Server (NTRS)

Horne, W. Clifton; Burnside, Nathan J.; Soderman, Paul T.; Jaeger, Stephen M.; Reinero, Bryan R.; James, Kevin D.; Arledge, Thomas K.

2004-01-01

An acoustic and aerodynamic study was made of a 26%-scale unpowered Boeing 777 aircraft semispan model in the NASA Ames 40- by 80-Foot Wind Tunnel for the purpose of identifying and attenuating airframe noise sources. Simulated approach and landing configurations were evaluated at Mach numbers between 0.12 and 0.24. Cruise configurations were evaluated at Mach numbers between 0.24 and 0.33. The research team used two Ames phased-microphone arrays, a large fixed array and a small traversing array, mounted under the wing to locate and compare various noise sources in the wing high-lift system and landing gear. Numerous model modifications and noise alleviation devices were evaluated. Simultaneous with acoustic measurements, aerodynamic forces were recorded to document aircraft conditions and any performance changes caused by the geometric modifications. Numerous airframe noise sources were identified that might be important factors in the approach and landing noise of the full-scale aircraft. Several noise-control devices were applied to each noise source. The devices were chosen to manipulate and control, if possible, the flow around the various tips and through the various gaps of the high-lift system so as to minimize the noise generation. Fences, fairings, tip extensions, cove fillers, vortex generators, hole coverings, and boundary-layer trips were tested. In many cases, the noise-control devices eliminated noise from some sources at specific frequencies. When scaled to full-scale third-octave bands, typical noise reductions ranged from 1 to 10 dB without significant aerodynamic performance loss.

A fast Chebyshev method for simulating flexible-wing propulsion

NASA Astrophysics Data System (ADS)

Moore, M. Nicholas J.

2017-09-01

We develop a highly efficient numerical method to simulate small-amplitude flapping propulsion by a flexible wing in a nearly inviscid fluid. We allow the wing's elastic modulus and mass density to vary arbitrarily, with an eye towards optimizing these distributions for propulsive performance. The method to determine the wing kinematics is based on Chebyshev collocation of the 1D beam equation as coupled to the surrounding 2D fluid flow. Through small-amplitude analysis of the Euler equations (with trailing-edge vortex shedding), the complete hydrodynamics can be represented by a nonlocal operator that acts on the 1D wing kinematics. A class of semi-analytical solutions permits fast evaluation of this operator with O (Nlog ⁡ N) operations, where N is the number of collocation points on the wing. This is in contrast to the minimum O (N2) cost of a direct 2D fluid solver. The coupled wing-fluid problem is thus recast as a PDE with nonlocal operator, which we solve using a preconditioned iterative method. These techniques yield a solver of near-optimal complexity, O (Nlog ⁡ N) , allowing one to rapidly search the infinite-dimensional parameter space of all possible material distributions and even perform optimization over this space.

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

NASA Technical Reports Server (NTRS)

Martin, Andrew; Hunter, Harlo A.

1949-01-01

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

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

Code of Federal Regulations, 2012 CFR

2012-01-01

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

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

Code of Federal Regulations, 2011 CFR

2011-01-01

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

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

Code of Federal Regulations, 2014 CFR

2014-01-01

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

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

Code of Federal Regulations, 2013 CFR

2013-01-01

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

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.

Chordwise load distribution of a simple rectangular wing

NASA Technical Reports Server (NTRS)

Wieghardt, Karl

1940-01-01

The chordwise distribution theory was taken over from the theory of the infinite wing. Since in this work a series expansion in b/t was used, the computation converges only for large aspect ratios. In this paper a useful approximate solution will be found also for wings with large chord - i.e., small aspect ratio.

Evaluation of viscous drag reduction schemes for subsonic transports

NASA Technical Reports Server (NTRS)

Marino, A.; Economos, C.; Howard, F. G.

1975-01-01

The results are described of a theoretical study of viscous drag reduction schemes for potential application to the fuselage of a long-haul subsonic transport aircraft. The schemes which were examined included tangential slot injection on the fuselage and various synergetic combinations of tangential slot injection and distributed suction applied to wing and fuselage surfaces. Both passive and mechanical (utilizing turbo-machinery) systems were examined. Overall performance of the selected systems was determined at a fixed subsonic cruise condition corresponding to a flight Mach number of free stream M = 0.8 and an altitude of 11,000 m. The nominal aircraft to which most of the performance data was referenced was a wide-body transport of the Boeing 747 category. Some of the performance results obtained with wing suction are referenced to a Lockheed C-141 Star Lifter wing section. Alternate designs investigated involved combinations of boundary layer suction on the wing surfaces and injection on the fuselage, and suction and injection combinations applied to the fuselage only.

Space shuttle: Stability and control effectiveness of the MDAC parametric delta canard booster at Mach 0.38. Volume 1: Canard parametric variations

NASA Technical Reports Server (NTRS)

Bradley, D.; Buchholz, R. E.

1971-01-01

A 0.015 scale model of a modified version of the MDAC space shuttle booster was tested in the Naval Ship Research and Development Center 7 x 10 foot transonic wind tunnel, to obtain force, static stability, and control effectiveness data. Data were obtained for a cruise Mach Number of 0.38, altitude of 10,000 ft, and Reynolds Number per foot of approximately 2 x one million. The model was tested through an angle of attack range of -4 deg to 15 deg at zero degree angle of sideslip, and at an angle of sideslip range of -6 deg to 6 deg at fixed angles of attack of 0 deg, 6 deg, and 15 deg. Other test variables were elevon deflections, canard deflections, aileron deflections, rudder deflections, wing dihedral angle, canard incidence angle, wing incidence angle, canard position, wing position, wing and canard control flap size and dorsal fin size.

Investigation of Aerodynamics Scale Effects for a Generic Fighter Configuration in the National Transonic Facility (Invited)

NASA Technical Reports Server (NTRS)

Tomek, W. G.; Wahls, R. A.; Owens, L. R.; Burner, A. B.; Graves, S. S.; Luckring, J. M.

2003-01-01

Two wind tunnel tests of a generic fighter configuration have been completed in the National Transonic Facility. The primary purpose of the tests was to assess Reynolds number scale effects on a thin-wing, fighter-type configuration up to full-scale flight conditions (that is, Reynolds numbers of the order of 60 million). The tests included longitudinal and lateral/directional studies at subsonic and transonic conditions across a range of Reynolds numbers from that available in conventional wind tunnels to flight conditions. Results are presented for three Mach numbers (0.6, 0.8, and 0.9) and three configurations: 1) Fuselage / Wing, 2) Fuselage / Wing / Centerline Vertical Tail / Horizontal Tail, and 3) Fuselage / Wing / Trailing-Edge Extension / Twin Vertical Tails. Reynolds number effects on the lateral-directional aerodynamic characteristics are presented herein, along with longitudinal data demonstrating the effects of fixing the boundary layer transition location for low Reynolds number conditions. In addition, an improved model videogrammetry system and results are discussed.

Aerodynamic Analysis of the Truss-Braced Wing Aircraft Using Vortex-Lattice Superposition Approach

NASA Technical Reports Server (NTRS)

Ting, Eric Bi-Wen; Reynolds, Kevin Wayne; Nguyen, Nhan T.; Totah, Joseph J.

2014-01-01

The SUGAR Truss-BracedWing (TBW) aircraft concept is a Boeing-developed N+3 aircraft configuration funded by NASA ARMD FixedWing Project. This future generation transport aircraft concept is designed to be aerodynamically efficient by employing a high aspect ratio wing design. The aspect ratio of the TBW is on the order of 14 which is significantly greater than those of current generation transport aircraft. This paper presents a recent aerodynamic analysis of the TBW aircraft using a conceptual vortex-lattice aerodynamic tool VORLAX and an aerodynamic superposition approach. Based on the underlying linear potential flow theory, the principle of aerodynamic superposition is leveraged to deal with the complex aerodynamic configuration of the TBW. By decomposing the full configuration of the TBW into individual aerodynamic lifting components, the total aerodynamic characteristics of the full configuration can be estimated from the contributions of the individual components. The aerodynamic superposition approach shows excellent agreement with CFD results computed by FUN3D, USM3D, and STAR-CCM+.

Extension of a three-dimensional viscous wing flow analysis

NASA Technical Reports Server (NTRS)

Weinberg, Bernard C.; Chen, Shyi-Yaung; Thoren, Stephen J.; Shamroth, Stephen J.

1990-01-01

Three-dimensional unsteady viscous effects can significantly influence the performance of fixed and rotary wing aircraft. These effects are important in both flows about helicopter rotors in forward flight and flows about 3-D (swept and tapered) supercritical wings. A computational procedure for calculating such flow field is developed, and therefore would be of great value in the design process as well as in understanding the corresponding flow phenomena. The procedure is based upon an alternating direction technique employing the Linearized Block Implicit method for solving 3-D viscous flow problems. In order to demonstrate the viability of this method, 2-D and 3-D problems are computed. These include the flow over a 2-D NACA 0012 airfoil under steady and oscillating conditions, and the steady, skewed, 3-D flow on a flat plate. Although actual 3-D flows over wings were not obtained, the ground work was laid for considering such flows. The description of the computational procedure and results are given.

Numerical simulation of a powered-lift landing, tracking flow features using overset grids, and simulation of high lift devices on a fighter-lift-and-control wing

NASA Technical Reports Server (NTRS)

Chawla, Kalpana

1993-01-01

Attached as appendices to this report are documents describing work performed on the simulation of a landing powered-lift delta wing, the tracking of flow features using overset grids, and the simulation of flaps on the Wright Patterson Lab's fighter-lift-and-control (FLAC) wing. Numerical simulation of a powered-lift landing includes the computation of flow about a delta wing at four fixed heights as well as a simulated landing, in which the delta wing descends toward the ground. Comparison of computed and experimental lift coefficients indicates that the simulations capture the qualitative trends in lift-loss encountered by thrust-vectoring aircraft operating in ground effect. Power spectra of temporal variations of pressure indicate computed vortex shedding frequencies close to the jet exit are in the experimentally observed frequency range; the power spectra of pressure also provide insights into the mechanisms of lift oscillations. Also, a method for using overset grids to track dynamic flow features is described and the method is validated by tracking a moving shock and vortices shed behind a circular cylinder. Finally, Chimera gridding strategies were used to develop pressure coefficient contours for the FLAC wing for a Mach no. of 0.18 and Reynolds no. of 2.5 million.

Aerodynamics and vortical structures in hovering fruitflies

NASA Astrophysics Data System (ADS)

Meng, Xue Guang; Sun, Mao

2015-03-01

We measure the wing kinematics and morphological parameters of seven freely hovering fruitflies and numerically compute the flows of the flapping wings. The computed mean lift approximately equals to the measured weight and the mean horizontal force is approximately zero, validating the computational model. Because of the very small relative velocity of the wing, the mean lift coefficient required to support the weight is rather large, around 1.8, and the Reynolds number of the wing is low, around 100. How such a large lift is produced at such a low Reynolds number is explained by combining the wing motion data, the computed vortical structures, and the theory of vorticity dynamics. It has been shown that two unsteady mechanisms are responsible for the high lift. One is referred as to "fast pitching-up rotation": at the start of an up- or downstroke when the wing has very small speed, it fast pitches down to a small angle of attack, and then, when its speed is higher, it fast pitches up to the angle it normally uses. When the wing pitches up while moving forward, large vorticity is produced and sheds at the trailing edge, and vorticity of opposite sign is produced near the leading edge and on the upper surface, resulting in a large time rate of change of the first moment of vorticity (or fluid impulse), hence a large aerodynamic force. The other is the well known "delayed stall" mechanism: in the mid-portion of the up- or downstroke the wing moves at large angle of attack (about 45 deg) and the leading-edge-vortex (LEV) moves with the wing; thus, the vortex ring, formed by the LEV, the tip vortices, and the starting vortex, expands in size continuously, producing a large time rate of change of fluid impulse or a large aerodynamic force.

A transonic-small-disturbance wing design methodology

NASA Technical Reports Server (NTRS)

Phillips, Pamela S.; Waggoner, Edgar G.; Campbell, Richard L.

1988-01-01

An automated transonic design code has been developed which modifies an initial airfoil or wing in order to generate a specified pressure distribution. The design method uses an iterative approach that alternates between a potential-flow analysis and a design algorithm that relates changes in surface pressure to changes in geometry. The analysis code solves an extended small-disturbance potential-flow equation and can model a fuselage, pylons, nacelles, and a winglet in addition to the wing. A two-dimensional option is available for airfoil analysis and design. Several two- and three-dimensional test cases illustrate the capabilities of the design code.

Laser illumination of helicopters : a comparative analysis with fixed-wing aircraft for the period 1980 - 2011.

DOT National Transportation Integrated Search

2013-04-01

INTRODUCTION. Laser illuminations of aircraft have resulted in pilots reporting distraction, disruption, disorientation, adverse visual effects, and operational problems that put at risk the safety of the aircraft and those onboard. FAA Order 7400.2 ...

The Role of Unmanned Aerial Systems/Sensors in Air Quality Research

EPA Science Inventory

The use of unmanned aerial systems (UASs) for a variety of scientific and security purposes has rapidly increased. UASs include aerostats (tethered balloons) and remotely controlled, unmanned aerial vehicles (UAVs) including lighter-than-air vessels, fixed wing airplanes, and he...

14 CFR 45.29 - Size of marks.

Code of Federal Regulations, 2012 CFR

2012-01-01

... part, the nationality and registration marks must be of equal height and on— (1) Fixed-wing aircraft... on that aircraft temporary or permanent nationality and registration marks at least 12 inches high... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT IDENTIFICATION...

14 CFR 45.29 - Size of marks.

Code of Federal Regulations, 2014 CFR

2014-01-01

... part, the nationality and registration marks must be of equal height and on— (1) Fixed-wing aircraft... on that aircraft temporary or permanent nationality and registration marks at least 12 inches high... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT IDENTIFICATION...

14 CFR 45.29 - Size of marks.

Code of Federal Regulations, 2011 CFR

2011-01-01

... part, the nationality and registration marks must be of equal height and on— (1) Fixed-wing aircraft... display on that aircraft temporary or permanent nationality and registration marks at least 12 inches high... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT IDENTIFICATION...

14 CFR 45.29 - Size of marks.

Code of Federal Regulations, 2013 CFR

2013-01-01

... part, the nationality and registration marks must be of equal height and on— (1) Fixed-wing aircraft... on that aircraft temporary or permanent nationality and registration marks at least 12 inches high... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT IDENTIFICATION...

On the application of transonic similarity rules to wings of finite span

NASA Technical Reports Server (NTRS)

Spreiter, John R

1953-01-01

The transonic aerodynamic characteristics of wings of finite span are discussed from the point of view of a unified small perturbation theory for subsonic, transonic, and supersonic flows about thin wings. This approach avoids certain ambiguities which appear if one studies transonic flows by means of equations derived under the more restrictive assumption that the local velocities are everywhere close to sonic velocity. The relation between the two methods of analysis of transonic flow is examined, the similarity rules and known solutions of transonic flow theory are reviewed, and the asymptotic behavior of the lift, drag, and pitching-moment characteristics of wings of large and small aspect ratio is discussed. It is shown that certain methods of data presentation are advantageous for the effective display of these characteristics.

Distributed Propulsion Vehicles

NASA Technical Reports Server (NTRS)

Kim, Hyun Dae

2010-01-01

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

Latency Determination and Compensation in Real-Time Gnss/ins Integrated Navigation Systems

NASA Astrophysics Data System (ADS)

Solomon, P. D.; Wang, J.; Rizos, C.

2011-09-01

Unmanned Aerial Vehicle (UAV) technology is now commonplace in many defence and civilian environments. However, the high cost of owning and operating a sophisticated UAV has slowed their adoption in many commercial markets. Universities and research groups are actively experimenting with UAVs to further develop the technology, particularly for automated flying operations. The two main UAV platforms used are fixed-wing and helicopter. Helicopter-based UAVs offer many attractive features over fixed-wing UAVs, including vertical take-off, the ability to loiter, and highly dynamic flight. However the control and navigation of helicopters are significantly more demanding than those of fixed-wing UAVs and as such require a high bandwidth real-time Position, Velocity, Attitude (PVA) navigation system. In practical Real-Time Navigation Systems (RTNS) there are delays in the processing of the GNSS data prior to the fusion of the GNSS data with the INS measurements. This latency must be compensated for otherwise it degrades the solution of the navigation filter. This paper investigates the effect of latency in the arrival time of the GNSS data in a RTNS. Several test drives and flights were conducted with a low-cost RTNS, and compared with a high quality GNSS/INS solution. A technique for the real-time, automated and accurate estimation of the GNSS latency in low-cost systems was developed and tested. The latency estimates were then verified through cross-correlation with the time-stamped measurements from the reference system. A delayed measurement Extended Kalman Filter was then used to allow for the real-time fusing of the delayed measurements, and then a final system developed for on-the-fly measurement and compensation of GNSS latency in a RTNS.

