Sample records for wing loading morphological
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Wing loading in 15 species of North American owls
David H. Johnson
1997-01-01
Information on wing morphology is important in understanding the mechanics and energetics of flight and in aspects related to reversed sexual size dimorphism in owls. I summarized wing span, wing area, wing loading, root box, and aspect ratio calculations from the available literature and from 113 owls examined in this study. Wing loading estimates for 15 species...
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2013-01-01
Background Ecological constraints related to foraging are expected to affect the evolution of morphological traits relevant to food capture, manipulation and transport. Females of central-place foraging Hymenoptera vary in their food load manipulation ability. Bees and social wasps modulate the amount of food taken per foraging trip (in terms of e.g. number of pollen grains or parts of prey), while solitary wasps carry exclusively entire prey items. We hypothesized that the foraging constraints acting on females of the latter species, imposed by the upper limit to the load size they are able to transport in flight, should promote the evolution of a greater load-lifting capacity and manoeuvrability, specifically in terms of greater flight muscle to body mass ratio and lower wing loading. Results Our comparative study of 28 species confirms that, accounting for shared ancestry, female flight muscle ratio was significantly higher and wing loading lower in species taking entire prey compared to those that are able to modulate load size. Body mass had no effect on flight muscle ratio, though it strongly and negatively co-varied with wing loading. Across species, flight muscle ratio and wing loading were negatively correlated, suggesting coevolution of these traits. Conclusions Natural selection has led to the coevolution of resource load manipulation ability and morphological traits affecting flying ability with additional loads in females of central-place foraging Hymenoptera. Release from load-carrying constraints related to foraging, which took place with the evolution of food load manipulation ability, has selected against the maintenance of a powerful flight apparatus. This could be the case since investment in flight muscles may have to be traded against other life-history traits, such as reproductive investment. PMID:23805850
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McFarlane, Laura; Altringham, John D.; Askew, Graham N.
2016-01-01
ABSTRACT Diurnal and seasonal increases in body mass and seasonal reductions in wing area may compromise a bird's ability to escape, as less of the power available from the flight muscles can be used to accelerate and elevate the animal's centre of mass. Here, we investigated the effects of intra-specific variation in wing morphology on escape take-off performance in blue tits (Cyanistes caeruleus). Flights were recorded using synchronised high-speed video cameras and take-off performance was quantified as the sum of the rates of change of the kinetic and potential energies of the centre of mass. Individuals with a lower wing loading, WL (WL=body weight/wing area) had higher escape take-off performance, consistent with the increase in lift production expected from relatively larger wings. Unexpectedly, it was found that the total power available from the flight muscles (estimated using an aerodynamic analysis) was inversely related to WL. This could simply be because birds with a higher WL have relatively smaller flight muscles. Alternatively or additionally, variation in the aerodynamic load on the wing resulting from differences in wing morphology will affect the mechanical performance of the flight muscles via effects on the muscle's length trajectory. Consistent with this hypothesis is the observation that wing beat frequency and relative downstroke duration increase with decreasing WL; both are factors that are expected to increase muscle power output. Understanding how wing morphology influences take-off performance gives insight into the potential risks associated with feather loss and seasonal and diurnal fluctuations in body mass. PMID:26994175
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Artificial insect wings of diverse morphology for flapping-wing micro air vehicles.
Shang, J K; Combes, S A; Finio, B M; Wood, R J
2009-09-01
The development of flapping-wing micro air vehicles (MAVs) demands a systematic exploration of the available design space to identify ways in which the unsteady mechanisms governing flapping-wing flight can best be utilized for producing optimal thrust or maneuverability. Mimicking the wing kinematics of biological flight requires examining the potential effects of wing morphology on flight performance, as wings may be specially adapted for flapping flight. For example, insect wings passively deform during flight, leading to instantaneous and potentially unpredictable changes in aerodynamic behavior. Previous studies have postulated various explanations for insect wing complexity, but there lacks a systematic approach for experimentally examining the functional significance of components of wing morphology, and for determining whether or not natural design principles can or should be used for MAVs. In this work, a novel fabrication process to create centimeter-scale wings of great complexity is introduced; via this process, a wing can be fabricated with a large range of desired mechanical and geometric characteristics. We demonstrate the versatility of the process through the creation of planar, insect-like wings with biomimetic venation patterns that approximate the mechanical properties of their natural counterparts under static loads. This process will provide a platform for studies investigating the effects of wing morphology on flight dynamics, which may lead to the design of highly maneuverable and efficient MAVs and insight into the functional morphology of natural wings.
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Maginnis, Tara L
2006-07-22
Major morphological structures are sometimes produced not once, but twice. For example, stick insects routinely shed legs to escape a predator or tangled moult, and these legs are subsequently re-grown. Here, I show that in Sipyloidea sipylus, re-growth of a leg during development causes adults to have disproportionately smaller wings and increases wing loading. These morphological consequences of leg regeneration led to significant reductions in several biologically relevant measures of individual flight performance. This previously unrecognized tradeoff between legs and wings reveals the integrated nature of phasmid phenotypes, and I propose how this tradeoff may have shaped phasmid evolution.
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Of hummingbirds and helicopters: hovering costs, competitive ability, and foraging strategies.
Altshuler, Douglas L
2004-01-01
Wing morphology and flight kinematics profoundly influence foraging costs and the overall behavioral ecology of hummingbirds. By analogy with helicopters, previous energetic studies have applied the momentum theory of aircraft propellers to estimate hovering costs from wing disc loading (WDL), a parameter incorporating wingspan (or length) and body mass. Variation in WDL has been used to elucidate differences either among hummingbird species in nectar-foraging strategies (e.g., territoriality, traplining) and dominance relations or among gender-age categories within species. We first demonstrate that WDL, as typically calculated, is an unreliable predictor of hovering (induced power) costs; predictive power is increased when calculations use wing length instead of wingspan and when actual wing stroke amplitudes are incorporated. We next evaluate the hypotheses that foraging strategy and competitive ability are functions of WDL, using our data in combination with those of published sources. Variation in hummingbird behavior cannot be easily classified using WDL and instead is correlated with a diversity of morphological and physiological traits. Evaluating selection pressures on hummingbird wings will require moving beyond wing and body mass measurements to include the assessment of the aerodynamic forces, power requirements, and power reserves of hovering, forward flight, and maneuvering. However, the WDL-helicopter dynamics model has been instrumental in calling attention to the importance of comparative wing morphology and related aerodynamics for understanding the behavioral ecology of hummingbirds.
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Sapir, Nir; Elimelech, Yossef
2018-01-01
Birds usually moult their feathers in a particular sequence which may incur aerodynamic, physiological and behavioural implications. Among birds, hummingbirds are unique species in their sustained hovering flight. Because hummingbirds frequently hover-feed, they must maintain sufficiently high flight capacities even when moulting their flight feathers. A hummingbird wing consists of 10 primary flight feathers whose absence during moult may strongly affect wing performance. Using dynamic similarity rules, we compared time-accurate aerodynamic loads and flow field measurements over several wing geometries that follow the natural feather moult sequence of Calypte anna, a common hummingbird species in western North America. Our results suggest a drop of more than 20% in lift production during the early stages of the moult sequence in which mid-wing flight feathers are moulted. We also found that the wing's ability to generate lift strongly depended on the morphological integrity of the outer primaries and leading-edge. These findings may explain the evolution of wing morphology and moult attributes. Specifically, the high overlap between adjacent wing feathers, especially at the wing tip, and the slow sequential replacement of the wing feathers result in a relatively small reduction in wing surface area during moult with limited aerodynamic implications. We present power and efficiency analyses for hover flight during moult under several plausible scenarios, suggesting that body mass reduction could be a compensatory mechanism that preserves the energetic costs of hover flight. PMID:29515884
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Achache, Yonathan; Sapir, Nir; Elimelech, Yossef
2018-02-01
Birds usually moult their feathers in a particular sequence which may incur aerodynamic, physiological and behavioural implications. Among birds, hummingbirds are unique species in their sustained hovering flight. Because hummingbirds frequently hover-feed, they must maintain sufficiently high flight capacities even when moulting their flight feathers. A hummingbird wing consists of 10 primary flight feathers whose absence during moult may strongly affect wing performance. Using dynamic similarity rules, we compared time-accurate aerodynamic loads and flow field measurements over several wing geometries that follow the natural feather moult sequence of Calypte anna , a common hummingbird species in western North America. Our results suggest a drop of more than 20% in lift production during the early stages of the moult sequence in which mid-wing flight feathers are moulted. We also found that the wing's ability to generate lift strongly depended on the morphological integrity of the outer primaries and leading-edge. These findings may explain the evolution of wing morphology and moult attributes. Specifically, the high overlap between adjacent wing feathers, especially at the wing tip, and the slow sequential replacement of the wing feathers result in a relatively small reduction in wing surface area during moult with limited aerodynamic implications. We present power and efficiency analyses for hover flight during moult under several plausible scenarios, suggesting that body mass reduction could be a compensatory mechanism that preserves the energetic costs of hover flight.
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Hu, Kai-Liang; Wei, Li; Zhu, Teng-Teng; Wang, Xu-Zhong; Zhang, Li-Biao
2011-04-01
We investigated food (insect) availability in foraging areas utilized by the long-fingered bat Miniopterus fuliginosus using light traps, fish netting and fecal analysis. The dominant preys of M. fuliginosus were Lepidoptera (55%, by volume percent) and Coleoptera (38%) of a relatively large body size. M. fuliginosus has relatively long, narrow wings and a wing span of 6.58+/-0.12 and high wing loading of 9.85+/-0.83 N/m2. The echolocation calls of free flying M. fuliginosus were FM signals, with a pulse duration of 1.45+/-0.06 ms, interpulse interval of 63.08+/-21.55 ms, and low dominant frequency of 44.50+/-2.26 kHz. This study shows that the morphological characteristics and echolocation calls of long-fingered bats are closely linked to their predatory behavior.
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Inspiration for wing design: how forelimb specialization enables active flight in modern vertebrates
2017-01-01
Harnessing flight strategies refined by millions of years of evolution can help expedite the design of more efficient, manoeuvrable and robust flying robots. This review synthesizes recent advances and highlights remaining gaps in our understanding of how bird and bat wing adaptations enable effective flight. Included in this discussion is an evaluation of how current robotic analogues measure up to their biological sources of inspiration. Studies of vertebrate wings have revealed skeletal systems well suited for enduring the loads required during flight, but the mechanisms that drive coordinated motions between bones and connected integuments remain ill-described. Similarly, vertebrate flight muscles have adapted to sustain increased wing loading, but a lack of in vivo studies limits our understanding of specific muscular functions. Forelimb adaptations diverge at the integument level, but both bird feathers and bat membranes yield aerodynamic surfaces with a level of robustness unparalleled by engineered wings. These morphological adaptations enable a diverse range of kinematics tuned for different flight speeds and manoeuvres. By integrating vertebrate flight specializations—particularly those that enable greater robustness and adaptability—into the design and control of robotic wings, engineers can begin narrowing the wide margin that currently exists between flying robots and vertebrates. In turn, these robotic wings can help biologists create experiments that would be impossible in vivo. PMID:28592663
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Phylogenetics and ecomorphology of emarginate primary feathers.
Klaassen van Oorschot, Brett; Tang, Ho Kwan; Tobalske, Bret W
2017-07-01
Wing tip slots are a distinct morphological trait broadly expressed across the avian clade, but are generally perceived to be unique to soaring raptors. These slots are the result of emarginations on the distal leading and trailing edges of primary feathers, and allow the feathers to behave as individual airfoils. Research suggests these emarginate feathers are an adaptation to increase glide efficiency by mitigating induced drag in a manner similar to aircraft winglets. If so, we might expect birds known for gliding and soaring to exhibit emarginate feather morphology; however, that is not always the case. Here, we explore emargination across the avian clade, and examine associations between emargination and ecological and morphological variables. Pelagic birds exhibit pointed, high-aspect ratio wings without slots, whereas soaring terrestrial birds exhibit prominent wing-tip slots. Thus, we formed four hypotheses: (1) Emargination is segregated according to habitat (terrestrial, coastal/freshwater, pelagic). (2) Emargination is positively correlated with mass. (3) Emargination varies inversely with aspect ratio and directly with wing loading and disc loading. (4) Emargination varies according to flight style, foraging style, and diet. We found that emargination falls along a continuum that varies with habitat: Pelagic species tend to have zero emargination, coastal/freshwater birds have some emargination, and terrestrial species have a high degree of emargination. Among terrestrial and coastal/freshwater species, the degree of emargination is positively correlated with mass. We infer this may be the result of selection to mitigate induced power requirements during slow flight that otherwise scale adversely with increasing body size. Since induced power output is greatest during slow flight, we hypothesize that emargination may be an adaptation to assist vertical take-off and landing rather than glide efficiency as previously hypothesized. © 2017 Wiley Periodicals, Inc.
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Suryan, R.M.; Anderson, D.J.; Shaffer, S.A.; Roby, D.D.; Tremblay, Y.; Costa, D.P.; Sievert, P.R.; Sato, F.; Ozaki, K.; Balogh, G.R.; Nakamura, N.
2008-01-01
Among the varied adaptations for avian flight, the morphological traits allowing large-bodied albatrosses to capitalize on wind and wave energy for efficient long-distance flight are unparalleled. Consequently, the biogeographic distribution of most albatrosses is limited to the windiest oceanic regions on earth; however, exceptions exist. Species breeding in the North and Central Pacific Ocean (Phoebastria spp.) inhabit regions of lower wind speed and wave height than southern hemisphere genera, and have large intrageneric variation in body size and aerodynamic performance. Here, we test the hypothesis that regional wind and wave regimes explain observed differences in Phoebastria albatross morphology and we compare their aerodynamic performance to representatives from the other three genera of this globally distributed avian family. In the North and Central Pacific, two species (short-tailed P. albatrus and waved P. irrorata) are markedly larger, yet have the smallest breeding ranges near highly productive coastal upwelling systems. Short-tailed albatrosses, however, have 60% higher wing loading (weight per area of lift) compared to waved albatrosses. Indeed, calculated aerodynamic performance of waved albatrosses, the only tropical albatross species, is more similar to those of their smaller congeners (black-footed P. nigripes and Laysan P. immutabilis), which have relatively low wing loading and much larger foraging ranges that include central oceanic gyres of relatively low productivity. Globally, the aerodynamic performance of short-tailed and waved albatrosses are most anomalous for their body sizes, yet consistent with wind regimes within their breeding season foraging ranges. Our results are the first to integrate global wind and wave patterns with albatross aerodynamics, thereby identifying morphological specialization that may explain limited breeding ranges of two endangered albatross species. These results are further relevant to understanding past and potentially predicting future distributional limits of albatrosses globally, particularly with respect to climate change effects on basin-scale and regional wind fields.
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Chin, Diana D; Matloff, Laura Y; Stowers, Amanda Kay; Tucci, Emily R; Lentink, David
2017-06-01
Harnessing flight strategies refined by millions of years of evolution can help expedite the design of more efficient, manoeuvrable and robust flying robots. This review synthesizes recent advances and highlights remaining gaps in our understanding of how bird and bat wing adaptations enable effective flight. Included in this discussion is an evaluation of how current robotic analogues measure up to their biological sources of inspiration. Studies of vertebrate wings have revealed skeletal systems well suited for enduring the loads required during flight, but the mechanisms that drive coordinated motions between bones and connected integuments remain ill-described. Similarly, vertebrate flight muscles have adapted to sustain increased wing loading, but a lack of in vivo studies limits our understanding of specific muscular functions. Forelimb adaptations diverge at the integument level, but both bird feathers and bat membranes yield aerodynamic surfaces with a level of robustness unparalleled by engineered wings. These morphological adaptations enable a diverse range of kinematics tuned for different flight speeds and manoeuvres. By integrating vertebrate flight specializations-particularly those that enable greater robustness and adaptability-into the design and control of robotic wings, engineers can begin narrowing the wide margin that currently exists between flying robots and vertebrates. In turn, these robotic wings can help biologists create experiments that would be impossible in vivo . © 2017 The Author(s).
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A lift-cancellation technique in linearized supersonic-wing theory
NASA Technical Reports Server (NTRS)
Mirels, Harold
1951-01-01
A lift-cancellation technique is presented for determining load distributions on thin wings at supersonic speeds. The loading on a wing having a prescribed plan form is expressed as the loading of a known related wing (such as a two-dimensional or triangular wing) minus the loading of an appropriate cancellation wing. The lift-cancellation technique can be used to find the loading on a large variety of wings. Applications to swept wings having curvilinear plan forms and to wings having reentrant side edges are indicated.
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NASA Technical Reports Server (NTRS)
Katzoff, S; Faison, M Frances; Dubose, Hugh C
1954-01-01
The field of a uniformly loaded wing in subsonic flow is discussed in terms of the acceleration potential. It is shown that, for the design of such wings, the slope of the mean camber surface at any point can be determined by a line integration around the wing boundary. By an additional line integration around the wing boundary, this method is extended to include the case where the local section lift coefficient varies with spanwise location (the chordwise loading at every section still remaining uniform). For the uniformly loaded wing of polygonal plan form, the integrations necessary to determine the local slope of the surface and the further integration of the slopes to determine the ordinate can be done analytically. An outline of these integrations and the resulting formulas are included. Calculated results are given for a sweptback wing with uniform chordwise loading and a highly tapered spanwise loading, a uniformly loaded delta wing, a uniformly loaded sweptback wing, and the same sweptback wing with uniform chordwise loading but elliptical span load distribution.
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Strain Gage Loads Calibration Testing of the Active Aeroelastic Wing F/A-18 Aircraft
NASA Technical Reports Server (NTRS)
Lokos, William A.; Olney, Candida D.; Chen, Tony; Crawford, Natalie D.; Stauf, Rick; Reichenbach, Eric Y.; Bessette, Denis (Technical Monitor)
2002-01-01
This report describes strain-gage calibration loading through the application of known loads of the Active Aeroelastic Wing F/A-18 airplane. The primary goal of this test is to produce a database suitable for deriving load equations for left and right wing root and fold shear; bending moment; torque; and all eight wing control-surface hinge moments. A secondary goal is to produce a database of wing deflections measured by string potentiometers and the onboard flight deflection measurement system. Another goal is to produce strain-gage data through both the laboratory data acquisition system and the onboard aircraft data system as a check of the aircraft system. Thirty-two hydraulic jacks have applied loads through whiffletrees to 104 tension-compression load pads bonded to the lower wing surfaces. The load pads covered approximately 60 percent of the lower wing surface. A series of 72 load cases has been performed, including single-point, double-point, and distributed load cases. Applied loads have reached 70 percent of the flight limit load. Maximum wingtip deflection has reached nearly 16 in.
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Features of owl wings that promote silent flight
Weger, Matthias; Klaas, Michael; Schröder, Wolfgang
2017-01-01
Owls are an order of birds of prey that are known for the development of a silent flight. We review here the morphological adaptations of owls leading to silent flight and discuss also aerodynamic properties of owl wings. We start with early observations (until 2005), and then turn to recent advances. The large wings of these birds, resulting in low wing loading and a low aspect ratio, contribute to noise reduction by allowing slow flight. The serrations on the leading edge of the wing and the velvet-like surface have an effect on noise reduction and also lead to an improvement of aerodynamic performance. The fringes at the inner feather vanes reduce noise by gliding into the grooves at the lower wing surface that are formed by barb shafts. The fringed trailing edge of the wing has been shown to reduce trailing edge noise. These adaptations to silent flight have been an inspiration for biologists and engineers for the development of devices with reduced noise production. Today several biomimetic applications such as a serrated pantograph or a fringed ventilator are available. Finally, we discuss unresolved questions and possible future directions. PMID:28163870
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Inertial attitude control of a bat-like morphing-wing air vehicle.
Colorado, J; Barrientos, A; Rossi, C; Parra, C
2013-03-01
This paper presents a novel bat-like unmanned aerial vehicle inspired by the morphing-wing mechanism of bats. The goal of this paper is twofold. Firstly, a modelling framework is introduced for analysing how the robot should manoeuvre by means of changing wing morphology. This allows the definition of requirements for achieving forward and turning flight according to the kinematics of the wing modulation. Secondly, an attitude controller named backstepping+DAF is proposed. Motivated by biological evidence about the influence of wing inertia on the production of body accelerations, the attitude control law incorporates wing inertia information to produce desired roll (ϕ) and pitch (θ) acceleration commands (desired angular acceleration function (DAF)). This novel control approach is aimed at incrementing net body forces (F(net)) that generate propulsion. Simulations and wind-tunnel experimental results have shown an increase of about 23% in net body force production during the wingbeat cycle when the wings are modulated using the DAF as a part of the backstepping control law. Results also confirm accurate attitude tracking in spite of high external disturbances generated by aerodynamic loads at airspeeds up to 5 ms⁻¹.
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Effect of wing loading, aspect ratio, and span loading of flight performances
NASA Technical Reports Server (NTRS)
Gothert, B
1940-01-01
An investigation is made of the possible improvements in maximum, cruising, and climbing speeds attainable through increase in the wing loading. The decrease in wing area was considered for the two cases of constant aspect ratio and constant span loading. For a definite flight condition, an investigation is made to determine what loss in flight performance must be sustained if, for given reasons, certain wing loadings are not to be exceeded. With the aid of these general investigations, the trend with respect to wing loading is indicated and the requirements to be imposed on the landing aids are discussed
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NASA Technical Reports Server (NTRS)
Vanaken, Johannes M.
1986-01-01
A semi-span wing, equipped with an interchangeable tip, which was varied in planform and size was examined. Total wing aerodynamic loading was obtained from the wind tunnel scale system. The wing tip was mounted on a separate six-component strain gauge balance, which provided the aerodynamic loads on the tip. The tests were accomplished in the NASA Ames 7X10-Foot Wind Tunnel at a Mach number of 0.178. The aerodynamic load characteristics of the wing and of the tip were presented with the tip at several incidence angles relative to the wing inboard section.
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NASA Technical Reports Server (NTRS)
Meyer, Robert R., Jr.; Covell, Peter F.
1986-01-01
The effect of sideslip on winglet loads and selected wing loads was investigated at high and low subsonic Mach numbers. The investigation was conducted in two separate wind tunnel facilities, using two slightly different 0.035-scale full-span models. Results are presented which indicate that, in general, winglet loads as a result of sideslip are analogous to wing loads caused by angle of attack. The center-of-pressure locations on the winglets are somewhat different than might be expected for an analogous wing. The spanwise center of pressure for a winglet tends to be more inboard than for a wing. The most notable chordwise location is a forward center-of-pressure location on the winglet at high sideslip angles. The noted differences between a winglet and an analogous wing are the result of the influence of the wing on the winglet.
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Structural analysis and testing of a carbon-composite wing using fiber Bragg gratings
NASA Astrophysics Data System (ADS)
Nicolas, Matthew James
The objective of this study was to determine the deflected wing shape and the out-of-plane loads of a large-scale carbon-composite wing of an ultralight aerial vehicle using Fiber Bragg Grating (FBG) technology. The composite wing was instrumented with an optical fiber on its top and bottom surfaces positioned over the main spar, resulting in approximately 780 strain sensors bonded to the wings. The strain data from the FBGs was compared to that obtained from four conventional strain gages, and was used to obtain the out-of-plane loads as well as the wing shape at various load levels using NASA-developed real-time load and displacement algorithms. The composite wing measured 5.5 meters and was fabricated from laminated carbon uniaxial and biaxial prepreg fabric with varying laminate ply patterns and wall thickness dimensions. A three-tier whiffletree system was used to load the wing in a manner consistent with an in-flight loading condition.
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Loads Model Development and Analysis for the F/A-18 Active Aeroelastic Wing Airplane
NASA Technical Reports Server (NTRS)
Allen, Michael J.; Lizotte, Andrew M.; Dibley, Ryan P.; Clarke, Robert
2005-01-01
The Active Aeroelastic Wing airplane was successfully flight-tested in March 2005. During phase 1 of the two-phase program, an onboard excitation system provided independent control surface movements that were used to develop a loads model for the wing structure and wing control surfaces. The resulting loads model, which was used to develop the control laws for phase 2, is described. The loads model was developed from flight data through the use of a multiple linear regression technique. The loads model input consisted of aircraft states and control surface positions, in addition to nonlinear inputs that were calculated from flight-measured parameters. The loads model output for each wing consisted of wing-root bending moment and torque, wing-fold bending moment and torque, inboard and outboard leading-edge flap hinge moment, trailing-edge flap hinge moment, and aileron hinge moment. The development of the Active Aeroelastic Wing loads model is described, and the ability of the model to predict loads during phase 2 research maneuvers is demonstrated. Results show a good match to phase 2 flight data for all loads except inboard and outboard leading-edge flap hinge moments at certain flight conditions. The average load prediction errors for all loads at all flight conditions are 9.1 percent for maximum stick-deflection rolls, 4.4 percent for 5-g windup turns, and 7.7 percent for 4-g rolling pullouts.
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NASA Technical Reports Server (NTRS)
Wollner, Bertram C
1949-01-01
Available information on the effects of wing-fuselage-tail and wing-nacelle interference on the distribution of the air load among components of airplanes is analyzed. The effects of wing and nacelle incidence, horizontal andvertical position of wing and nacelle, fuselage shape, wing section and filleting are considered. Where sufficient data were unavailable to determine the distribution of the air load, the change in lift caused by interference between wing and fuselage was found. This increment is affected to the greatest extent by vertical wing position.
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Wake structure and kinematics in two insectivorous bats
Hristov, Nickolay I.; Swartz, Sharon M.; Breuer, Kenneth S.