Sensor-driven area coverage for an autonomous fixed-wing unmanned aerial vehicle.

PubMed

Paull, Liam; Thibault, Carl; Nagaty, Amr; Seto, Mae; Li, Howard

2014-09-01

Area coverage with an onboard sensor is an important task for an unmanned aerial vehicle (UAV) with many applications. Autonomous fixed-wing UAVs are more appropriate for larger scale area surveying since they can cover ground more quickly. However, their non-holonomic dynamics and susceptibility to disturbances make sensor coverage a challenging task. Most previous approaches to area coverage planning are offline and assume that the UAV can follow the planned trajectory exactly. In this paper, this restriction is removed as the aircraft maintains a coverage map based on its actual pose trajectory and makes control decisions based on that map. The aircraft is able to plan paths in situ based on sensor data and an accurate model of the on-board camera used for coverage. An information theoretic approach is used that selects desired headings that maximize the expected information gain over the coverage map. In addition, the branch entropy concept previously developed for autonomous underwater vehicles is extended to UAVs and ensures that the vehicle is able to achieve its global coverage mission. The coverage map over the workspace uses the projective camera model and compares the expected area of the target on the ground and the actual area covered on the ground by each pixel in the image. The camera is mounted on a two-axis gimbal and can either be stabilized or optimized for maximal coverage. Hardware-in-the-loop simulation results and real hardware implementation on a fixed-wing UAV show the effectiveness of the approach. By including the already developed automatic takeoff and landing capabilities, we now have a fully automated and robust platform for performing aerial imagery surveys.

Evaluation of Bare Ground on Rangelands using Unmanned Aerial Vehicles

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

Robert P. Breckenridge; Maxine Dakins

2011-01-01

Attention is currently being given to methods that assess the ecological condition of rangelands throughout the United States. There are a number of different indicators that assess ecological condition of rangelands. Bare Ground is being considered by a number of agencies and resource specialists as a lead indicator that can be evaluated over a broad area. Traditional methods of measuring bare ground rely on field technicians collecting data along a line transect or from a plot. Unmanned aerial vehicles (UAVs) provide an alternative to collecting field data, can monitor a large area in a relative short period of time, andmore » in many cases can enhance safety and time required to collect data. In this study, both fixed wing and helicopter UAVs were used to measure bare ground in a sagebrush steppe ecosystem. The data were collected with digital imagery and read using the image analysis software SamplePoint. The approach was tested over seven different plots and compared against traditional field methods to evaluate accuracy for assessing bare ground. The field plots were located on the Idaho National Laboratory (INL) site west of Idaho Falls, Idaho in locations where there is very little disturbance by humans and the area is grazed only by wildlife. The comparison of fixed-wing and helicopter UAV technology against field estimates shows good agreement for the measurement of bare ground. This study shows that if a high degree of detail and data accuracy is desired, then a helicopter UAV may be a good platform. If the data collection objective is to assess broad-scale landscape level changes, then the collection of imagery with a fixed-wing system is probably more appropriate.« less

Many P-Element Insertions Affect Wing Shape in Drosophila melanogaster

PubMed Central

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

2005-01-01

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

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

PubMed

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

2005-03-01

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

Shape Memory Alloy Induced Wing Warping for a Small Unmanned Aerial Vehicle

DTIC Science & Technology

2003-06-01

strained Nitinol wires are attached to the surface of the wing. When the resistively heated wires pass a transition temperature, a phase change occurs...testing of the Nitinol wire is conducted to determine its modulus of elasticity in both its martensite and austenite phases. In addition, cycle tests are...prototype wings with Nitinol wires attached to determine the actual performance of the actuator. Using epoxy to attach the Nitinol to the wing is

Noise Testing of an Experimental Augmentor Wing

NASA Image and Video Library

1974-06-21

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

Intification and modelling of flight characteristics for self-build shock flyer type UAV

NASA Astrophysics Data System (ADS)

Rashid., Z. A.; Dardin, A. S. F. Syed.; Azid, A. A.; Ahmad, K. A.

2018-02-01

The development of an autonomous Unmanned Aerial Vehicle (UAV) requires a fundamentals studies of the UAV's flight characteristic. The aim of this study is to identify and model the flight characteristic of a conventional fixed-wing type UAV. Subsequence to this, the mode of flight of the UAV can be investigated. One technique to identify the characteristic of a UAV is a flight test where it required specific maneuvering to be executed while measuring the attitude sensor. In this study, a simple shock flyer type UAV was used as the aircraft. The result shows that the modeled flight characteristic has a significant relation with actual values but the fitting value is rather small. It is suggested that the future study is conducted with an improvement of the physical UAV, data filtering and better system identification methods.

Fatigue Crack Growth Threshold Testing of Metallic Rotorcraft Materials

NASA Technical Reports Server (NTRS)

Newman, John A.; James, Mark A.; Johnson, William M.; Le, Dy D.

2008-01-01

Results are presented for a program to determine the near-threshold fatigue crack growth behavior appropriate for metallic rotorcraft alloys. Four alloys, all commonly used in the manufacture of rotorcraft, were selected for study: Aluminum alloy 7050, 4340 steel, AZ91E Magnesium, and Titanium alloy Ti-6Al-4V (beta-STOA). The Federal Aviation Administration (FAA) sponsored this research to advance efforts to incorporate damage tolerance design and analysis as requirements for rotorcraft certification. Rotorcraft components are subjected to high cycle fatigue and are typically subjected to higher stresses and more stress cycles per flight hour than fixed-wing aircraft components. Fatigue lives of rotorcraft components are generally spent initiating small fatigue cracks that propagate slowly under near-threshold cracktip loading conditions. For these components, the fatigue life is very sensitive to the near-threshold characteristics of the material.

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.

The Shock and Vibration Digest. Volume 13, Number 3

DTIC Science & Technology

1981-03-01

Lateral (Fixed Wing) 25 16 8 OO07 Lateral (Rotary-Wing) 30 18 9 0.104 * Impowd at the floor level, near the center ol gravity of the aircraft 4 Tabl...v>ri«uut tolulion lu xt\\» M|uMlon of motion (or i tloiül« tlnng (»vnh gravity «tlactt) M*ilch 11 lutd « both ttiiit and itiatctMKJ untlar apptMd...Lab., Pioc., No. bO, Pt. 3, pp 27-38 (Sept 1980) 12 tigs. 3 tables, 11 refs Key Word«: Plate«, Beam«, Structural member«. Compotite meterial

Emergency transport by aeromedical blimp.

PubMed Central

Cottrell, J. J.; Garrard, C.

1989-01-01

Recently there has been an explosive growth in the use of helicopters and fixed wing aircraft for the transportation of patients who are ill and injured. Although using such methods of transport may result in faster access to health care centres, their ultimate role for the civilian population is unclear. Unfortunately, there are many problems associated with aeromedical transport, particularly with rotary wing aircraft, which have shown an alarming tendency to crash. The use of lighter than air vehicles (blimps, hot air balloons) might offer most of the advantages of conventional aieromedical transport, with an appreciable improvement in safety. Images p869-a PMID:2497829

Emergency transport by aeromedical blimp.

PubMed

Cottrell, J J; Garrard, C

1989-04-01

Recently there has been an explosive growth in the use of helicopters and fixed wing aircraft for the transportation of patients who are ill and injured. Although using such methods of transport may result in faster access to health care centres, their ultimate role for the civilian population is unclear. Unfortunately, there are many problems associated with aeromedical transport, particularly with rotary wing aircraft, which have shown an alarming tendency to crash. The use of lighter than air vehicles (blimps, hot air balloons) might offer most of the advantages of conventional aieromedical transport, with an appreciable improvement in safety.

Quiet Clean Short-haul Experimental Engine (QCSEE)

NASA Technical Reports Server (NTRS)

Willis, W. S.

1979-01-01

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

Shape memory alloy TiNi actuators for twist control of smart wing designs

NASA Astrophysics Data System (ADS)

Jardine, A. Peter; Kudva, Jayanth N.; Martin, Christopher A.; Appa, Kari

1996-05-01

On high performance military aircraft, small changes in both wing twist and wing camber have the potential to provide substantial payoffs in terms of additional lift and enhanced maneuverability. To achieve the required wing shape, actuators made of smart materials are currently being studied under an ARPA/WL contract for a subscale model of a fighter aircraft. The use of the shape memory alloy TiNi for wing twist actuation was investigated using shape memory effect (SME) torque tube actuator configurations. The actuator configurations were sized to fit inside a 16% scale model of an aircraft wing and the torque's supplied to the wing were similarly calculated from full-scale requirements. The actuator systems were tested in a conventional laboratory setting. Design and calibration of the actuators for wing twist are discussed.

Design integration and noise studies for jet STOL aircraft. Task 7C: Augmentor wing cruise blowing valveless system. Volume 2: Small-scale development testing of augmentor wing critical ducting components

NASA Technical Reports Server (NTRS)

Runnels, J. N.; Gupfa, A.

1973-01-01

Augmentor wing ducting system studies conducted on a valveless system configuration that provides cruise thrust from the augmentor nozzles have shown that most of the duct system pressure loss would occur in the strut-wing duct y-junction and the wing duct-augmentor lobe nozzles. These components were selected for development testing over a range of duct Mach numbers and pressure ratios to provide a technical basis for predicting installed wing thrust loading and for evaluating design wing loading of a particular wing aspect ratios. The flow characteristics of ducting components with relatively high pressure loss coefficients were investigated. The turbulent pressure fluctuations associated with flows at high Mach numbers were analyzed to evaluate potential duct fatigue problems.

Aerodynamic design for improved manueverability by use of three-dimensional transonic theory

NASA Technical Reports Server (NTRS)

Mann, M. J.; Campbell, R. L.; Ferris, J. C.

1984-01-01

Improvements in transonic maneuver performance by the use of three-dimensional transonic theory and a transonic design procedure were examined. The FLO-27 code of Jameson and Caughey was used to design a new wing for a fighter configuration with lower drag at transonic maneuver conditions. The wing airfoil sections were altered to reduce the upper-surface shock strength by means of a design procedure which is based on the iterative application of the FLO-27 code. The plan form of the fighter configuration was fixed and had a leading edge sweep of 45 deg and an aspect ratio of 3.28. Wind-tunnel tests were conducted on this configuration at Mach numbers from 0.60 to 0.95 and angles of attack from -2 deg to 17 deg. The transonic maneuver performance of this configuration was evaluated by comparison with a wing designed by empirical methods and a wing designed primarily by two-dimensional transonic theory. The configuration designed by the use of FLO-27 had the same or lower drag than the empirical wing and, for some conditions, lower drag than the two-dimensional design. From some maneuver conditions, the drag of the two-dimensional design was somewhat lower.

Adaptive wing and flow control technology

NASA Astrophysics Data System (ADS)

Stanewsky, E.

2001-10-01

The development of the boundary layer and the interaction of the boundary layer with the outer “inviscid” flow field, exacerbated at high speed by the occurrence of shock waves, essentially determine the performance boundaries of high-speed flight. Furthermore, flight and freestream conditions may change considerably during an aircraft mission while the aircraft itself is only designed for multiple but fixed design points thus impairing overall performance. Consequently, flow and boundary layer control and adaptive wing technology may have revolutionary new benefits for take-off, landing and cruise operating conditions for many aircraft by enabling real-time effective geometry optimization relative to the flight conditions. In this paper we will consider various conventional and novel means of boundary layer and flow control applied to moderate-to-large aspect ratio wings, delta wings and bodies with the specific objectives of drag reduction, lift enhancement, separation suppression and the improvement of air-vehicle control effectiveness. In addition, adaptive wing concepts of varying complexity and corresponding aerodynamic performance gains will be discussed, also giving some examples of possible structural realizations. Furthermore, penalties associated with the implementation of control and adaptation mechanisms into actual aircraft will be addressed. Note that the present contribution is rather application oriented.

The nonlinear aeroelastic characteristics of a folding wing with cubic stiffness

NASA Astrophysics Data System (ADS)

Hu, Wei; Yang, Zhichun; Gu, Yingsong; Wang, Xiaochen

2017-07-01

This paper focuses on the nonlinear aeroelastic characteristics of a folding wing in the quasi-steady condition (namely at fixed folding angles) and during the morphing process. The structure model of the folding wing is formulated by the Lagrange equations, and the constraint equation is used to describe the morphing strategy. The aerodynamic influence coefficient matrices at several folding angles are calculated by the Doublet Lattice method, and described as rational functions in the Laplace domain by the rational function approximation, and then the Kriging agent model technique is adopted to interpolate the coefficient matrices of the rational functions, and the aerodynamics model of the folding wing during the morphing process is built. The aeroelastic responses of the folding wing with cubic stiffness are simulated, and the results show that the motion types of aeroelastic responses in the quasi-steady condition and during the morphing process are all sensitive to the initial condition and folding angle. During the morphing process, the transition of the motion types is observed. And apart from the period of transition, the aeroelastic response at some folding angles may exhibit different motion types, which can be found from the results in the quasi-steady condition.

Design of a shape-memory alloy actuated macro-scale morphing aircraft mechanism

NASA Astrophysics Data System (ADS)

Manzo, Justin; Garcia, Ephrahim; Wickenheiser, Adam; Horner, Garnett C.

2005-05-01

As more alternative, lightweight actuators have become available, the conventional fixed-wing configuration seen on modern aircraft is under investigation for efficiency on a broad scale. If an aircraft could be designed with multiple functional equilibria of drastically varying aerodynamic parameters, one craft capable of 'morphing' its shape could be used to replace two or three designed with particular intentions. One proposed shape for large-scale (geometry change on the same order of magnitude as wingspan) morphing is the Hyper-Elliptical Cambered Span (HECS) wing, designed at NASA Langley to be implemented on an unmanned aerial vehicle (UAV). Proposed mechanisms to accomplish the spanwise curvature (in the y-z plane of the craft) that allow near-continuous bending of the wing are narrowed to a tendon-based DC motor actuated system, and a shape memory alloy-based (SMA) mechanism. At Cornell, simulations and wind tunnel experiments assess the validity of the HECS wing as a potential shape for a blended-wing body craft with the potential to effectively serve the needs of two conventional UAVs, and analyze the energetics of actuation associated with a morphing maneuver accomplished with both a DC motor and SMA wire.

Aerial Measuring System Sensor Modeling

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

R. S. Detwiler

2002-04-01

This project deals with the modeling the Aerial Measuring System (AMS) fixed-wing and rotary-wing sensor systems, which are critical U.S. Department of Energy's National Nuclear Security Administration (NNSA) Consequence Management assets. The fixed-wing system is critical in detecting lost or stolen radiography or medical sources, or mixed fission products as from a commercial power plant release at high flying altitudes. The helicopter is typically used at lower altitudes to determine ground contamination, such as in measuring americium from a plutonium ground dispersal during a cleanup. Since the sensitivity of these instruments as a function of altitude is crucial in estimatingmore » detection limits of various ground contaminations and necessary count times, a characterization of their sensitivity as a function of altitude and energy is needed. Experimental data at altitude as well as laboratory benchmarks is important to insure that the strong effects of air attenuation are modeled correctly. The modeling presented here is the first attempt at such a characterization of the equipment for flying altitudes. The sodium iodide (NaI) sensors utilized with these systems were characterized using the Monte Carlo N-Particle code (MCNP) developed at Los Alamos National Laboratory. For the fixed wing system, calculations modeled the spectral response for the 3-element NaI detector pod and High-Purity Germanium (HPGe) detector, in the relevant energy range of 50 keV to 3 MeV. NaI detector responses were simulated for both point and distributed surface sources as a function of gamma energy and flying altitude. For point sources, photopeak efficiencies were calculated for a zero radial distance and an offset equal to the altitude. For distributed sources approximating an infinite plane, gross count efficiencies were calculated and normalized to a uniform surface deposition of 1 {micro}Ci/m{sup 2}. The helicopter calculations modeled the transport of americium-241 ({sup 241}Am) as this is the ''marker'' isotope utilized by the system for Pu detection. The helicopter sensor array consists of 2 six-element NaI detector pods, and the NaI pod detector response was simulated for a distributed surface source of {sup 241}Am as a function of altitude.« less

Wide Area UXO Screening with the Multi-Sensor Fixed-Wing Airborne System MARS

DTIC Science & Technology

2008-02-01

snakes, lizards, and spiders may contain sufficient poison to warrant medical attention. In addition, ticks can spread Rocky Mountain spotted fever ...is extremely serious • Systemic hypothermia manifests itself in five stages of symptoms, including: (1) shivering ; (2) apathy, listlessness

Control of fixed-wing UAV at levelling phase using artificial intelligence

NASA Astrophysics Data System (ADS)

Sayfeddine, Daher

2018-03-01

The increase in the share of fly-by-wire and software controlled UAV is explained by the need to release the human-operator and the desire to reduce the degree of influence of the human factor errors that account for 26% of aircraft accidents. An important reason for the introduction of new control algorithms is also the high level of UAV failures due loss of communication channels and possible hacking. This accounts for 17% of the total number of accidents. The comparison with manned flights shows that the frequency of accidents of unmanned flights is 27,000 times higher. This means that the UAV has 1611 failures per million flight hours and only 0.06 failures at the same time for the manned flight. In view of that, this paper studies the flight autonomy of fixed-wing UAV at the levelling phase. Landing parameters of the UAV are described. They will be used to setup a control scheme for an autopilot based on fuzzy logic algorithm.

A design approach and selected wind tunnel results at high subsonic speeds for wing-tip mounted winglets

NASA Technical Reports Server (NTRS)

Whitcomb, R. T.

1976-01-01

Winglets, which are small, nearly vertical, winglike surfaces, substantially reduce drag coefficients at lifting conditions. The primary winglet surfaces are rearward above the wing tips; secondary surfaces are forward below the wing tips. This report presents a discussion of the considerations involved in the design of the winglets; measured effects of these surfaces on the aerodynamic forces, moments, and loads for a representative first generation, narrow body jet transport wing; and a comparison of these effects with those for a wing tip extension which results in approximately the same increase in bending moment at the wing-fuselage juncture as did the addition of the winglets.

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.

Flow Simulation of N3-X Hybrid Wing-Body Configuration

NASA Technical Reports Server (NTRS)

Kim, Hyoungjin; Liou, Meng-Sing

2013-01-01

System studies show that a N3-X hybrid wing-body aircraft with a turboelectric distributed propulsion system using a mail-slot inlet/nozzle nacelle can meet the environmental and performance goals for N+3 generation transports (three generations beyond the current air transport technology level) set by NASA s Subsonic Fixed Wing Project. In this study, a Navier-Stokes flow simulation of N3-X on hybrid unstructured meshes was conducted, including the mail-slot propulsor. The geometry of the mail-slot propulsor was generated by a CAD (Computer-Aided Design)-free shape parameterization. A body force approach was used for a more realistic and efficient simulation of the turning and loss effects of the fan blades and the inlet-fan interactions. Flow simulation results of the N3-X demonstrates the validity of the present approach.

PAHFIT: Properties of PAH Emission

NASA Astrophysics Data System (ADS)

Smith, J. D.; Draine, Bruce

2012-10-01

PAHFIT is an IDL tool for decomposing Spitzer IRS spectra of PAH emission sources, with a special emphasis on the careful recovery of ambiguous silicate absorption, and weak, blended dust emission features. PAHFIT is primarily designed for use with full 5-35 micron Spitzer low-resolution IRS spectra. PAHFIT is a flexible tool for fitting spectra, and you can add or disable features, compute combined flux bands, change fitting limits, etc., without changing the code. PAHFIT uses a simple, physically-motivated model, consisting of starlight, thermal dust continuum in a small number of fixed temperature bins, resolved dust features and feature blends, prominent emission lines (which themselves can be blended with dust features), as well as simple fully-mixed or screen dust extinction, dominated by the silicate absorption bands at 9.7 and 18 microns. Most model components are held fixed or are tightly constrained. PAHFIT uses Drude profiles to recover the full strength of dust emission features and blends, including the significant power in the wings of the broad emission profiles. This means the resulting feature strengths are larger (by factors of 2-4) than are recovered by methods which estimate the underlying continuum using line segments or spline curves fit through fiducial wavelength anchors.

The calculation of downwash behind supersonic wings with an application to triangular plan forms

NASA Technical Reports Server (NTRS)

Lomax, Harvard; Sluder, Loma; Heaslet, Max A

1950-01-01

A method is developed consistent with the assumptions of small perturbation theory which provides a means of determining the downwash behind a wing in supersonic flow for a known load distribution. The analysis is based upon the use of supersonic doublets which are distributed over the plan form and wake of the wing in a manner determined from the wing loading. The equivalence in subsonic and supersonic flow of the downwash at infinity corresponding to a given load distribution is proved.

Artificial insect wings with biomimetic wing morphology and mechanical properties.

PubMed

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

2017-09-26

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

Genetic effects of HZE and cosmic radiation (L-9)

NASA Technical Reports Server (NTRS)

Ikenaga, Mituo

1993-01-01

The purpose of our experiment is to detect mutations in Drosophila possibly induced by space radiation during the SL-J mission, so that we will be able to obtain basic information about 'the genetic (mutational) risk of space radiation' which can be used to estimate human risk of cancer induction by space flight. As an example of somatic mutation, we will analyze morphological changes in hair growing on the surface of the wing of an adult fly. A piece of wing consists of about 30 thousand wing cells and in the wild type Drosophila a long single piece of hair is growing on the surface of each wing cell. When Drosophila is exposed to radiation as its early stage of development, such as embryonic stage or larval (maggot) stage, some mutations will appear in the wing hair of the adult fly with a certain low frequency, depending on the radiation dose. Among the mutations, the most frequent one is a change in the number of hairs per cell, that is, usually three or more hairs are coming out from a single wing cell. In the actual SL-J flight, we will install thousands of Drosophila larvae (maggots) into the Space Shuttle Discovery and expose them to space radiation during the 7-day mission. Immediately after the re-entry to the ground, these larvae are expected to develop (emerge) into adult flies. Then the wings will be fixed by ethylalcohol and permanent samples will be prepared. Finally, we will analyze the wing samples microscopically in order to detect mutations.

Hovering of model insects: simulation by coupling equations of motion with Navier-Stokes equations.

PubMed

Wu, Jiang Hao; Zhang, Yan Lai; Sun, Mao

2009-10-01

When an insect hovers, the centre of mass of its body oscillates around a point in the air and its body angle oscillates around a mean value, because of the periodically varying aerodynamic and inertial forces of the flapping wings. In the present paper, hover flight including body oscillations is simulated by coupling the equations of motion with the Navier-Stokes equations. The equations are solved numerically; periodical solutions representing the hover flight are obtained by the shooting method. Two model insects are considered, a dronefly and a hawkmoth; the former has relatively high wingbeat frequency (n) and small wing mass to body mass ratio, whilst the latter has relatively low wingbeat frequency and large wing mass to body mass ratio. The main results are as follows. (i) The body mainly has a horizontal oscillation; oscillation in the vertical direction is about 1/6 of that in the horizontal direction and oscillation in pitch angle is relatively small. (ii) For the hawkmoth, the peak-to-peak values of the horizontal velocity, displacement and pitch angle are 0.11 U (U is the mean velocity at the radius of gyration of the wing), 0.22 c=4 mm (c is the mean chord length) and 4 deg., respectively. For the dronefly, the corresponding values are 0.02 U, 0.05 c=0.15 mm and 0.3 deg., much smaller than those of the hawkmoth. (iii) The horizontal motion of the body decreases the relative velocity of the wings by a small amount. As a result, a larger angle of attack of the wing, and hence a larger drag to lift ratio or larger aerodynamic power, is required for hovering, compared with the case of neglecting body oscillations. For the hawkmoth, the angle of attack is about 3.5 deg. larger and the specific power about 9% larger than that in the case of neglecting the body oscillations; for the dronefly, the corresponding values are 0.7 deg. and 2%. (iv) The horizontal oscillation of the body consists of two parts; one (due to wing aerodynamic force) is proportional to 1/cn2 and the other (due to wing inertial force) is proportional to wing mass to body mass ratio. For many insects, the values of 1/cn2 and wing mass to body mass ratio are much smaller than those of the hawkmoth, and the effects of body oscillation would be rather small; thus it is reasonable to neglect the body oscillations in studying their aerodynamics.

Pressure-distribution measurements on a transonic low-aspect ratio wing

NASA Technical Reports Server (NTRS)

Keener, E. R.

1985-01-01

Experimental surface pressure distributions and oil flow photographs are presented for a 0.90 m semispan model of NASA/Lockheed Wing C, a generic transonic, supercritical, low aspect ratio, highly 3-dimensional configuration. This wing was tested at the design angle of attack of 5 deg over a Mach number range from 0.25 to 0.96, and a Reynolds number range from 3.4 x 1,000,000 to 10 x 1,000,000. Pressures were measured with both the tunnel floor and ceiling suction slots open for most of the tests but taped closed for some tests to simulate solid walls. A comparison is made with the measured pressures from a small model in high Reynolds number facility and with predicted pressures using two three dimesional, transonic full potential flow wing codes: design code FLO22 (nonconservative) and TWING code (conservative). At the given design condition, a small region of flow separation occurred. At a Mach number of 0.82 the flow was unseparated and the surface flow angles were less than 10 deg, indicating that the boundary layer flow was not 3-D. Evidence indicate that wings that are optimized for mild shock waves and mild pressure recovery gradients generally have small 3-D boundary layer flow at design conditions for unseparated flow.

Wing design for a civil tiltrotor transport aircraft

NASA Technical Reports Server (NTRS)

Rais-Rohani, Masoud

1994-01-01

The goal of this research is the proper tailoring of the civil tiltrotor's composite wing-box structure leading to a minimum-weight wing design. With focus on the structural design, the wing's aerodynamic shape and the rotor-pylon system are held fixed. The initial design requirement on drag reduction set the airfoil maximum thickness-to-chord ratio to 18 percent. The airfoil section is the scaled down version of the 23 percent-thick airfoil used in V-22's wing. With the project goal in mind, the research activities began with an investigation of the structural dynamic and aeroelastic characteristics of the tiltrotor configuration, and the identification of proper procedures to analyze and account for these characteristics in the wing design. This investigation led to a collection of more than thirty technical papers on the subject, some of which have been referenced here. The review of literature on the tiltrotor revealed the complexity of the system in terms of wing-rotor-pylon interactions. The aeroelastic instability or whirl flutter stemming from wing-rotor-pylon interactions is found to be the most critical mode of instability demanding careful consideration in the preliminary wing design. The placement of wing fundamental natural frequencies in bending and torsion relative to each other and relative to the rotor 1/rev frequencies is found to have a strong influence on the whirl flutter. The frequency placement guide based on a Bell Helicopter Textron study is used in the formulation of frequency constraints. The analysis and design studies are based on two different finite-element computer codes: (1) MSC/NASATRAN and (2) WIDOWAC. These programs are used in parallel with the motivation to eventually, upon necessary modifications and validation, use the simpler WIDOWAC code in the structural tailoring of the tiltrotor wing. Several test cases were studied for the preliminary comparison of the two codes. The results obtained so far indicate a good overall agreement between the two codes.

Summary of the Third AIAA CFD Drag Prediction Workshop

NASA Technical Reports Server (NTRS)

Vassberg, John C.; Tinoco, Edward N.; Mani, Mori; Brodersen, Olaf P.; Eisfeld, Bernhard; Wahls, Richard A.; Morrison, Joseph H.; Zickuhr, Tom; Laflin, Kelly R.; Mavriplis, DImitri J.

2007-01-01

The workshop focused on the prediction of both absolute and differential drag levels for wing-body and wing-al;one configurations of that are representative of transonic transport aircraft. The baseline DLR-F6 wing-body geometry, previously utilized in DPW-II, is also augmented with a side-body fairing to help reduce the complexity of the flow physics in the wing-body juncture region. In addition, two new wing-alone geometries have been developed for the DPW-II. Numerical calculations are performed using industry-relevant test cases that include lift-specific and fixed-alpha flight conditions, as well as full drag polars. Drag, lift, and pitching moment predictions from previous Reynolds-Averaged Navier-Stokes computational fluid Dynamics Methods are presented, focused on fully-turbulent flows. Solutions are performed on structured, unstructured, and hybrid grid systems. The structured grid sets include point-matched multi-block meshes and over-set grid systems. The unstructured and hybrid grid sets are comprised of tetrahedral, pyramid, and prismatic elements. Effort was made to provide a high-quality and parametrically consistent family of grids for each grid type about each configuration under study. The wing-body families are comprised of a coarse, medium, and fine grid, while the wing-alone families also include an extra-fine mesh. These mesh sequences are utilized to help determine how the provided flow solutions fair with respect to asymptotic grid convergence, and are used to estimate an absolute drag of each configuration.

Design, Development, and Testing of a Compound Wing V/TOL small UAS

NASA Technical Reports Server (NTRS)

Logan, Michael J.; Vranas, Thomas L.

2015-01-01

This paper discusses the development and testing of an innovative small UAS (Unmanned Aircraft System). The design of the vehicle was driven by the need to both have long endurance yet still have the convenience of V/TOL (Vertical Take-Off and Landing) operation. The paper discusses some of the design considerations and configurations evaluated in searching for a configuration that met the demanding mission requirements. The paper also discusses some aspects of the compound wing and experimental testing conducted to discern the optimum parameters for the wing's design. The paper discusses the results of the preliminary flight testing and outlines further research to be conducted.

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.

Transonic Shock Oscillations and Wing Flutter Calculated with an Interactive Boundary Layer Coupling Method

NASA Technical Reports Server (NTRS)

Edwards, John W.

1996-01-01

A viscous-inviscid interactive coupling method is used for the computation of unsteady transonic flows involving separation and reattachment. A lag-entrainment integral boundary layer method is used with the transonic small disturbance potential equation in the CAP-TSDV (Computational Aeroelasticity Program - Transonic Small Disturbance) code. Efficient and robust computations of steady and unsteady separated flows, including steady separation bubbles and self-excited shock-induced oscillations are presented. The buffet onset boundary for the NACA 0012 airfoil is accurately predicted and shown computationally to be a Hopf bifurcation. Shock-induced oscillations are also presented for the 18 percent circular arc airfoil. The oscillation onset boundaries and frequencies are accurately predicted, as is the experimentally observed hysteresis of the oscillations with Mach number. This latter stability boundary is identified as a jump phenomenon. Transonic wing flutter boundaries are also shown for a thin swept wing and for a typical business jet wing, illustrating viscous effects on flutter and the effect of separation onset on the wing response at flutter. Calculations for both wings show limit cycle oscillations at transonic speeds in the vicinity of minimum flutter speed indices.

Folding in and out: passive morphing in flapping wings.

PubMed

Stowers, Amanda K; Lentink, David

2015-03-25

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

Operation Uphold Democracy: Observations on Joint Assault Forces Operated from a CV.

DTIC Science & Technology

1996-07-01

shipboard environment. This was particularly a problem for post-maintenance check flights ( PMCFs ). JSOTF pilots were appar- ently accustomed to making...able to accommodate late requests for PMCFs . Again, procedures designed for cyclic, fixed-wing operations should not be arbitrarily imposed. FOD

Update to the USDA-ARS fixed-wing spray nozzle models

USDA-ARS?s Scientific Manuscript database

The current USDA ARS Aerial Spray Nozzle Models were updated to reflect both new standardized measurement methods and systems, as well as, to increase operational spray pressure, aircraft airspeed and nozzle orientation angle limits. The new models were developed using both Central Composite Design...

Helicopter fertilizing of Foothill Range

Treesearch

Don A. Duncan; Jack N. Reppert

1966-01-01

Helicopters may prove the best method of applying sulfur fertilizer on rangeland too steep for ground application, or with no nearby landing strip for fixed-wing aircraft. Helicopter fertilization of 457 acres of the San Joaquin Experimental Range in central California in 1960 and 1963 was fast and practical.

Robust post-stall perching with a simple fixed-wing glider using LQR-Trees.

PubMed

Moore, Joseph; Cory, Rick; Tedrake, Russ

2014-06-01

Birds routinely execute post-stall maneuvers with a speed and precision far beyond the capabilities of our best aircraft control systems. One remarkable example is a bird exploiting post-stall pressure drag in order to rapidly decelerate to land on a perch. Stall is typically associated with a loss of control authority, and it is tempting to attribute this agility of birds to the intricate morphology of the wings and tail, to their precision sensing apparatus, or their ability to perform thrust vectoring. Here we ask whether an extremely simple fixed-wing glider (no propeller) with only a single actuator in the tail is capable of landing precisely on a perch from a large range of initial conditions. To answer this question, we focus on the design of the flight control system; building upon previous work which used linear feedback control design based on quadratic regulators (LQR), we develop nonlinear feedback control based on nonlinear model-predictive control and 'LQR-Trees'. Through simulation using a flat-plate model of the glider, we find that both nonlinear methods are capable of achieving an accurate bird-like perching maneuver from a large range of initial conditions; the 'LQR-Trees' algorithm is particularly useful due to its low computational burden at runtime and its inherent performance guarantees. With this in mind, we then implement the 'LQR-Trees' algorithm on real hardware and demonstrate a 95 percent perching success rate over 147 flights for a wide range of initial speeds. These results suggest that, at least in the absence of significant disturbances like wind gusts, complex wing morphology and sensing are not strictly required to achieve accurate and robust perching even in the post-stall flow regime.