2016-01-01
We compare kinematics and wake structure over a range of flight speeds (4.0–8.2 m s−1) for two bats that pursue insect prey aerially, Tadarida brasiliensis and Myotis velifer. Body mass and wingspan are similar in these species, but M. velifer has broader wings and lower wing loading. By using high-speed videography and particle image velocimetry of steady flight in a wind tunnel, we show that three-dimensional kinematics and wake structure are similar in the two species at the higher speeds studied, but differ at lower speeds. At lower speeds, the two species show significant differences in mean angle of attack, body–wingtip distance and sweep angle. The distinct body vortex seen at low speed in T. brasiliensis and other bats studied to date is considerably weaker or absent in M. velifer. We suggest that this could be influenced by morphology: (i) the narrower thorax in this species probably reduces the body-induced discontinuity in circulation between the two wings and (ii) the wing loading is lower, hence the lift coefficient required for weight support is lower. As a result, in M. velifer, there may be a decreased disruption in the lift generation between the body and the wing, and the strength of the characteristic root vortex is greatly diminished, both suggesting increased flight efficiency. This article is part of the themed issue ‘Moving in a moving medium: new perspectives on flight’. PMID:27528775
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Dyke, Gareth J.; Wang, Xia; Habib, Michael B.
2011-01-01
The plotopterids (Aves, Plotopteridae) were a group of extinct wing-propelled marine birds that are known from Paleogene-aged sediments (Eocene to Miocene), mostly around the Pacific Rim (especially Japan and the northwest coast of North America). While these birds exhibit a strikingly similar wing morphology to penguins (Spheniscidae), they also share derived characters with pelecaniform birds that are absent in penguins and exhibit apparently superficial similarities with auks (Alcidae: Charadriiformes). Despite quite an abundant fossil record, these birds have been little studied, and in particular their functional morphology remains little understood. Here we present osteological overviews of specimens from the northwest coast of Washington state (USA). We give an amended diagnosis for the well-represented North American genus, Tonsala Olson, 1980, describe a new large species, and examine the functional morphology of plotopterids showing that the ratio of humeral strength to femoral strength is quite low in one well-represented species Tonsala buchanani sp.nov., relative to both extant penguins and alcids. While the femoral strength of Tonsala buchanani is ‘penguin-grade’, its humeral strength is more ‘alcid-grade’. These results have implications for understanding the mode-of-locomotion of these extinct marine birds. Although not related to Spheniscidae, our descriptions and functional results suggest that Tonsala buchanani sustained similar loads in walking, but slightly lower humeral loads during swimming, than a modern penguin. This suggests a swimming mode that is more similar to living alcids, than to the highly-specialised locomotor strategy of living and fossil penguins. PMID:22065992
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Loads calibrations of strain gage bridges on the DAST project Aeroelastic Research Wing (ARW-1)
NASA Technical Reports Server (NTRS)
Eckstrom, C. V.
1980-01-01
The details of and results from the procedure used to calibrate strain gage bridges for measurement of wing structural loads for the DAST project ARW-1 wing are presented. Results are in the form of loads equations and comparison of computed loads vs. actual loads for two simulated flight loading conditions.
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Flight Speeds among Bird Species: Allometric and Phylogenetic Effects
Alerstam, Thomas; Rosén, Mikael; Bäckman, Johan; Ericson, Per G. P; Hellgren, Olof
2007-01-01
Flight speed is expected to increase with mass and wing loading among flying animals and aircraft for fundamental aerodynamic reasons. Assuming geometrical and dynamical similarity, cruising flight speed is predicted to vary as (body mass)1/6 and (wing loading)1/2 among bird species. To test these scaling rules and the general importance of mass and wing loading for bird flight speeds, we used tracking radar to measure flapping flight speeds of individuals or flocks of migrating birds visually identified to species as well as their altitude and winds at the altitudes where the birds were flying. Equivalent airspeeds (airspeeds corrected to sea level air density, U e) of 138 species, ranging 0.01–10 kg in mass, were analysed in relation to biometry and phylogeny. Scaling exponents in relation to mass and wing loading were significantly smaller than predicted (about 0.12 and 0.32, respectively, with similar results for analyses based on species and independent phylogenetic contrasts). These low scaling exponents may be the result of evolutionary restrictions on bird flight-speed range, counteracting too slow flight speeds among species with low wing loading and too fast speeds among species with high wing loading. This compression of speed range is partly attained through geometric differences, with aspect ratio showing a positive relationship with body mass and wing loading, but additional factors are required to fully explain the small scaling exponent of U e in relation to wing loading. Furthermore, mass and wing loading accounted for only a limited proportion of the variation in U e. Phylogeny was a powerful factor, in combination with wing loading, to account for the variation in U e. These results demonstrate that functional flight adaptations and constraints associated with different evolutionary lineages have an important influence on cruising flapping flight speed that goes beyond the general aerodynamic scaling effects of mass and wing loading. PMID:17645390
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78 FR 31851 - Harmonization of Airworthiness Standards-Gust and Maneuver Load Requirements
Federal Register 2010, 2011, 2012, 2013, 2014
2013-05-28
... airplanes equipped with wing-mounted engines; revise the engine torque loads criteria; add an engine failure... equipped with wing-mounted engines. Following an accident in which an airplane shed a large wing- mounted...-93-137, November 15, 1993). This recommendation was specifically aimed at gust loads on wing-mounted...
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Polidori, Carlo; Nieves-Aldrey, José Luis
2015-02-01
Since its introduction in Chile, the European Bombus terrestris L. (Hymenoptera: Apidae) has progressively reduced the abundance of the native Patagonian bumblebee, Bombus dahlbomii Guérin. Because an important cause of successful invasion of a species may depend on a potentially advantageous phenotype, we studied morphologies related to flight performance (flight muscle ratio (FMR), wing loading (WL), excess power index (EPI, which integrates FMR and WL) and wing aspect ratio (AR)) in the queens of the two species. Previous empirical studies showed that greater FMR, AR and EPI, and lower WL increase flight performance. In the Patagonian Chilean fjord where the study was carried out, B. dahlbomii was 40% heavier than B. terrestris, a difference theoretically allowing the queens of the native species to take off with heavier loads, despite the fact that the two species have virtually identical FMRs. However, FMR negatively depended on body mass at the intra-specific level. The total wing area was 35% greater in B. dahlbomii, but the difference in forewing length was only of 16%. Once taken into account the effect of body size, WL, was significantly lower in B. terrestris. AR increased with body mass and did not differ between species. EPI was weakly but significantly higher in B. terrestris. Experiments formally linking such parameters with flight performance may help to explain the observed quick and wide spread of this alien species in Patagonia in the last few years. Copyright © 2014 Académie des sciences. Published by Elsevier SAS. All rights reserved.
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Evaluation of Load Analysis Methods for NASAs GIII Adaptive Compliant Trailing Edge Project
NASA Technical Reports Server (NTRS)
Cruz, Josue; Miller, Eric J.
2016-01-01
The Air Force Research Laboratory (AFRL), NASA Armstrong Flight Research Center (AFRC), and FlexSys Inc. (Ann Arbor, Michigan) have collaborated to flight test the Adaptive Compliant Trailing Edge (ACTE) flaps. These flaps were installed on a Gulfstream Aerospace Corporation (GAC) GIII aircraft and tested at AFRC at various deflection angles over a range of flight conditions. External aerodynamic and inertial load analyses were conducted with the intention to ensure that the change in wing loads due to the deployed ACTE flap did not overload the existing baseline GIII wing box structure. The objective of this paper was to substantiate the analysis tools used for predicting wing loads at AFRC. Computational fluid dynamics (CFD) models and distributed mass inertial models were developed for predicting the loads on the wing. The analysis tools included TRANAIR (full potential) and CMARC (panel) models. Aerodynamic pressure data from the analysis codes were validated against static pressure port data collected in-flight. Combined results from the CFD predictions and the inertial load analysis were used to predict the normal force, bending moment, and torque loads on the wing. Wing loads obtained from calibrated strain gages installed on the wing were used for substantiation of the load prediction tools. The load predictions exhibited good agreement compared to the flight load results obtained from calibrated strain gage measurements.
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NASA Technical Reports Server (NTRS)
Runyan, Harry L; Woolston, Donald S
1957-01-01
A method is presented for calculating the loading on a finite wing oscillating in subsonic or sonic flow. The method is applicable to any plan form and may be used for determining the loading on deformed wings. The procedure is approximate and requires numerical integration over the wing surface.
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NASA Technical Reports Server (NTRS)
Johnston, J. F.
1979-01-01
Active wing load alleviation to extend the wing span by 5.8 percent, giving a 3 percent reduction in cruise drag is covered. The active wing load alleviation used symmetric motions of the outboard ailerons for maneuver load control (MLC) and elastic mode suppression (EMS), and stabilizer motions for gust load alleviation (GLA). Slow maneuvers verified the MLC, and open and closed-loop flight frequency response tests verified the aircraft dynamic response to symmetric aileron and stabilizer drives as well as the active system performance. Flight tests in turbulence verified the effectiveness of the active controls in reducing gust-induced wing loads. It is concluded that active wing load alleviation/extended span is proven in the L-1011 and is ready for application to airline service; it is a very practical way to obtain the increased efficiency of a higher aspect ratio wing with minimum structural impact.
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NASA Technical Reports Server (NTRS)
Lokos, William; Miller, Eric; Hudson, Larry; Holguin, Andrew; Neufeld, David; Haraguchi, Ronnie
2015-01-01
This paper describes the design and conduct of the strain gage load calibration ground test of the SubsoniC Research Aircraft Testbed, Gulfstream III aircraft, and the subsequent data analysis and its results. The goal of this effort was to create and validate multi-gage load equations for shear force, bending moment, and torque for two wing measurement stations. For some of the testing the aircraft was supported by three air bags in order to isolate the wing structure from extraneous load inputs through the main landing gear. Thirty-two strain gage bridges were installed on the left wing. Hydraulic loads were applied to the wing lower surface through a total of 16 load zones. Some dead weight load cases were applied to the upper wing surface using shot bags. Maximum applied loads reached 54,000 pounds.
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Wing morphology and flight development in the short-nosed fruit bat Cynopterus sphinx.
Elangovan, Vadamalai; Yuvana Satya Priya, Elangovan; Raghuram, Hanumanth; Marimuthu, Ganapathy
2007-01-01
Postnatal changes in wing morphology, flight development and aerodynamics were studied in captive free-flying short-nosed fruit bats, Cynopterus sphinx. Pups were reluctant to move until 25 days of age and started fluttering at the mean age of 40 days. The wingspan and wing area increased linearly until 45 days of age by which time the young bats exhibited clumsy flight with gentle turns. At birth, C. sphinx had less-developed handwings compared to armwings; however, the handwing developed faster than the armwing during the postnatal period. Young bats achieved sustained flight at 55 days of age. Wing loading decreased linearly until 35 days of age and thereafter increased to a maximum of 12.82 Nm(-2) at 125 days of age. The logistic equation fitted the postnatal changes in wingspan and wing area better than the Gompertz and von Bertalanffy equations. The predicted minimum power speed (V(mp)) and maximum range speed (V(mr)) decreased until the onset of flight and thereafter the V(mp) and V(mr) increased linearly and approached 96.2% and 96.4%, respectively, of the speed of postpartum females at the age of 125 days. The requirement of minimum flight power (P(mp)) and maximum range power (P(mr)) increased until 85 days of age and thereafter stabilised. The minimum theoretical radius of banked turn (r(min)) decreased until 35 days of age and thereafter increased linearly and attained 86.5% of the r(min) of postpartum females at the age of 125 days.
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Gager, Yann; Tarland, Emilia; Lieckfeldt, Dietmar; Ménage, Matthieu; Botero-Castro, Fidel; Rossiter, Stephen J.; Kraus, Robert H. S.; Ludwig, Arne; Dechmann, Dina K. N.
2016-01-01
A fundamental condition for any work with free-ranging animals is correct species identification. However, in case of bats, information on local species assemblies is frequently limited especially in regions with high biodiversity such as the Neotropics. The bat genus Molossus is a typical example of this, with morphologically similar species often occurring in sympatry. We used a multi-method approach based on molecular, morphometric and acoustic information collected from 962 individuals of Molossus bondae, M. coibensis, and M. molossus captured in Panama. We distinguished M. bondae based on size and pelage coloration. We identified two robust species clusters composed of M. molossus and M. coibensis based on 18 microsatellite markers but also on a more stringently determined set of four markers. Phylogenetic reconstructions using the mitochondrial gene co1 (DNA barcode) were used to diagnose these microsatellite clusters as M. molossus and M. coibensis. To differentiate species, morphological information was only reliable when forearm length and body mass were combined in a linear discriminant function (95.9% correctly identified individuals). When looking in more detail at M. molossus and M. coibensis, only four out of 13 wing parameters were informative for species differentiation, with M. coibensis showing lower values for hand wing area and hand wing length and higher values for wing loading. Acoustic recordings after release required categorization of calls into types, yielding only two informative subsets: approach calls and two-toned search calls. Our data emphasizes the importance of combining morphological traits and independent genetic data to inform the best choice and combination of discriminatory information used in the field. Because parameters can vary geographically, the multi-method approach may need to be adjusted to local species assemblies and populations to be entirely informative. PMID:26943355
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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.
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NASA Technical Reports Server (NTRS)
Lichtenstein, J. H.
1978-01-01
An analytical method of computing the averaging effect of wing-span size on the loading of a wing induced by random turbulence was adapted for use on a digital electronic computer. The turbulence input was assumed to have a Dryden power spectral density. The computations were made for lift, rolling moment, and bending moment for two span load distributions, rectangular and elliptic. Data are presented to show the wing-span averaging effect for wing-span ratios encompassing current airplane sizes. The rectangular wing-span loading showed a slightly greater averaging effect than did the elliptic loading. In the frequency range most bothersome to airplane passengers, the wing-span averaging effect can reduce the normal lift load, and thus the acceleration, by about 7 percent for a typical medium-sized transport. Some calculations were made to evaluate the effect of using a Von Karman turbulence representation. These results showed that using the Von Karman representation generally resulted in a span averaging effect about 3 percent larger.
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Minimization theory of induced drag subject to constraint conditions
NASA Technical Reports Server (NTRS)
Deyoung, J.
1979-01-01
Exact analytical solutions in terms of induced drag influence coefficients can be attained which define the spanwise loading with minimized induced drag, subject to specified constraint conditions, for any nonplanar wing shape or number of lift plus wing bending moment about a given wing span station. Example applications of the theory are made to a biplane, a wing in ground effect, a cruciform wing, a V-wing, a planar-wing winglet, and linked wingtips in formation flying. For minimal induced drag, the spanwise loading, relative to elliptic, is outboard for the biplane and is inboard for the wing in ground effect and for the planar-wing winglet. A spinoff of the triplane solution provides mathematically exact equations for downwash and sidewash about a planar vorticity sheet having an arbitrary loading distribution.
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Lee, Ya-Fu; Kuo, Yen-Min; Chu, Wen-Chen; Lin, Yu-Hsiu; Chang, Hsing-Yi; Chen, Wei-Ming
2012-02-01
We investigated the wing morphology and foraging distributions of sympatric Rhinolophus and Hipposideros species by acoustic sampling, measuring wing parameters, and observing bats in different settings of tropical East Asian forests, to evaluate their flexibility in habitat use and edge sensitivity. R. formosae and H. terasensis were more abundant at edges/in open habitats and shared the highest overlap, with R. formosae displaying the greatest breadth in habitat use, whereas R. monoceros had a higher abundance and feeding efficiency in forest interiors with a continuous canopy. H. terasensis was significantly larger and had higher wing loading and aspect ratio than R. formosae and R. monoceros, while R. formosae had higher wing loading but a lower aspect ratio than the smaller-sized R. monoceros. Shrubs and herbs were higher at sites where bats were captured than at those without bat captures, and R. monoceros and R. formosae were associated with greater canopy and ground coverage, respectively. R. monoceros always foraged while flying at lower heights close to the herb/shrub layers, while H. terasensis and R. formosae used perching to different extents, with R. formosae preferably using fly-catching techniques and appearing farther from the path in open forests rather than in forest interiors. Our results indicate that differences in wing parameters account for the different degrees of flexibility in habitat use, yet the deviations of call frequency from the expected values in R. formosae and H. terasensis suggest additional adaptations accounting for their flexibility in exploring habitats. Copyright © 2012 Elsevier GmbH. All rights reserved.
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Kaya, Murat; Bitim, Betül; Mujtaba, Muhammad; Koyuncu, Turgay
2015-11-01
This study was conducted to understand the differences in the physicochemical properties of chitin samples isolated from the wings and the other body parts except the wings (OBP) of a butterfly species (Argynnis pandora). The same isolation method was used for obtaining chitin specimens from both types of body parts. The chitin content of the wings (22%) was recorded as being much higher than the OBP (8%). The extracted chitin samples were characterized via FT-IR, TGA, XRD, SEM, and elemental analysis techniques. Results of these characterizations revealed that the chitins from both structures (wings and OBP) were very similar, except for their surface morphologies. SEM results demonstrated one type of surface morphology for the wings and four different surface morphologies for the OBP. Therefore, it can be hypothesized that the surface morphology of the chitin is highly related with the body part. Copyright © 2015 Elsevier B.V. All rights reserved.
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Leveraging Multi-Fidelity Models for Flexible Wing Systems
2014-05-01
includes cataloging and defining of the various characteristics of insect wing morphology . His naming conventions of the venation are still in...J., 1992. Functional Morphology of Insect Wings. Annu. Rev. Entomol. 37, 113–140. doi:10.1146/annurev.en.37.010192.000553 Approved for public...FIGURES Figure Page Figure 1: Schematic illustration of a two-dimensional wing profile as a representative cross- section of an insect wing
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NASA Technical Reports Server (NTRS)
Lokos, William A.; Miller, Eric J.; Hudson, Larry D.; Holguin, Andrew C.; Neufeld, David C.; Haraguchi, Ronnie
2015-01-01
This paper describes the design and conduct of the strain-gage load calibration ground test of the SubsoniC Research Aircraft Testbed, Gulfstream III aircraft, and the subsequent data analysis and results. The goal of this effort was to create and validate multi-gage load equations for shear force, bending moment, and torque for two wing measurement stations. For some of the testing the aircraft was supported by three airbags in order to isolate the wing structure from extraneous load inputs through the main landing gear. Thirty-two strain gage bridges were installed on the left wing. Hydraulic loads were applied to the wing lower surface through a total of 16 load zones. Some dead-weight load cases were applied to the upper wing surface using shot bags. Maximum applied loads reached 54,000 lb. Twenty-six load cases were applied with the aircraft resting on its landing gear, and 16 load cases were performed with the aircraft supported by the nose gear and three airbags around the center of gravity. Maximum wing tip deflection reached 17 inches. An assortment of 2, 3, 4, and 5 strain-gage load equations were derived and evaluated against independent check cases. The better load equations had root mean square errors less than 1 percent. Test techniques and lessons learned are discussed.
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Nonplanar wing load-line and slender wing theory
NASA Technical Reports Server (NTRS)
Deyoung, J.
1977-01-01
Nonplanar load line, slender wing, elliptic wing, and infinite aspect ratio limit loading theories are developed. These are quasi two dimensional theories but satisfy wing boundary conditions at all points along the nonplanar spanwise extent of the wing. These methods are applicable for generalized configurations such as the laterally nonplanar wing, multiple nonplanar wings, or wing with multiple winglets of arbitrary shape. Two dimensional theory infers simplicity which is practical when analyzing complicated configurations. The lateral spanwise distribution of angle of attack can be that due to winglet or control surface deflection, wing twist, or induced angles due to multiwings, multiwinglets, ground, walls, jet or fuselage. In quasi two dimensional theory the induced angles due to these extra conditions are likewise determined for two dimensional flow. Equations are developed for the normal to surface induced velocity due to a nonplanar trailing vorticity distribution. Application examples are made using these methods.
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NASA Technical Reports Server (NTRS)
Thornton, Stephen V.
1993-01-01
A transonic fighter-bomber aircraft, having a swept supercritical wing with smooth variable-camber flaps was fitted with a maneuver load control (MLC) system that implements a technique to reduce the inboard bending moments in the wing by shifting the spanwise load distribution inboard as load factor increases. The technique modifies the spanwise camber distribution by automatically commanding flap position as a function of flap position, true airspeed, Mach number, dynamic pressure, normal acceleration, and wing sweep position. Flight test structural loads data were obtained for loads in both the wing box and the wing root. Data from uniformly deflected flaps were compared with data from flaps in the MLC configuration where the outboard segment of three flap segments was deflected downward less than the two inboard segments. The changes in the shear loads in the forward wing spar and at the roots of the stabilators also are presented. The camber control system automatically reconfigures the flaps through varied flight conditions. Configurations having both moderate and full trailing-edge flap deflection were tested. Flight test data were collected at Mach numbers of 0.6, 0.7, 0.8, and 0.9 and dynamic pressures of 300, 450, 600, and 800 lb/sq ft. The Reynolds numbers for these flight conditions ranged from 26 x 10(exp 6) to 54 x 10(exp 6) at the mean aerodynamic chord. Load factor increases of up to 1.0 g achieved with no increase in wing root bending moment with the MLC flap configuration.
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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.
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NASA Technical Reports Server (NTRS)
Miller, Eric J.; Holguin, Andrew C.; Cruz, Josue; Lokos, William A.
2014-01-01
This is the presentation to follow conference paper of the same name. The adaptive compliant trailing edge (ACTE) flap experiment safety of flight requires that the flap to wing interface loads be sensed and monitored in real time to ensure that the wing structural load limits are not exceeded. This paper discusses the strain gage load calibration testing and load equation derivation methodology for the ACTE interface fittings. Both the left and right wing flap interfaces will be monitored and each contains four uniquely designed and instrumented flap interface fittings. The interface hardware design and instrumentation layout are discussed. Twenty one applied test load cases were developed using the predicted in-flight loads for the ACTE experiment.
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Recent Loads Calibration Experience With a Delta Wing Airplane
NASA Technical Reports Server (NTRS)
Jenkins, Jerald M.; Kuhl, Albert E.
1977-01-01
Aircraft which are designed for supersonic and hypersonic flight are evolving with delta wing configurations. An integral part of the evolution of all new aircraft is the flight test phase. Included in the flight test phase is an effort to identify and evaluate the loads environment of the aircraft. The most effective way of examining the loads environment is to utilize calibrated strain gages to provide load magnitudes. Using strain gage data to accomplish this has turned out to be anything but a straightforward task. The delta wing configuration has turned out to be a very difficult type of wing structure to calibrate. Elevated structural temperatures result in thermal effects which contaminate strain gage data being used to deduce flight loads. The concept of thermally calibrating a strain gage system is an approach to solving this problem. This paper will address how these problems were approached on a program directed toward measuring loads on the wing of a large, flexible supersonic aircraft. Structural configurations typical of high-speed delta wing aircraft will be examined. The temperature environment will be examined to see how it induces thermal stresses which subsequently cause errors in loads equations used to deduce the flight loads.
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Analysis of Effect of Rolling Pull-Outs on Wing and Aileron Loads of a Fighter Airplane
NASA Technical Reports Server (NTRS)
Pearson, Henry A.; Aiken, William S.
1946-01-01
An analysis was made to determine the effect of rolling pull-out maneuvers on the wing and aileron loads of a typical fighter airplane, the P-47B. The results obtained indicate that higher loads are imposed upon wings and ailerons because of the rolling pull-out maneuver, than would be obtained by application of the loading requirements to which the airplane was designed. An increase of 102 lb or 15 percent of wing weight would be required if the wing were designed for rolling pull-out maneuver. It was also determined that the requirements by which the aileron was originally designed were inadequate.
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The evolution of avian wing shape and previously unrecognized trends in covert feathering
Wang, Xia; Clarke, Julia A.
2015-01-01
Avian wing shape has been related to flight performance, migration, foraging behaviour and display. Historically, linear measurements of the feathered aerofoil and skeletal proportions have been used to describe this shape. While the distribution of covert feathers, layered over the anterior wing, has long been assumed to contribute to aerofoil properties, to our knowledge no previous studies of trends in avian wing shape assessed their variation. Here, these trends are explored using a geometric–morphometric approach with landmarks describing the wing outline as well as the extent of dorsal and ventral covert feathers for 105 avian species. We find that most of the observed variation is explained by phylogeny and ecology but shows only a weak relationship with previously described flight style categories, wing loading and an investigated set of aerodynamic variables. Most of the recovered variation is in greater primary covert feather extent, followed by secondary feather length and the shape of the wing tip. Although often considered a plastic character strongly linked to flight style, the estimated ancestral wing morphology is found to be generally conservative among basal parts of most major avian lineages. The radiation of birds is characterized by successive diversification into largely distinct areas of morphospace. However, aquatic taxa show convergence in feathering despite differences in flight style, and songbirds move into a region of morphospace also occupied by basal taxa but at markedly different body sizes. These results have implications for the proposed inference of flight style in extinct taxa. PMID:26446812
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Appel, Esther; Heepe, Lars; Lin, Chung-Ping; Gorb, Stanislav N
2015-01-01
Dragonflies count among the most skilful of the flying insects. Their exceptional aerodynamic performance has been the subject of various studies. Morphological and kinematic investigations have showed that dragonfly wings, though being rather stiff, are able to undergo passive deformation during flight, thereby improving the aerodynamic performance. Resilin, a rubber-like protein, has been suggested to be a key component in insect wing flexibility and deformation in response to aerodynamic loads, and has been reported in various arthropod locomotor systems. It has already been found in wing vein joints, connecting longitudinal veins to cross veins, and was shown to endow the dragonfly wing with chordwise flexibility, thereby most likely influencing the dragonfly’s flight performance. The present study revealed that resilin is not only present in wing vein joints, but also in the internal cuticle layers of veins in wings of Sympetrum vulgatum (SV) and Matrona basilaris basilaris (MBB). Combined with other structural features of wing veins, such as number and thickness of cuticle layers, material composition, and cross-sectional shape, resilin most probably has an effect on the vein′s material properties and the degree of elastic deformations. In order to elucidate the wing vein ultrastructure and the exact localisation of resilin in the internal layers of the vein cuticle, the approaches of bright-field light microscopy, wide-field fluorescence microscopy, confocal laser-scanning microscopy, scanning electron microscopy and transmission electron microscopy were combined. Wing veins were shown to consist of up to six different cuticle layers and a single row of underlying epidermal cells. In wing veins of MBB, the latter are densely packed with light-scattering spheres, previously shown to produce structural colours in the form of quasiordered arrays. Longitudinal and cross veins differ significantly in relative thickness of exo- and endocuticle, with cross veins showing a much thicker exocuticle. The presence of resilin in the unsclerotised endocuticle suggests its contribution to an increased energy storage and material flexibility, thus to the prevention of vein damage. This is especially important in the highly stressed longitudinal veins, which have much lower possibility to yield to applied loads with the aid of vein joints, as the cross veins do. These results may be relevant not only for biologists, but may also contribute to optimise the design of micro-air vehicles. PMID:26352411
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The mechanical forces in katydid sound production
NASA Astrophysics Data System (ADS)
Xiao, Huaping; Chiu, Cheng-Wei; Zhou, Yan; He, Xingliang; Epstein, Ben; Liang, Hong
2013-10-01
Katydids and crickets generate their characteristic calling sound by rubbing their wings together. The mechanisms of the rubbing force, however, have not been extensively studied. The change of mechanical force with external parameters (speed and applied load) in the stridulation process has not been reported. Our current study aims to investigate the mechanical forces of katydid stridulation. Four pairs of files and plectrums from a katydid, which are responsible for the katydid's sound production, were examined with a specially designed experimental configuration. Due to the asymmetric nature of the wing motion in their opening and closing, the contact between the plectrum and file resembles that of a ratchet. Multiple frequencies were generated during experimental wing rubbing so that a calling-like sound was produced. Results showed that the morphology of the plectrum/file contact has significant effects on mechanical forces induced on the wings and resulting sound production. The roles of the mechanical forces include sound generation, tone modification, and energy consumption. The findings in this work reveal the variation trend of mechanical force with sliding speed and applied load. The frequency and amplitude of the sound wave produced in tribo-test are close to those in natural condition. By mimicking the microstructure of the plectrum and file teeth, acoustic instruments with high mechanical energy conversion rate can be developed. Our results provide new approaches in the design and improvement of micro-machines for acoustic applications, as well as in hybrid robotic systems.