Aerodynamic evaluation of wing shape and wing orientation in four butterfly species using numerical simulations and a low-speed wind tunnel, and its implications for the design of flying micro-robots.

PubMed

Ortega Ancel, Alejandro; Eastwood, Rodney; Vogt, Daniel; Ithier, Carter; Smith, Michael; Wood, Rob; Kovač, Mirko

2017-02-06

Many insects are well adapted to long-distance migration despite the larger energetic costs of flight for small body sizes. To optimize wing design for next-generation flying micro-robots, we analyse butterfly wing shapes and wing orientations at full scale using numerical simulations and in a low-speed wind tunnel at 2, 3.5 and 5 m s -1 . The results indicate that wing orientations which maximize wing span lead to the highest glide performance, with lift to drag ratios up to 6.28, while spreading the fore-wings forward can increase the maximum lift produced and thus improve versatility. We discuss the implications for flying micro-robots and how the results assist in understanding the behaviour of the butterfly species tested.

Aerodynamic evaluation of wing shape and wing orientation in four butterfly species using numerical simulations and a low-speed wind tunnel, and its implications for the design of flying micro-robots

PubMed Central

Eastwood, Rodney; Vogt, Daniel; Ithier, Carter; Smith, Michael; Wood, Rob; Kovač, Mirko

2017-01-01

Many insects are well adapted to long-distance migration despite the larger energetic costs of flight for small body sizes. To optimize wing design for next-generation flying micro-robots, we analyse butterfly wing shapes and wing orientations at full scale using numerical simulations and in a low-speed wind tunnel at 2, 3.5 and 5 m s−1. The results indicate that wing orientations which maximize wing span lead to the highest glide performance, with lift to drag ratios up to 6.28, while spreading the fore-wings forward can increase the maximum lift produced and thus improve versatility. We discuss the implications for flying micro-robots and how the results assist in understanding the behaviour of the butterfly species tested. PMID:28163879

An airborne intensive care facility (fixed wing).

PubMed

Gilligan, J E; Goon, P; Maughan, G; Griggs, W; Haslam, R; Scholten, A

1996-04-01

A fixed-wing aircraft (Beechcraft KingAir B200 C) fitted as an airborne intensive care facility is described. It completed 2000 missions from 1987-1992 for distances up to 1300 km. Features include: 1. Space for carriage of two stretchers, medical cabin crew of up to five persons and equipment and two-pilot operation if necessary. A third stretcher may be carried in emergencies. 2. Two CARDIOCAP (TM) fixed monitors for ECG, invasive and noninvasive pressures pulse oximetry and end-tidal C02 plus SIEMENS 630(TM)/PROPAQ(TM) compact monitors for the ground transport phase of missions, or the total duration. 3. A medical oxygen reservoir of 4650 litres sufficient for two patients on IPPV with FiO2 = 1.0 for a four-hour trip. The medical suction system is powered from the engine or a vacuum pump. 4. Other medical equipment and drugs in portable packs, for ground transport and resuscitation needs and for replenishment by nursing staff at the parent hospitals. 5. Stretchers compatible with helicopter and road ambulance vehicles used. 6. A stretcher loading device energized from the aircraft, operating through a wide (cargo) door. 7. Provision of 24Ov AC (alternating current) and 28v DC (direct current) electrical energy. 8. Pressurization and climate control. 9. Satisfactory aviation performance for conditions encountered, with single-pilot operation.

UAVs Task and Motion Planning in the Presence of Obstacles and Prioritized Targets

PubMed Central

Gottlieb, Yoav; Shima, Tal

2015-01-01

The intertwined task assignment and motion planning problem of assigning a team of fixed-winged unmanned aerial vehicles to a set of prioritized targets in an environment with obstacles is addressed. It is assumed that the targets’ locations and initial priorities are determined using a network of unattended ground sensors used to detect potential threats at restricted zones. The targets are characterized by a time-varying level of importance, and timing constraints must be fulfilled before a vehicle is allowed to visit a specific target. It is assumed that the vehicles are carrying body-fixed sensors and, thus, are required to approach a designated target while flying straight and level. The fixed-winged aerial vehicles are modeled as Dubins vehicles, i.e., having a constant speed and a minimum turning radius constraint. The investigated integrated problem of task assignment and motion planning is posed in the form of a decision tree, and two search algorithms are proposed: an exhaustive algorithm that improves over run time and provides the minimum cost solution, encoded in the tree, and a greedy algorithm that provides a quick feasible solution. To satisfy the target’s visitation timing constraint, a path elongation motion planning algorithm amidst obstacles is provided. Using simulations, the performance of the algorithms is compared, evaluated and exemplified. PMID:26610522

The effect of small angle of attack on the laminar-turbulent transition in boundary layer on swept wing at Mach number M=2

NASA Astrophysics Data System (ADS)

Semionov, N. V.; Yermolaev, Yu. G.; Kosinov, A. D.; Semenov, A. N.; Smorodsky, B. V.; Yatskikh, A. A.

2017-10-01

The paper is devoted to an experimental and theoretical study of effect of small angle of attack on disturbances evolution and laminar-turbulent transition in a supersonic boundary layer on swept wing at Mach number M=2. The experiments are conducted at the low nose supersonic wind tunnel T-325 of ITAM. Model is a symmetrical wing with a 45° sweep angle, a 3 percent-thick circular-arc airfoil. The transition location is determined using a hot-wire anemometer. Confirmed monotonous growth of the transition Reynolds numbers with increasing of angle of attack from -2° to 2.5°. The experimental data on the influence of the angle of attack on the disturbances evolution in the supersonic boundary layer on the swept wing model are obtained. Calculations on the effect of small angles of attack on the development of perturbations are made in the framework of the linear theory of stability. A good qualitative correspondence of theoretical and experimental data are obtained.

F-14A aircraft high-speed flow simulations

NASA Technical Reports Server (NTRS)

Boppe, C. W.; Rosen, B. S.

1985-01-01

A model of the Grumman/Navy F-14A aircraft was developed for analyses using the NASA/Grumman Transonic Wing-Body Code. Computations were performed for isolated wing and wing fuselage glove arrangements to determine the extent of aerodynamic interference effects which propagate outward onto the main wing outer panel. Additional studies were conducted using the full potential analysis, FLO 22, to calibrate any inaccuracies that might accrue because of small disturbance code limitations. Comparisons indicate that the NASA/Grumman code provides excellent flow simulations for the range of wing sweep angles and flow conditions that will be of interest for the upcoming F-14 Variable Sweep Flight Transition Experiment.

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

NASA Technical Reports Server (NTRS)

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

1980-01-01

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

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.

Analysis and flight evaluation of a small, fixed-wing aircraft equipped with hinged plate spoilers

NASA Technical Reports Server (NTRS)

Olcott, J. W.; Sackel, E.; Ellis, D. R.

1981-01-01

The results of a four phase effort to evaluate the application of hinged plate spoilers/dive brakes to a small general aviation aircraft are presented. The test vehicle was a single engine light aircraft modified with an experimental set of upper surface spoilers and lower surface dive brakes similar to the type used on sailplanes. The lift, drag, stick free stability, trim, and dynamic response characteristics of four different spoiler/dive brake configurations were determined. Tests also were conducted, under a wide range of flight conditions and with pilots of various experience levels, to determine the most favorable methods of spoiler control and to evaluate how spoilers might best be used during the approach and landing task. The effects of approach path angle, approach airspeed, and pilot technique using throttle/spoiler integrated control were investigated for day, night, VFR, and IFR approaches and landings. The test results indicated that spoilers offered significant improvements in the vehicle's performance and flying qualities for all elements of the approach and landing task, provided a suitable method of control was available.

14 CFR 91.1053 - Crewmember experience.

Code of Federal Regulations, 2010 CFR

2010-01-01

...) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Fractional Ownership... and ratings: (1) Total flight time for all pilots: (i) Pilot in command—A minimum of 1,500 hours. (ii) Second in command—A minimum of 500 hours. (2) For multi-engine turbine-powered fixed-wing and powered...

Dropping fire retardants by helicopter: tests of three new helitanks

Treesearch

James B. Davis

1963-01-01

Late model helicopters equipped with new helitanks and adequately supplied can accurately deliver as much fire retardant as most fixed-wing air tankers at a potentially lower cost. Viscous water dropped from helicopters clung to fuel surfaces and was concentrated in a narrower pattern than plain water.

Aerial ULV application of Dibrom against Aedes aegypti in simulated urban and rural residences

USDA-ARS?s Scientific Manuscript database

Reaching endophilic Aedes aegypti mosquito vectors of dengue located in human residences with aerial ULV pesticide applications is a prominent complication in operational wide area public health mosquito control activities. We conducted separate trials with a military C-130 fixed wing aircraft fitte...

Helicopter simulator qualification

NASA Technical Reports Server (NTRS)

Hampson, Brian

1992-01-01

CAE has extensive experience in building helicopter simulators and has participated in group working sessions for fixed-wing advisory circulars. Against this background, issues that should be addressed in establishing helicopter approval criteria were highlighted. Some of these issues are not immediately obvious and may, indeed, be more important than the criteria a themselves.

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.

Improved computational treatment of transonic flow about swept wings

NASA Technical Reports Server (NTRS)

Ballhaus, W. F.; Bailey, F. R.; Frick, J.

1976-01-01

Relaxation solutions to classical three-dimensional small-disturbance (CSD) theory for transonic flow about lifting swept wings are reported. For such wings, the CSD theory was found to be a poor approximation to the full potential equation in regions of the flow field that are essentially two-dimensional in a plane normal to the sweep direction. The effect of this deficiency on the capture of embedded shock waves in terms of (1) the conditions under which shock waves can exist and (2) the relations they must satisfy when they do exist is emphasized. A modified small-disturbance (MSD) equation, derived by retaining two previously neglected terms, was proposed and shown to be a consistent approximation to the full potential equation over a wider range of sweep angles. The effect of these extra terms is demonstrated by comparing CSD, MSD, and experimental wing surface pressures.

Geolocators on Golden-winged Warblers do not affect migratory ecology

USGS Publications Warehouse

Peterson, Sean M.; Streby, Henry M.; Kramer, Gunnar R.; Lehman, Justin A.; Buehler, David A.; Andersen, David E.

2015-01-01

The use of light-level geolocators is increasingly common for connecting breeding and nonbreeding sites and identifying migration routes in birds. Until recently, the mass and size of geolocators precluded their use on songbird species weighing <12 g. Reducing the mass of geolocators, such as by shortening or eliminating the light stalk, may make their deployment on small birds feasible, but may also inhibit their ability to receive light reliably, because small geolocators can be shaded by feathers. Here we report geolocator effects on migratory ecology of Golden-winged Warblers (Vermivora chrysoptera) in Minnesota and Tennessee. We also evaluated whether stalk length influenced precision of location data for birds on the breeding grounds. At 8–10 g, Golden-winged Warblers are the smallest birds to be outfitted with geolocators to date. We found no differences in return rates, inter-annual territory fidelity, or body mass between geolocator-marked individuals and a control group of color-banded individuals. We observed no difference in return rates or variation in estimated breeding locations between birds marked with stalked geolocators and those with stalkless geolocators. Our results suggest that some small songbirds can be safely marked with geolocators. Light stalks appear to be unnecessary for Golden-winged Warblers; the added mass and drag of stalks can probably be eliminated on other small songbirds.

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.

Fiber optic system for deflection and damage detection in morphing wing structures

NASA Astrophysics Data System (ADS)

Scheerer, M.; Djinovic, Z.; Schüller, M.

2013-04-01

Within the EC Clean Sky - Smart Fixed Wing Aircraft initiative concepts for actuating morphing wing structures are under development. In order for developing a complete integrated system including the actuation, the structure to be actuated and the closed loop control unit a hybrid deflection and damage monitoring system is required. The aim of the project "FOS3D" is to develop and validate a fiber optic sensing system based on low-coherence interferometry for simultaneous deflection and damage monitoring. The proposed system uses several distributed and multiplexed fiber optic Michelson interferometers to monitor the strain distribution over the actuated part. In addition the same sensor principle will be used to acquire and locate the acoustic emission signals originated from the onset and growth of defects like impact damages, cracks and delamination's. Within this paper the authors present the concept, analyses and first experimental results of the mentioned system.

The effect of winglets on the static aerodynamic stability characteristics of a representative second generation jet transport model

NASA Technical Reports Server (NTRS)

Jacobs, P. F.; Flechner, S. G.

1976-01-01

A baseline wing and a version of the same wing fitted with winglets were tested. The longitudinal aerodynamic characteristics were determined through an angle-of-attack range from -1 deg to 10 deg at an angle of sideslip of 0 deg for Mach numbers of 0.750, 0.800, and 0.825. The lateral aerodynamic characteristics were determined through the same angle-of-attack range at fixed sideslip angles of 2.5 deg and 5 deg. Both configurations were investigated at Reynolds numbers of 13,000,000, per meter (4,000,000 per foot) and approximately 20,000,000 per meter (6,000,000 per foot). The winglet configuration showed slight increases over the baseline wing in static longitudinal and lateral aerodynamic stability throughout the test Mach number range for a model design lift coefficient of 0.53. Reynolds number variation had very little effect on stability.

Free Drifting Buoys

NASA Technical Reports Server (NTRS)

1974-01-01

Information was exchanged between people directly involved with the development, use, and/or potential use of free drifting buoys. Tracking systems and techniques, where methods and accuracy of optical, radio, radar, satellite, and sonic tracking of free-drifting buoys were discussed. Deployment and retrieval covering methods currently used or planned in the deployment and retrieval of free-drifting buoys from boats, ships, helicopters, fixed platforms, and fixed-wing aircraft were reported. Simulation, sensors, and data emphasizing the status of water circulation modeling, and sensors useful on free-drifting buoys, and data display and analysis were described.

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

PubMed

Galiński, Cezary; Zbikowski, Rafał

2005-06-22

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

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

PubMed Central

Galiński, Cezary; Żbikowski, Rafał

2005-01-01

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

Interaction of a trailing vortex with an oscillating wing

NASA Astrophysics Data System (ADS)

McKenna, C.; Fishman, G.; Rockwell, D.

2018-01-01

A technique of particle image velocimetry is employed to characterize the flow structure of a trailing vortex incident upon the tip region of an oscillating wing (plate). The amplitude and velocity of the wing are nearly two orders of magnitude smaller than the wing chord and free stream velocity, respectively. Depending upon the outboard displacement of the incident vortex relative to the wing tip, distinctive patterns of upwash, downwash, and shed vorticity are observed. These patterns are a strong function of the phase of the wing motion during its oscillation cycle. At a given phase, the wing oscillation induces upwash that is reinforced by the upwash of the incident vortex, giving a maximum net upwash. Conversely, when these two origins of upwash counteract, rather than reinforce, one another during the oscillation cycle, the net upwash attains minimum value. Analogous interpretations hold for regions of maximum and minimum net downwash located outboard of the regions of upwash. 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 and 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. All of the foregoing features are interpreted in conjunction with the flow topology in the form of streamlines and critical points, superposed on patterns of vorticity. 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 velocity of the wing tip, that is, they are not symmetric.

Hydrogen Fuel Cell on a Helicopter: A System Engineering Approach

NASA Astrophysics Data System (ADS)

Nesheiwat, Rod

Hydrogen fuel cells have been previously investigated as a viable replacement to traditional gas turbine auxiliary power unit onboard fixed wing commercial jets. However, so far no study has attempted to extend their applicability to rotary wing aircrafts. To aid in the advancement of such innovative technologies, a holistic technical approach is required to ensure risk reduction and cost effectiveness throughout the product lifecycle. This paper will evaluate the feasibility of replacing a gas turbine auxiliary power unit on a helicopter with a direct hydrogen, air breathing, proton exchange membrane fuel cell, all while emphasizing a system engineering approach that utilize a specialized set of tools and artifacts.

Large Scale Flutter Data for Design of Rotating Blades Using Navier-Stokes Equations

NASA Technical Reports Server (NTRS)

Guruswamy, Guru P.

2012-01-01

A procedure to compute flutter boundaries of rotating blades is presented; a) Navier-Stokes equations. b) Frequency domain method compatible with industry practice. Procedure is initially validated: a) Unsteady loads with flapping wing experiment. b) Flutter boundary with fixed wing experiment. Large scale flutter computation is demonstrated for rotating blade: a) Single job submission script. b) Flutter boundary in 24 hour wall clock time with 100 cores. c) Linearly scalable with number of cores. Tested with 1000 cores that produced data in 25 hrs for 10 flutter boundaries. Further wall-clock speed-up is possible by performing parallel computations within each case.

Experimental aeroelasticity history, status and future in brief

NASA Technical Reports Server (NTRS)

Ricketts, Rodney H.

1990-01-01

NASA conducts wind tunnel experiments to determine and understand the aeroelastic characteristics of new and advanced flight vehicles, including fixed-wing, rotary-wing and space-launch configurations. Review and assessments are made of the state-of-the-art in experimental aeroelasticity regarding available facilities, measurement techniques, and other means and devices useful in testing. In addition, some past experimental programs are described which assisted in the development of new technology, validated new analysis codes, or provided needed information for clearing flight envelopes of unwanted aeroelastic response. Finally, needs and requirements for advances and improvements in testing capabilities for future experimental research and development programs are described.

An Assessment of the State-of-the-art in Multidisciplinary Aeromechanical Analyses

NASA Technical Reports Server (NTRS)

Datta, Anubhav; Johnson, Wayne

2008-01-01

This paper presents a survey of the current state-of-the-art in multidisciplinary aeromechanical analyses which integrate advanced Computational Structural Dynamics (CSD) and Computational Fluid Dynamics (CFD) methods. The application areas to be surveyed include fixed wing aircraft, turbomachinery, and rotary wing aircraft. The objective of the authors in the present paper, together with a companion paper on requirements, is to lay out a path for a High Performance Computing (HPC) based next generation comprehensive rotorcraft analysis. From this survey of the key technologies in other application areas it is possible to identify the critical technology gaps that stem from unique rotorcraft requirements.

Analysis of transonic flow about lifting wing-body configurations

NASA Technical Reports Server (NTRS)

Barnwell, R. W.

1975-01-01

An analytical solution was obtained for the perturbation velocity potential for transonic flow about lifting wing-body configurations with order-one span-length ratios and small reduced-span-length ratios and equivalent-thickness-length ratios. The analysis is performed with the method of matched asymptotic expansions. The angles of attack which are considered are small but are large enough to insure that the effects of lift in the region far from the configuration are either dominant or comparable with the effects of thickness. The modification to the equivalence rule which accounts for these lift effects is determined. An analysis of transonic flow about lifting wings with large aspect ratios is also presented.

Development and application of a Controlled Release Facility (CRF) to validate flux quantifying methodologies.

NASA Astrophysics Data System (ADS)

Helmore, Jonathan

2017-04-01

The National Physical Laboratory, the UK's National Measurement Institute, has developed a novel facility capable of replicating the gaseous emission flux characteristics of a variety of real-word scenarios as may be found in small to medium scale industry and agriculture. The Controlled Release Facility (CRF) can be used to challenge conventional remote sensing techniques, as well as validate new Unmanned Aerial Vehicle (UAV) and distributed sensor network based methods, for source identification and flux calculation. The CRF method will be described and the results from three case studies will be discussed: The replication of an operational on-shore shale gas well using emissions of natural gas to atmosphere and measurements using Differential Absorption LIDAR (DIAL); the replication of fugitive volatile organic compounds emissions from a petrochemical unit and measurements using DIAL; and the replication of methane and carbon dioxide emissions from landfill and measurements using both fixed wing and multi-rotor UAVs.

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

NASA Astrophysics Data System (ADS)

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

2017-06-01

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

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.

Active control using control allocation for UAVs with seamless morphing wing

NASA Astrophysics Data System (ADS)

Wang, Zheng-jie; Sun, Yin-di; Yang, Da-qing; Guo, Shi-jun

2012-04-01

In this paper, a small seamless morphing wing aircraft of MTOW=51 kg is investigated. The leading edge (LE) and trailing edge (TE) control surfaces are positioned in the wing section in span wise. Based on the studying results of aeroelastic wing characteristics, the controller should be designed depending on the flight speed. Compared with a wing of rigid hinged aileron, the morphing wing produces the rolling moment by deflecting the flexible TE and LE surfaces. An iteration method of pseudo-inverse allocation and quadratic programming allocation within the constraints of actuators have be investigated to solve the nonlinear control allocation caused by the aerodynamics of the effectors. The simulation results will show that the control method based on control allocation can achieve the control target.

Active control using control allocation for UAVs with seamless morphing wing

NASA Astrophysics Data System (ADS)

Wang, Zheng-jie; Sun, Yin-di; Yang, Da-qing; Guo, Shi-jun

2011-11-01

In this paper, a small seamless morphing wing aircraft of MTOW=51 kg is investigated. The leading edge (LE) and trailing edge (TE) control surfaces are positioned in the wing section in span wise. Based on the studying results of aeroelastic wing characteristics, the controller should be designed depending on the flight speed. Compared with a wing of rigid hinged aileron, the morphing wing produces the rolling moment by deflecting the flexible TE and LE surfaces. An iteration method of pseudo-inverse allocation and quadratic programming allocation within the constraints of actuators have be investigated to solve the nonlinear control allocation caused by the aerodynamics of the effectors. The simulation results will show that the control method based on control allocation can achieve the control target.

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.

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

NASA Astrophysics Data System (ADS)

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

2008-03-01

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

Externally blown flap noise research

NASA Technical Reports Server (NTRS)

Dorsch, R. G.

1974-01-01

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

Analysis of Progressive Collapse of Complex Structures.

DTIC Science & Technology

1982-12-01

tions of wing spar roots, although developed from experimental measure- ments, did not produce purely rigid body motions for reasons explained in...support structures in the same manner as the wings had been attached to aircraft fuselages. The support structures were extremely rigid compared to the...support structures and pinned into place within small tolerance; however, some motion of the wing spar roots with respect to the supports was

Results of design studies and wind tunnel tests of high-aspect-ratio supercritical wings for an energy efficient transport

NASA Technical Reports Server (NTRS)

Steckel, D. K.; Dahlin, J. A.; Henne, P. A.

1980-01-01

These basic characteristics of critical wings included wing area, aspect ratio, average thickness, and sweep as well as practical constraints on the planform and thickness near the wing root to allow for the landing gear. Within these constraints, a large matrix of wing designs was studied with spanwise variations in the types of airfoils and distribution of lift as well as some small planform changes. The criteria by which the five candidate wings were chosen for testing were the cruise and buffet characteristics in the transonic regime and the compatibility of the design with low speed (high-lift) requirements. Five wing-wide-body configurations were tested in the NASA Ames 11-foot transonic wind tunnel. Nacelles and pylons, flap support fairings, tail surfaces, and an outboard aileron were also tested on selected configurations.

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

NASA Technical Reports Server (NTRS)

Wallace, Rudolf

1936-01-01

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

Engine-over-the-wing noise research

NASA Technical Reports Server (NTRS)

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

1973-01-01

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

[Application of three-dimensional printing personalized acetabular wing-plate in treatment of complex acetabular fractures via lateral-rectus approach].

PubMed

Mai, J G; Gu, C; Lin, X Z; Li, T; Huang, W Q; Wang, H; Tan, X Y; Lin, H; Wang, Y M; Yang, Y Q; Jin, D D; Fan, S C

2017-03-01

Objective: To investigate reduction and fixation of complex acetabular fractures using three-dimensional (3D) printing technique and personalized acetabular wing-plate via lateral-rectus approach. Methods: From March to July 2016, 8 patients with complex acetabular fractures were surgically managed through 3D printing personalized acetabular wing-plate via lateral-rectus approach at Department of Orthopedics, the Third Affiliated Hospital of Southern Medical University. There were 4 male patients and 4 female patients, with an average age of 57 years (ranging from 31 to 76 years). According to Letournel-Judet classification, there were 2 anterior+ posterior hemitransverse fractures and 6 both-column fractures, without posterior wall fracture or contralateral pelvic fracture. The CT data files of acetabular fracture were imported into the computer and 3D printing technique was used to print the fractures models after reduction by digital orthopedic technique. The acetabular wing-plate was designed and printed with titanium. All fractures were treated via the lateral-rectus approach in a horizontal position after general anesthesia. The anterior column and the quadrilateral surface fractures were fixed by 3D printing personalized acetabular wing-plate, and the posterior column fractures were reduction and fixed by antegrade lag screws under direct vision. Results: All the 8 cases underwent the operation successfully. Postoperative X-ray and CT examination showed excellent or good reduction of anterior and posterior column, without any operation complications. Only 1 case with 75 years old was found screw loosening in the pubic bone with osteoporosis after 1 month's follow-up, who didn't accept any treatment because the patient didn't feel discomfort. According to the Matta radiological evaluation, the reduction of the acetabular fracture was rated as excellent in 3 cases, good in 4 cases and fair in 1 case. All patients were followed up for 3 to 6 months and all patients had achieved bone union. According to the modified Merle D'Aubigné and Postel scoring system, 5 cases were excellent, 2 cases were good, 1 case was fair. Conclusions: Surgical management of complex acetabular fracture via lateral-rectus approach combine with 3D printing personalized acetabular wing-plate can effectively improve reduction quality and fixation effect. It will be truly accurate, personalized and minimally invasive.

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

NASA Astrophysics Data System (ADS)

Kraemer, Kurtis Leigh

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

The Vortex Lattice Method for the Rotor-Vortex Interaction Problem

NASA Technical Reports Server (NTRS)

Padakannaya, R.

1974-01-01

The rotor blade-vortex interaction problem and the resulting impulsive airloads which generate undesirable noise levels are discussed. A numerical lifting surface method to predict unsteady aerodynamic forces induced on a finite aspect ratio rectangular wing by a straight, free vortex placed at an arbitrary angle in a subsonic incompressible free stream is developed first. Using a rigid wake assumption, the wake vortices are assumed to move downsteam with the free steam velocity. Unsteady load distributions are obtained which compare favorably with the results of planar lifting surface theory. The vortex lattice method has been extended to a single bladed rotor operating at high advance ratios and encountering a free vortex from a fixed wing upstream of the rotor. The predicted unsteady load distributions on the model rotor blade are generally in agreement with the experimental results. This method has also been extended to full scale rotor flight cases in which vortex induced loads near the tip of a rotor blade were indicated. In both the model and the full scale rotor blade airload calculations a flat planar wake was assumed which is a good approximation at large advance ratios because the downwash is small in comparison to the free stream at large advance ratios. The large fluctuations in the measured airloads near the tip of the rotor blade on the advance side is predicted closely by the vortex lattice method.

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

PubMed

Du, Gang; Sun, Mao

2012-05-07

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

A qualitative study of vortex trapping capability for lift enhancement on unconventional wing

NASA Astrophysics Data System (ADS)

Salleh, M. B.; Kamaruddin, N. M.; Mohamed-Kassim, Z.

2018-05-01

Lift enhancement by using passive vortex trapping technique offers great advantage in small aircraft design as it can improve aerodynamics performance and reduce weight of the wing. To achieve this aim, a qualitative study on the flow structures across wing models with cavities has been performed using smoke wire visualisation technique. An experiment has been conducted at low Reynolds number of 26,000 with angle of attack (α) = 0°, 5°, 10° and 15° to investigate the vortex trapping capability of semi-circular leading edge (SCLE) flat-plate wing model and elliptical leading edge (ELE) flat-plate wing model with cavities, respectively. Results from the qualitative study indicated unique characteristics in the flow structures between the tested wing models. The SCLE wing models were able to trap stable rotating vortices for α ≤ 10° whereas the ability of ELE wing models to suppress flow separation allowed stable clockwise vortices to be trapped inside the cavities even at α > 10°. The trapped vortices found to have the potential to increase lift on the unconventional wing models.

Military Potential Test of the Model PA23-250B Fixed-Wing Instrument Trainer

DTIC Science & Technology

1964-11-30

cabin heater was installed in the test airplane. Existing climatic conditions precluded actual tests to determine the capability of the heater to...housed within the engine contol pedestal under the engine conr- trol levers. r , aulic pressure is supplied to the control unit by an engine-driven

Army Fixed-Wing Ground Attack Aircraft: A Historical Precedent and Contemporary Rationale

DTIC Science & Technology

2015-06-12

platforms at the tactical level. Fielding such aircraft would free the Air Force to focus on its broader missions while enhancing the capabilities of...ground forces. In fact, an Army attack aircraft would reduce, but not eliminate, the requirement for USAF CAS, freeing the USAF to focus on its

36 CFR 222.24 - Use of helicopters, fixed-wing aircraft and motor vehicles.

Code of Federal Regulations, 2012 CFR

2012-07-01

... SERVICE, DEPARTMENT OF AGRICULTURE RANGE MANAGEMENT Management of Wild Free-Roaming Horses and Burros... continuously observed by the authorized officer and, should signs of harmful stress be noted, the source of stress shall be removed so as to allow recovery. Helicopters may be used in round-ups or other capture...

36 CFR 222.64 - Use of helicopters, fixed-wing aircraft and motor vehicles.

Code of Federal Regulations, 2014 CFR

2014-07-01

... SERVICE, DEPARTMENT OF AGRICULTURE RANGE MANAGEMENT Management of Wild Free-Roaming Horses and Burros... continuously observed by the authorized officer and, should signs of harmful stress be noted, the source of stress shall be removed so as to allow recovery. Helicopters may be used in round-ups or other capture...

36 CFR 222.64 - Use of helicopters, fixed-wing aircraft and motor vehicles.

Code of Federal Regulations, 2013 CFR

2013-07-01

... SERVICE, DEPARTMENT OF AGRICULTURE RANGE MANAGEMENT Management of Wild Free-Roaming Horses and Burros... continuously observed by the authorized officer and, should signs of harmful stress be noted, the source of stress shall be removed so as to allow recovery. Helicopters may be used in round-ups or other capture...

Ka-Band Radar Terminal Descent Sensor

NASA Technical Reports Server (NTRS)

Pollard, Brian; Berkun, Andrew; Tope, Michael; Andricos, Constantine; Okonek, Joseph; Lou, Yunling

2007-01-01

The terminal descent sensor (TDS) is a radar altimeter/velocimeter that improves the accuracy of velocity sensing by more than an order of magnitude when compared to existing sensors. The TDS is designed for the safe planetary landing of payloads, and may be used in helicopters and fixed-wing aircraft requiring high-accuracy velocity sensing

Device-Task Fidelity and Transfer of Training: Aircraft Cockpit Procedures Training.

ERIC Educational Resources Information Center

Prophet, Wallace W.; Boyd, H. Alton

An evaluation was made of the training effectiveness of two cockpit procedures training devices, differing greatly in physical fidelity and cost, for use on the ground for a twin-engine, turboprop, fixed-wing aircraft. One group of students received training in cockpit procedures in a relatively expensive, sophisticated, computerized trainer,…

Airspeed and orifice size affect spray droplet spectrum from an aerial electrostatic nozzle for fixed-wing applications

USDA-ARS?s Scientific Manuscript database

The aerial electrostatic spraying system patented by the USDA ARS is a unique aerial application system which inductively charges spray particles for the purpose of increasing deposition and efficacy. While this system has many potential benefits, very little is known about how changes in airspeed o...

Airpower and the 1972 Easter Offensive

DTIC Science & Technology

2006-06-16

so intimately familiar with the topic. Colonel David “ El Cid” Neuenswander, a combat veteran fighter pilot, was a former commander of the United...were the O-2 and the OV-10 Bronco . VNAF FACs were still using the older 0-1s. The fixed-wing gunship pilots also became FAC-A qualified. US Deploys

Core Noise Reduction

NASA Technical Reports Server (NTRS)

Hultgren, Lennart S.

2011-01-01

This presentation is a technical summary of and outlook for NASA-internal and NASA-sponsored external research on core (combustor and turbine) noise funded by the Fundamental Aeronautics Program Subsonic Fixed Wing (SFW) Project. Sections of the presentation cover: the SFW system-level noise metrics for the 2015, 2020, and 2025 timeframes; turbofan design trends and their aeroacoustic implications; the emerging importance of core noise and its relevance to the SFW Reduce-Perceived-Noise Technical Challenge; and the current research activities in the core noise area. Recent work1 on the turbine-transmission loss of combustor noise is briefly described, two2,3 new NRA efforts in the core-noise area are outlined, and an effort to develop CMC-based acoustic liners for broadband noise reduction suitable for turbofan-core application is delineated. The NASA Fundamental Aeronautics Program has the principal objective of overcoming today's national challenges in air transportation. The reduction of aircraft noise is critical to enabling the anticipated large increase in future air traffic. The Subsonic Fixed Wing Project's Reduce-Perceived-Noise Technical Challenge aims to develop concepts and technologies to dramatically reduce the perceived aircraft noise outside of airport boundaries.