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Alexis, Matamoro-Vidal; Isaac, Salazar-Ciudad; David, Houle
2015-01-01
One of the aims of evolutionary developmental biology is to discover the developmental origins of morphological variation. The discipline has mainly focused on qualitative morphological differences (e.g., presence or absence of a structure) between species. Studies addressing subtle, quantitative variation are less common. The Drosophila wing is a model for the study of development and evolution, making it suitable to investigate the developmental mechanisms underlying the subtle quantitative morphological variation observed in nature. Previous reviews have focused on the processes involved in wing differentiation, patterning and growth. Here, we investigate what is known about how the wing achieves its final shape, and what variation in development is capable of generating the variation in wing shape observed in nature. Three major developmental stages need to be considered: larval development, pupariation, and pupal development. The major cellular processes involved in the determination of tissue size and shape are cell proliferation, cell death, oriented cell division and oriented cell intercalation. We review how variation in temporal and spatial distribution of growth and transcription factors affects these cellular mechanisms, which in turn affects wing shape. We then discuss which aspects of the wing morphological variation are predictable on the basis of these mechanisms. PMID:25619644
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77 FR 45515 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-08-01
... could result in the wing structure not supporting the limit load condition, which could lead to loss of... the limit load condition, which could lead to loss of the structural integrity of the wing. Relevant... could result in the wing structure not supporting the limit load condition, which could lead to loss of...
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Design of a Large Span-Distributed Load Flying-Wing Cargo Airplane
NASA Technical Reports Server (NTRS)
Jernell, L. S.; Quartero, C. B.
1977-01-01
The design and operation of very large, long-range, subsonic cargo aircraft are considered. A design concept which distributes the payload along the wingspan to counterbalance the aerodynamic loads, with a resultant decrease in the in-flight wing bending moments and shear forces, is described. The decreased loading of the wing structure, coupled with the very thick wing housing the cargo, results in a relatively low overall structural weight in comparison to that of conventional aircraft.
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Phan, Hoang Vu; Truong, Quang Tri; Park, Hoon Cheol
2017-04-19
This work presents a parametric study to find a proper wing configuration for achieving economical flight using unsteady blade element theory, which is based on the 3D kinematics of a flapping wing. Power loading was first considered as a performance parameter for the study. The power loadings at each wing section along the wingspan were obtained for various geometric angles of attack (AoAs) by calculating the ratios of the vertical forces generated and the power consumed by that particular wing section. The results revealed that the power loading of a negatively twisted wing could be higher than the power loading that a flat wing can have; the power loading of the negatively twisted wing was approximately 5.9% higher. Given the relatively low average geometric AoA (α A,root ≈ 44° and α A,tip ≈ 25°), the vertical force produced by the twisted wing for the highest power loading was approximately 24.4% less than that produced by the twisted wing for the strongest vertical force. Therefore, for a given wing geometry and flapping amplitude, a flapping-wing micro air vehicle required a 13.5% increase in flapping frequency to generate the same strongest cycle-average vertical force while saving about 24.3% power. However, when force 3 /power 2 and force 2 /power ratios were considered as performance indices, the twisted wings for the highest force 3 /power 2 (α A,root ≈ 43° and α A,tip ≈ 30°) and force 2 /power (α A,root ≈ 43° and α A,tip ≈ 36°) required only 6.5% and 4% increases in flapping frequency and consumed 26.2% and 25.3% less power, respectively. Thus, it is preferable to use a flapping wing operating at a high frequency using the geometric AoAs for the highest power loading, force 3 /power 2 ratio, and force 2 /power ratio over a flapping wing operating at a low frequency using a high geometric AoA with the strongest vertical force. Additionally, by considering both aerodynamic and inertial forces, this study obtained average geometric AoAs in the range of 30° to 40°, which are similar to those of a typical hovering insect's wings. Therefore, the operation of an aerodynamically uneconomical, high AoA in a hovering insect's wings during flight is explainable.
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Kuitunen, Katja; Kovalev, Alexander; Gorb, Stanislav N.
2014-01-01
Numerous sex-related morphological adaptations are connected to reproductive behavior in animals. For example, females of some insect species can submerge during oviposition, which may lead to sex-related adaptations in the hydrophobicity (water-repellency) due to specialization of certain morphological structures. On the other hand, ageing can cause changes in hydrophobicity of the surface, because the morphological structures can wear with age. Here, we investigated sex-and age-related differences in wing hydrophobicity and in morphology (spine density, wax cover characteristics, size of females' pseudopterostigma) potentially related to hydrophobicity of Calopteryx splendens damselflies. Hydrophobicity was measured with two methods, by measuring the contact angle (CA) between a wing and water droplet, and by dipping a wing into water and measuring forces needed to submerge, withdraw, and pull-out a wing from water. We found that C. splendens wings are superhydrophobic, having mean CAs of 161°. The only sex and age related difference in the hydrophobicity measurements was that young females had stronger amplitude of force fluctuations during withdrawal of wings from water than young males. This suggests that young females may form less uniform air pockets on their wings while submerged. From the morphological structures measured here, the only sex related finding was that old females had denser spine cover than young females in their wing veins. The difference may be explained by better survival of females with denser spine cover. The most important morphological character that predicted superhydrophobicity was the prevalence of long wax rods on wing veins. In addition, female pseudopterostigma area (a trait present only in females) was negatively related to pull-out force, suggesting that large pseudopterostigmas might help females to emerge from water following oviposition. The subtle sex-related differences in hydrophobicity could be explained by the fact that both sexes must resist rain, and males are occasionally in contact with water. PMID:24520406
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Active Dihedral Control System for a Torsionally Flexible Wing
NASA Technical Reports Server (NTRS)
Morgan, Walter R. (Inventor); Kendall, Greg T. (Inventor); Lisoski, Derek L. (Inventor); Griecci, John A. (Inventor)
2017-01-01
A span-loaded, highly flexible flying wing, having horizontal control surfaces mounted aft of the wing on extended beams to form local pitch-control devices. Each of five spanwise wing segments of the wing has one or more motors and photovoltaic arrays, and produces its own lift independent of the other wing segments, to minimize inter-segment loads. Wing dihedral is controlled by separately controlling the local pitch-control devices consisting of a control surface on a boom, such that inboard and outboard wing segment pitch changes relative to each other, and thus relative inboard and outboard lift is varied.
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Active Dihedral Control System for a Torisionally Flexible Wing
NASA Technical Reports Server (NTRS)
Kendall, Greg T. (Inventor); Lisoski, Derek L. (Inventor); Morgan, Walter R. (Inventor); Griecci, John A. (Inventor)
2015-01-01
A span-loaded, highly flexible flying wing, having horizontal control surfaces mounted aft of the wing on extended beams to form local pitch-control devices. Each of five spanwise wing segments of the wing has one or more motors and photovoltaic arrays, and produces its own lift independent of the other wing segments, to minimize inter-segment loads. Wing dihedral is controlled by separately controlling the local pitch-control devices consisting of a control surface on a boom, such that inboard and outboard wing segment pitch changes relative to each other, and thus relative inboard and outboard lift is varied.
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NASA Technical Reports Server (NTRS)
Kendall, Greg T. (Inventor); Morgan, Walter R. (Inventor)
2010-01-01
A span-loaded, highly flexible flying wing, having horizontal control surfaces mounted aft of the wing on extended beams to form local pitch-control devices. Each of five spanwise wing segments of the wing has one or more motors and photovoltaic arrays, and produces its own lift independent of the other wing segments, to minimize inter-segment loads. Wing dihedral is controlled by separately controlling the local pitch-control devices consisting of a control surface on a boom, such that inboard and outboard wing segment pitch changes relative to each other, and thus relative inboard and outboard lift is varied.
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NASA Astrophysics Data System (ADS)
Tamai, Toshiyuki; Teramoto, Shuntarou; Kimura, Makoto
Steel pipe piles with wings installed in soil cement column is a composite foundation of pile consisting of soil improvement with cement and steel pipe with wings. This type of pile shows higher vertical bearing capacity when compared to steel pipe piles that are installed without soil cement. It is thought the wings contribute to higher bearing capacity of this type of piles. The wings are also thought to play the role of structural unification of pile foundations and load transfer. In this study, model test and 3D elastic finite element analysis was carried out in order to elucidate the effect of wings on the structural unification of pile foundation and the load transfer mechanism. Firstly, the model test was carried out in order to grasp the influence of pile with and without wings, the shape of wings of the pile and the unconfined compression strength of the soil cement on the structural unification of the pile foundation. The numerical analysis of the model test was then carried out on the intermediate part of the pile foundation with wings and mathematical model developed. Finally load tran sfer mechanism was checked for the entire length of the pile through this mathematical model and the load sharing ratio of the wings and stress distribution occurring in the soil cement clarified. In addition, the effect of the wing interval on the structural unification of the pile foundation and load transfer was also checked and clarified.
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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.
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A study of altitude-constrained supersonic cruise transport concepts
NASA Technical Reports Server (NTRS)
Tice, David C.; Martin, Glenn L.
1992-01-01
The effect of restricting maximum cruise altitude on the mission performance of two supersonic transport concepts across a selection of cruise Mach numbers is studied. Results indicate that a trapezoidal wing concept can be competitive with an arrow wing depending on the altitude and Mach number constraints imposed. The higher wing loading of trapezoidal wing configurations gives them an appreciably lower average cruise altitude than the lower wing loading of the arrow wing configurations, and this advantage increases as the maximum allowable cruise altitude is reduced.
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NASA Technical Reports Server (NTRS)
Miller, Eric J.; Cruz, Josue; Lung, Shun-Fat; Kota, Sridhar; Ervin, Gregory; Lu, Kerr-Jia; Flick, Pete
2016-01-01
A seamless adaptive compliant trailing edge (ACTE) flap was demonstrated in flight on a Gulfstream III aircraft at the NASA Armstrong Flight Research Center. The trailing edge flap was deflected between minus 2 deg up and plus 30 deg down in flight. The safety-of-flight parameters for the ACTE flap experiment require that flap-to-wing interface loads be sensed and monitored in real time to ensure that the structural load limits of the wing are not exceeded. The attachment fittings connecting the flap to the aircraft wing rear spar were instrumented with strain gages and calibrated using known loads for measuring hinge moment and normal force loads in flight. The safety-of-flight parameters for the ACTE flap experiment require that flap-to-wing interface loads be sensed and monitored in real time to ensure that the structural load limits of the wing are not exceeded. The attachment fittings connecting the flap to the aircraft wing rear spar were instrumented with strain gages and calibrated using known loads for measuring hinge moment and normal force loads in flight. The interface hardware instrumentation layout and load calibration are discussed. Twenty-one applied calibration test load cases were developed for each individual fitting. The 2-sigma residual errors for the hinge moment was calculated to be 2.4 percent, and for normal force was calculated to be 7.3 percent. The hinge moment and normal force generated by the ACTE flap with a hinge point located at 26-percent wing chord were measured during steady state and symmetric pitch maneuvers. The loads predicted from analysis were compared to the loads observed in flight. The hinge moment loads showed good agreement with the flight loads while the normal force loads calculated from analysis were over-predicted by approximately 20 percent. Normal force and hinge moment loads calculated from the pressure sensors located on the ACTE showed good agreement with the loads calculated from the installed strain gages.
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Modeling Aircraft Wing Loads from Flight Data Using Neural Networks
NASA Technical Reports Server (NTRS)
Allen, Michael J.; Dibley, Ryan P.
2003-01-01
Neural networks were used to model wing bending-moment loads, torsion loads, and control surface hinge-moments of the Active Aeroelastic Wing (AAW) aircraft. Accurate loads models are required for the development of control laws designed to increase roll performance through wing twist while not exceeding load limits. Inputs to the model include aircraft rates, accelerations, and control surface positions. Neural networks were chosen to model aircraft loads because they can account for uncharacterized nonlinear effects while retaining the capability to generalize. The accuracy of the neural network models was improved by first developing linear loads models to use as starting points for network training. Neural networks were then trained with flight data for rolls, loaded reversals, wind-up-turns, and individual control surface doublets for load excitation. Generalization was improved by using gain weighting and early stopping. Results are presented for neural network loads models of four wing loads and four control surface hinge moments at Mach 0.90 and an altitude of 15,000 ft. An average model prediction error reduction of 18.6 percent was calculated for the neural network models when compared to the linear models. This paper documents the input data conditioning, input parameter selection, structure, training, and validation of the neural network models.
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Phan, Hoang Vu; Park, Hoon Cheol
2018-04-18
Studies on wing kinematics indicate that flapping insect wings operate at higher angles of attack (AoAs) than conventional rotary wings. Thus, effectively flying an insect-like flapping-wing micro air vehicle (FW-MAV) requires appropriate wing design for achieving low power consumption and high force generation. Even though theoretical studies can be performed to identify appropriate geometric AoAs for a wing for achieving efficient hovering flight, designing an actual wing by implementing these angles into a real flying robot is challenging. In this work, we investigated the wing morphology of an insect-like tailless FW-MAV, which was named KUBeetle, for obtaining high vertical force/power ratio or power loading. Several deformable wing configurations with various vein structures were designed, and their characteristics of vertical force generation and power requirement were theoretically and experimentally investigated. The results of the theoretical study based on the unsteady blade element theory (UBET) were validated with reference data to prove the accuracy of power estimation. A good agreement between estimated and measured results indicated that the proposed UBET model can be used to effectively estimate the power requirement and force generation of an FW-MAV. Among the investigated wing configurations operating at flapping frequencies of 23 Hz to 29 Hz, estimated results showed that the wing with a suitable vein placed outboard exhibited an increase of approximately 23.7% ± 0.5% in vertical force and approximately 10.2% ± 1.0% in force/power ratio. The estimation was supported by experimental results, which showed that the suggested wing enhanced vertical force by approximately 21.8% ± 3.6% and force/power ratio by 6.8% ± 1.6%. In addition, wing kinematics during flapping motion was analyzed to determine the reason for the observed improvement.
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14 CFR 23.343 - Design fuel loads.
Code of Federal Regulations, 2012 CFR
2012-01-01
... zero fuel to the selected maximum fuel load. (b) If fuel is carried in the wings, the maximum allowable weight of the airplane without any fuel in the wing tank(s) must be established as “maximum zero wing... part and— (1) The structure must be designed to withstand a condition of zero fuel in the wing at limit...
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14 CFR 23.343 - Design fuel loads.
Code of Federal Regulations, 2014 CFR
2014-01-01
... zero fuel to the selected maximum fuel load. (b) If fuel is carried in the wings, the maximum allowable weight of the airplane without any fuel in the wing tank(s) must be established as “maximum zero wing... part and— (1) The structure must be designed to withstand a condition of zero fuel in the wing at limit...
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14 CFR 23.343 - Design fuel loads.
Code of Federal Regulations, 2011 CFR
2011-01-01
... zero fuel to the selected maximum fuel load. (b) If fuel is carried in the wings, the maximum allowable weight of the airplane without any fuel in the wing tank(s) must be established as “maximum zero wing... part and— (1) The structure must be designed to withstand a condition of zero fuel in the wing at limit...
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14 CFR 23.343 - Design fuel loads.
Code of Federal Regulations, 2013 CFR
2013-01-01
... zero fuel to the selected maximum fuel load. (b) If fuel is carried in the wings, the maximum allowable weight of the airplane without any fuel in the wing tank(s) must be established as “maximum zero wing... part and— (1) The structure must be designed to withstand a condition of zero fuel in the wing at limit...
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NASA Technical Reports Server (NTRS)
Kendall, Greg T. (Inventor); Lisoski, Derek L. (Inventor)
2007-01-01
A solar rechargeable, long-duration, span-loaded flying wing, having no fuselage or rudder. Having a two-hundred foot wingspan that mounts photovoltaic cells on most all of the wing's top surface, the aircraft uses only differential thrust of its eight propellers to turn, pitch and yaw. The wing is configured to deform under flight loads to position the propellers such that the control can be achieved. Each of five segments of the wing has one or more motors and photovoltaic arrays, and produces its own lift independent of the other segments, to avoid loading them. Five two-sided photovoltaic arrays, in all, are mounted on the wing, and receive photovoltaic energy both incident on top of the wing, and which is incident also from below, through a bottom, transparent surface.
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Effect of leading-edge load constraints on the design and performance of supersonic wings
NASA Technical Reports Server (NTRS)
Darden, C. M.
1985-01-01
A theoretical and experimental investigation was conducted to assess the effect of leading-edge load constraints on supersonic wing design and performance. In the effort to delay flow separation and the formation of leading-edge vortices, two constrained, linear-theory optimization approaches were used to limit the loadings on the leading edge of a variable-sweep planform design. Experimental force and moment tests were made on two constrained camber wings, a flat uncambered wing, and an optimum design with no constraints. Results indicate that vortex strength and separation regions were mildest on the severely and moderately constrained wings.
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NASA Technical Reports Server (NTRS)
Montoya, L. C.; Flechner, S. G.; Jacobs, P. F.
1978-01-01
Pressure and spanwise load distributions on a first-generation jet transport semispan model at subsonic speeds are presented. The wind tunnel data were measured for the wing with and without an alternate winglet. The results show that the winglet affected outboard wing pressure distributions and increased the spanwise loads near the tip.
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NASA Technical Reports Server (NTRS)
Jutte, Christine V.; Ko, William L.; Stephens, Craig A.; Bakalyar, John A.; Richards, W. Lance
2011-01-01
A ground loads test of a full-scale wing (175-ft span) was conducted using a fiber optic strain-sensing system to obtain distributed surface strain data. These data were input into previously developed deformed shape equations to calculate the wing s bending and twist deformation. A photogrammetry system measured actual shape deformation. The wing deflections reached 100 percent of the positive design limit load (equivalent to 3 g) and 97 percent of the negative design limit load (equivalent to -1 g). The calculated wing bending results were in excellent agreement with the actual bending; tip deflections were within +/- 2.7 in. (out of 155-in. max deflection) for 91 percent of the load steps. Experimental testing revealed valuable opportunities for improving the deformed shape equations robustness to real world (not perfect) strain data, which previous analytical testing did not detect. These improvements, which include filtering methods developed in this work, minimize errors due to numerical anomalies discovered in the remaining 9 percent of the load steps. As a result, all load steps attained +/- 2.7 in. accuracy. Wing twist results were very sensitive to errors in bending and require further development. A sensitivity analysis and recommendations for fiber implementation practices, along with, effective filtering methods are included
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The evolution of avian wing shape and previously unrecognized trends in covert feathering.
Wang, Xia; Clarke, Julia A
2015-10-07
Avian wing shape has been related to flight performance, migration, foraging behaviour and display. Historically, linear measurements of the feathered aerofoil and skeletal proportions have been used to describe this shape. While the distribution of covert feathers, layered over the anterior wing, has long been assumed to contribute to aerofoil properties, to our knowledge no previous studies of trends in avian wing shape assessed their variation. Here, these trends are explored using a geometric-morphometric approach with landmarks describing the wing outline as well as the extent of dorsal and ventral covert feathers for 105 avian species. We find that most of the observed variation is explained by phylogeny and ecology but shows only a weak relationship with previously described flight style categories, wing loading and an investigated set of aerodynamic variables. Most of the recovered variation is in greater primary covert feather extent, followed by secondary feather length and the shape of the wing tip. Although often considered a plastic character strongly linked to flight style, the estimated ancestral wing morphology is found to be generally conservative among basal parts of most major avian lineages. The radiation of birds is characterized by successive diversification into largely distinct areas of morphospace. However, aquatic taxa show convergence in feathering despite differences in flight style, and songbirds move into a region of morphospace also occupied by basal taxa but at markedly different body sizes. These results have implications for the proposed inference of flight style in extinct taxa. © 2015 The Author(s).
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Viper cabin-fuselage structural design concept with engine installation and wing structural design
NASA Technical Reports Server (NTRS)
Marchesseault, B.; Carr, D.; Mccorkle, T.; Stevens, C.; Turner, D.
1993-01-01
This report describes the process and considerations in designing the cabin, nose, drive shaft, and wing assemblies for the 'Viper' concept aircraft. Interfaces of these assemblies, as well as interfaces with the sections of the aircraft aft of the cabin, are also discussed. The results of the design process are included. The goal of this project is to provide a structural design which complies with FAR 23 requirements regarding occupant safety, emergency landing loads, and maneuvering loads. The design must also address the interfaces of the various systems in the cabin, nose, and wing, including the drive shaft, venting, vacuum, electrical, fuel, and control systems. Interfaces between the cabin assembly and the wing carrythrough and empennage assemblies were required, as well. In the design of the wing assemblies, consistency with the existing cabin design was required. The major areas considered in this report are materials and construction, loading, maintenance, environmental considerations, wing assembly fatigue, and weight. The first three areas are developed separately for the nose, cabin, drive shaft, and wing assemblies, while the last three are discussed for the entire design. For each assembly, loading calculations were performed to determine the proper sizing of major load carrying components. Table 1.0 lists the resulting margins of safety for these key components, along with the types of the loads involved, and the page number upon which they are discussed.
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Imaging and Laser Spectroscopy Investigation of Insect Wings
NASA Astrophysics Data System (ADS)
Shiver, Tegan; Lawhead, Carlos; Anderson, Josiah; Cooper, Nathan; Ujj, Laszlo; Pall Life Sciences Collaboration
2014-03-01
Measuring the surface morphology and chemical composition of insect wings is important to understand the extreme mechanical properties and the biophysical functionalities of the wings. We have measured the image of the membrane of the cicada (genus Tibicen) wing with the help of Scanning Electron Microscopy (SEM). The results confirm the existing periodic structure of the wing measured previously. The SEM imaging can be used to measure the surface morphology of any insect species wings. The physical surface structure of the cicada wing is an example of a new class of biomaterials that can kill bacteria on contact. In order to identify the chemical composition of the wing, we have measured the vibrational spectra of the wing's membrane (Raman and CARS). The measured spectra are consistent with the original assumption that the wing membrane is composed of protein, wax, and chitin. The results of these studies can be used to make artificial materials in the future.
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Shock Location Dominated Transonic Flight Loads on the Active Aeroelastic Wing
NASA Technical Reports Server (NTRS)
Lokos, William A.; Lizotte, Andrew; Lindsley, Ned J.; Stauf, Rick
2005-01-01
During several Active Aeroelastic Wing research flights, the shadow of the over-wing shock could be observed because of natural lighting conditions. As the plane accelerated, the shock location moved aft, and as the shadow passed the aileron and trailing-edge flap hinge lines, their associated hinge moments were substantially affected. The observation of the dominant effect of shock location on aft control surface hinge moments led to this investigation. This report investigates the effect of over-wing shock location on wing loads through flight-measured data and analytical predictions. Wing-root and wing-fold bending moment and torque and leading- and trailing-edge hinge moments have been measured in flight using calibrated strain gages. These same loads have been predicted using a computational fluid dynamics code called the Euler Navier-Stokes Three Dimensional Aeroelastic Code. The computational fluid dynamics study was based on the elastically deformed shape estimated by a twist model, which in turn was derived from in-flight-measured wing deflections provided by a flight deflection measurement system. During level transonic flight, the shock location dominated the wing trailing-edge control surface hinge moments. The computational fluid dynamics analysis based on the shape provided by the flight deflection measurement system produced very similar results and substantially correlated with the measured loads data.
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Load distribution on a closed-coupled wing canard at transonic speeds
NASA Technical Reports Server (NTRS)
Gloss, B. B.; Washburn, K. E.
1977-01-01
A wind tunnel test where load distributions were obtained at transonic speeds on both the canard and wing surfaces of a closely coupled wing canard configuration is reported. Detailed component and configuration arrangement studies to provide insight into the various aerodynamic interference effects for the leading edge vortex flow conditions encountered are included. Data indicate that increasing the Mach number from 0.70 to 0.95 caused the wing leading edge vortex to burst over the wing when the wing was in the presence of the high canard.
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The influence of flight style on the aerodynamic properties of avian wings as fixed lifting surfaces
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
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Wing Weight Optimization Under Aeroelastic Loads Subject to Stress Constraints
NASA Technical Reports Server (NTRS)
Kapania, Rakesh K.; Issac, J.; Macmurdy, D.; Guruswamy, Guru P.
1997-01-01
A minimum weight optimization of the wing under aeroelastic loads subject to stress constraints is carried out. The loads for the optimization are based on aeroelastic trim. The design variables are the thickness of the wing skins and planform variables. The composite plate structural model incorporates first-order shear deformation theory, the wing deflections are expressed using Chebyshev polynomials and a Rayleigh-Ritz procedure is adopted for the structural formulation. The aerodynamic pressures provided by the aerodynamic code at a discrete number of grid points is represented as a bilinear distribution on the composite plate code to solve for the deflections and stresses in the wing. The lifting-surface aerodynamic code FAST is presently being used to generate the pressure distribution over the wing. The envisioned ENSAERO/Plate is an aeroelastic analysis code which combines ENSAERO version 3.0 (for analysis of wing-body configurations) with the composite plate code.
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1974-06-01
stiffness, lb-in. I Integer used to designate wing strip number 2 I Airplanw pitching moment of inertia, slug ft 2 I Airplane yawing moment of inertia...slug ft J Integer used to designated wing-loading distribution, i.e., J-l, loading due to angle of attack J=2> loading due to flap deflection J-3...moment at intersection of load reference line and body interface station (for vertical tail), in.-lb Integer used to designate type of wing airload
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Lifting-surface theory for calculating the loading induced on a wing by a flap
NASA Technical Reports Server (NTRS)
Johnson, W. A.
1972-01-01
A method is described for using lifting-surface theory to obtain the pressure distribution on a wing with a trailing-edge flap or control surface. The loading has a logarithmic singularity at the flap edges, which may be determined directly by the method of matched asymptotic expansions. Expressions are given for the singular flap loading for various flap hinge line and side edge geometries, both for steady and unsteady flap deflection. The regular part of the flap loading must be obtained by inverting the lifting-surface-theory integral equation relating the pressure and the downwash on the wing: procedures are described to accomplish this for a general wing and flap geometry. The method is applied to several example wings, and the results are compared with experimental data. Theory and test correlate well.
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Loads calibrations of strain gage bridges on the DAST project Aeroelastic Research Wing (ARW-2)
NASA Technical Reports Server (NTRS)
Eckstrom, C. V.
1986-01-01
Results from and details of the procedure used to calibrate strain gage bridges for measurements of wing structural loads, shear (V), bending moment (M), and torque (T), at three semispan stations on both the left and right semispans of the ARW-2 wing are presented. The ARW-2 wing has a reference area of 35 square feet, a span of 19 feet, an aspect ratio of 10.3, a midchord line sweepback angle of 25 degrees, and a taper ratio of 0.4. The ARW-2 wing was fabricated using aluminum spars and ribs covered with a fiberglass/honeycomb sandwich skin material. All strain gage bridges are mounted along with an estimate of their accuracy by means of a comparison of computed loads versus actual loads for three simulated flight conditions.
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Deflection-Based Structural Loads Estimation From the Active Aeroelastic Wing F/A-18 Aircraft
NASA Technical Reports Server (NTRS)
Lizotte, Andrew M.; Lokos, William A.
2005-01-01
Traditional techniques in structural load measurement entail the correlation of a known load with strain-gage output from the individual components of a structure or machine. The use of strain gages has proved successful and is considered the standard approach for load measurement. However, remotely measuring aerodynamic loads using deflection measurement systems to determine aeroelastic deformation as a substitute to strain gages may yield lower testing costs while improving aircraft performance through reduced instrumentation weight. This technique was examined using a reliable strain and structural deformation measurement system. The objective of this study was to explore the utility of a deflection-based load estimation, using the active aeroelastic wing F/A-18 aircraft. Calibration data from ground tests performed on the aircraft were used to derive left wing-root and wing-fold bending-moment and torque load equations based on strain gages, however, for this study, point deflections were used to derive deflection-based load equations. Comparisons between the strain-gage and deflection-based methods are presented. Flight data from the phase-1 active aeroelastic wing flight program were used to validate the deflection-based load estimation method. Flight validation revealed a strong bending-moment correlation and slightly weaker torque correlation. Development of current techniques, and future studies are discussed.
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Computational biomechanics changes our view on insect head evolution.
Blanke, Alexander; Watson, Peter J; Holbrey, Richard; Fagan, Michael J
2017-02-08
Despite large-scale molecular attempts, the relationships of the basal winged insect lineages dragonflies, mayflies and neopterans, are still unresolved. Other data sources, such as morphology, suffer from unclear functional dependencies of the structures considered, which might mislead phylogenetic inference. Here, we assess this problem by combining for the first time biomechanics with phylogenetics using two advanced engineering techniques, multibody dynamics analysis and finite-element analysis, to objectively identify functional linkages in insect head structures which have been used traditionally to argue basal winged insect relationships. With a biomechanical model of unprecedented detail, we are able to investigate the mechanics of morphological characters under biologically realistic load, i.e. biting. We show that a range of head characters, mainly ridges, endoskeletal elements and joints, are indeed mechanically linked to each other. An analysis of character state correlation in a morphological data matrix focused on head characters shows highly significant correlation of these mechanically linked structures. Phylogenetic tree reconstruction under different data exclusion schemes based on the correlation analysis unambiguously supports a sistergroup relationship of dragonflies and mayflies. The combination of biomechanics and phylogenetics as it is proposed here could be a promising approach to assess functional dependencies in many organisms to increase our understanding of phenotypic evolution. © 2017 The Author(s).
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Rolling moments in a trailing vortex flow field
NASA Technical Reports Server (NTRS)
Mcmillan, O. J.; Schwind, R. G.; Nielsen, J. N.; Dillenius, M. F. E.
1977-01-01
Pressure distributions are presented which were measured on a wing in close proximity to a tip vortex of known structure generated by a larger, upstream semispan wing. Overall loads calculated by integration of these pressures are checked by independent measurements made with an identical model mounted on a force balance. Several conventional methods of wing analysis are used to predict the loads on the following wing. Strip theory is shown to give uniformly poor results for loading distribution, although predictions of overall lift and rolling moment are sometimes acceptable. Good results are obtained for overall coefficients and loading distribution by using linearized pressures in vortex-lattice theory in conjunction with a rectilinear vortex. The equivalent relation from reverse-flow theory that can be used to give economic predictions for overall loads is presented.
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Husak, J F; Ribak, G; Baker, R H; Rivera, G; Wilkinson, G S; Swallow, J G
2013-06-01
Exaggerated male ornaments are predicted to be costly to their bearers, but these negative effects may be offset by the correlated evolution of compensatory traits. However, when locomotor systems, such as wings in flying species, evolve to decrease such costs, it remains unclear whether functional changes across related species are achieved via the same morphological route or via alternate changes that have similar function. We conducted a comparative analysis of wing shape in relation to eye-stalk elongation across 24 species of stalk-eyed flies, using geometric morphometrics to determine how species with increased eye span, a sexually selected trait, have modified wing morphology as a compensatory mechanism. Using traditional and phylogenetically informed multivariate analyses of shape in combination with phenotypic trajectory analysis, we found a strong phylogenetic signal in wing shape. However, dimorphic species possessed shifted wing veins with the result of lengthening and narrowing wings compared to monomorphic species. Dimorphic species also had changes that seem unrelated to wing size, but instead may govern wing flexion. Nevertheless, the lack of a uniform, compensatory pattern suggests that stalk-eyed flies used alternative modifications in wing structure to increase wing area and aspect ratio, thus taking divergent morphological routes to compensate for exaggerated eye stalks. © 2013 The Authors. Journal of Evolutionary Biology © 2013 European Society For Evolutionary Biology.
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Application of winglets and/or wing tip extensions with active load control on the Boeing 747
NASA Technical Reports Server (NTRS)
Allison, R. L.; Perkin, B. R.; Schoenman, R. L.
1978-01-01
The application of wing tip modifications and active control technology to the Boeing 747 airplane for the purpose of improving fuel efficiency is considered. Wing tip extensions, wing tip winglets, and the use of the outboard ailerons for active wing load alleviation are described. Modest performance improvements are indicated. A costs versus benefits approach is taken to decide which, if any, of the concepts warrant further development and flight test leading to possible incorporation into production airplanes.
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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.
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O'Hara, R P; Palazotto, A N
2012-12-01
To properly model the structural dynamics of the forewing of the Manduca sexta species, it is critical that the material and structural properties of the biological specimen be understood. This paper presents the results of a morphological study that has been conducted to identify the material and structural properties of a sample of male and female Manduca sexta specimens. The average mass, area, shape, size and camber of the wing were evaluated using novel measurement techniques. Further emphasis is placed on studying the critical substructures of the wing: venation and membrane. The venation cross section is measured using detailed pathological techniques over the entire venation of the wing. The elastic modulus of the leading edge veins is experimentally determined using advanced non-contact structural dynamic techniques. The membrane elastic modulus is randomly sampled over the entire wing to determine global material properties for the membrane using nanoindentation. The data gathered from this morphological study form the basis for the replication of future finite element structural models and engineered biomimetic wings for use with flapping wing micro air vehicles.
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Vortex wake alleviation studies with a variable twist wing
NASA Technical Reports Server (NTRS)
Holbrook, G. T.; Dunham, D. M.; Greene, G. C.
1985-01-01
Vortex wake alleviation studies were conducted in a wind tunnel and a water towing tank using a multisegmented wing model which provided controlled and measured variations in span load. Fourteen model configurations are tested at a Reynolds number of one million and a lift coefficient of 0.6 in the Langley 4- by 7-Meter Tunnel and the Hydronautics Ship Model Basin water tank at Hydronautics, Inc., Laurel, Md. Detailed measurements of span load and wake velocities at one semispan downstream correlate well with each other, with inviscid predictions of span load and wake roll up, and with peak trailing-wing rolling moments measured in the far wake. Average trailing-wing rolling moments are found to be an unreliable indicator of vortex wake intensity because vortex meander does not scale between test facilities and free-air conditions. A tapered-span-load configuration, which exhibits little or no drag penalty, is shown to offer significant downstream wake alleviation to a small trailing wing. The greater downstream wake alleviation achieved with the addition of spoilers to a flapped-wing configuration is shown to result directly from the high incremental drag and turbulence associated with the spoilers and not from the span load alteration they cause.
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NASA Technical Reports Server (NTRS)
Wang, John T.; Jegley, Dawn C.; Bush, Harold G.; Hinrichs, Stephen C.
1996-01-01
The analytical and experimental results of an all-composite wing stub box are presented in this report. The wing stub box, which is representative of an inboard portion of a commercial transport high-aspect-ratio wing, was fabricated from stitched graphite-epoxy material with a Resin Film Infusion manufacturing process. The wing stub box was designed and constructed by the McDonnell Douglas Aerospace Company as part of the NASA Advanced Composites Technology program. The test article contained metallic load-introduction structures on the inboard and outboard ends of the graphite-epoxy wing stub box. The root end of the inboard load introduction structure was attached to a vertical reaction structure, and an upward load was applied to the outermost tip of the outboard load introduction structure to induce bending of the wing stub box. A finite element model was created in which the center portion of the wing-stub-box upper cover panel was modeled with a refined mesh. The refined mesh was required to represent properly the geometrically nonlinear structural behavior of the upper cover panel and to predict accurately the strains in the stringer webs of the stiffened upper cover panel. The analytical and experimental results for deflections and strains are in good agreement.
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Design and fabrication of graphite-epoxy bolted wing skin splice specimens
NASA Technical Reports Server (NTRS)
Johnson, R. W.; Mccarty, J. E.
1977-01-01
Graphite-epoxy bolted joint specimens were designed and fabricated. These specimens were to be representative of a side-of-body wing skin splice with a 20-year life expectancy in a commercial transport environment. Preliminary tests were performed to determine design values of bearing and net tension stresses. Based upon the information developed, a three-fastener-wide representative wing skin splice was designed for a load of 2627 KN/m (15,000 lbf/in.). One joint specimen was fabricated and tested at NASA. The wing skin splice failed at 106 percent of design ultimate load. This joint design achieved all static load objectives. Fabrication of six specimens, together with their loading fixtures, was completed, and the specimens were delivered to NASA-LRC.
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A study of canard-wing interference using experimental pressure data at transonic speeds
NASA Technical Reports Server (NTRS)
Gloss, B. B.; Washburn, K. E.
1979-01-01
The canard had an exposed area of 28.0 percent of the wing reference area and was located in the chord plane of the wing or in a position 18.5 percent of the wing mean geometric chord above or below the wing chord plane. The canard leading edge sweep was 51.7 deg and the wing leading-edge sweep was 60 deg. The results indicated that the direct canard downwash effects on the wing loading are limited to the forward half of the wing directly behind the canard. The wing leading-edge vortex is located farther forward for the wing in the presence of the canard than for the wing-alone configuration. The wake, from the canard located below the wing chord plane, physically interacts with the wing inboard surface and produces a substantial loss of wing lift. For the Mach number 0.70 case, the presence of the wing increased the loading on the canard for the higher angles of attack. However, at Mach numbers of 0.95 and 1.20, the presence of the wing had the unexpected result of unloading the canard.
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L∞-Optimal feedforward gust load alleviation design for a large blended wing body airliner
NASA Astrophysics Data System (ADS)
Wildschek, A.; Haniš, T.; Stroscher, F.
2013-12-01
The potential advantages of Blended Wing Body (BWB) aircraft in terms of fuel efficiency are opposed by technical challenges such as the alleviation of gust loads. Due to the low wing, loading gusts, generally, have a more severe impact on BWB aircraft than on conventional aircraft. This paper presents the design and optimization of a Gust Load Alleviation System (GLAS) for a large BWB airliner. Numerical simulations are performed with an aeroelastic model of the aircraft including GLAS in order to compute time series of modal displacements for deriving equivalent static load cases which are used for the resizing of the aircraft structure.
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The effect of morphologically representative corrugation on hovering insect flight
NASA Astrophysics Data System (ADS)
Feaster, Jeffrey; Battaglia, Francine; Bayandor, Javid
2017-11-01
The present work explores the influence of morphologically representative wing corrugation in three-dimensional symmetric hovering. The kinematics are applied to a processed μCT scan of a Bombus pensylvanicus and compared with a wing utilizing the same planform but a flat, rectangular cross-section. The Bombus pensylvanicus wing used in the present study was captured in Virginia, killed with Ethyl acetate dying with wings extended with the fore and hind wings connected by the wing humuli. The aerodynamics resulting from geometric differences between the true wing and flat plate are quantified using CL and CD, and qualified using slices of vorticity and pressure. Three-dimensional flow structures are visualized using vorticity magnitude and streamlines. The present analysis is to begin to determine and understand the effects of insect wing venation on aerodynamic performance and further, to better understand the effects of assuming a simplified cross-sectional geometry.
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Flight Test of the F/A-18 Active Aeroelastic Wing Airplane
NASA Technical Reports Server (NTRS)
Clarke, Robert; Allen, Michael J.; Dibley, Ryan P.; Gera, Joseph; Hodgkinson, John
2005-01-01
Successful flight-testing of the Active Aeroelastic Wing airplane was completed in March 2005. This program, which started in 1996, was a joint activity sponsored by NASA, Air Force Research Laboratory, and industry contractors. The test program contained two flight test phases conducted in early 2003 and early 2005. During the first phase of flight test, aerodynamic models and load models of the wing control surfaces and wing structure were developed. Design teams built new research control laws for the Active Aeroelastic Wing airplane using these flight-validated models; and throughout the final phase of flight test, these new control laws were demonstrated. The control laws were designed to optimize strategies for moving the wing control surfaces to maximize roll rates in the transonic and supersonic flight regimes. Control surface hinge moments and wing loads were constrained to remain within hydraulic and load limits. This paper describes briefly the flight control system architecture as well as the design approach used by Active Aeroelastic Wing project engineers to develop flight control system gains. Additionally, this paper presents flight test techniques and comparison between flight test results and predictions.
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Measured and predicted structural behavior of the HiMAT tailored composite wing
NASA Technical Reports Server (NTRS)
Nelson, Lawrence H.
1987-01-01
A series of load tests was conducted on the HiMAT tailored composite wing. Coupon tests were also run on a series of unbalanced laminates, including the ply configuration of the wing, the purpose of which was to compare the measured and predicted behavior of unbalanced laminates, including - in the case of the wing - a comparison between the behavior of the full scale structure and coupon tests. Both linear and nonlinear finite element (NASTRAN) analyses were carried out on the wing. Both linear and nonlinear point-stress analyses were performed on the coupons. All test articles were instrumented with strain gages, and wing deflections measured. The leading and trailing edges were found to have no effect on the response of the wing to applied loads. A decrease in the stiffness of the wing box was evident over the 27-test program. The measured load-strain behavior of the wing was found to be linear, in contrast to coupon tests of the same laminate, which were nonlinear. A linear NASTRAN analysis of the wing generally correlated more favorably with measurements than did a nonlinear analysis. An examination of the predicted deflections in the wing root region revealed an anomalous behavior of the structural model that cannot be explained. Both hysteresis and creep appear to be less significant in the wing tests than in the corresponding laminate coupon tests.
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Aeroelasticity of Axially Loaded Aerodynamic Structures for Truss-Braced Wing Aircraft
NASA Technical Reports Server (NTRS)
Nguyen, Nhan; Ting, Eric; Lebofsky, Sonia
2015-01-01
This paper presents an aeroelastic finite-element formulation for axially loaded aerodynamic structures. The presence of axial loading causes the bending and torsional sitffnesses to change. For aircraft with axially loaded structures such as the truss-braced wing aircraft, the aeroelastic behaviors of such structures are nonlinear and depend on the aerodynamic loading exerted on these structures. Under axial strain, a tensile force is created which can influence the stiffness of the overall aircraft structure. This tension stiffening is a geometric nonlinear effect that needs to be captured in aeroelastic analyses to better understand the behaviors of these types of aircraft structures. A frequency analysis of a rotating blade structure is performed to demonstrate the analytical method. A flutter analysis of a truss-braced wing aircraft is performed to analyze the effect of geometric nonlinear effect of tension stiffening on the flutter speed. The results show that the geometric nonlinear tension stiffening effect can have a significant impact on the flutter speed prediction. In general, increased wing loading results in an increase in the flutter speed. The study illustrates the importance of accounting for the geometric nonlinear tension stiffening effect in analyzing the truss-braced wing aircraft.
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Falling Victim to Wasps in the Air: A Fate Driven by Prey Flight Morphology?
Ballesteros, Yolanda; Polidori, Carlo; Tormos, José; Baños-Picón, Laura; Asís, Josep D.
2016-01-01
In prey-predator systems where the interacting individuals are both fliers, the flight performance of both participants heavily influences the probability of success of the predator (the prey is captured) and of the prey (the predator is avoided). While the flight morphology (an estimate of flight performance) of predatory wasps has rarely been addressed as a factor that may contribute to explain prey use, how the flight morphology of potential prey influences the output of predator-prey encounters has not been studied. Here, we hypothesized that flight morphology associated with flight ability (flight muscle mass to body mass ratio (FMR) and body mass to wing area ratio (wing loading, WL)) of Diptera affect their probability of being captured by specialized Diptera-hunting wasps (Bembix merceti and B. zonata), predicting a better manoeuvrability and acceleration capacity achieved by higher FMR and lower WL, and flight speed achieved by higher WL. In addition, wasp species with better flight morphology should be less limited by an advantageous Diptera flight morphology. Overall, the abundance of dipterans in the environment explained an important part of the observed variance in prey capture rate. However, it was not the only factor shaping prey capture. First, higher prey abundance was associated with greater capture rate for one species (B. merceti), although not for the other one. Second, the interaction observed between the environmental dipteran availability and dipteran WL for B. zonata suggests that greater dipteran WL (this probably meaning high cruising speed) decreased the probability of being captured, as long as fly abundance was high in the environment. Third, greater dipteran FMR (which likely means high manoeuvrability and acceleration capacity) helped to reduce predation by B. merceti if, again, dipterans were abundant in the environment. Wasp WL only varied with body mass but not between species, thereby hardly accounting for inter-specific differences in the wasps’ predatory patterns. However, the greater FMR of B. zonata, which implies better flight performance and greater load-lifting capacity, may explain why the capture rate in the two wasp species is affected by different factor interactions. In conclusion, although prey availability remains the primary factor shaping prey use, prey flight morphology seems to gain an additional role under conditions of abundant prey, when wasps can avoid flies with better flight ability. PMID:27046238
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Artificial insect wings with biomimetic wing morphology and mechanical properties.
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.
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Insect Wing Membrane Topography Is Determined by the Dorsal Wing Epithelium
Belalcazar, Andrea D.; Doyle, Kristy; Hogan, Justin; Neff, David; Collier, Simon
2013-01-01
The Drosophila wing consists of a transparent wing membrane supported by a network of wing veins. Previously, we have shown that the wing membrane cuticle is not flat but is organized into ridges that are the equivalent of one wing epithelial cell in width and multiple cells in length. These cuticle ridges have an anteroposterior orientation in the anterior wing and a proximodistal orientation in the posterior wing. The precise topography of the wing membrane is remarkable because it is a fusion of two independent cuticle contributions from the dorsal and ventral wing epithelia. Here, through morphological and genetic studies, we show that it is the dorsal wing epithelium that determines wing membrane topography. Specifically, we find that wing hair location and membrane topography are coordinated on the dorsal, but not ventral, surface of the wing. In addition, we find that altering Frizzled Planar Cell Polarity (i.e., Fz PCP) signaling in the dorsal wing epithelium alone changes the membrane topography of both dorsal and ventral wing surfaces. We also examined the wing morphology of two model Hymenopterans, the honeybee Apis mellifera and the parasitic wasp Nasonia vitripennis. In both cases, wing hair location and wing membrane topography are coordinated on the dorsal, but not ventral, wing surface, suggesting that the dorsal wing epithelium also controls wing topography in these species. Because phylogenomic studies have identified the Hymenotera as basal within the Endopterygota family tree, these findings suggest that this is a primitive insect character. PMID:23316434
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Did Adult Diurnal Activity Influence the Evolution of Wing Morphology in Opoptera Butterflies?
Penz, C M; Heine, K B
2016-02-01
The butterfly genus Opoptera includes eight species, three of which have diurnal habits while the others are crepuscular (the usual activity period for members of the tribe Brassolini). Although never measured in the field, it is presumed that diurnal Opoptera species potentially spend more time flying than their crepuscular relatives. If a shift to diurnal habits potentially leads to a higher level of activity and energy expenditure during flight, then selection should operate on increased aerodynamic and energetic efficiency, leading to changes in wing shape. Accordingly, we ask whether diurnal habits have influenced the evolution of wing morphology in Opoptera. Using phylogenetically independent contrasts and Wilcoxon rank sum tests, we confirmed our expectation that the wings of diurnal species have higher aspect ratios (ARs) and lower wing centroids (WCs) than crepuscular congeners. These wing shape characteristics are known to promote energy efficiency during flight. Three Opoptera wing morphotypes established a priori significantly differed in AR and WC values. The crepuscular, cloud forest dweller Opoptera staudingeri (Godman & Salvin) was exceptional in having an extended forewing tip and the highest AR and lowest WC within Opoptera, possibly to facilitate flight in a cooler environment. Our study is the first to investigate how butterfly wing morphology might evolve as a response to a behavioral shift in adult time of activity.
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Wing Torsional Stiffness Tests of the Active Aeroelastic Wing F/A-18 Airplane
NASA Technical Reports Server (NTRS)
Lokos, William A.; Olney, Candida D.; Crawford, Natalie D.; Stauf, Rick; Reichenbach, Eric Y.
2002-01-01
The left wing of the Active Aeroelastic Wing (AAW) F/A-18 airplane has been ground-load-tested to quantify its torsional stiffness. The test has been performed at the NASA Dryden Flight Research Center in November 1996, and again in April 2001 after a wing skin modification was performed. The primary objectives of these tests were to characterize the wing behavior before the first flight, and provide a before-and-after measurement of the torsional stiffness. Two streamwise load couples have been applied. The wing skin modification is shown to have more torsional flexibility than the original configuration has. Additionally, structural hysteresis is shown to be reduced by the skin modification. Data comparisons show good repeatability between the tests.
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NASA Technical Reports Server (NTRS)
Monaghan, R. C.; Friend, E. L.
1973-01-01
Wind-up-turn maneuvers were performed to establish the values of airplane normal force coefficient for buffet onset, wing-rock onset, and buffet loads with various combinations of leading- and trailing-edge flap deflections. Data were gathered at both subsonic and transonic speeds covering a range from Mach 0.64 to Mach 0.92. Buffet onset and buffet loads were obtained from wingtip acceleration and wing-root bending-moment data, and wing-rock onset was obtained from airplane roll rate data. Buffet onset, wing-rock onset, and buffet loads were similarly affected by the various combinations of leading- and training-edge flaps. Subsonically, the 12 deg leading-edge-flap and trailing-edge-flap combination was most effective in delaying buffet onset, wing-rock onset, and equivalent values of buffet loads to a higher value of airplane normal force coefficient. This was the maximum flap deflection investigated. Transonically, however, the optimum leading-edge flap position was generally less than 12 deg.
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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.
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Optimal Topology of Aircraft Rib and Spar Structures under Aeroelastic Loads
NASA Technical Reports Server (NTRS)
Stanford, Bret K.; Dunning, Peter D.