Automated Design of Noise-Minimal, Safe Rotorcraft Trajectories

NASA Technical Reports Server (NTRS)

Morris, Robert A.; Venable, K. Brent; Lindsay, James

2012-01-01

NASA and the international community are investing in the development of a commercial transportation infrastructure that includes the increased use of rotorcraft, specifically helicopters and aircraft such as a 40-passenger civil tilt rotors. Rotorcraft have a number of advantages over fixed wing aircraft, primarily in not requiring direct access to the primary fixed wing runways. As such they can operate at an airport without directly interfering with major air carrier and commuter aircraft operations. However, there is significant concern over the impact of noise on the communities surrounding the transportation facilities. In this paper we propose to address the rotorcraft noise problem by exploiting powerful search techniques coming from artificial intelligence, coupled with simulation and field tests, to design trajectories that are expected to improve on the amount of ground noise generated. This paper investigates the use of simulation based on predictive physical models to facilitate the search for low-noise trajectories using a class of automated search algorithms called local search. A novel feature of this approach is the ability to incorporate constraints into the problem formulation that addresses passenger safety and comfort.

Determination of Landslide and Driftwood Potentials by Fixed-wing UAV-Borne RGB and NIR images: A Case Study of Shenmu Area in Taiwan

NASA Astrophysics Data System (ADS)

Chen, Su-Chin; Hsiao, Yu-Shen; Chung, Ta-Hsien

2015-04-01

This study is aimed at determining the landslide and driftwood potentials at Shenmu area in Taiwan by Unmanned Aerial Vehicle (UAV). High-resolution orthomosaics and digital surface models (DSMs) are both obtained from several UAV practical surveys by using a red-green-blue(RGB) camera and a near-infrared(NIR) one, respectively. Couples of artificial aerial survey targets are used for ground control in photogrammtry. The algorithm for this study is based on Logistic regression. 8 main factors, which are elevations, terrain slopes, terrain aspects, terrain reliefs, terrain roughness, distances to roads, distances to rivers, land utilizations, are taken into consideration in our Logistic regression model. The related results from UAV are compared with those from traditional photogrammetry. Overall, the study is focusing on monitoring the distribution of the areas with high-risk landslide and driftwood potentials in Shenmu area by Fixed-wing UAV-Borne RGB and NIR images. We also further analyze the relationship between forests, landslides, disaster potentials and upper river areas.

Multi-Objective Optimization of a Turbofan for an Advanced, Single-Aisle Transport

NASA Technical Reports Server (NTRS)

Berton, Jeffrey J.; Guynn, Mark D.

2012-01-01

Considerable interest surrounds the design of the next generation of single-aisle commercial transports in the Boeing 737 and Airbus A320 class. Aircraft designers will depend on advanced, next-generation turbofan engines to power these airplanes. The focus of this study is to apply single- and multi-objective optimization algorithms to the conceptual design of ultrahigh bypass turbofan engines for this class of aircraft, using NASA s Subsonic Fixed Wing Project metrics as multidisciplinary objectives for optimization. The independent design variables investigated include three continuous variables: sea level static thrust, wing reference area, and aerodynamic design point fan pressure ratio, and four discrete variables: overall pressure ratio, fan drive system architecture (i.e., direct- or gear-driven), bypass nozzle architecture (i.e., fixed- or variable geometry), and the high- and low-pressure compressor work split. Ramp weight, fuel burn, noise, and emissions are the parameters treated as dependent objective functions. These optimized solutions provide insight to the ultrahigh bypass engine design process and provide information to NASA program management to help guide its technology development efforts.

Exploration of a Preflight Acuity Scale for Fixed Wing Air Ambulance Transport.

PubMed

Phipps, Marcy; Conley, Virginia; Constantine, William H

Despite the prevalence of fixed wing medical flights for specialized care and repatriation, few acuity rating scales exist aimed at the prediction of adverse in-flight medical events. An acuity scoring system can provide information to flight crews, allowing for staffing enhancements, protocol modifications, and flight planning, with the aim of improving patient care, outcomes, and preventing losses to providers because of costly diversions. Our medical crew developed an acuity scale, which was applied retrospectively to 296 patients transported between January 2016 and March 2017. Patients received scores based on conditions identified during the preflight medical report, the initial patient assessment, demographics, and flight factors. Five patients were identified as high-risk transports based on our scale. Three patients suffered adverse events according to our defined criteria, 2 of which occurred before transport and 1 during transport. The 3 patients suffering adverse events did not receive a score that indicated adverse events in flight. Our scale was not predictive of adverse events in flight. However, it did illuminate factors worthy of consideration. Consideration of these factors may have prevented adverse events. Published by Elsevier Inc.

Small-Scale Transonic Investigation of the Effects of Partial-Span Leading-Edge Camber on the Aerodynamic Characteristics of a 50 Deg 38' Sweptback Wing of Aspect Ratio 2.98

NASA Technical Reports Server (NTRS)

Alford, William J., Jr.; Byrnes, Andrew L., Jr.

1952-01-01

A small-scale transonic investigation of two semispan wings of the same plan form was made in the Langley high-speed 7- by 10-foot tunnel through a Mach number range of 0.70 to 1.10 and a mean-test Reynolds number range of 745,000 to 845,000 to determine the effects of partial-span leading-edge camber on the aerodynamic characteristics of a swept-back wing. This paper presents the results of the investigation of wing-alone and wing-fuselage configurations of the two wings; one, was an uncambered wing and the other had the forward 45 percent of the chord cambered over the outboard 55 percent of the span. The semispan wings had 50deg 38ft sweepback of their quarter-chord lines, aspect ratio of 2.98, taper ratio of 0.45, and modified NACA 64A-series airfoil sections tapered in thickness ratio. Lift, drag, pitching moment, and root-bending moment were obtained for these configurations. The results indicated that, for the wing-alone configuration, use of the partial-span leading-edge camber provided an increase in maximum lift-drag ratios up to a Mach number of 0.95, after which no gain was realized. For the wing-fuselage combination, the partial-span leading-edge camber appeared to cause no gain in maximum lift-drag ratio throughout the test range of Mach numbers. The lift-curve slopes of the partial-span leading-edge camber configurations indicated no significant change over the basic configurations in the subsonic range but resulted in slight reductions at the higher Mach numbers. No significantly large changes in pitching-moment-curve slopes or lateral center of additional loading were indicated because of the modification.

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

NASA Technical Reports Server (NTRS)

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

1972-01-01

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

Photonic Crystals on the Wing

DTIC Science & Technology

2011-11-01

Giraldo MA Stavenga DG (2007) Sexual dichroism and pigment localization in the wing scales of Pieris rapae butterflies. Proc R Soc B 274:97-102 4...723 41. Stavenga DG, Arikawa K (2011) Photoreceptor spectral sensitivities of the Small White butterfly Pieris rapae crucivora interpreted with

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.

Closed-Loop Control of Constrained Flapping Wing Micro Air Vehicles

DTIC Science & Technology

2014-03-27

insects , thus concealing their appearance while also providing benefits of unsteady aerodynamics. Consider- able research has been invested in the...small visibility signature that tends to hide in plain sight by resembling insects . 1.2 Research Challenges for Flapping Wing Micro Air Vehicles There are...predicts forces and moments for the class of flapping wing fliers that makes up most insects and hummingbirds. Large bird and butterfly “clap- and

CFD Analysis of a T-38 Wing Fence

DTIC Science & Technology

2007-06-01

or making major adjustments to the existing airframe. The answer lies in flow control. Flow control devices like vortex generators, winglets , and wing...proposed by the Air Force Test Pilot School. The driving force for considering a wing fence as opposed to vane vortex generators or winglets 3 was a row of...devices are vortex generators, fences, high lift flaps, and winglets . Active flow control injects the boundary layer with energy from small jets of

The Development and Flight Testing of an Aerially Deployed Unmanned Aerial System

NASA Astrophysics Data System (ADS)

Smith, Andrew

An investigation into the feasibility of aerial deployed unmanned aerial vehicles was completed. The investigation included the development and flight testing of multiple unmanned aerial systems to investigate the different components of potential aerial deployment missions. The project consisted of two main objectives; the first objective dealt with the development of an airframe capable of surviving aerial deployment from a rocket and then self assembling from its stowed configuration into its flight configuration. The second objective focused on the development of an autopilot capable of performing basic guidance, navigation, and control following aerial deployment. To accomplish these two objectives multiple airframes were developed to verify their completion experimentally. The first portion of the project, investigating the feasibility of surviving an aerial deployment, was completed using a fixed wing glider that following a successful deployment had 52 seconds of controlled flight. Before developing the autopilot in the second phase of the project, the glider was significantly upgraded to fix faults discovered in the glider flight testing and to enhance the system capabilities. Unfortunately to conform to outdoor flight restrictions imposed by the university and the Federal Aviation Administration it was required to switch airframes before flight testing of the new fixed wing platform could begin. As a result, an autopilot was developed for a quadrotor and verified experimentally completely indoors to remain within the limits of governing policies.

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

PubMed Central

Ribak, Gal

2017-01-01

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

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

PubMed

Meresman, Yonatan; Ribak, Gal

2017-10-01

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

Thin tailored composite wing for civil tiltrotor

NASA Technical Reports Server (NTRS)

Rais-Rohani, Masoud

1994-01-01

The tiltrotor aircraft is a flight vehicle which combines the efficient low speed (i.e., take-off, landing, and hover) characteristics of a helicopter with the efficient cruise speed of a turboprop airplane. A well-known example of such vehicle is the Bell-Boeing V-22 Osprey. The high cruise speed and range constraints placed on the civil tiltrotor require a relatively thin wing to increase the drag-divergence Mach number which translates into lower compressibility drag. It is required to reduce the wing maximum thickness-to-chord ratio t/c from 23% (i.e., V-22 wing) to 18%. While a reduction in wing thickness results in improved aerodynamic efficiency, it has an adverse effect on the wing structure and it tends to reduce structural stiffness. If ignored, the reduction in wing stiffness leads to susceptibility to aeroelastic and dynamic instabilities which may consequently cause a catastrophic failure. By taking advantage of the directional stiffness characteristics of composite materials the wing structure may be tailored to have the necessary stiffness, at a lower thickness, while keeping the weight low. The goal of this study is to design a wing structure for minimum weight subject to structural, dynamic and aeroelastic constraints. The structural constraints are in terms of strength and buckling allowables. The dynamic constraints are in terms of wing natural frequencies in vertical and horizontal bending and torsion. The aeroelastic constraints are in terms of frequency placement of the wing structure relative to those of the rotor system. The wing-rotor-pylon aeroelastic and dynamic interactions are limited in this design study by holding the cruise speed, rotor-pylon system, and wing geometric attributes fixed. To assure that the wing-rotor stability margins are maintained a more rigorous analysis based on a detailed model of the rotor system will need to ensue following the design study. The skin-stringer-rib type architecture is used for the wing-box structure. The design variables include upper and lower skin ply thicknesses and orientation angles, spar and rib web thicknesses and cap areas, and stringer cross-sectional areas. These design variables will allow the maximum tailoring of the structure to meet the design requirements most efficiently. Initial dynamic analysis has been conducted using MSC/NASTRAN to determine the baseline wing's frequencies and mode shapes. For the design study we intend to use the finite-element based code called WIDOWAC (Wing Design Optimization With Aeroeastic Constraints) that was developed at NASA Langley in early 1970's for airplane wing structural analysis and preliminary design. Currently, the focus is on modification and validation of this code which will be used for the civil tiltrotor design efforts.

Experimental evaluation of shark detection rates by aerial observers.

PubMed

Robbins, William D; Peddemors, Victor M; Kennelly, Steven J; Ives, Matthew C

2014-01-01

Aerial surveys are a recognised technique to identify the presence and abundance of marine animals. However, the capability of aerial observers to reliably sight coastal sharks has not been previously assessed, nor have differences in sighting rates between aircraft types been examined. In this study we investigated the ability of observers in fixed-wing and helicopter aircraft to sight 2.5 m artificial shark analogues placed at known depths and positions. Initial tests revealed that the shark analogues could only be detected at shallow depths, averaging only 2.5 m and 2.7 m below the water surface for observers in fixed-wing and helicopter aircraft, respectively. We then deployed analogues at shallower depths along a 5 km-long grid, and assessed their sightability to aircraft observers through a series of transects flown within 500 m. Analogues were seen infrequently from all distances, with overall sighting rates of only 12.5% and 17.1% for fixed-wing and helicopter observers, respectively. Although helicopter observers had consistently higher success rates of sighting analogues within 250 m of their flight path, neither aircraft observers sighted more than 9% of analogues deployed over 300 m from their flight paths. Modelling of sighting rates against environmental and experimental variables indicated that observations were affected by distance, aircraft type, sun glare and sea conditions, while the range of water turbidities observed had no effect. We conclude that aerial observers have limited ability to detect the presence of submerged animals such as sharks, particularly when the sharks are deeper than ∼ 2.6 m, or over 300 m distant from the aircraft's flight path, especially during sunny or windy days. The low rates of detections found in this study cast serious doubts on the use of aerial beach patrols as an effective early-warning system to prevent shark attacks.

Comparison of Unmanned Aerial Vehicle Platforms for Assessing Vegetation Cover in Sagebrush Steppe Ecosystems

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

Robert P. Breckenridge; Maxine Dakins; Stephen Bunting

2011-09-01

In this study, the use of unmanned aerial vehicles (UAVs) as a quick and safe method for monitoring biotic resources was evaluated. Vegetation cover and the amount of bare ground are important factors in understanding the sustainability of many ecosystems and assessment of rangeland health. Methods that improve speed and cost efficiency could greatly improve how biotic resources are monitored on western lands. Sagebrush steppe ecosystems provide important habitat for a variety of species (including sage grouse and pygmy rabbit). Improved methods are needed to support monitoring these habitats because there are not enough resource specialists or funds available formore » comprehensive ground evaluations. In this project, two UAV platforms, fixed wing and helicopter, were used to collect still-frame imagery to assess vegetation cover in sagebrush steppe ecosystems. This paper discusses the process for collecting and analyzing imagery from the UAVs to (1) estimate percent cover for six different vegetation types (shrub, dead shrub, grass, forb, litter, and bare ground) and (2) locate sage grouse using representative decoys. The field plots were located on the Idaho National Engineering (INL) site west of Idaho Falls, Idaho, in areas with varying amounts and types of vegetation cover. A software program called SamplePoint was used along with visual inspection to evaluate percent cover for the six cover types. Results were compared against standard field measurements to assess accuracy. The comparison of fixed-wing and helicopter UAV technology against field estimates shows good agreement for the measurement of bare ground. This study shows that if a high degree of detail and data accuracy is desired, then a helicopter UAV may be a good platform to use. If the data collection objective is to assess broad-scale landscape level changes, then the collection of imagery with a fixed-wing system is probably more appropriate.« less

Advancing UAS methods for monitoring coastal environments

NASA Astrophysics Data System (ADS)

Ridge, J.; Seymour, A.; Rodriguez, A. B.; Dale, J.; Newton, E.; Johnston, D. W.

2017-12-01

Utilizing fixed-wing Unmanned Aircraft Systems (UAS), we are working to improve coastal monitoring by increasing the accuracy, precision, temporal resolution, and spatial coverage of habitat distribution maps. Generally, multirotor aircraft are preferred for precision imaging, but recent advances in fixed-wing technology have greatly increased their capabilities and application for fine-scale (decimeter-centimeter) measurements. Present mapping methods employed by North Carolina coastal managers involve expensive, time consuming and localized observation of coastal environments, which often lack the necessary frequency to make timely management decisions. For example, it has taken several decades to fully map oyster reefs along the NC coast, making it nearly impossible to track trends in oyster reef populations responding to harvesting pressure and water quality degradation. It is difficult for the state to employ manned flights for collecting aerial imagery to monitor intertidal oyster reefs, because flights are usually conducted after seasonal increases in turbidity. In addition, post-storm monitoring of coastal erosion from manned platforms is often conducted days after the event and collects oblique aerial photographs which are difficult to use for accurately measuring change. Here, we describe how fixed wing UAS and standard RGB sensors can be used to rapidly quantify and assess critical coastal habitats (e.g., barrier islands, oyster reefs, etc.), providing for increased temporal frequency to isolate long-term and event-driven (storms, harvesting) impacts. Furthermore, drone-based approaches can accurately image intertidal habitats as well as resolve information such as vegetation density and bathymetry from shallow submerged areas. We obtain UAS imagery of a barrier island and oyster reefs under ideal conditions (low tide, turbidity, and sun angle) to create high resolution (cm scale) maps and digital elevation models to assess habitat condition. Concurrently, we test the accuracy of UAS platforms and image analysis tools against traditional high-resolution mapping equipment (GPS and terrestrial lidar) and in situ sampling (density quadrats) to conduct error analysis of UAS orthoimagery and data processing.