2014-01-01
Several topology optimization problems are conducted within the ribs and spars of a wing box. It is desired to locate the best position of lightening holes, truss/cross-bracing, etc. A variety of aeroelastic metrics are isolated for each of these problems: elastic wing compliance under trim loads and taxi loads, stress distribution, and crushing loads. Aileron effectiveness under a constant roll rate is considered, as are dynamic metrics: natural vibration frequency and flutter. This approach helps uncover the relationship between topology and aeroelasticity in subsonic transport wings, and can therefore aid in understanding the complex aircraft design process which must eventually consider all these metrics and load cases simultaneously.
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Dynamic Structural Fault Detection and Identification
NASA Technical Reports Server (NTRS)
Smith, Timothy; Reichenbach, Eric; Urnes, James M.
2009-01-01
Aircraft structures are designed to guarantee safety of flight in some required operational envelope. When the aircraft becomes structurally impaired, safety of flight may not be guaranteed within that previously safe operational envelope. In this case the safe operational envelope must be redefined in-flight and a means to prevent excursion from this new envelope must be implemented. A specific structural failure mode that may result in a reduced safe operating envelope, the exceedance of which could lead to catastrophic structural failure of the aircraft, will be addressed. The goal of the DFEAP program is the detection of this failure mode coupled with flight controls adaptation to limit critical loads in the damaged aircraft structure. The DFEAP program is working with an F/A-18 aircraft model. The composite wing skins are bonded to metallic spars in the wing substructure. Over time, it is possible that this bonding can deteriorate due to fatigue. In this case, the ability of the wing spar to transfer loading between the wing skins is reduced. This failure mode can translate to a reduced allowable compressive strain on the wing skin and could lead to catastrophic wing buckling if load limiting of the wing structure is not applied. The DFEAP program will make use of a simplified wing strain model for the healthy aircraft. The outputs of this model will be compared in real-time to onboard strain measurements at several locations on the aircraft wing. A damage condition is declared at a given location when the strain measurements differ sufficiently from the strain model. Parameter identification of the damaged structure wing strain parameters will be employed to provide load limiting control adaptation for the aircraft. This paper will discuss the simplified strain models used in the implementation and their interaction with the strain sensor measurements. Also discussed will be the damage detection and identification schemes employed and the means by which the damaged aircraft parameters will be used to provide load limiting that keeps the aircraft within the safe operational envelope.
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New findings of twisted-wing parasites (Strepsiptera) in Alaska
Mcdermott, Molly
2016-01-01
Strepsipterans are a group of insects with a gruesome life history and an enigmatic evolutionary past. Called ‘twisted-wing parasites’, they are minute parasitoids with a very distinct morphology (Figure 1). Alternatively thought to be related to ichneumon wasps, Diptera (flies), Coleoptera (beetles), and even Neuroptera (net-winged insects) (Pohl and Beutel, 2013); the latest genetic and morphological data support the sister order relationship of Strepsiptera and Coleoptera (Niehuis et al., 2012). Strepsipterans are highly modified, males having two hind wings and halteres instead of front wings or elytra. Unlike most parasitoids, they develop inside active, living insects who are sexually sterilized but not killed until or after emergence (Kathirithamby et al., 2015).
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Analysis of high aspect ratio jet flap wings of arbitrary geometry.
NASA Technical Reports Server (NTRS)
Lissaman, P. B. S.
1973-01-01
Paper presents a design technique for rapidly computing lift, induced drag, and spanwise loading of unswept jet flap wings of arbitrary thickness, chord, twist, blowing, and jet angle, including discontinuities. Linear theory is used, extending Spence's method for elliptically loaded jet flap wings. Curves for uniformly blown rectangular wings are presented for direct performance estimation. Arbitrary planforms require a simple computer program. Method of reducing wing to equivalent stretched, twisted, unblown planform for hand calculation is also given. Results correlate with limited existing data, and show lifting line theory is reasonable down to aspect ratios of 5.
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NASA Technical Reports Server (NTRS)
Whitlow, W., Jr.; Bennett, R. M.
1982-01-01
Since the aerodynamic theory is nonlinear, the method requires the coupling of two iterative processes - an aerodynamic analysis and a structural analysis. A full potential analysis code, FLO22, is combined with a linear structural analysis to yield aerodynamic load distributions on and deflections of elastic wings. This method was used to analyze an aeroelastically-scaled wind tunnel model of a proposed executive-jet transport wing and an aeroelastic research wing. The results are compared with the corresponding rigid-wing analyses, and some effects of elasticity on the aerodynamic loading are noted.
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Theoretical antisymmetric span loading for wings of arbitrary plan form at subsonic speeds
NASA Technical Reports Server (NTRS)
Deyoung, John
1951-01-01
A simplified lifting-surface theory that includes effects of compressibility and spanwise variation of section lift-curve slope is used to provide charts with which antisymmetric loading due to arbitrary antisymmetric angle of attack can be found for wings having symmetric plan forms with a constant spanwise sweep angle of the quarter-chord line. Consideration is given to the flexible wing in roll. Aerodynamic characteristics due to rolling, deflected ailerons, and sideslip of wings with dihedral are considered. Solutions are presented for straight-tapered wings for a range of swept plan forms.
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Fanara, Juan Jose; Werenkraut, Victoria
2017-08-01
Changes in the environmental conditions experienced by naturally occurring populations are frequently accompanied by changes in adaptive traits allowing the organism to cope with environmental unpredictability. Phenotypic plasticity is a major aspect of adaptation and it has been involved in population dynamics of interacting species. In this study, phenotypic plasticity (i.e., environmental sensitivity) of morphological adaptive traits were analyzed in the cactophilic species Drosophila buzzatii and Drosophila koepferae (Diptera: Drosophilidae) considering the effect of crowding conditions (low and high density), type of competition (intraspecific and interspecific competition) and cacti hosts (Opuntia and Columnar cacti). All traits (wing length, wing width, thorax length, wing loading and wing aspect) showed significant variation for each environmental factor considered in both Drosophila species. The phenotypic plasticity pattern observed for each trait was different within and between these cactophilic Drosophila species depending on the environmental factor analyzed suggesting that body size-related traits respond almost independently to environmental heterogeneity. The effects of ecological factors analyzed in this study are discussed in order to elucidate the causal factors investigated (type of competition, crowding conditions and alternative host) affecting the election of the breeding site and/or the range of distribution of these cactophilic species. © 2016 Institute of Zoology, Chinese Academy of Sciences.
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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.
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NASA Technical Reports Server (NTRS)
Sanger, Eugen
1932-01-01
A method is presented for approximate static calculation, which is based on the customary assumption of rigid ribs, while taking into account the systematic errors in the calculation results due to this arbitrary assumption. The procedure is given in greater detail for semicantilever and cantilever wings with polygonal spar plan form and for wings under direct loading only. The last example illustrates the advantages of the use of influence lines for such wing structures and their practical interpretation.
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77 FR 45518 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-08-01
... structure not supporting the limit load condition, which could lead to loss of structural integrity of the... wing structure not supporting the limit load condition, which could lead to loss of the structural... wing structure not supporting the limit load condition, which could lead to loss of structural...
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Physics-based Morphology Analysis and Adjoint Optimization of Flexible Flapping Wings
2016-08-30
understand the underlying physics of flexible wings in flying insects and birds towards the bio -inspired wing designs with superior aerodynamic...flapping flights have been developed to understand the underlying physics of flexible wings in flying insects and birds towards the bio -inspired wing...been developed to understand the underlying physics of flexible wings in flying insects and birds towards the bio -inspired wing designs with superior
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Minimum trim drag design for interfering lifting surfaces using vortex-lattice methodology
NASA Technical Reports Server (NTRS)
Lamar, J. E.
1976-01-01
A new method has been developed by which the mean camber surface can be determined for trimmed noncoplanar planforms with minimum vortex drag under subsonic conditions. The method uses a vortex lattice and overcomes previous difficulties with chord loading specification; it uses a Trefftz plane analysis to determine the optimum span loading for minimum drag, then solves for the mean camber surface of the wing which will provide the required loading. Pitching-moment or root-bending-moment constraints can be employed as well at the design lift coefficient. Sensitivity studies of vortex-lattice arrangement have been made with this method and are presented. Comparisons with other theories show generally good agreement. The versatility of the method is demonstrated by applying it to (1) isolated wings, (2) wing-canard configurations, (3) a tandem wing, and (4) a wing-winglet configuration.
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NASA Technical Reports Server (NTRS)
Rossow, V. J.; Corsiglia, V. R.; Schwind, R. G.; Frick, J. K. D.; Lemmer, O. J.
1975-01-01
Measurements were made in the wake of a swept wing model to study the structure of lift generated vortex wakes shed by conventional span loadings and by several span loadings designed to reduce wake velocities. Variations in the span loading on the swept wing generator were obtained by deflecting seven flap segments on each side by amounts determined by vortex lattice theory to approximate the desired span loadings. The resulting wakes were probed with a three component, hot wire probe to measure velocity, and with a wing to measure the rolling moment that would be induced on a following aircraft. The experimental techniques are described herein, and the measured velocity and rolling moments are presented, along with some comparisons with the applicable theories.
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Strain-gage bridge calibration and flight loads measurements on a low-aspect-ratio thin wing
NASA Technical Reports Server (NTRS)
Peele, E. L.; Eckstrom, C. V.
1975-01-01
Strain-gage bridges were used to make in-flight measurements of bending moment, shear, and torque loads on a low-aspect-ratio, thin, swept wing having a full depth honeycomb sandwich type structure. Standard regression analysis techniques were employed in the calibration of the strain bridges. Comparison of the measured loads with theoretical loads are included.
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NASA Technical Reports Server (NTRS)
Cassetti, Marlowe D.; Re, Richard J.; Igoe, William B.
1961-01-01
An investigation has been made of the effects of conical wing camber and body indentation according to the supersonic area rule on the aerodynamic wing loading characteristics of a wing-body-tail configuration at transonic speeds. The wing aspect ratio was 3, taper ratio was 0.1, and quarter-chord-line sweepback was 52.5 deg. with 3-percent-thick airfoil sections. The tests were conducted in the Langley 16-foot transonic tunnel at Mach numbers from 0.80 to 1.05 and at angles of attack from 0 deg. to 14 deg., with Reynolds numbers based on mean aerodynamic chord varying from 7 x 10(exp 6) to 8 x 10(exp 6). Conical camber delayed wing-tip stall and reduced the severity of the accompanying longitudinal instability but did not appreciably affect the spanwise load distribution at angles of attack below tip stall. Body indentation reduced the transonic chordwise center-of-pressure travel from about 8 percent to 5 percent of the mean aerodynamic chord.
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Hinson, Brian T; Morgansen, Kristi A
2015-10-06
The wings of the hawkmoth Manduca sexta are lined with mechanoreceptors called campaniform sensilla that encode wing deformations. During flight, the wings deform in response to a variety of stimuli, including inertial-elastic loads due to the wing flapping motion, aerodynamic loads, and exogenous inertial loads transmitted by disturbances. Because the wings are actuated, flexible structures, the strain-sensitive campaniform sensilla are capable of detecting inertial rotations and accelerations, allowing the wings to serve not only as a primary actuator, but also as a gyroscopic sensor for flight control. We study the gyroscopic sensing of the hawkmoth wings from a control theoretic perspective. Through the development of a low-order model of flexible wing flapping dynamics, and the use of nonlinear observability analysis, we show that the rotational acceleration inherent in wing flapping enables the wings to serve as gyroscopic sensors. We compute a measure of sensor fitness as a function of sensor location and directional sensitivity by using the simulation-based empirical observability Gramian. Our results indicate that gyroscopic information is encoded primarily through shear strain due to wing twisting, where inertial rotations cause detectable changes in pronation and supination timing and magnitude. We solve an observability-based optimal sensor placement problem to find the optimal configuration of strain sensor locations and directional sensitivities for detecting inertial rotations. The optimal sensor configuration shows parallels to the campaniform sensilla found on hawkmoth wings, with clusters of sensors near the wing root and wing tip. The optimal spatial distribution of strain directional sensitivity provides a hypothesis for how heterogeneity of campaniform sensilla may be distributed.
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NASA Technical Reports Server (NTRS)
Gern, Frank H.; Naghshineh, Amir H.; Sulaeman, Erwin; Kapania, Rakesh K.; Haftka, Raphael T.
2000-01-01
This paper describes a structural and aeroelastic model for wing sizing and weight calculation of a strut-braced wing. The wing weight is calculated using a newly developed structural weight analysis module considering the special nature of strut-braced wings. A specially developed aeroelastic model enables one to consider wing flexibility and spanload redistribution during in-flight maneuvers. The structural model uses a hexagonal wing-box featuring skin panels, stringers, and spar caps, whereas the aerodynamics part employs a linearized transonic vortex lattice method. Thus, the wing weight may be calculated from the rigid or flexible wing spanload. The calculations reveal the significant influence of the strut on the bending material weight of the wing. The use of a strut enables one to design a wing with thin airfoils without weight penalty. The strut also influences wing spanload and deformations. Weight savings are not only possible by calculation and iterative resizing of the wing structure according to the actual design loads. Moreover, as an advantage over the cantilever wing, employment of the strut twist moment for further load alleviation leads to increased savings in structural weight.
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NASA Technical Reports Server (NTRS)
Montoya, L. C.; Jacobs, P.; Flechner, S.; Sims, R.
1982-01-01
A full-scale winglet flight test on a KC-135 airplane with an upper winglet was conducted. Data were taken at Mach numbers from 0.70 to 0.82 at altitudes from 34,000 feet to 39,000 feet at stabilized flight conditions for wing/winglet configurations of basic wing tip, 15/-4 deg, 15/-2 deg, and 0/-4 deg winglet cant/incidence. An analysis of selected pressure distribution and data showed that with the basic wing tip, the flight and wind tunnel wing pressure distribution data showed good agreement. With winglets installed, the effects on the wing pressure distribution were mainly near the tip. Also, the flight and wind tunnel winglet pressure distributions had some significant differences primarily due to the oilcanning in flight. However, in general, the agreement was good. For the winglet cant and incidence configuration presented, the incidence had the largest effect on the winglet pressure distributions. The incremental flight wing deflection data showed that the semispan wind tunnel model did a reasonable job of simulating the aeroelastic effects at the wing tip. The flight loads data showed good agreement with predictions at the design point and also substantiated the predicted structural penalty (load increase) of the 15 deg cant/-2 deg incidence winglet configuration.
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Derivation of charts for determining the horizontal tail load variation with any elevator motion
NASA Technical Reports Server (NTRS)
Pearson, Henry A
1943-01-01
The equations relating the wing and tail loads are derived for a unit elevator displacement. These equations are then converted into a nondimensional form and charts are given by which the wing- and tail-load-increment variation may be determined under dynamic conditions for any type of elevator motion and for various degrees of airplane stability. In order to illustrate the use of the charts, several examples are included in which the wing and tail loads are evaluated for a number of types of elevator motion. Methods are given for determining the necessary derivatives from results of wind-tunnel tests when such tests are available.
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Deflection-Based Aircraft Structural Loads Estimation with Comparison to Flight
NASA Technical Reports Server (NTRS)
Lizotte, Andrew M.; Lokos, William A.
2005-01-01
Traditional techniques in structural load measurement entail the correlation of a known load with strain-gage output from the individual components of a structure or machine. The use of strain gages has proved successful and is considered the standard approach for load measurement. However, remotely measuring aerodynamic loads using deflection measurement systems to determine aeroelastic deformation as a substitute to strain gages may yield lower testing costs while improving aircraft performance through reduced instrumentation weight. With a reliable strain and structural deformation measurement system this technique was examined. The objective of this study was to explore the utility of a deflection-based load estimation, using the active aeroelastic wing F/A-18 aircraft. Calibration data from ground tests performed on the aircraft were used to derive left wing-root and wing-fold bending-moment and torque load equations based on strain gages, however, for this study, point deflections were used to derive deflection-based load equations. Comparisons between the strain-gage and deflection-based methods are presented. Flight data from the phase-1 active aeroelastic wing flight program were used to validate the deflection-based load estimation method. Flight validation revealed a strong bending-moment correlation and slightly weaker torque correlation. Development of current techniques, and future studies are discussed.
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Damage Arresting Composites for Shaped Vehicles - Phase II Final Report
NASA Technical Reports Server (NTRS)
Velicki, Alex; Yovanof, Nicolette; Baraja, Jaime; Linton, Kim; Li, Victor; Hawley, Arthur; Thrash, Patrick; DeCoux, Steve; Pickell, Robert
2011-01-01
This report describes the development of a novel structural concept, Pultruded Rod Stitched Efficient Unitized Structure (PRSEUS), that addresses the demanding fuselage loading requirements for the Hybrid Wing or Blended Wing Body (BWB) airplane configuration. In addition to the analytical studies, a three specimen test program was also completed to assess the concept under axial tension loading, axial compression loading, and internal pressure loading.
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Theoretical study of aerodynamic characteristics of wings having vortex flow
NASA Technical Reports Server (NTRS)
Reddy, C. S.
1979-01-01
The aerodynamic characteristics of slender wings having separation induced vortex flows are investigated by employing three different computer codes--free vortex sheet, quasi vortex lattice, and suction analogy methods. Their capabilities and limitations are examined, and modifications are discussed. Flat wings of different configurations: arrow, delta, and diamond shapes, as well as cambered delta wings, are studied. The effect of notch ratio on the load distributions and the longitudinal characteristics of a family of arrow and diamond wings is explored. The sectional lift coefficients and the accumulated span loadings are determined for an arrow wing and are seen to be unusual in comparison with the attached flow results. The theoretically predicted results are compared with the existing experimental values.
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Real-time monitoring system of composite aircraft wings utilizing Fibre Bragg Grating sensor
NASA Astrophysics Data System (ADS)
Vorathin, E.; Hafizi, Z. M.; Che Ghani, S. A.; Lim, K. S.
2016-10-01
Embedment of Fibre Bragg Grating (FBG) sensor in composite aircraft wings leads to the advancement of structural condition monitoring. The monitored aircraft wings have the capability to give real-time response under critical loading circumstances. The main objective of this paper is to develop a real-time FBG monitoring system for composite aircraft wings to view real-time changes when the structure undergoes some static loadings and dynamic impact. The implementation of matched edge filter FBG interrogation system to convert wavelength variations to strain readings shows that the structure is able to response instantly in real-time when undergoing few loadings and dynamic impact. This smart monitoring system is capable of updating the changes instantly in real-time and shows the weight induced on the composite aircraft wings instantly without any error. It also has a good agreement with acoustic emission (AE) sensor in the dynamic test.
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NASA Technical Reports Server (NTRS)
Jenkins, Jerald M.; DeAngelis, V. Michael
1997-01-01
Fifteen aircraft structures that were calibrated for flight loads using strain gages are examined. The primary purpose of this paper is to document important examples of load calibrations on airplanes during the past four decades. The emphasis is placed on studying the physical procedures of calibrating strain-gaged structures and all the supporting analyses and computational techniques that have been used. The results and experiences obtained from actual data from 14 structures (on 13 airplanes and 1 laboratory test structure) are presented. This group of structures includes fins, tails, and wings with a wide variety of aspect ratios. Straight- wing, swept-wing, and delta-wing configurations are studied. Some of the structures have skin-dominant construction; others are spar-dominant. Anisotropic materials, heat shields, corrugated components, nonorthogonal primary structures, and truss-type structures are particular characteristics that are included.
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NASA Technical Reports Server (NTRS)
Whitcomb, Charles F.; Critzos, Chris C.; Brown, Philippa F.
1961-01-01
An investigation has been conducted in the Langley 16-foot transonic tunnel to determine the changes in wing loading characteristics due to deflections of a plain faired flap-type inboard aileron, a plain faired flap-type outboard aileron, and a slab-sided thickened trailing edge outboard aileron. The test wing was 4 percent thick and had 30 sweep of the quarter chord, an aspect ratio of 3.0, a taper ratio of 0.2, and NACA 65A004 airfoil sections. The loading characteristics of the deflected ailerons were also investigated. The model was a sting-mounted wing-body combination, and pressure measurements over one wing panel (exposed area) and the ailerons were obtained for angles of attack from 0 to 20 at deflections up to +/- 15 deg for Mach numbers between 0.80 and 1.03. The test Reynolds number based on the wing mean aerodynamic chord was about 7.4 x 10(exp 6). The results of the investigation indicated that positive deflection of the plain faired flap-type inboard aileron caused significant added loading over the wing sections outboard of the aileron at all Mach numbers for model angles of attack from 0 deg or 4 deg up to 12 deg. Positive deflection of the two outboard ailerons (plain faired and slab sided with thickened trailing edge) caused significant added loading over the wing sections inboard of the ailerons for different model angle-of-attack ranges at the several test Mach numbers. The loading shapes over the ailerons were irregular and would be difficult to predict from theoretical considerations in the transonic speed range. The longitudinal and lateral center-of-pressure locations for the ailerons varied only slightly with increasing angle of attack and/or Mach number. Generally, the negative slopes of the variations of aileron hinge-moment coefficient with aileron deflection for all three ailerons varied similarly with Mach number at the test angles of attack.
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Learjet Model 55 Wing Analysis with Landing Loads
NASA Technical Reports Server (NTRS)
Boroughs, R. R.
1985-01-01
The NASTRAN analysis was used to determine the impact of new landing loads on the Learjet Model 55 wing. These new landing loads were the result of a performance improvement effort to increase the landing weight of the aircraft to 18,000 lbs. from 17,000 lbs. and extend the life of the tires and brakes by incorporating larger tires and heavy duty brakes. Landing loads for the original 17,000 lb. airplane landing configuration were applied to the full airplane NASTRAN model. The analytical results were correlated with the strain gage data from the original landing load static tests. The landing loads for the 18,000 lb. airplane were applied to the full airplane NASTRAN model, and a comparison was made with the original Model 55 data. The results of this comparison enable Learjet to determine the difference in stress distribution in the wing due to these two different sets of landing loads.
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Wang, Xiaoyi; Wei, Ke; Yang, Zhongqi; Jennings, David E; Duan, Jian J
2016-05-19
Wing phenotype polymorphism is commonly observed in insects, yet little is known about the influence of environmental cues on the development or expression of the alternative phenotypes. Here, we report how both biotic and abiotic factors affect the wing morph differentiation of a bethylid parasitoid Sclerodermus pupariae. The percentage of winged female parasitoid progeny increased exponentially with temperature between 20 °C to 30 °C. Low intensity light and short-day photoperiod conditions also significantly induced the development of winged morphs. Interestingly, wingless maternal parasitoids produced more winged progeny. Furthermore, the degree of wing dimorphism was significantly influenced by the interactions between light intensity and maternal wing morphs. The percentage of winged female progeny was not significantly influenced by foundress densities, but increased significantly with parasitoid brood sizes. However, the percentage of male progeny increased significantly with the densities of maternal parasitoids. Our findings highlight the phenotypic partitioning of wing morphology and development in the parasitoid S. pupariae under varied environmental cues, and reveal the most favourable conditions for the production of winged females in this bethylid wasp. It is thus possible to increase winged female parasitoid production for the purposes of biological control by manipulation of biotic and abiotic conditions.
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NASA Technical Reports Server (NTRS)
Miller, Eric J.; Holguin, Andrew C.; Cruz, Josue; Lokos, William A.
2014-01-01
The safety-of-flight parameters for the Adaptive Compliant Trailing Edge (ACTE) flap experiment require that flap-to-wing interface loads be sensed and monitored in real time to ensure that the structural load limits of the wing are not exceeded. This paper discusses the strain gage load calibration testing and load equation derivation methodology for the ACTE interface fittings. Both the left and right wing flap interfaces were monitored; each contained four uniquely designed and instrumented flap interface fittings. The interface hardware design and instrumentation layout are discussed. Twenty-one applied test load cases were developed using the predicted in-flight loads. Pre-test predictions of strain gage responses were produced using finite element method models of the interface fittings. Predicted and measured test strains are presented. A load testing rig and three hydraulic jacks were used to apply combinations of shear, bending, and axial loads to the interface fittings. Hardware deflections under load were measured using photogrammetry and transducers. Due to deflections in the interface fitting hardware and test rig, finite element model techniques were used to calculate the reaction loads throughout the applied load range, taking into account the elastically-deformed geometry. The primary load equations were selected based on multiple calibration metrics. An independent set of validation cases was used to validate each derived equation. The 2-sigma residual errors for the shear loads were less than eight percent of the full-scale calibration load; the 2-sigma residual errors for the bending moment loads were less than three percent of the full-scale calibration load. The derived load equations for shear, bending, and axial loads are presented, with the calculated errors for both the calibration cases and the independent validation load cases.
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Artificial evolution of the morphology and kinematics in a flapping-wing mini-UAV.
de Margerie, E; Mouret, J B; Doncieux, S; Meyer, J-A
2007-12-01
Birds demonstrate that flapping-wing flight (FWF) is a versatile flight mode, compatible with hovering, forward flight and gliding to save energy. This extended flight domain would be especially useful on mini-UAVs. However, design is challenging because aerodynamic efficiency is conditioned by complex movements of the wings, and because many interactions exist between morphological (wing area, aspect ratio) and kinematic parameters (flapping frequency, stroke amplitude, wing unfolding). Here we used artificial evolution to optimize these morpho-kinematic features on a simulated 1 kg UAV, equipped with wings articulated at the shoulder and wrist. Flight tests were conducted in a dedicated steady aerodynamics simulator. Parameters generating horizontal flight for minimal mechanical power were retained. Results showed that flight at medium speed (10-12 m s(-1)) can be obtained for reasonable mechanical power (20 W kg(-1)), while flight at higher speed (16-20 m s(-1)) implied increased power (30-50 W kg(-1)). Flight at low speed (6-8 m s(-1)) necessitated unrealistic power levels (70-500 W kg(-1)), probably because our simulator neglected unsteady aerodynamics. The underlying adaptation of morphology and kinematics to varying flight speed were compared to available biological data on the flight of birds.
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Waterproof and translucent wings at the same time: problems and solutions in butterflies.
Goodwyn, Pablo Perez; Maezono, Yasunori; Hosoda, Naoe; Fujisaki, Kenji
2009-07-01
Although the colour of butterflies attracts the most attention, the waterproofing properties of their wings are also extremely interesting. Most butterfly wings are considered "super-hydrophobic" because the contact angle (CA) with a water drop exceeds 150 degrees. Usually, butterfly wings are covered with strongly overlapping scales; however, in the case of transparent or translucent wings, scale cover is reduced; thus, the hydrophobicity could be affected. Here, we present a comparative analysis of wing hydrophobicity and its dependence on morphology for two species with translucent wings Parantica sita (Nymphalidae) and Parnassius glacialis (Papilionidae). These species have very different life histories: P. sita lives for up to 6 months as an adult and migrates over long distance, whereas P. glacialis lives for less than 1 month and does not migrate. We measured the water CA and analysed wing morphology with scanning electron microscopy and atomic force microscopy. P. sita has super-hydrophobic wing surfaces, with CA > 160 degrees, whereas P. glacialis did not (CA = 100-135 degrees). Specialised scales were found on the translucent portions of P. sita wings. These scales were ovoid and much thinner than common scales, erect at about 30 degrees, and leaving up to 80% of the wing surface uncovered. The underlying bare wing surface had a remarkable pattern of ridges and knobs. P. glacialis also had over 80% of the wing surface uncovered, but the scales were either setae-like or spade-like. The bare surface of the wing had an irregular wavy smooth pattern. We suggest a mode of action that allows this super-hydrophobic effect with an incompletely covered wing surface. The scales bend, but do not collapse, under the pressure of a water droplet, and the elastic recovery of the structure at the borders of the droplet allows a high apparent CA. Thus, P. sita can be translucent without losing its waterproof properties. This characteristic is likely necessary for the long life and migration of this species. This is the first study of some of the effects on the hydrophobicity of translucency through scales' cover reduction in butterfly wings and on the morphology associated with improved waterproofing.
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Static Structural Analysis of a Variable Span Morphing Wing for Unmanned Aerial Vehicle
NASA Astrophysics Data System (ADS)
Bashir, M.; Rajendran, P.
2018-05-01
While the primary reason to develop an adaptive wing is the aerodynamic benefits, the primary hindrance is the structural and vibrational considerations due to the unsteady nature of the airflow during the flight. Hence this study forms an important part of the morphable wing technology. In this paper, the design of a moderate aspect ratio variable span wing will be performed. The morphing wing is modeled structurally to observe the effect of spanwise load distribution on the wing structure. For the structural design and analysis of the unmanned aerial vehicle (UAV) under this study, commercial software Solidworks and Ansys/Static Structural/Modal are used. The static structural analyses of the wing are performed under different load conditions. The results of these analyses show that the designed structure is safe within the flight envelope. It is observed that the wing-root bending moment increases drastically due to an increase in the wingspan. Thus, the bending moment along the wingspan of the morphing wing is much larger than that of the conventional wing which results in an increase in the deflection of the free-end. The maximum stress for the un-extended wing configuration increases for the extended wing configuration.
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Simons, Erin L R; O'connor, Patrick M
2012-03-01
Wing bone histology in three species of birds was characterized in order to test hypotheses related to the relationship between skeletal microstructure and inferred wing loading during flight. Data on the degree of laminarity (the proportion of circular vascular canals) and the occurrence of secondary osteons were obtained from three species that utilize different primary flight modes: the Double-crested cormorant, a continuous flapper; the Brown pelican, a static soarer; and the Laysan albatross, a dynamic soarer. Laminarity indices were calculated for four quadrants for each of the three main wing elements. Ulnae and carpometacarpi were predicted to exhibit quadrant specific patterns of laminarity due to hypothesized differences in locally applied loads related to the attachment of flight feathers. However, few differences among the quadrants were identified. No significant differences were identified among the three elements, which is notable as different bones are likely experiencing different loading conditions. These results do not support the concept of bone functional adaptation in the primary structure of the wing elements. Significant differences in laminarity were found among the three primary flight modes. The dynamic soaring birds exhibited significantly lower laminarity than the flapping and static soaring birds. These results support the proposed hypothesis that laminarity is an adaptation for resisting torsional loading. This may be explained by overall wing shape: whereas dynamic soaring birds have long slender wings, flappers and static soaring birds have broader wings with a larger wing chord that would necessarily impart a higher torsional moment on the feather-bearing bones. Copyright © 2012 Wiley Periodicals, Inc.
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Stratmann, A; Fröhlich, E K F; Gebhardt-Henrich, S G; Harlander-Matauschek, A; Würbel, H; Toscano, M J
2016-05-01
The prevalence of keel bone damage as well as external egg parameters of 2 pure lines divergently selected for high (H) and low (L) bone strength were investigated in 2 aviary systems under commercial conditions. A standard LSL hybrid was used as a reference group. Birds were kept mixed per genetic line (77 hens of the H and L line and 201 or 206 hens of the LSL line, respectively, per pen) in 8 pens of 2 aviary systems differing in design. Keel bone status and body mass of 20 focal hens per line and pen were assessed at 17, 18, 23, 30, 36, 43, 52, and 63 wk of age. External egg parameters (i.e., egg mass, eggshell breaking strength, thickness, and mass) were measured using 10 eggs per line at both 38 and 57 wk of age. Body parameters (i.e. tarsus and third primary wing feather length to calculate index of wing loading) were recorded at 38 wk of age and mortality per genetic line throughout the laying cycle. Bone mineral density (BMD) of 15 keel bones per genetic line was measured after slaughter to confirm assignment of the experimental lines. We found a greater BMD in the H compared with the L and LSL lines. Fewer keel bone fractures and deviations, a poorer external egg quality, as well as a lower index of wing loading were found in the H compared with the L line. Mortality was lower and production parameters (e.g., laying performance) were higher in the LSL line compared with the 2 experimental lines. Aviary design affected prevalence of keel bone damage, body mass, and mortality. We conclude that selection of specific bone traits associated with bone strength as well as the related differences in body morphology (i.e., lower index of wing loading) have potential to reduce keel bone damage in commercial settings. Also, the housing environment (i.e., aviary design) may have additive effects. © 2016 Poultry Science Association Inc.
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NASA Technical Reports Server (NTRS)
Lamar, J. E.
1976-01-01
A new subsonic method has been developed by which the mean camber surface can be determined for trimmed noncoplanar planforms with minimum vortex drag. This method uses a vortex lattice and overcomes previous difficulties with chord loading specification. A Trefftz plane analysis is utilized to determine the optimum span loading for minimum drag, then solved for the mean camber surface of the wing, which provides the required loading. Sensitivity studies, comparisons with other theories, and applications to configurations which include a tandem wing and a wing winglet combination have been made and are presented.
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NASA Technical Reports Server (NTRS)
Przekop, Adam; Jegley, Dawn C.; Lovejoy, Andrew E.; Rouse, Marshall; Wu, Hsi-Yung T.
2016-01-01
The Environmentally Responsible Aviation Project aimed to develop aircraft technologies enabling significant fuel burn and community noise reductions. Small incremental changes to the conventional metallic alloy-based 'tube and wing' configuration were not sufficient to achieve the desired metrics. One airframe concept identified by the project as having the potential to dramatically improve aircraft performance was a composite-based hybrid wing body configuration. Such a concept, however, presented inherent challenges stemming from, among other factors, the necessity to transfer wing loads through the entire center fuselage section which accommodates a pressurized cabin confined by flat or nearly flat panels. This paper discusses finite element analysis and testing of a large-scale hybrid wing body center section structure developed and constructed to demonstrate that the Pultruded Rod Stitched Efficient Unitized Structure concept can meet these challenging demands of the next generation airframes. Part I of the paper considers the five most critical load conditions, which are internal pressure only and positive and negative g-loads with and without internal pressure. Analysis results are compared with measurements acquired during testing. Performance of the test article is found to be closely aligned with predictions and, consequently, able to support the hybrid wing body design loads in pristine and barely visible impact damage conditions.
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BMI Sandwich Wing Box Analysis and Test
NASA Technical Reports Server (NTRS)
Palm, Tod; Mahler, Mary; Shah, Chandu; Rouse, Marshall; Bush, Harold; Wu, Chauncey; Small, William J.
2000-01-01
A composite sandwich single bay wing box test article was developed by Northrop Grumman and tested recently at NASA Langley Research Center. The objectives for the wing box development effort were to provide a demonstration article for manufacturing scale up of structural concepts related to a high speed transport wing, and to validate the structural performance of the design. The box concept consisted of highly loaded composite sandwich wing skins, with moderately loaded composite sandwich spars. The dimensions of the box were chosen to represent a single bay of the main wing box, with a spar spacing of 30 inches, height of 20 inches constant depth, and length of 64 inches. The bismaleimide facesheet laminates and titanium honeycomb core chosen for this task are high temperature materials able to sustain a 300F service temperature. The completed test article is shown in Figure 1. The tests at NASA Langley demonstrated the structures ability to sustain axial tension and compression loads in excess of 20,000 lb/in, and to maintain integrity in the thermal environment. Test procedures, analysis failure predictions, and test results are presented.
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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.
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Load distribution on a close-coupled wing canard at transonic speeds
NASA Technical Reports Server (NTRS)
Gloss, B. B.; Washburn, K. E.
1977-01-01
This paper reports on a wind-tunnel test where load distributions were obtained at transonic speeds on both the canard and wing surfaces of a closely-coupled wing-canard configuration. The investigation included detailed component and configuration arrangement studies to provide insight into the various aerodynamic interference effects for the leading-edge vortex flow conditions encountered. Data indicate that increasing the Mach number from 0.70 to 0.95 caused the wing leading-edge vortex to burst over the wing when the wing was in the presence of the high canard. For some of the outboard span locations, the leading-edge vortex reattachment streamline intersects the wing trailing edge inboard of these span locations, thus, the Kutta condition was not satisfied. In general, the effect of adding a canard was to reduce the lift inboard and somewhat increase the lift outboard similar to the trends that would have been expected had the flow been attached.
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Fundamental Characterization of Spanwise Loading and Trailed Wake Vortices
2016-07-01
the close interaction of the tip vortex with a following blade . Such vortex interactions are fundamental determinants of rotor performance, loads, and...wing loading distribution differs from a typical loading on a hovering rotor blade in that the maximum bound circulation occurs at the blade root...and not close to the tip; this is similar to a very highly twisted rotor blade , like a tilt-rotor, in hover. The wing-vortex interaction alters the
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VIEW OF 77710A REACTOR WING, LOOKING NORTHEAST,SHOWING LOADING DOOR TO ...
VIEW OF 777-10A REACTOR WING, LOOKING NORTHEAST,SHOWING LOADING DOOR TO THE PROCESS DEVELOPMENT PILE ROOM. BUILDING 305-A IN BACKGROUND ON LEFT - Physics Assembly Laboratory, Area A/M, Savannah River Site, Aiken, Aiken County, SC
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NASA Technical Reports Server (NTRS)
Gloss, B. B.; Johnson, F. T.
1976-01-01
The Boeing Commercial Airplane Company developed an inviscid three-dimensional lifting surface method that shows promise in being able to accurately predict loads, subsonic and supersonic, on wings with leading-edge separation and reattachment.
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NASA Technical Reports Server (NTRS)
Boyd, John W
1951-01-01
The results of an experimental investigation of the load distribution over two triangular wings in sideslip at Mach numbers from 1.20 to 1.79 are presented and compared with theory. The two wings tested have identical plan form, 45 degrees sweepback of the leading edge, and an aspect ratio of 4.0. One model was composed of round-nose airfoil sections and the other of sharp-nose, biconvex sections. For both wings the maximum thickness of streamwise sections was 6 percent and was located at the 30-percent chord.
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An analysis of life expectancy of airplane wings in normal cruising flight
NASA Technical Reports Server (NTRS)
Putnam, Abbott A
1945-01-01
In order to provide a basis for judging the relative importance of wing failure by fatigue and by single intense gusts, an analysis of wing life for normal cruising flight was made based on data on the frequency of atmospheric gusts. The independent variables considered in the analysis included stress-concentration factor, stress-load relation, wing loading, design and cruising speeds, design gust velocity, and airplane size. Several methods for estimating fatigue life from gust frequencies are discussed. The procedure selected for the analysis is believed to be simple and reasonably accurate, though slightly conservative.
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Cabin-fuselage-wing structural design concept with engine installation
NASA Technical Reports Server (NTRS)
Ariotti, Scott; Garner, M.; Cepeda, A.; Vieira, J.; Bolton, D.
1993-01-01
The purpose of this project is to provide a fuselage structural assembly and wing structural design that will be able to withstand the given operational parameters and loads provided by Federal Aviation Regulation Part 23 (FAR 23) and the Statement of Work (SOW). The goal is to provide a durable lightweight structure that will transfer the applied loads through the most efficient load path. Areas of producibility and maintainability of the structure will also be addressed. All of the structural members will also meet or exceed the desired loading criteria, along with providing adequate stiffness, reliability, and fatigue life as stated in the SOW. Considerations need to be made for control system routing and cabin heating/ventilation. The goal of the wing structure and carry through structure is also to provide a simple, lightweight structure that will transfer the aerodynamic forces produced by the wing, tailboom, and landing gear. These forces will be channeled through various internal structures sized for the pre-determined loading criteria. Other considerations were to include space for flaps, ailerons, fuel tanks, and electrical and control system routing. The difficulties encountered in the fuselage design include expanding the fuselage cabin to accept a third occupant in a staggered configuration and providing ample volume for their safety. By adding a third person the CG of aircraft will move forward so the engine needs to be moved aft to compensate for the difference in the moment. This required the provisions of a ring frame structure for the new position of the engine mount. The difficulties encountered in the wing structural design include resizing the wing for the increased capacity and weight, and compensating for a large torsion produced by the tail boom by placing a great number of stiffeners inside the boom, which will result in the relocation of the fuel tank. Finally, an adequate carry through structure for the wing and fuselage interface will be designed to effectively transmit loads through the fuselage.
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NASA Technical Reports Server (NTRS)
Seidman, Oscar; Neihouse, A I
1940-01-01
The reported tests are a continuation of an NACA investigation being made in the free-spinning wind tunnel to determine the effects of independent variations in load distribution, wing and tail arrangement, and control disposition on the spin characteristics of airplanes. The standard series of tests was repeated to determine the effect of airplane relative density. Tests were made at values of the relative-density parameter of 6.8, 8.4 (basic), and 12.0; and the results were analyzed. The tested variations in the relative-density parameter may be considered either as variations in the wing loading of an airplane spun at a given altitude, with the radii of gyration kept constant, or as a variation of the altitude at which the spin takes place for a given airplane. The lower values of the relative-density parameter correspond to the lower wing loadings or to the lower altitudes of the spin.
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Drones for aerodynamic and structural testing /DAST/ - A status report
NASA Technical Reports Server (NTRS)
Murrow, H. N.; Eckstrom, C. V.
1978-01-01
A program for providing research data on aerodynamic loads and active control systems on wings with supercritical airfoils in the transonic speed range is described. Analytical development, wind tunnel tests, and flight tests are included. A Firebee II target drone vehicle has been modified for use as a flight test facility. The program currently includes flight experiments on two aeroelastic research wings. The primary purpose of the first flight experiment is to demonstrate an active control system for flutter suppression on a transport-type wing. Design and fabrication of the wing are complete and after installing research instrumentation and the flutter suppression system, flight testing is expected to begin in early 1979. The experiment on the second research wing - a fuel-conservative transport type - is to demonstrate multiple active control systems including flutter suppression, maneuver load alleviation, gust load alleviation, and reduce static stability. Of special importance for this second experiment is the development and validation of integrated design methods which include the benefits of active controls in the structural design.
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Modeling, Control, and Estimation of Flexible, Aerodynamic Structures
NASA Astrophysics Data System (ADS)
Ray, Cody W.
Engineers have long been inspired by nature’s flyers. Such animals navigate complex environments gracefully and efficiently by using a variety of evolutionary adaptations for high-performance flight. Biologists have discovered a variety of sensory adaptations that provide flow state feedback and allow flying animals to feel their way through flight. A specialized skeletal wing structure and plethora of robust, adaptable sensory systems together allow nature’s flyers to adapt to myriad flight conditions and regimes. In this work, motivated by biology and the successes of bio-inspired, engineered aerial vehicles, linear quadratic control of a flexible, morphing wing design is investigated, helping to pave the way for truly autonomous, mission-adaptive craft. The proposed control algorithm is demonstrated to morph a wing into desired positions. Furthermore, motivated specifically by the sensory adaptations organisms possess, this work transitions to an investigation of aircraft wing load identification using structural response as measured by distributed sensors. A novel, recursive estimation algorithm is utilized to recursively solve the inverse problem of load identification, providing both wing structural and aerodynamic states for use in a feedback control, mission-adaptive framework. The recursive load identification algorithm is demonstrated to provide accurate load estimate in both simulation and experiment.
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NASA Astrophysics Data System (ADS)
Kaloyanova, Valentina B.
Recent research trends have indicated an interest in High-Altitude, Long-Endurance (HALE) aircraft as a low-cost alternative to certain space missions, such as telecommunication relay, environmental sensing and military reconnaissance. HALE missions require a light vehicle flying at low speed in the stratosphere at altitudes of 60,000-80,000 ft, with a continuous loiter time of up to several days. To provide high lift and low drag at these high altitudes, where the air density is low, the wing area should be increased, i.e., high-aspect-ratio wings are necessary. Due to its large span and lightweight, the wing structure is very flexible. To reduce the structural deformation, and increase the total lift in a long-spanned wing, a sensorcraft model with a joined-wing configuration, proposed by AFRL, is employed. The joined-wing encompasses a forward wing, which is swept back with a positive dihedral angle, and connected with an aft wing, which is swept forward. The joined-wing design combines structural strength, high aerodynamic performance and efficiency. As a first step to study the joined-wing structural behavior an 1-D approximation model is developed. The 1-D approximation is a simple structural model created using ANSYS BEAM4 elements to present a possible approach for the aerodynamics-structure coupling. The pressure loads from the aerodynamic analysis are integrated numerically to obtain the resultant aerodynamic forces and moments (spanwise lift and pitching moment distributions, acting at the aerodynamic center). These are applied on the 1-D structural model. A linear static analysis is performed under this equivalent load, and the deformed shape of the 1-D model is used to obtain the deformed shape of the actual 3-D joined wing, i.e. deformed aerodynamic surface grid. To date in the existing studies, only simplified structural models have been examined. In the present work, in addition to the simple 1-D beam model, a semi-monocoque structural model is developed. All stringers, skin panels, ribs and spars are represented by appropriate elements in a finite-element model. Also, the model accounts for the fuel weight and sensorcraft antennae housed within the wings. Linear and nonlinear static analyses under the aerodynamic load are performed. The stress distribution in the wing as well as deformation is explored. Starting with a structural model with uniform mass distribution, a design optimization is performed to achieve a fully stressed design. As the joined-wing structure is prone to buckling, after the design optimization is complete linear and nonlinear bucking analyses are performed to study the global joined-wing structural instability, the load magnitude at which it is expected to occur, and the buckling mode. The buckled shape of the aft wing (which is subjected to compression) is found to resemble that of a fixed-pinned column. The linear buckling analysis overestimates the buckling load. However, even the nonlinear buckling analysis results in a load factor higher than 3, i.e. the wing structure is buckling safe under its current loading conditions. As the region of the joint has a very complicated geometry that has adverse effects in the flow and stress behavior an independent, more finely meshed model (submodel) of the joint region is generated and analyzed. A detailed discussion of the stress distribution obtained in the joint region via the submodeling technique is presented in this study as well. It is found out that compared to its structural response, the joint adverse effects are much more pronounced in its aerodynamic response, so it is suggested for future studies the geometry of the joint to be optimized based on its aerodynamic performance. As this design and analysis study is aimed towards developing a realistic structural representation of the innovative joined-wing configuration, in addition to the "global", or upper-level optimization, a local level design optimization is performed as well. At the lower (local) level detailed models of wing structural panels are used to compute more complex failure modes and to design the details that are not included in the upper (global) level model. Proper coordination between local skin-stringer panel models and the global joined-wing model prevents inconsistency between the upper- (global) and lower- (local) level design models. (Abstract shortened by UMI.)
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NASA Technical Reports Server (NTRS)
Olson, R.E.; Allison, J.M.
1939-01-01
Present designs for large flying boats are characterized by high wing loading, high aspect ratio, and low parasite drag. The high wing loading results in the universal use of flaps for reducing the takeoff and landing speeds. These factors have an effect on takeoff performance and influence to a certain extent the design of the hull. An investigation was made of the influence of various factors and design parameters on the takeoff performance of a hypothetical large flying boat by means of takeoff calculations. The parameters varied in the calculations were size of hull (load coefficient), wing setting, trim, deflection of flap, wing loading, aspect ratio, and parasite drag. The takeoff times and distances were calculated to the stalling speeds and the performance above these speeds was studied separately to determine piloting technique for optimum takeoff. The advantage of quick deflection of the flap at high water speeds is shown.
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Novel deployable morphing wing based on SMP composite
NASA Astrophysics Data System (ADS)
Yu, Kai; Sun, Shouhua; Liu, Liwu; Zhang, Zhen; Liu, Yanju; Leng, Jinsong
2009-07-01
In this paper, a novel kind of deployable morphing wing base on shape memory polymer (SMP) composite is designed and tested. While the deployment of the morphing wing still relies on the mechanisms to ensure the recovery force and the stability performance, the deploying process tends to be more steady and accurate by the application of SMP composite, which overcomes the inherent drawbacks of the traditional one, such as harmful impact to the flight balance, less accuracy during the deployment and complex mechanical masses. On the other hand, SMP composite is also designed as the wing's filler. During its shape recovery process, SMP composite stuffed in the wing helps to form an aerofoil for the wing and withstand the aerodynamic loads, leading to the compressed aerofoil recovering its original shape. To demonstrate the feasibility and the controllability of the designed deployable morphing wing, primary tests are also conducted, including the deploying speed of the morphing wing and SMP filler as the main testing aspects. Finally, Wing's deformation under the air loads is also analyzed by using the finite element method to validate the flight stability.
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Dynamics of ultralight aircraft: Motion in vertical gusts
NASA Technical Reports Server (NTRS)
Jones, R. T.
1977-01-01
Gust load calculations are extended to the range of conditions encountered by ultralight aircraft such as hang gliders. Having wing loadings of the order of 5 kg/sq m, these gliders acquire a substantial fraction of the motion of a gust within a distance of 1 or 2 m. Comparative loads and displacements for a small powered airplane having a wing loading of 50 kg sq m and for a commercial jet with 500 kg sq m are shown.
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NASA Technical Reports Server (NTRS)
Montoya, L. C.; Flechner, S. G.; Jacobs, P. F.
1977-01-01
Pressure and spanwise load distributions on a first-generation jet transport semispan model at high subsonic speeds are presented for the basic wing and for configurations with an upper winglet only, upper and lower winglets, and a simple wing-tip extension. Selected data are discussed to show the general trends and effects of the various configurations.
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Prospects for low wing-loading STOL transports with ride smoothing.
NASA Technical Reports Server (NTRS)
Holloway, R. B.; Thompson, G. O.; Rohling, W. J.
1972-01-01
Airplanes with low wing-loadings provide STOL capability without reliance on auxiliary propulsion or augmented lift, but require a ride smoothing control system to provide acceptable passenger comfort. A parametric study produced a configuration having a .35 thrust-to-weight ratio and a 50 psf wing loading, and which satisfied specified mission requirements and airworthiness standards. A ride-smoothing control system (RCS) synthesis was then performed which consisted of ride quality criteria definition, RCS concept trades, and analysis of RCS performance benefits at significant flight conditions. Within the limitations of the study it is concluded that this is a viable approach to STOL airplane design.
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Some considerations in the design of transport aircraft /The W. Rupert Turnbull Lecture for 1975/
NASA Technical Reports Server (NTRS)
Jones, R. T.
1975-01-01
The slow landing speeds (30 mph, 65 mph) and light wing loading required for safety in the early days of aviation are shown to be irrelevant to safe landings of propeller-driven aircraft, while increases in wing loading and landing speed have been accompanied by improved safety records. This is attributed to length of runway and time available for approach maneuvers, plus immunity to wind gusts and turbulence conferred by higher wing loadings. Aerodynamical and mechanical aspects of safe landing are discussed, with no mention of instruments. Fuel savings achievable through high aspect ratio, variable sweep angle, and supercritical airfoils are also considered.
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NASA Astrophysics Data System (ADS)
Salami, E.; Montazer, E.; Ward, T. A.; Ganesan, P. B.
2017-06-01
The biomimetic micro air vehicles (BMAV) are unmanned, micro-scaled aircraft that are bio-inspired from flying organisms to achieve the lift and thrust by flapping their wings. The main objectives of this study are to design a BMAV wing (inspired from the dragonfly) and analyse its nano-mechanical properties. In order to gain insights into the flight mechanics of dragonfly, reverse engineering methods were used to establish three-dimensional geometrical models of the dragonfly wings, so we can make a comparative analysis. Then mechanical test of the real dragonfly wings was performed to provide experimental parameter values for mechanical models in terms of nano-hardness and elastic modulus. The mechanical properties of wings were measured by nanoindentre. Finally, a simplified model was designed and the dragonfly-like wing frame structure was bio-mimicked and fabricated using a 3D printer. Then mechanical test of the BMAV wings was performed to analyse and compare the wings under a variety of simplified load regimes that are concentrated force, uniform line-load and a torque. This work opened up the possibility towards developing an engineering basis for the biomimetic design of BMAV wings.
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Global and Local Stress Analyses of McDonnell Douglas Stitched/RFI Composite Wing Stub Box
NASA Technical Reports Server (NTRS)
Wang, John T.