Experimental Evaluation of Shark Detection Rates by Aerial Observers

PubMed Central

Robbins, William D.; Peddemors, Victor M.; Kennelly, Steven J.; Ives, Matthew C.

2014-01-01

Aerial surveys are a recognised technique to identify the presence and abundance of marine animals. However, the capability of aerial observers to reliably sight coastal sharks has not been previously assessed, nor have differences in sighting rates between aircraft types been examined. In this study we investigated the ability of observers in fixed-wing and helicopter aircraft to sight 2.5 m artificial shark analogues placed at known depths and positions. Initial tests revealed that the shark analogues could only be detected at shallow depths, averaging only 2.5 m and 2.7 m below the water surface for observers in fixed-wing and helicopter aircraft, respectively. We then deployed analogues at shallower depths along a 5 km-long grid, and assessed their sightability to aircraft observers through a series of transects flown within 500 m. Analogues were seen infrequently from all distances, with overall sighting rates of only 12.5% and 17.1% for fixed-wing and helicopter observers, respectively. Although helicopter observers had consistently higher success rates of sighting analogues within 250 m of their flight path, neither aircraft observers sighted more than 9% of analogues deployed over 300 m from their flight paths. Modelling of sighting rates against environmental and experimental variables indicated that observations were affected by distance, aircraft type, sun glare and sea conditions, while the range of water turbidities observed had no effect. We conclude that aerial observers have limited ability to detect the presence of submerged animals such as sharks, particularly when the sharks are deeper than ∼2.6 m, or over 300 m distant from the aircraft's flight path, especially during sunny or windy days. The low rates of detections found in this study cast serious doubts on the use of aerial beach patrols as an effective early-warning system to prevent shark attacks. PMID:24498258

Unsteady transonic flow calculations for two-dimensional canard-wing configurations with aeroelastic applications

NASA Technical Reports Server (NTRS)

Batina, J. T.

1985-01-01

Unsteady transonic flow calculations for aerodynamically interfering airfoil configurations are performed as a first step toward solving the three dimensional canard wing interaction problem. These calculations are performed by extending the XTRAN2L two dimensional unsteady transonic small disturbance code to include an additional airfoil. Unsteady transonic forces due to plunge and pitch motions of a two dimensional canard and wing are presented. Results for a variety of canard wing separation distances reveal the effects of aerodynamic interference on unsteady transonic airloads. Aeroelastic analyses employing these unsteady airloads demonstrate the effects of aerodynamic interference on aeroelastic stability and flutter. For the configurations studied, increases in wing flutter speed result with the inclusion of the aerodynamically interfering canard.

Shape control of an adaptive wing for transonic drag reduction

NASA Astrophysics Data System (ADS)

Austin, Fred; Van Nostrand, William C.

1995-05-01

Theory and experiments to control the static shape of flexible structures by employing internal translational actuators are summarized and plants to extend the work to adaptive wings are presented. Significant reductions in the shock-induced drag are achievable during transonic- cruise by small adaptive modifications to the wing cross-sectional profile. Actuators are employed as truss elements of active ribs to deform the wing cross section. An adaptive-rib model was constructed, and experiments validated the shape-control theory. Plans for future development under an ARPA/AFWAL contract include payoff assessments of the method on an actual aircraft, the development of inchworm TERFENOL-D actuators, and the development of a method to optimize the wing cross-sectional shapes by direct-drag measurements.

Turboelectric Distributed Propulsion in a Hybrid Wing Body Aircraft

NASA Technical Reports Server (NTRS)

Felder, James L.; Brown, Gerald V.; DaeKim, Hyun; Chu, Julio

2011-01-01

The performance of the N3-X, a 300 passenger hybrid wing body (HWB) aircraft with turboelectric distributed propulsion (TeDP), has been analyzed to see if it can meet the 70% fuel burn reduction goal of the NASA Subsonic Fixed Wing project for N+3 generation aircraft. The TeDP system utilizes superconducting electric generators, motors and transmission lines to allow the power producing and thrust producing portions of the system to be widely separated. It also allows a small number of large turboshaft engines to drive any number of propulsors. On the N3-X these new degrees of freedom were used to (1) place two large turboshaft engines driving generators in freestream conditions to maximize thermal efficiency and (2) to embed a broad continuous array of 15 motor driven propulsors on the upper surface of the aircraft near the trailing edge. That location maximizes the amount of the boundary layer ingested and thus maximizes propulsive efficiency. The Boeing B777-200LR flying 7500 nm (13890 km) with a cruise speed of Mach 0.84 and an 118100 lb payload was selected as the reference aircraft and mission for this study. In order to distinguish between improvements due to technology and aircraft configuration changes from those due to the propulsion configuration changes, an intermediate configuration was included in this study. In this configuration a pylon mounted, ultra high bypass (UHB) geared turbofan engine with identical propulsion technology was integrated into the same hybrid wing body airframe. That aircraft achieved a 52% reduction in mission fuel burn relative to the reference aircraft. The N3-X was able to achieve a reduction of 70% and 72% (depending on the cooling system) relative to the reference aircraft. The additional 18% - 20% reduction in the mission fuel burn can therefore be attributed to the additional degrees of freedom in the propulsion system configuration afforded by the TeDP system that eliminates nacelle and pylon drag, maximizes boundary layer ingestion (BLI) to reduce inlet drag on the propulsion system, and reduces the wake drag of the vehicle.

Towards the Development of a Low Cost Airborne Sensing System to Monitor Dust Particles after Blasting at Open-Pit Mine Sites

PubMed Central

Alvarado, Miguel; Gonzalez, Felipe; Fletcher, Andrew; Doshi, Ashray

2015-01-01

Blasting is an integral part of large-scale open cut mining that often occurs in close proximity to population centers and often results in the emission of particulate material and gases potentially hazardous to health. Current air quality monitoring methods rely on limited numbers of fixed sampling locations to validate a complex fluid environment and collect sufficient data to confirm model effectiveness. This paper describes the development of a methodology to address the need of a more precise approach that is capable of characterizing blasting plumes in near-real time. The integration of the system required the modification and integration of an opto-electrical dust sensor, SHARP GP2Y10, into a small fixed-wing and multi-rotor copter, resulting in the collection of data streamed during flight. The paper also describes the calibration of the optical sensor with an industry grade dust-monitoring device, Dusttrak 8520, demonstrating a high correlation between them, with correlation coefficients (R2) greater than 0.9. The laboratory and field tests demonstrate the feasibility of coupling the sensor with the UAVs. However, further work must be done in the areas of sensor selection and calibration as well as flight planning. PMID:26274959

Towards the Development of a Low Cost Airborne Sensing System to Monitor Dust Particles after Blasting at Open-Pit Mine Sites.

PubMed

Alvarado, Miguel; Gonzalez, Felipe; Fletcher, Andrew; Doshi, Ashray

2015-08-12

Blasting is an integral part of large-scale open cut mining that often occurs in close proximity to population centers and often results in the emission of particulate material and gases potentially hazardous to health. Current air quality monitoring methods rely on limited numbers of fixed sampling locations to validate a complex fluid environment and collect sufficient data to confirm model effectiveness. This paper describes the development of a methodology to address the need of a more precise approach that is capable of characterizing blasting plumes in near-real time. The integration of the system required the modification and integration of an opto-electrical dust sensor, SHARP GP2Y10, into a small fixed-wing and multi-rotor copter, resulting in the collection of data streamed during flight. The paper also describes the calibration of the optical sensor with an industry grade dust-monitoring device, Dusttrak 8520, demonstrating a high correlation between them, with correlation coefficients (R(2)) greater than 0.9. The laboratory and field tests demonstrate the feasibility of coupling the sensor with the UAVs. However, further work must be done in the areas of sensor selection and calibration as well as flight planning.

Compact, self-contained enhanced-vision system (EVS) sensor simulator

NASA Astrophysics Data System (ADS)

Tiana, Carlo

2007-04-01

We describe the model SIM-100 PC-based simulator, for imaging sensors used, or planned for use, in Enhanced Vision System (EVS) applications. Typically housed in a small-form-factor PC, it can be easily integrated into existing out-the-window visual simulators for fixed-wing or rotorcraft, to add realistic sensor imagery to the simulator cockpit. Multiple bands of infrared (short-wave, midwave, extended-midwave and longwave) as well as active millimeter-wave RADAR systems can all be simulated in real time. Various aspects of physical and electronic image formation and processing in the sensor are accurately (and optionally) simulated, including sensor random and fixed pattern noise, dead pixels, blooming, B-C scope transformation (MMWR). The effects of various obscurants (fog, rain, etc.) on the sensor imagery are faithfully represented and can be selected by an operator remotely and in real-time. The images generated by the system are ideally suited for many applications, ranging from sensor development engineering tradeoffs (Field Of View, resolution, etc.), to pilot familiarization and operational training, and certification support. The realistic appearance of the simulated images goes well beyond that of currently deployed systems, and beyond that required by certification authorities; this level of realism will become necessary as operational experience with EVS systems grows.

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.

Gliding Swifts Attain Laminar Flow over Rough Wings

PubMed Central

Lentink, David; de Kat, Roeland

2014-01-01

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

Preliminary indications of water film distribution and thickness on an airfoil in a water spray

NASA Technical Reports Server (NTRS)

Hastings, E. C., Jr.; Weinstein, L. M.

1984-01-01

A sensor for measuring water film thickness is evaluated. The test is conducted in a small flow apparatus with a 1 ft chord model wing in a water spray. Photographic and visual observations are made of the upper wing surface and film thickness is measured on the upper and lower wing surfaces. The performance of the sensor appears highly satisfactory, and where valid comparisons can be made, repeatable results are obtained.

A Study of Wing Flutter

NASA Technical Reports Server (NTRS)

Zahm, A F; Bear, R M

1929-01-01

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

The effect of canard leading edge sweep and dihedral angle on the longitudinal and lateral aerodynamic characteristic of a close-coupled canard-wing configuration

NASA Technical Reports Server (NTRS)

Gloss, B. B.

1974-01-01

A generalized wind-tunnel model, with canard and wing planforms typical of highly maneuverable aircraft, was tested in the Langley high-speed 7- by 10-foot tunnel at a Mach number of 0.30. The test was conducted in order to determine the effects of canard sweep and canard dihedral on canard-wing interference at high angles of attack. In general, the effect of canard sweep on lift is small up to an angle of attack of 16 deg. However, for angles of attack greater than 16 deg, an increase in the canard sweep results in an increase in lift developed by the canard when the canard is above or in the wing chord plane. This increased lift results in a lift increase for the total configuration for the canard above the wing chord plane. For the canard in the wing chord plane, the increased canard lift is partially lost by increased interference on the wing.

Character displacement in the fighting colours of Hetaerina damselflies.

PubMed

Anderson, Christopher N; Grether, Gregory F

2010-12-07

Aggression between species is a seldom-considered but potentially widespread mechanism of character displacement in secondary sexual characters. Based on previous research showing that similarity in wing coloration directly influences interspecific territorial aggression in Hetaerina damselflies, we predicted that wing coloration would show a pattern of character displacement (divergence in sympatry). A geographical survey of four Hetaerina damselfly species in Mexico and Texas showed evidence for character displacement in both species pairs that regularly occurs sympatrically. Hetaerina titia, a species that typically has large black wing spots and small red wing spots, shifted to having even larger black spots and smaller red wing spots at sites where a congener with large red wing spots is numerically dominant (Hetaerina americana or Hetaerina occisa). Hetaerina americana showed the reverse pattern, shifting towards larger red wing spots where H. titia is numerically dominant. This pattern is consistent with the process of agonistic character displacement, but the ontogenetic basis of the shift remains to be demonstrated.

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

PubMed

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

2016-02-01

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

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

PubMed Central

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

2016-01-01

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

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

NASA Technical Reports Server (NTRS)

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

1980-01-01

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

Numerical Study of Steady and Unsteady Canard-Wing-Body Aerodynamics

NASA Technical Reports Server (NTRS)

Eugene, L. Tu

1996-01-01

The use of canards in advanced aircraft for control and improved aerodynamic performance is a topic of continued interest and research. In addition to providing maneuver control and trim, the influence of canards on wing aerodynamics can often result in increased maximum lift and decreased trim drag. In many canard-configured aircraft, the main benefits of canards are realized during maneuver or other dynamic conditions. Therefore, the detailed study and understanding of canards requires the accurate prediction of the non-linear unsteady aerodynamics of such configurations. For close-coupled canards, the unsteady aerodynamic performance associated with the canard-wing interaction is of particular interest. The presence of a canard in close proximity to the wing results in a highly coupled canard-wing aerodynamic flowfield which can include downwash/upwash effects, vortex-vortex interactions and vortex-surface interactions. For unsteady conditions, these complexities of the canard-wing flowfield are further increased. The development and integration of advanced computational technologies provide for the time-accurate Navier-Stokes simulations of the steady and unsteady canard-wing-body flox,fields. Simulation, are performed for non-linear flight regimes at transonic Mach numbers and for a wide range of angles of attack. For the static configurations, the effects of canard positioning and fixed deflection angles on aerodynamic performance and canard-wing vortex interaction are considered. For non-static configurations, the analyses of the canard-wing body flowfield includes the unsteady aerodynamics associated with pitch-up ramp and pitch oscillatory motions of the entire geometry. The unsteady flowfield associated with moving canards which are typically used as primary control surfaces are considered as well. The steady and unsteady effects of the canard on surface pressure integrated forces and moments, and canard-wing vortex interaction are presented in detail including the effects of the canard on the static and dynamic stability characteristics. The current study provides an understanding of the steady and unsteady canard-wing-body flowfield. Emphasis is placed on the effects of the canard on aerodynamic performance as well as the detailed flow physics of the canard-wing flowfield interactions. The computational tools developed to accurately predict the time-accurate flowfield of moving canards provides for the capability of coupled fluids-controls simulations desired in the detailed design and analysis of advanced aircraft.

Acoustic Prediction Methodology and Test Validation for an Efficient Low-Noise Hybrid Wing Body Subsonic Transport

NASA Technical Reports Server (NTRS)

Kawai, Ronald T. (Compiler)

2011-01-01

This investigation was conducted to: (1) Develop a hybrid wing body subsonic transport configuration with noise prediction methods to meet the circa 2007 NASA Subsonic Fixed Wing (SFW) N+2 noise goal of -52 dB cum relative to FAR 36 Stage 3 (-42 dB cum re: Stage 4) while achieving a -25% fuel burned compared to current transports (re :B737/B767); (2) Develop improved noise prediction methods for ANOPP2 for use in predicting FAR 36 noise; (3) Design and fabricate a wind tunnel model for testing in the LaRC 14 x 22 ft low speed wind tunnel to validate noise predictions and determine low speed aero characteristics for an efficient low noise Hybrid Wing Body configuration. A medium wide body cargo freighter was selected to represent a logical need for an initial operational capability in the 2020 time frame. The Efficient Low Noise Hybrid Wing Body (ELNHWB) configuration N2A-EXTE was evolved meeting the circa 2007 NRA N+2 fuel burn and noise goals. The noise estimates were made using improvements in jet noise shielding and noise shielding prediction methods developed by UC Irvine and MIT. From this the Quiet Ultra Integrated Efficient Test Research Aircraft #1 (QUIET-R1) 5.8% wind tunnel model was designed and fabricated.

Performance, Stability, and Control Investigation at Mach Numbers from 0.4 to 0.9 of a Model of the "Swallow" with Outer Wing Panels Swept 25 degree with and without Power Simulation

NASA Technical Reports Server (NTRS)

Runckel, Jack F.; Schmeer, James W.; Cassetti, Marlowe D.

1960-01-01

An investigation of the performance, stability, and control characteristics of a variable-sweep arrow-wing model (the "Swallow") with the outer wing panels swept 25 deg has been conducted in the Langley 16-foot transonic tunnel. The wing was uncambered and untwisted and had RAE 102 airfoil sections with a thickness-to-chord ratio of 0.14 normal to the leading edge. Four outboard engines located above and below the wing provided propulsive thrust, and, by deflecting in the pitch direction and rotating in the lateral plane, also produced control forces. A pair of swept lateral fins and a single vertical fin were mounted on each engine nacelle to provide aerodynamic stability and control. Jets-off data were obtained with flow-through nacelles, stimulating the effects of inlet flow; jet thrust and hot-jet interference effects were obtained with faired-nose nacelles housing hydrogen peroxide gas generators. Six-component force and moment data were obtained through a Mach number range of 0.40 to 0.90 at angles of attack and angles of sideslip from 0 deg to 15 deg. Longitudinal, directional, and lateral control were obtained by deflecting the nacelle-fin combinations as elevators, rudders, and ailerons at several fixed angles for each control.