1996-01-01
This report contains results of structural analyses performed in support of the NASA structural testing of an all-composite stitched/RFI (resin film infusion) wing stub box. McDonnell Douglas Aerospace Company designed and fabricated the wing stub box. The analyses used a global/local approach. The global model contains the entire test article. It includes the all-composite stub box, a metallic load-transition box and a metallic wing-tip extension box. The two metallic boxes are connected to the inboard and outboard ends of the composite wing stub box, respectively. The load-transition box was attached to a steel and concrete vertical reaction structure and a load was applied at the tip of the extension box to bend the wing stub box upward. The local model contains an upper cover region surrounding three stringer runouts. In that region, a large nonlinear deformation was identified by the global analyses. A more detailed mesh was used for the local model to obtain more accurate analysis results near stringer runouts. Numerous analysis results such as deformed shapes, displacements at selected locations, and strains at critical locations are included in this report.
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NASA Technical Reports Server (NTRS)
Nguyen, Nhan; Ting, Eric; Chaparro, Daniel; Drew, Michael; Swei, Sean
2017-01-01
As aircraft wings become much more flexible due to the use of light-weight composites material, adverse aerodynamics at off-design performance can result from changes in wing shapes due to aeroelastic deflections. Increased drag, hence increased fuel burn, is a potential consequence. Without means for aeroelastic compensation, the benefit of weight reduction from the use of light-weight material could be offset by less optimal aerodynamic performance at off-design flight conditions. Performance Adaptive Aeroelastic Wing (PAAW) technology can potentially address these technical challenges for future flexible wing transports. PAAW technology leverages multi-disciplinary solutions to maximize the aerodynamic performance payoff of future adaptive wing design, while addressing simultaneously operational constraints that can prevent the optimal aerodynamic performance from being realized. These operational constraints include reduced flutter margins, increased airframe responses to gust and maneuver loads, pilot handling qualities, and ride qualities. All of these constraints while seeking the optimal aerodynamic performance present themselves as a multi-objective flight control problem. The paper presents a multi-objective flight control approach based on a drag-cognizant optimal control method. A concept of virtual control, which was previously introduced, is implemented to address the pair-wise flap motion constraints imposed by the elastomer material. This method is shown to be able to satisfy the constraints. Real-time drag minimization control is considered to be an important consideration for PAAW technology. Drag minimization control has many technical challenges such as sensing and control. An initial outline of a real-time drag minimization control has already been developed and will be further investigated in the future. A simulation study of a multi-objective flight control for a flight path angle command with aeroelastic mode suppression and drag minimization demonstrates the effectiveness of the proposed solution. In-flight structural loads are also an important consideration. As wing flexibility increases, maneuver load and gust load responses can be significant and therefore can pose safety and flight control concerns. In this paper, we will extend the multi-objective flight control framework to include load alleviation control. The study will focus initially on maneuver load minimization control, and then subsequently will address gust load alleviation control in future work.
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1980-07-01
Arnold. Some further insight into the problem is obtained here, however, when it is demonstrated that highly optimized structural designs may...aircraft of this type are normally designed to withstand loads up to 1.5 times the maximum limit load (load factor 8.0 to 8.67), the structure should...on the wing, for example, give rise to concentrated drag and chordwise loadings as does the recoil from firing wing mounted gun systems . The drag on
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NASA Technical Reports Server (NTRS)
Wollner, Bertram C
1948-01-01
Contains charts for use in determining preliminary values of the spanwise-load, shear, bending-moment, and accumulated-torque distributions of swept wings. The charts are based on strip theory and include four aerodynamic-load distributions, two section-moment distributions, and two inertia-load distributions. The taper ratios considered cover the range from 1.0 to 0 and the results are applicable to any angle of sweep.
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Buckling behavior of Rene 41 tubular panels for a hypersonic aircraft wing
NASA Technical Reports Server (NTRS)
Ko, W. L.; Fields, R. A.; Shideler, J. L.
1986-01-01
The buckling characteristics of Rene 41 tubular panels for a hypersonic aircraft wing were investigated. The panels were repeatedly tested for buckling characteristics using a hypersonic wing test structure and a universal tension/compression testing machine. The nondestructive buckling tests were carried out under different combined load conditions and in different temperature environments. The force/stiffness technique was used to determine the buckling loads of the panels. In spite of some data scattering resulting from large extrapolations of the data-fitting curve (because of the termination of applied loads at relatively low percentages of the buckling loads), the overall test data correlate fairly well with theoretically predicted buckling interaction curves. Also, the structural efficiency of the tubular panels was found to be slightly higher than that of beaded panels.
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Buckling behavior of Rene 41 tubular panels for a hypersonic aircraft wing
NASA Technical Reports Server (NTRS)
Ko, W. L.; Shideler, J. L.; Fields, R. A.
1986-01-01
The buckling characteristics of Rene 41 tubular panels for a hypersonic aircraft wing were investigated. The panels were repeatedly tested for buckling characteristics using a hypersonic wing test structure and a universal tension/compression testing machine. The nondestructive buckling tests were carried out under different combined load conditions and in different temperature environments. The force/stiffness technique was used to determine the buckling loads of the panel. In spite of some data scattering, resulting from large extrapolations of the data fitting curve (because of the termination of applied loads at relatively low percentages of the buckling loads), the overall test data correlate fairly well with theoretically predicted buckling interaction curves. Also, the structural efficiency of the tubular panels was found to be slightly higher than that of beaded panels.
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Aerostructural optimization of a morphing wing for airborne wind energy applications
NASA Astrophysics Data System (ADS)
Fasel, U.; Keidel, D.; Molinari, G.; Ermanni, P.
2017-09-01
Airborne wind energy (AWE) vehicles maximize energy production by constantly operating at extreme wing loading, permitted by high flight speeds. Additionally, the wide range of wind speeds and the presence of flow inhomogeneities and gusts create a complex and demanding flight environment for AWE systems. Adaptation to different flow conditions is normally achieved by conventional wing control surfaces and, in case of ground generator-based systems, by varying the reel-out speed. These control degrees of freedom enable to remain within the operational envelope, but cause significant penalties in terms of energy output. A significantly greater adaptability is offered by shape-morphing wings, which have the potential to achieve optimal performance at different flight conditions by tailoring their airfoil shape and lift distribution at different levels along the wingspan. Hence, the application of compliant structures for AWE wings is very promising. Furthermore, active gust load alleviation can be achieved through morphing, which leads to a lower weight and an expanded flight envelope, thus increasing the power production of the AWE system. This work presents a procedure to concurrently optimize the aerodynamic shape, compliant structure, and composite layup of a morphing wing for AWE applications. The morphing concept is based on distributed compliance ribs, actuated by electromechanical linear actuators, guiding the deformation of the flexible—yet load-carrying—composite skin. The goal of the aerostructural optimization is formulated as a high-level requirement, namely to maximize the average annual power production per wing area of an AWE system by tailoring the shape of the wing, and to extend the flight envelope of the wing by actively alleviating gust loads. The results of the concurrent multidisciplinary optimization show a 50.7% increase of extracted power with respect to a sequentially optimized design, highlighting the benefits of morphing and the potential of the proposed approach.
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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.
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NASA Technical Reports Server (NTRS)
Gainer, Patrick A.
1961-01-01
A method is described for determining aerodynamic-influence coefficients from wind-tunnel data for calculating the steady-state load distribution on a wing with arbitrary angle-of-attack distribution at supersonic speeds. The method combines linearized theory with empirical adjustments in order to give accurate results over a wide range of angles of attack. The experimented data required are pressure distributions measured on a flat wing of the desired planform at the desired Mach number and over the desired range of angles of attack. The method has been tested by applying it to wind-tunnel data measured at Mach numbers of 1.61 and 2.01 on wings of the same planform but of different surface shapes. Influence coefficients adjusted to fit the flat wing gave good predictions of the spanwise and chord-wise distributions of loadings measured on twisted and cambered wings.
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NASA Technical Reports Server (NTRS)
Snider, H. L.; Reeder, F. L.; Dirkin, W. J.
1972-01-01
Fourteen C-130 airplane center wings, each containing service-imposed fatigue damage resulting from 4000 to 13,000 accumulated flight hours, were tested to determine their fatigue crack propagation and static residual strength characteristics. Eight wings were subjected to a two-step constant amplitude fatigue test prior to static testing. Cracks up to 30 inches long were generated in these tests. Residual static strengths of these wings ranged from 56 to 87 percent of limit load. The remaining six wings containing cracks up to 4 inches long were statically tested as received from field service. Residual static strengths of these wings ranged from 98 to 117 percent of limit load. Damage-tolerant structural design features such as fastener holes, stringers, doublers around door cutouts, and spanwise panel splices proved to be effective in retarding crack propagation.
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NASA Technical Reports Server (NTRS)
Montoya, L. C.; Jacobs, P. F.; Flechner, S. G.
1977-01-01
Pressure and spanwise load distributions on a first-generation jet transport semispan model at a Mach number of 0.30 are given for the basic wing and for configurations with an upper winglet only, upper and lower winglets, and a simple wing-tip extension. To simulate second-segment-climb lift conditions, leading- and/or trailing-edge flaps were added to some configurations.
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Adaptive wing static aeroelastic roll control
NASA Astrophysics Data System (ADS)
Ehlers, Steven M.; Weisshaar, Terrence A.
1993-09-01
Control of the static aeroelastic characteristics of a swept uniform wing in roll using an adaptive structure is examined. The wing structure is modeled as a uniform beam with bending and torsional deformation freedom. Aerodynamic loads are obtained from strip theory. The structure model includes coefficients representing torsional and bending actuation provided by embedded piezoelectric material layers. The wing is made adaptive by requiring the electric field applied to the piezoelectric material layers to be proportional to the wing root loads. The proportionality factor, or feedback gain, is used to control static aeroelastic rolling properties. Example wing configurations are used to illustrate the capabilities of the adaptive structure. The results show that rolling power, damping-in-roll and aileron effectiveness can be controlled by adjusting the feedback gain. And that dynamic pressure affects the gain required. Gain scheduling can be used to set and maintain rolling properties over a range of dynamic pressures. An adaptive wing provides a method for active aeroelastic tailoring of structural response to meet changing structural performance requirements during a roll maneuver.
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NASA Astrophysics Data System (ADS)
Ford, Mitchell; Kasoju, Vishwa; Santhanakrishnan, Arvind
2017-11-01
The smallest flying insects with body lengths under 1.5 mm, such as thrips, fairyflies, and some parasitoid wasps, show marked morphological preference for wings consisting of a thin solid membrane fringed with long bristles. In particular, thrips have been observed to use clap and fling wing kinematics at chord-based Reynolds numbers of approximately 10. More than 6,000 species of thrips have been documented, among which there is notable morphological diversity in bristled wing design. This study examines the effect of varying the ratio of solid membrane area to total wing area (including bristles) on aerodynamic forces and flow structures generated during clap and fling. Forewing image analysis on 30 species of thrips showed that membrane area ranged from 16%-71% of total wing area. Physical models of bristled wing pairs with ratios of solid membrane area to total wing area ranging from 15%-100% were tested in a dynamically scaled robotic platform mimicking clap and fling kinematics. Decreasing membrane area relative to total wing area resulted in significant decrease in maximum drag coefficient and comparatively smaller reduction in maximum lift coefficient, resulting in higher peak lift to drag ratio. Flow structures visualized using PIV will be presented.
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Time-varying span efficiency through the wingbeat of desert locusts.
Henningsson, Per; Bomphrey, Richard J
2012-06-07
The flight performance of animals depends greatly on the efficacy with which they generate aerodynamic forces. Accordingly, maximum range, load-lifting capacity and peak accelerations during manoeuvres are all constrained by the efficiency of momentum transfer to the wake. Here, we use high-speed particle image velocimetry (1 kHz) to record flow velocities in the near wake of desert locusts (Schistocerca gregaria, Forskål). We use the measured flow fields to calculate time-varying span efficiency throughout the wing stroke cycle. The locusts are found to operate at a maximum span efficiency of 79 per cent, typically at a plateau of about 60 per cent for the majority of the downstroke, but at lower values during the upstroke. Moreover, the calculated span efficiencies are highest when the largest lift forces are being generated (90% of the total lift is generated during the plateau of span efficiency) suggesting that the combination of wing kinematics and morphology in locust flight perform most efficiently when doing the most work.
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Experimental and Theoretical Study of a Rectangular Wing in a Vortical Wake at Low Speed
NASA Technical Reports Server (NTRS)
Smith, Willard G.; Lazzeroni, Frank A.
1960-01-01
A systematic study has been made, experimentally and theoretically, of the effects of a vortical wake on the aerodynamic characteristics of a rectangular wing at subsonic speed. The vortex generator and wing were mounted on a reflection plane to avoid body-wing interference. Vortex position, relative to the wing, was varied both in the spanwise direction and normal to the wing. Angle of attack of the wing was varied from -40 to +60. Both chordwise and spanwise pressure distributions were obtained with the wing in uniform and vortical flow fields. Stream surveys were made to determine the flow characteristics in the vortical wake. The vortex-induced lift was calculated by several theoretical methods including strip theory, reverse-flow theory, and reverse-flow theory including a finite vortex core. In addition, the Prandtl lifting-line theory and the Weissinger theory were used to calculate the spanwise distribution of vortex-induced loads. With reverse-flow theory, predictions of the interference lift were generally good, and with Weissinger's theory the agreement between the theoretical spanwise variation of induced load and the experimental variation was good. Results of the stream survey show that the vortex generated by a lifting surface of rectangular plan form tends to trail back streamwise from the tip and does not approach the theoretical location, or centroid of circulation, given by theory. This discrepancy introduced errors in the prediction of vortex interference, especially when the vortex core passed immediately outboard of the wing tip. The wake produced by the vortex generator in these tests was not fully rolled up into a circular vortex, and so lacked symmetry in the vertical direction of the transverse plane. It was found that the direction of circulation affected the induced loads on the wing either when the wing was at angle of attack or when the vortex was some distance away from the plane of the wing.
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Fernández, María José; Driver, Marion E; Hedrick, Tyson L
2017-10-15
Flight performance is fundamental to the fitness of flying organisms. Whilst airborne, flying organisms face unavoidable wing wear and wing area loss. Many studies have tried to quantify the consequences of wing area loss to flight performance with varied results, suggesting that not all types of damage are equal and different species may have different means to compensate for some forms of wing damage with little to no cost. Here, we investigated the cost of control during hovering flight with damaged wings, specifically wings with asymmetric and symmetric reductions in area, by measuring maximum load lifting capacity and the metabolic power of hovering flight in hawkmoths ( Manduca sexta ). We found that while asymmetric and symmetric reductions are both costly in terms of maximum load lifting and hovering efficiency, asymmetric reductions are approximately twice as costly in terms of wing area lost. The moths also did not modulate flapping frequency and amplitude as predicted by a hovering flight model, suggesting that the ability to do so, possibly tied to asynchronous versus synchronous flight muscles, underlies the varied responses found in different wing clipping experiments. © 2017. Published by The Company of Biologists Ltd.
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Analytical model of the structureborne interior noise induced by a propeller wake
NASA Technical Reports Server (NTRS)
Junger, M. C.; Garrelick, J. M.; Martinez, R.; Cole, J. E., III
1984-01-01
The structure-borne contribution to the interior noise that is induced by the propeller wake acting on the wing was studied. Analytical models were developed to describe each aspect of this path including the excitation loads, the wing and fuselage structures, and the interior acoustic space. The emphasis is on examining a variety of parameters, and as a result different models were developed to examine specific parameters. The excitation loading on the wing by the propeller wake is modeled by a distribution of rotating potential vortices whose strength is related to the thrust per blade. The response of the wing to this loading is examined using beam models. A model of a beam structurally connected to a cylindrical shell with an internal acoustic fluid was developed to examine the coupling of energy from the wing to the interior space. The model of the acoustic space allows for arbitrary end conditions (e.g., rigid or vibrating end caps). Calculations are presented using these models to compare with a laboratory test configuration as well as for parameters of a prop-fan aircraft.
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Numerical Characterization of a Composite Bonded Wing-Box
NASA Technical Reports Server (NTRS)
Smeltzer, Stanley S., III; Lovejoy, Andrew E.; Satyanarayana, Arunkumar
2008-01-01
The development of composite wing structures has focused on the use of mechanical fasteners to join heavily-loaded areas, while bonded joints have been used only for select locations. The focus of this paper is the examination of the adhesive layer in a generic bonded wing box that represents a "fastenerless" or unitized structure in order to characterize the general behavior and failure mechanisms. A global/local approach was applied to study the response of the adhesive layer using a global shell model and a local shell/solid model. The wing box was analyzed under load to represent a high-g up-bending condition such that the strains in the composite sandwich face sheets are comparable to an expected design allowable. The global/local analysis indicates that at these wing load levels the strains in the adhesive layer are well within the adhesive's elastic region, such that yielding would not be expected in the adhesive layer. The global/local methodology appears to be a promising approach to evaluate the structural integrity of the adhesively bonded structures.
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Aeroacoustic theory for noncompact wing-gust interaction
NASA Technical Reports Server (NTRS)
Martinez, R.; Widnall, S. E.
1981-01-01
Three aeroacoustic models for noncompact wing-gust interaction were developed for subsonic flow. The first is that for a two dimensional (infinite span) wing passing through an oblique gust. The unsteady pressure field was obtained by the Wiener-Hopf technique; the airfoil loading and the associated acoustic field were calculated, respectively, by allowing the field point down on the airfoil surface, or by letting it go to infinity. The second model is a simple spanwise superposition of two dimensional solutions to account for three dimensional acoustic effects of wing rotation (for a helicopter blade, or some other rotating planform) and of finiteness of wing span. A three dimensional theory for a single gust was applied to calculate the acoustic signature in closed form due to blade vortex interaction in helicopters. The third model is that of a quarter infinite plate with side edge through a gust at high subsonic speed. An approximate solution for the three dimensional loading and the associated three dimensional acoustic field in closed form was obtained. The results reflected the acoustic effect of satisfying the correct loading condition at the side edge.
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14 CFR 23.573 - Damage tolerance and fatigue evaluation of structure.
Code of Federal Regulations, 2012 CFR
2012-01-01
... result in catastrophic loss of the airplane, the limit load capacity must be substantiated by one of the... equal to 1.1 times the normal operating differential pressure without any other load. [Doc. No. 26269... would result in catastrophic loss of the airplane, in each wing (including canards, tandem wings, and...
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14 CFR 23.573 - Damage tolerance and fatigue evaluation of structure.
Code of Federal Regulations, 2010 CFR
2010-01-01
... result in catastrophic loss of the airplane, the limit load capacity must be substantiated by one of the... equal to 1.1 times the normal operating differential pressure without any other load. [Doc. No. 26269... would result in catastrophic loss of the airplane, in each wing (including canards, tandem wings, and...
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14 CFR 23.573 - Damage tolerance and fatigue evaluation of structure.
Code of Federal Regulations, 2014 CFR
2014-01-01
... result in catastrophic loss of the airplane, the limit load capacity must be substantiated by one of the... equal to 1.1 times the normal operating differential pressure without any other load. [Doc. No. 26269... would result in catastrophic loss of the airplane, in each wing (including canards, tandem wings, and...
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14 CFR 23.573 - Damage tolerance and fatigue evaluation of structure.
Code of Federal Regulations, 2013 CFR
2013-01-01
... result in catastrophic loss of the airplane, the limit load capacity must be substantiated by one of the... equal to 1.1 times the normal operating differential pressure without any other load. [Doc. No. 26269... would result in catastrophic loss of the airplane, in each wing (including canards, tandem wings, and...
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14 CFR 23.573 - Damage tolerance and fatigue evaluation of structure.
Code of Federal Regulations, 2011 CFR
2011-01-01
... result in catastrophic loss of the airplane, the limit load capacity must be substantiated by one of the... equal to 1.1 times the normal operating differential pressure without any other load. [Doc. No. 26269... would result in catastrophic loss of the airplane, in each wing (including canards, tandem wings, and...
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Range Performance of Bombers Powered by Turbine-Propeller Power Plants
NASA Technical Reports Server (NTRS)
Cline, Charles W.
1950-01-01
Calculations have been made to find range? attainable by bombers of gross weights from l40,000 to 300,000 pounds powered by turbine-propeller power plants. Only conventional configurations were considered and emphasis was placed upon using data for structural and aerodynamic characteristics which are typical of modern military airplanes. An effort was made to limit the various parameters invoked in the airplane configuration to practical values. Therefore, extremely high wing loadings, large amounts of sweepback, and very high aspect ratios have not been considered. Power-plant performance was based upon the performance of a typical turbine-propeller engine equipped with propellers designed to maintain high efficiencies at high-subsonic speeds. Results indicated, in general, that the greatest range, for a given gross weight, is obtained by airplanes of high wing loading, unless the higher cruising speeds associated with the high-wing-loading airplanes require-the use of thinner wing sections. Further results showed the effect of cruising at-high speeds, of operation at very high altitudes, and of carrying large bomb loads.
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A Comparison of Three Theoretical Methods of Calculating Span Load Distribution on Swept Wings
NASA Technical Reports Server (NTRS)
VanDorn, Nicholas H.; DeYoung, John
1947-01-01
Three methods for calculating span load distribution, those developed by V.M Falkner, Wm. Mutterperl, and J. Weissinger, have been applied to five swept wings. The angles of sweep ranged from -45 degrees to +45 degrees. These methods were examined to establish their relative accuracy and case of application. Experimentally determined loadings were used as a basis for judging accuracy. For the convenience of the readers the computing forms and all information requisite to their application are included in appendixes. From the analysis it was found that the Weissinger method would be best suited to an over-all study of the effects of plan form on the span loading and associated characteristics of wings. The method gave good, but not best, accuracy and involved by far the least computing effort. The Falkner method gave the best accuracy but at a considerable expanse in computing effort and hence appeared to be most useful for a detailed study of a specific wing. The Mutterperl method offered no advantages in accuracy of facility over either of the other methods and hence is not recommended for use.
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Test results from large wing and fuselage panels
NASA Technical Reports Server (NTRS)
Madan, Ram C.; Voldman, Mike
1993-01-01
This paper presents the first results in an assessment of the strength, stiffness, and damage tolerance of stiffened wing and fuselage subcomponents. Under this NASA funded program, 10 large wing and fuselage panels, variously fabricated by automated tow placement and dry-stitched preform/resin transfer molding, are to be tested. The first test of an automated tow placement six-longeron fuselage panel under shear load was completed successfully. Using NASTRAN finite-element analysis the stiffness of the panel in the linear range prior to buckling was predicted within 3.5 percent. A nonlinear analysis predicted the buckling load within 10 percent and final failure load within 6 percent. The first test of a resin transfer molding six-stringer wing panel under compression was also completed. The panel failed unexpectedly in buckling because of inadequate supporting structure. The average strain was 0.43 percent with a line load of 20.3 kips per inch of width. This strain still exceeds the design allowable strains. Also, the stringers did not debond before failure, which is in contrast to the general behavior of unstitched panels.
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NASA Technical Reports Server (NTRS)
Razak, K.
1980-01-01
The question of the effect of distribution and magnitude of spanwise circulation and shed vorticity from an airplane wing on the distribution pattern of agricultural products distributed from an airplane was studied. The first step in an analysis of this question is the determination of the actual distribution of lift along an airplane wing, from which the pattern of shed vorticity can be determined. A procedure is developed to calculate the span loading for flapped and unflapped wings of arbitrary aspect ratio and taper ratio. The procedure was programmed on a small programmable calculator, the Hewlett Packard HP-97, and also was programmed in BASIC language. They could be used to explore the variations in span loading that can be secured by variable flap deflections or the effect of flying at varying air speeds at different airplane gross weights. Either an absolute evaluation of span loading can be secured or comparative span loading can be evaluated to determine their effect on swath width and swath distribution pattern. The programs are intended to assist the user in evaluating the effect of a given spanload distribution.
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NASA Technical Reports Server (NTRS)
Guy, Lawrence D; Hadaway, William M
1955-01-01
Aerodynamic forces and moments have been obtained in the Langley 9- by 12-inch blowdown tunnel on an external store and on a 45 degree swept-back wing-body combination measured separately at Mach numbers from 0.70 to 1.96. The wing was cantilevered and had an aspect ratio of 4.0; the store was independently sting-mounted and had a Douglas Aircraft Co. (DAC) store shape. The angle of attack range was from -3 degrees to 12 degrees and the Reynolds number (based on wing mean aerodynamic chord) varied from 1.2 x10(6) to 1.7 x 10(6). Wing-body transonic forces and moments have been compared with data of a geometrically similar full-scale model tested in the Langley 16-foot and 8-foot transonic tunnels in order to aid in the evaluation of transonic-tunnel interference. The principal effect of the store, for the position tested, was that of delaying the wing-fuselage pitch-up tendency to higher angles of attack at Mach numbers from 0.70 to 0.90 in a manner similar to that of a wing chord extension. The most critical loading condition on the store was that due to side force, not only because the loads were of large magnitude but also because they were in the direction of least structural strength of the supporting pylon. These side loads were greatest at high angles of attack in the supersonic speed range. Removal of the supporting pylon (or increasing the gap between the store and wing) reduced the values of the variation of side-force coefficientwith angle of attack by about 50 percent at all test Mach numbers, indicating that important reductions in store side force may be realized by proper design or location of the necessary supporting pylon. A change of the store skew angle (nose inboard) was found to relieve the excessive store side loads throughout the Mach number range. It was also determined that the relative position of the fuselage nose to the store can appreciably affect the store side forces at supersonic speeds.