General aviation components. [performance and capabilities of general aviation aircraft

NASA Technical Reports Server (NTRS)

1975-01-01

An overview is presented of selected aviation vehicles. The capabilities and performance of these vehicles are first presented, followed by a discussion of the aerodynamics, structures and materials, propulsion systems, noise, and configurations of fixed-wing aircraft. Finally the discussion focuses on the history, status, and future of attempts to provide vehicles capable of short-field operations.

Rolling Thunder to Linebacker: U.S. Fixed Wing Survivability Over North Vietnam

DTIC Science & Technology

2014-06-13

it highly as a propaganda example of their victory over the imperialist French . It was hoped that the thorough destruction of this symbol would be a...... French , with a brief intermission against the Japanese in World War II, had conditioned and hardened the populace to a life of constant war and struggle

Research on Synthetic Training: Device Evaluation and Training Program Development.

ERIC Educational Resources Information Center

Caro, Paul W.; And Others

Two studies were conducted to evaluate a fixed-wing instrument procedures training device and to develop a training program for use with it. In the first, a group of trainees who received synthetic instrument flight training with the new device were compared with a control group who did not. Men trained with the device performed more…

Expanding Fixed-Wing Aircraft Capability in US Army Aviation Operations

DTIC Science & Technology

2009-06-12

48 CHAPTER 5 FINDINGS AND RESULTS ...forces were being neglected by excessive reliance on nuclear weapons as a deterrent to war (Fowler 1990). In 1954, General Gavin wrote an influential...aircraft had deposited them as far forward as possible (Tolson 1989, 23). As a result of the Howze Board recommendations, the Department of Defense

Unmanned Air Vehicle -Version 1.0

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

Fred Oppel, SNL 06134

2013-04-17

This package contains modules that model the mobility of systems such as helicopters and fixed wing flying in the air. This package currently models first order physics - basically a velocity integrator. UAV mobility uses an internal clock to maintain stable, high-fidelity simulations over large time steps This package depends on interface that reside in the Mobility package.

Predicting Aircraft Spray Patterns on Crops

NASA Technical Reports Server (NTRS)

Teske, M. E.; Bilanin, A. J.

1986-01-01

Agricultural Dispersion Prediction (AGDISP) system developed to predict deposition of agricultural material released from rotary- and fixed-wing aircraft. AGDISP computes ensemble average mean motion resulting from turbulent fluid fluctuations. Used to examine ways of making dispersal process more efficient by insuring uniformity, reducing waste, and saving money. Programs in AGDISP system written in FORTRAN IV for interactive execution.

75 FR 35329 - Notification and Reporting of Aircraft Accidents or Incidents and Overdue Aircraft, and...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-22

...-driven fixed-wing aircraft heavier than air, that is supported in flight by the dynamic reaction of the... reporting of runway incursions: ``Any event in which an aircraft operated by an air carrier: (i) Lands or... during normal operations, such as those involving seaplanes, hot-air balloons, unmanned aircraft systems...

Physics Based Modeling in Design and Development for U.S. Defense Held in Denver, Colorado on November 14-17, 2011. Volume 2: Audio and Movie Files

DTIC Science & Technology

2011-11-17

Mr. Frank Salvatore, High Performance Technologies FIXED AND ROTARY WING AIRCRAFT 13274 - “CREATE-AV DaVinci : Model-Based Engineering for Systems... Tools for Reliability Improvement and Addressing Modularity Issues in Evaluation and Physical Testing”, Dr. Richard Heine, Army Materiel Systems

Evaluating effective swath width and droplet distribution of aerial spraying systems on M-18B and Thrush 510G airplanes

USDA-ARS?s Scientific Manuscript database

Aerial spraying plays an important role in promoting agricultural production and protecting the biological environment due to its flexibility, high effectiveness, and large operational area per unit of time. In order to evaluate the performance parameters of the spraying systems on two fixed wing ai...

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

Fixed Wing Stability and Control Theory and Flight Test Techniques. Revision

DTIC Science & Technology

1981-11-01

positions tested. TEui AIrPLANC LIFT COEFFICIENT. C,. (3) Fair lines using rules shown on f igu re. ZU (4) Using selected CL values from the faired...takeoff or landing in a crosswind which eilceed the oirp c copbilitic M.ay...... L t" the airplanc : departing the runway with catastrophic consequences. An

A survey of potential bald eagle nesting habitat along the Great Lakes shoreline

Treesearch

William W. Bowerman; Teryl G. Grubb; Allen J. Bath; John P. Giesy; D.V. Chip Weseloh

2005-01-01

We used fixed-wing aircraft to survey the entire shoreline and connecting channels of the five Great Lakes to determine potential nesting habitat for bald eagles (Haliaeetus leucocephalus) during 1992. Habitat was classified as either good, marginal, or unsuitable, based on six habitat attributes: (a) tree cover, (b) proximity and (c) type/amount...

Journal of Special Operations Medicine Volume 1, Edition 1

DTIC Science & Technology

2001-01-01

the enemy, and generally regard them with unspo- ken respect. The feelings they must have for those who are realistically threatening their lives...Cobras from the 1st Cav Division area of operation just down to the south of us, Loaches , even a Chi- nook. And fixed wing! We had everything but a B-52

Hypersonic aerodynamic characteristics of a family of power-law, wing body configurations

NASA Technical Reports Server (NTRS)

Townsend, J. C.

1973-01-01

The configurations analyzed are half-axisymmetric, power-law bodies surmounted by thin, flat wings. The wing planform matches the body shock-wave shape. Analytic solutions of the hypersonic small disturbance equations form a basis for calculating the longitudinal aerodynamic characteristics. Boundary-layer displacement effects on the body and the wing upper surface are approximated. Skin friction is estimated by using compressible, laminar boundary-layer solutions. Good agreement was obtained with available experimental data for which the basic theoretical assumptions were satisfied. The method is used to estimate the effects of power-law, fineness ratio, and Mach number variations at full-scale conditions. The computer program is included.

Operational implications of some NACA/NASA rotary wing induced velocity studies

NASA Technical Reports Server (NTRS)

Heyson, H. H.

1980-01-01

Wind tunnel measurements show that the wake of a rotor, except at near-hovering speeds, is not like that of a propeller. The wake is more like that of a wing except that, because of the slow speeds, the wake velocities may be much greater. The helicopter can produce a wake hazard to following light aircraft that is disproportionately great compared to an equivalent fixed-wing aircraft. This hazard should be recognized by both pilots and airport controllers when operating in congested areas. Even simple momentum theory shows that, in autorotation and partial-power descent, the required power is a complex function of both airspeed and descent angle. The nonlinear characteristic, together with an almost total lack of usable instrumentation at low airspeeds, has led to numerous power-settling accidents. The same theory shows that there is a minimum forward speed at which a rotor can autorotate. Neglect of, or inadequate appraisal of this minimum speed has also led to numerous accidents. Ground effect and the problems it creates is discussed.

Dynamic modeling and motion simulation for a winged hybrid-driven underwater glider

NASA Astrophysics Data System (ADS)

Wang, Shu-Xin; Sun, Xiu-Jun; Wang, Yan-Hui; Wu, Jian-Guo; Wang, Xiao-Ming

2011-03-01

PETREL, a winged hybrid-driven underwater glider is a novel and practical marine survey platform which combines the features of legacy underwater glider and conventional AUV (autonomous underwater vehicle). It can be treated as a multi-rigid-body system with a floating base and a particular hydrodynamic profile. In this paper, theorems on linear and angular momentum are used to establish the dynamic equations of motion of each rigid body and the effect of translational and rotational motion of internal masses on the attitude control are taken into consideration. In addition, due to the unique external shape with fixed wings and deflectable rudders and the dual-drive operation in thrust and glide modes, the approaches of building dynamic model of conventional AUV and hydrodynamic model of submarine are introduced, and the tailored dynamic equations of the hybrid glider are formulated. Moreover, the behaviors of motion in glide and thrust operation are analyzed based on the simulation and the feasibility of the dynamic model is validated by data from lake field trials.

An analysis of aircrew communication patterns and content

NASA Astrophysics Data System (ADS)

Oser, Randall L.; Prince, Carolyn; Morgan, Ben B., Jr.; Simpson, Steven S.

1991-09-01

The findings reported here represent a detailed analysis of tactical rotary-wing aircrew communication patterns and content. This research is part of an extensive effort to investigate the nature of tactical aircrew coordination and to develop effective mission-oriented aircrew coordination training. The primary objectives of this research were to answer the following questions: (1) What specific communication patterns and content are demonstrated by different helicopter crewmembers (i.e., Helicopter Aircraft Commander - HAC and Helicopter 2nd Pilot - H2P)? (2) Do tactical aircrew communication patterns and content vary as a function of the performance demands and requirements of different flight conditions (i.e., routine and non-routine)? (3) Are the communication patterns and content of more effective aircrews different from those of less effective aircrews? (4) What similarities exist between the communication patterns and content of military rotary-wing aircrews and commercial fixed-wing aircrews? and (5) Can the results of the communication analyses have an impact on aircrew coordination training?

Optimal Shape Design of Mail-Slot Nacelle on N3-X Hybrid Wing-Body Configuration

NASA Technical Reports Server (NTRS)

Kim, Hyoungjin; Liou, Meng-Sing

2013-01-01

System studies show that a N3-X hybrid wing-body aircraft with a turboelectric distributed propulsion system using a mail-slot inlet/nozzle nacelle can meet the environmental and performance goals for N+3 generation transports (three generations beyond the current air transport technology level) set by NASA's Subsonic Fixed Wing Project. In this study, a Navier-Stokes flow simulation of N3-X on hybrid unstructured meshes was conducted, including the mail-slot propulsor. The geometry of the mail-slot propulsor was generated by a CAD (Computer-Aided Design)-free shape parameterization. A novel body force model generation approach was suggested for a more realistic and efficient simulation of the flow turning, pressure rise and loss effects of the fan blades and the inlet-fan interactions. Flow simulation results of the N3-X demonstrates the validity of the present approach. An optimal Shape design of the mail-slot nacelle surface was conducted to reduce strength of shock waves and flow separations on the cowl surface.

Hybrid Wing-Body Pressurized Fuselage and Bulkhead, Design and Optimization

NASA Technical Reports Server (NTRS)

Mukhopadhyay, Vivek

2013-01-01

The structural weight reduction of a pressurized Hybrid Wing-Body (HWB) fuselage is a serious challenge. Hence, research and development are presently being continued at NASA under the Environmentally Responsible Aviation (ERA) and Subsonic Fixed Wing (SFW) projects in collaboration with the Boeing Company, Huntington Beach and Air Force Research Laboratory (AFRL). In this paper, a structural analysis of the HWB fuselage and bulkhead panels is presented, with the objectives of design improvement and structural weight reduction. First, orthotropic plate theories for sizing, and equivalent plate analysis with appropriate simplification are considered. Then parametric finite-element analysis of a fuselage section and bulkhead are conducted using advanced stitched composite structural concepts, which are presently being developed at Boeing for pressurized HWB flight vehicles. With this advanced stiffened-shell design, structural weights are computed and compared to the thick sandwich, vaulted-ribbed-shell, and multi-bubble stiffened-shell structural concepts that had been studied previously. The analytical and numerical results are discussed to assess the overall weight/strength advantages.

Spotted wing drosophila prefer low hanging fruit: insights into foraging behavior and management strategies

USDA-ARS?s Scientific Manuscript database

Spotted wing drosophila (SWD), Drosophila suzukii, is an invasive insect that attacks ripe, small fruit such as raspberries, blackberries, and blueberries. Little is known about SWD foraging ecology, and current trapping and monitoring systems are ineffective at commercial scales. In caged foragin...

Wings: Women Entrepreneurs Take Flight.

ERIC Educational Resources Information Center

Baldwin, Fred D.

1997-01-01

Women's Initiative Networking Groups (WINGS) provides low- and moderate-income women in Appalachian Kentucky with training in business skills, contacts, and other resources they need to succeed as entrepreneurs. The women form informal networks to share business know-how and support for small business startup and operations. The program plans to…

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.

Features of flow around the flying wing model at various attack and slip angle

NASA Astrophysics Data System (ADS)

Pavlenko, A. M.; Zanin, B. Yu.; Katasonov, M. M.

2017-10-01

Experimental study of flow features around aircraft model having "flying wing" form and belonging to the category of small-unmanned aerial vehicleswas carried out. Hot-wire anemometry and flow visualization techniques were used in the investigation to get quantitative data and streamlines pictures ofthe flow near the model surface. Evolution of vortex structures depending on the attack and slip angle was demonstrated. The possibility of flow control and reduction of flow separation zones on the wing surface by means of ledges in the form of cones was also investigated. It was shown, that the laminar-turbulent transition scenario on the flying wing model is identical to the one on a straight wing and occurs through the development of a package of unstable oscillations in the boundary layer separation.

Leading-edge vortex lifts swifts.

PubMed

Videler, J J; Stamhuis, E J; Povel, G D E

2004-12-10

The current understanding of how birds fly must be revised, because birds use their hand-wings in an unconventional way to generate lift and drag. Physical models of a common swift wing in gliding posture with a 60 degrees sweep of the sharp hand-wing leading edge were tested in a water tunnel. Interactions with the flow were measured quantitatively with digital particle image velocimetry at Reynolds numbers realistic for the gliding flight of a swift between 3750 and 37,500. The results show that gliding swifts can generate stable leading-edge vortices at small (5 degrees to 10 degrees) angles of attack. We suggest that the flow around the arm-wings of most birds can remain conventionally attached, whereas the swept-back hand-wings generate lift with leading-edge vortices.

Wing shape allometry and aerodynamics in calopterygid damselflies: a comparative approach.

PubMed

Outomuro, David; Adams, Dean C; Johansson, Frank

2013-06-07

Wing size and shape have important aerodynamic implications on flight performance. We explored how wing size was related to wing shape in territorial males of 37 taxa of the damselfly family Calopterygidae. Wing coloration was also included in the analyses because it is sexually and naturally selected and has been shown to be related to wing shape. We studied wing shape using both the non-dimensional radius of the second moment of wing area (RSM) and geometric morphometrics. Lower values of the RSM result in less energetically demanding flight and wider ranges of flight speed. We also re-analyzed previously published data on other damselflies and dragonflies. The RSM showed a hump-shaped relationship with wing size. However, after correcting for phylogeny using independent contrast, this pattern changed to a negative linear relationship. The basal genus of the study family, Hetaerina, was mainly driving that change. The obtained patterns were specific for the study family and differed from other damselflies and dragonflies. The relationship between the RSM and wing shape measured by geometric morphometrics was linear, but relatively small changes along the RSM axis can result in large changes in wing shape. Our results also showed that wing coloration may have some effect on RSM. We found that RSM showed a complex relationship with size in calopterygid damselflies, probably as a result of other selection pressures besides wing size per se. Wing coloration and specific behavior (e.g. courtship) are potential candidates for explaining the complexity. Univariate measures of wing shape such as RSM are more intuitive but lack the high resolution of other multivariate techniques such as geometric morphometrics. We suggest that the relationship between wing shape and size are taxa-specific and differ among closely-related insect groups.

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.

Piezoelectric energy harvesting from multifunctional wing spars for UAVs: Part 1. Coupled modeling and preliminary analysis

NASA Astrophysics Data System (ADS)

Erturk, A.; Anton, S. R.; Inman, D. J.

2009-03-01

This paper discusses the basic design factors for modifying an original wing spar to a multifunctional load-bearing - energy harvester wing spar. A distributed-parameter electromechanical formulation is given for modeling of a multilayer piezoelectric power generator beam for different combinations of the electrical outputs of piezoceramic layers. In addition to the coupled vibration response and voltage response expressions for a multimorph, strength formulations are given in order to estimate the maximum load input that can be sustained by the cantilevered structure without failure for a given safety factor. Embedding piezoceramics into an original wing spar for power generation tends to reduce the maximum load that can be sustained without failure and increase the total mass due to the brittle nature and large mass densities of typical piezoelectric ceramics. Two case studies are presented for demonstration. The theoretical case study discusses modification of a rectangular wing spar to a 3-layer generator wing spar with a certain restriction on mass addition for fixed dimensions. Power generation and strength analyses are provided using the electromechanical model. The experimental case study considers a 9-layer generator beam with aluminum, piezoceramic, Kapton and epoxy layers and investigates its power generation and load-bearing performances experimentally and analytically. This structure constitutes the main body of the multifunctional self-charging structure concept proposed by the authors. The second part of this work (experiments and storage applications) employs this multi-layer generator along with the thin-film battery layers in order to charge the battery layers using the electrical outputs of the piezoceramic layers.