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NASA Technical Reports Server (NTRS)
1980-01-01
The feasibility of applying wing tip extensions, winglets, and active control wing load alleviation to the Boeing 747 is investigated. Winglet aerodynamic design methods and high speed wind tunnel test results of winglets and of symmetrically deflected ailerons are presented. Structural resizing analyses to determine weight and aeroelastic twist increments for all the concepts and flutter model test results for the wing with winglets are included. Control law development, system mechanization/reliability studies, and aileron balance tab trade studies for active wing load alleviation systems are discussed. Results are presented in the form of incremental effects on L/D, structural weight, block fuel savings, stability and control, airplane price, and airline operating economics.
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NASA Technical Reports Server (NTRS)
Perry, B., III
1981-01-01
Comparisons are presented analytically predicted and experimental turbulence responses of a wind tunnel model of a DC-10 derivative wing equipped with an active control system. The active control system was designed for the purpose of flutter suppression, but it had additional benefit of alleviating gust loads (wing bending moment) by about 25%. Comparisions of various wing responses are presented for variations in active control system parameters and tunnel speed. The analytical turbulence responses were obtained using DYLOFLEX, a computer program for dynamic loads analyses of flexible airplanes with active controls. In general, the analytical predictions agreed reasonably well with the experimental data.
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Hovering hummingbird wing aerodynamics during the annual cycle. I. Complete wing.
Achache, Yonathan; Sapir, Nir; Elimelech, Yossef
2017-08-01
The diverse hummingbird family (Trochilidae) has unique adaptations for nectarivory, among which is the ability to sustain hover-feeding. As hummingbirds mainly feed while hovering, it is crucial to maintain this ability throughout the annual cycle-especially during flight-feather moult, in which wing area is reduced. To quantify the aerodynamic characteristics and flow mechanisms of a hummingbird wing throughout the annual cycle, time-accurate aerodynamic loads and flow field measurements were correlated over a dynamically scaled wing model of Anna's hummingbird ( Calypte anna ). We present measurements recorded over a model of a complete wing to evaluate the baseline aerodynamic characteristics and flow mechanisms. We found that the vorticity concentration that had developed from the wing's leading-edge differs from the attached vorticity structure that was typically found over insects' wings; firstly, it is more elongated along the wing chord, and secondly, it encounters high levels of fluctuations rather than a steady vortex. Lift characteristics resemble those of insects; however, a 20% increase in the lift-to-torque ratio was obtained for the hummingbird wing model. Time-accurate aerodynamic loads were also used to evaluate the time-evolution of the specific power required from the flight muscles, and the overall wingbeat power requirements nicely matched previous studies.
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A computational study on the influence of insect wing geometry on bee flight mechanics
Feaster, Jeffrey; Bayandor, Javid
2017-01-01
ABSTRACT Two-dimensional computational fluid dynamics (CFD) is applied to better understand the effects of wing cross-sectional morphology on flow field and force production. This study investigates the influence of wing cross-section on insect scale flapping flight performance, for the first time, using a morphologically representative model of a bee (Bombus pensylvanicus) wing. The bee wing cross-section was determined using a micro-computed tomography scanner. The results of the bee wing are compared with flat and elliptical cross-sections, representative of those used in modern literature, to determine the impact of profile variation on aerodynamic performance. The flow field surrounding each cross-section and the resulting forces are resolved using CFD for a flight speed range of 1 to 5 m/s. A significant variation in vortex formation is found when comparing the ellipse and flat plate with the true bee wing. During the upstroke, the bee and approximate wing cross-sections have a much shorter wake structure than the flat plate or ellipse. During the downstroke, the flat plate and elliptical cross-sections generate a single leading edge vortex, while the approximate and bee wings generate numerous, smaller structures that are shed throughout the stroke. Comparing the instantaneous aerodynamic forces on the wing, the ellipse and flat plate sections deviate progressively with velocity from the true bee wing. Based on the present findings, a simplified cross-section of an insect wing can misrepresent the flow field and force production. We present the first aerodynamic study using a true insect wing cross-section and show that the wing corrugation increases the leading edge vortex formation frequency for a given set of kinematics. PMID:29061734
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A computational study on the influence of insect wing geometry on bee flight mechanics.
Feaster, Jeffrey; Battaglia, Francine; Bayandor, Javid
2017-12-15
Two-dimensional computational fluid dynamics (CFD) is applied to better understand the effects of wing cross-sectional morphology on flow field and force production. This study investigates the influence of wing cross-section on insect scale flapping flight performance, for the first time, using a morphologically representative model of a bee ( Bombus pensylvanicus ) wing. The bee wing cross-section was determined using a micro-computed tomography scanner. The results of the bee wing are compared with flat and elliptical cross-sections, representative of those used in modern literature, to determine the impact of profile variation on aerodynamic performance. The flow field surrounding each cross-section and the resulting forces are resolved using CFD for a flight speed range of 1 to 5 m/s. A significant variation in vortex formation is found when comparing the ellipse and flat plate with the true bee wing. During the upstroke, the bee and approximate wing cross-sections have a much shorter wake structure than the flat plate or ellipse. During the downstroke, the flat plate and elliptical cross-sections generate a single leading edge vortex, while the approximate and bee wings generate numerous, smaller structures that are shed throughout the stroke. Comparing the instantaneous aerodynamic forces on the wing, the ellipse and flat plate sections deviate progressively with velocity from the true bee wing. Based on the present findings, a simplified cross-section of an insect wing can misrepresent the flow field and force production. We present the first aerodynamic study using a true insect wing cross-section and show that the wing corrugation increases the leading edge vortex formation frequency for a given set of kinematics. © 2017. Published by The Company of Biologists Ltd.
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Design and fabrication of composite wing panels containing a production splice
NASA Technical Reports Server (NTRS)
Reed, D. L.
1975-01-01
Bolted specimens representative of both upper and lower wing surface splices of a transport aircraft were designed and manufactured for static and random load tension and compression fatigue testing including ground-air-ground load reversals. The specimens were fabricated with graphite-epoxy composite material. Multiple tests were conducted at various load levels and the results were used as input to a statistical wearout model. The statically designed specimens performed very well under highly magnified fatigue loadings. Two large panels, one tension and compression, were fabricated for testing by NASA-LRC.
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Biased dispersal of Metrioptera bicolor, a wing dimorphic bush-cricket.
Heidinger, Ina Monika Margret; Hein, Silke; Feldhaar, Heike; Poethke, Hans-Joachim
2018-04-01
In the highly fragmented landscape of central Europe, dispersal is of particular importance as it determines the long-term survival of animal populations. Dispersal not only secures the recolonization of patches where populations went extinct, it may also rescue small populations and thus prevent local extinction events. As dispersal involves different individual fitness costs, the decision to disperse should not be random but context-dependent and often will be biased toward a certain group of individuals (e.g., sex- and wing morph-biased dispersal). Although biased dispersal has far-reaching consequences for animal populations, immediate studies of sex- and wing morph-biased dispersal in orthopterans are very rare. Here, we used a combined approach of morphological and genetic analyses to investigate biased dispersal of Metrioptera bicolor, a wing dimorphic bush-cricket. Our results clearly show wing morph-biased dispersal for both sexes of M. bicolor. In addition, we found sex-biased dispersal for macropterous individuals, but not for micropters. Both, morphological and genetic data, favor macropterous males as dispersal unit of this bush-cricket species. To get an idea of the flight ability of M. bicolor, we compared our morphological data with that of Locusta migratoria and Schistocerca gregaria, which are very good flyers. Based on our morphological data, we suggest a good flight ability for macropters of M. bicolor, although flying individuals of this species are seldom observed. © 2016 Institute of Zoology, Chinese Academy of Sciences.
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Aerodynamics on a transport aircraft type wing-body model
NASA Technical Reports Server (NTRS)
Schmitt, V.
1982-01-01
The DFLR-F4 wing-body combination is studied. The 1/38 model is formed by a 9.5 aspect ratio transonic wing and an Airbus A 310 fuselage. The F4 wing geometrical characteristics are described and the main experimental results obtained in the S2MA wind tunnel are discussed. Both wing-fuselage interferences and viscous effects, which are important on the wing due to a high rear loading, are investigated by performing 3D calculations. An attempt is made to find their limitations.
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PRSEUS Acoustic Panel Fabrication
NASA Technical Reports Server (NTRS)
Nicolette, Velicki; Yovanof, Nicolette P.; Baraja, Jaime; Mathur, Gopal; Thrash, Patrick; Pickell, Robert
2011-01-01
This report describes the development of a novel structural concept, Pultruded Rod Stitched Efficient Unitized Structure (PRSEUS), that addresses the demanding fuselage loading requirements for the Hybrid Wing or Blended Wing Body (BWB) airplane configuration with regards to acoustic response. A PRSEUS panel was designed and fabricated and provided to NASA-LaRC for acoustic response testing in the Structural Acoustics Loads and Transmission (SALT) facility). Preliminary assessments of the sound transmission characteristics of a PRSEUS panel subjected to a representative Hybrid Wing Body (HWB) operating environment were completed for the NASA Environmentally Responsible Aviation (ERA) Program.
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NASA Technical Reports Server (NTRS)
Przekop, Adam; Jegley, Dawn C.; Lovejoy, Andrew E.; Rouse, Marshall; Wu, Hsi-Yung T.
2016-01-01
The Environmentally Responsible Aviation Project aimed to develop aircraft technologies enabling significant fuel burn and community noise reductions. Small incremental changes to the conventional metallic alloy-based 'tube and wing' configuration were not sufficient to achieve the desired metrics. One airframe concept identified by the project as having the potential to dramatically improve aircraft performance was a composite-based hybrid wing body configuration. Such a concept, however, presented inherent challenges stemming from, among other factors, the necessity to transfer wing loads through the entire center fuselage section which accommodates a pressurized cabin confined by flat or nearly flat panels. This paper discusses a finite element analysis and the testing of a large-scale hybrid wing body center section structure developed and constructed to demonstrate that the Pultruded Rod Stitched Efficient Unitized Structure concept can meet these challenging demands of the next generation airframes. Part II of the paper considers the final test to failure of the test article in the presence of an intentionally inflicted severe discrete source damage under the wing up-bending loading condition. Finite element analysis results are compared with measurements acquired during the test and demonstrate that the hybrid wing body test article was able to redistribute and support the required design loads in a severely damaged condition.
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Willkommen, Jana; Hörnschemeyer, Thomas
2007-06-01
The ability to fly is the decisive factor for the evolutionary success of winged insects (Pterygota). Despite this, very little is known about the ground-pattern and evolution of the functionally very important wing base. Here we use the Ephemeroptera, usually regarded as the most ancient flying insects, as a model for the analysis of the flight musculature and the sclerites of the wing base. Morphology and anatomy of the pterothorax of 13 species of Ephemeroptera and five species of Plecoptera were examined and a detailed description of Habroleptoides confusa (Ephemeroptera: Leptophlebiidae) is given. A new homology of the wing base sclerites in Ephemeroptera is proposed. The wing base of Ephemeroptera possesses three axillary sclerites that are homologous to the first axillary, the second axillary and the third axillary of Neoptera. For example, the third axillary possesses the axillary-pleural muscle that mostly is considered as a characteristic feature of the Neoptera. Many of the muscles and sclerites of the flight system of the Ephemeroptera and Neoptera can be readily homologised. In fact, there are indications that a foldable wing base may be a ground plan feature of pterygote insects and that the non-foldable wing base of the Ephemeroptera is a derived state.
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Liu, Gui-Feng; Zang, Run-Guo; Liu, Hua; Bai, Zhi-Qiang; Guo, Zhong-Jun; Ding, Yi
2012-06-01
Taking the Picea schrenkiana var. tianschanica forests at three sites with different longitudes (Zhaosu, Tianchi, and Qitai) in Tianshan Mountains as the objects, the cones were collected along an altitudinal gradient to analyze the variation of their seed morphological traits (seed scale length and width, seed scale length/width ratio, seed wing length and width, seed wing length/ width ratio, seed length and width, and seed length/width ratio). All the seed traits except seed width tended to decrease with increasing altitude. The seed traits except seed wing width, seed width, and seed length/width ratio all had significant negative correlations with altitude. Seed scale length and width and seed scale length/width ratio had significant positive correlations with longitude. Seed scale length, seed scale length/width ratio, and seed wing length/width ratio had significant negative correlations with slope degree. No significant correlations were observed between the seed traits except seed wing width and the slope aspect. Altitude was the main factor affecting the seed scale length, seed scale length/width ratio, and seed wing length/width ratio.
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Development of the Main Wing Structure of a High Altitude Long Endurance UAV
NASA Astrophysics Data System (ADS)
Park, Sang Wook; Shin, Jeong Woo; Kim, Tae-Uk
2018-04-01
To enhance the flight endurance of a HALE UAV, the main wing of the UAV should have a high aspect ratio and low structural weight. Since a main wing constructed with the thin walled and slender components needed for low structural weight can suffer catastrophic failure during flight, it is important to develop a light-weight airframe without sacrificing structural integrity. In this paper, the design of the main wing of the HALE UAV was conducted using spars which were composed of a carbon-epoxy cylindrical tube and bulkheads to achieve both the weight reduction and structural integrity. The spars were sized using numerical analysis considering non-linear deformation under bending moment. Static strength testing of the wing was conducted under the most critical load condition. Then, the experimental results obtained for the wing were compared to the analytical result from the non-linear finite-element analysis. It was found that the developed main wing reduced its structural weight without any failure under the ultimate load condition of the static strength testing.
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In-flight investigation of shuttle tile pressure orifice installations
NASA Technical Reports Server (NTRS)
Moes, Timothy R.; Meyer, Robert R., Jr.
1990-01-01
To determine shuttle orbiter wing loads during ascent, wing load instrumentation was added to Columbia (OV-102). This instrumentation included strain gages and pressure orifices on the wing. The loads derived from wing pressure measurements taken during STS 61-C did not agree with those derived from strain gage measurements or with the loads predicted from the aerodynamic database. Anomalies in the surface immediately surrounding the pressure orifices in the thermal protection system (TPS) tiles were one possible cause of errors in the loads derived from wing pressure measurements. These surface anomalies were caused by a ceramic filler material which was installed around the pressure tubing. The filler material allowed slight movement of the TPS tile and pressure tube as the airframe flexed and bent under aerodynamic loads during ascent and descent. Postflight inspection revealed that this filler material had protruded from or receeded beneath the surface, causing the orifice to lose its flushness. Flight tests were conducted at NASA Ames Research Center Dryden Flight Research Facility to determine the effects of any anomaly in surface flushness of the orifice installation on the measured pressures at Mach numbers between 0.6 and 1.4. An F-104 aircraft with a flight test fixture mounted beneath the fuselage was used for these flights. Surface flushness anomalies typical of those on the orbiter after flight (STA 61-C) were tested. Also, cases with excessive protrusion and recession of the filler material were tested. This report shows that the anomalies in STS 61-C orifice installations adversely affected the pressure measurements. But the magnitude of the affect was not great enough to account for the discrepancies with the strain gage measurements and the aerodynamic predictions.
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Analysis of a Hybrid Wing Body Center Section Test Article
NASA Technical Reports Server (NTRS)
Wu, Hsi-Yung T.; Shaw, Peter; Przekop, Adam
2013-01-01
The hybrid wing body center section test article is an all-composite structure made of crown, floor, keel, bulkhead, and rib panels utilizing the Pultruded Rod Stitched Efficient Unitized Structure (PRSEUS) design concept. The primary goal of this test article is to prove that PRSEUS components are capable of carrying combined loads that are representative of a hybrid wing body pressure cabin design regime. This paper summarizes the analytical approach, analysis results, and failure predictions of the test article. A global finite element model of composite panels, metallic fittings, mechanical fasteners, and the Combined Loads Test System (COLTS) test fixture was used to conduct linear structural strength and stability analyses to validate the specimen under the most critical combination of bending and pressure loading conditions found in the hybrid wing body pressure cabin. Local detail analyses were also performed at locations with high stress concentrations, at Tee-cap noodle interfaces with surrounding laminates, and at fastener locations with high bearing/bypass loads. Failure predictions for different composite and metallic failure modes were made, and nonlinear analyses were also performed to study the structural response of the test article under combined bending and pressure loading. This large-scale specimen test will be conducted at the COLTS facility at the NASA Langley Research Center.
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NASA Technical Reports Server (NTRS)
Ericsson, L. E.; Reding, J. P.
1976-01-01
An analysis of the steady and unsteady aerodynamics of the space shuttle orbiter has been performed. It is shown that slender wing theory can be modified to account for the effect of Mach number and leading edge roundness on both attached and separated flow loads. The orbiter unsteady aerodynamics can be computed by defining two equivalent slender wings, one for attached flow loads and another for the vortex-induced loads. It is found that the orbiter is in the transonic speed region subject to vortex-shock-boundary layer interactions that cause highly nonlinear or discontinuous load changes which can endanger the structural integrity of the orbiter wing and possibly cause snap roll problems. It is presently impossible to simulate these interactions in a wind tunnel test even in the static case. Thus, a well planned combined analytic and experimental approach is needed to solve the problem.
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The Pressure Distribution over the Wings and Tail Surfaces of a PW-9 Pursuit Airplane in Flight
NASA Technical Reports Server (NTRS)
Rhode, Richard
1931-01-01
This report presents the results of an investigation to determine (1) the magnitude and distribution of aerodynamic loads over the wings and tail surfaces of a pursuit-type airplane in the maneuvers likely to impose critical loads on the various subassemblies of the airplane structure. (2) To study the phenomenon of center of pressure movement and normal force coefficient variation in accelerated flight, and (3) to measure the normal accelerations at the center of gravity, wing-tip, and tail, in order to determine the nature of the inertia forces acting simultaneously with the critical aerodynamic loads. The results obtained throw light on a number of important questions involving structural design. Some of the more interesting results are discussed in some detail, but in general the report is for the purpose of making this collection of airplane-load data obtained in flight available to those interested in airplane structures.
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Hovering hummingbird wing aerodynamics during the annual cycle. I. Complete wing
Sapir, Nir; Elimelech, Yossef
2017-01-01
The diverse hummingbird family (Trochilidae) has unique adaptations for nectarivory, among which is the ability to sustain hover-feeding. As hummingbirds mainly feed while hovering, it is crucial to maintain this ability throughout the annual cycle—especially during flight-feather moult, in which wing area is reduced. To quantify the aerodynamic characteristics and flow mechanisms of a hummingbird wing throughout the annual cycle, time-accurate aerodynamic loads and flow field measurements were correlated over a dynamically scaled wing model of Anna’s hummingbird (Calypte anna). We present measurements recorded over a model of a complete wing to evaluate the baseline aerodynamic characteristics and flow mechanisms. We found that the vorticity concentration that had developed from the wing’s leading-edge differs from the attached vorticity structure that was typically found over insects’ wings; firstly, it is more elongated along the wing chord, and secondly, it encounters high levels of fluctuations rather than a steady vortex. Lift characteristics resemble those of insects; however, a 20% increase in the lift-to-torque ratio was obtained for the hummingbird wing model. Time-accurate aerodynamic loads were also used to evaluate the time-evolution of the specific power required from the flight muscles, and the overall wingbeat power requirements nicely matched previous studies. PMID:28878971
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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.
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Experimental study on thrust and power of flapping-wing system based on rack-pinion mechanism.
Nguyen, Tuan Anh; Vu Phan, Hoang; Au, Thi Kim Loan; Park, Hoon Cheol
2016-06-20
This experimental study investigates the effect of three parameters: wing aspect ratio (AR), wing offset, and flapping frequency, on thrust generation and power consumption of a flapping-wing system based on a rack-pinion mechanism. The new flapping-wing system is simple but robust, and is able to create a large flapping amplitude. The thrust measured by a load cell reveals that for a given power, the flapping-wing system using a higher wing AR produces larger thrust and higher flapping frequency at the wing offset of 0.15[Formula: see text] or 0.20[Formula: see text] ([Formula: see text] is the mean chord) than other wing offsets. Of the three parameters, the flapping frequency plays a more significant role on thrust generation than either the wing AR or the wing offset. Based on the measured thrusts, an empirical equation for thrust prediction is suggested, as a function of wing area, flapping frequency, flapping angle, and wing AR. The difference between the predicted and measured thrusts was less than 7%, which proved that the empirical equation for thrust prediction is reasonable. On average, the measured power consumption to flap the wings shows that 46.5% of the input power is spent to produce aerodynamic forces, 14.0% to overcome inertia force, 9.5% to drive the rack-pinion-based flapping mechanism, and 30.0% is wasted as the power loss of the installed motor. From the power analysis, it is found that the wing with an AR of 2.25 using a wing offset of 0.20[Formula: see text] showed the optimal power loading in the flapping-wing system. In addition, the flapping frequency of 25 Hz is recommended as the optimal frequency of the current flapping-wing system for high efficiency, which was 48.3%, using a wing with an AR of 2.25 and a wing offset of 0.20[Formula: see text] in the proposed design.
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Morphogenesis in bat wings: linking development, evolution and ecology.
Adams, Rick A
2008-01-01
The evolution of powered flight in mammals required specific developmental shifts from an ancestral limb morphology to one adapted for flight. Through studies of comparative morphogenesis, investigators have quantified points and rates of divergence providing important insights into how wings evolved in mammals. Herein I compare growth,development and skeletogenesis of forelimbs between bats and the more ancestral state provided by the rat (Rattus norvegicus)and quantify growth trajectories that illustrate morphological divergence both developmentally and evolutionarily. In addition, I discuss how wing shape is controlled during morphogenesis by applying multivariate analyses of wing bones and wing membranes and discuss how flight dynamics are stabilized during flight ontogeny. Further, I discuss the development of flight in bats in relation to the ontogenetic niche and how juveniles effect populational foraging patterns. In addition, I provide a hypothetical ontogenetic landscape model that predicts how and when selection is most intense during juvenile morphogenesis and test this model with data from a population of the little brown bat, Myotis lucifugus. (c) 2007 S. Karger AG, Basel
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Structural Testing of a Stitched/Resin Film Infused Graphite-Epoxy Wing Box
NASA Technical Reports Server (NTRS)
Jegley, Dawn C.; Bush, Harold G.
2001-01-01
The results of a series of tests conducted at the NASA Langley Research Center to evaluate the behavior of an all-composite full-scale wing box are presented. The wing box is representative of a section of a 220-passenger commercial transport aircraft wing box and was designed and constructed by The Boeing Company as part of the NASA Advanced Subsonics Technology (AST) program. The semi-span wing was fabricated from a graphite-epoxy material system with cover panels and spars held together using Kevlar stitches through the thickness. No mechanical fasteners were used to hold the stiffeners to the skin of the cover panels. Tests were conducted with and without low-speed impact damage, discrete source damage and repairs. Up-bending, down-bending and brake roll loading conditions were applied. The structure with non-visible impact damage carried 97% of Design Ultimate Load prior to failure through a lower cover panel access hole.
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Structural Response and Failure of a Full-Scale Stitched Graphite-Epoxy Wing
NASA Technical Reports Server (NTRS)
Jegley, Dawn C.; Lovejoy, Andrew E.; Bush, Harold G.
2001-01-01
Analytical and experimental results of the test for an all-composite full-scale wing box are presented. The wing box is representative of a section of a 220-passenger commercial transport aircraft wing box and was designed and constructed by The Boeing Company as part of the NASA Advanced Subsonics Technology (AST) program. The semi-span wing was fabricated from a graphite-epoxy material system with cover panels and spars held together using Kevlar stitches through the thickness. No mechanical fasteners were used to hold the stiffeners to the skin of the cover panels. Tests were conducted with and without low-speed impact damage, discrete source damage and repairs. Up-bending down-bending and brake roll loading conditions were applied. The structure with nonvisible impact damage carried 97% of Design Ultimate Load prior to failure through a lower cover panel access hole. Finite element and experimental results agree for the global response of the structure.
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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.
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Probabilistic Analysis and Design of a Raked Wing Tip for a Commercial Transport
NASA Technical Reports Server (NTRS)
Mason Brian H.; Chen, Tzi-Kang; Padula, Sharon L.; Ransom, Jonathan B.; Stroud, W. Jefferson
2008-01-01
An approach for conducting reliability-based design and optimization (RBDO) of a Boeing 767 raked wing tip (RWT) is presented. The goal is to evaluate the benefits of RBDO for design of an aircraft substructure. A finite-element (FE) model that includes eight critical static load cases is used to evaluate the response of the wing tip. Thirteen design variables that describe the thickness of the composite skins and stiffeners are selected to minimize the weight of the wing tip. A strain-based margin of safety is used to evaluate the performance of the structure. The randomness in the load scale factor and in the strain limits is considered. Of the 13 variables, the wing-tip design was controlled primarily by the thickness of the thickest plies in the upper skins. The report includes an analysis of the optimization results and recommendations for future reliability-based studies.
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Evaluation of the Structural Response and Failure of a Full-Scale Stitched Graphite-Epoxy Wing
NASA Astrophysics Data System (ADS)
Jegley, Dawn C.; Bush, Harold G.; Lovejoy, Andrew E.
2001-01-01
Analytical and experimental results for an all-composite full-scale wing box are presented. The wing box is representative of a section of a 220-passenger commercial transport aircraft wing box and was designed and constructed by The Boeing Company as part of the NASA Advanced Subsonics Technology (AST) program. The semi-span wing was fabricated from a graphite-epoxy material system with cover panels and spars held together using Kevlar stitches through the thickness. No mechanical fasteners were used to hold the stiffeners to the skin of the cover panels. Tests were conducted with and without low-speed impact damage, discrete source damage and repairs. Upbending, down-bending and brake roll loading conditions were applied. The structure with nonvisible impact damage carried 97% of Design Ultimate Load prior to failure through a lower cover panel access hole. Finite element and experimental results agree for the global response of the structure.
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Theoretical parametric study of the relative advantages of winglets and wing-tip extensions
NASA Technical Reports Server (NTRS)
Heyson, H. H.; Riebe, G. D.; Fulton, C. L.
1977-01-01
It was found that for identical increases in bending moment, a winglet provides a greater gain in induced efficiency than a tip extension. Winglet toe-in angle allows design trades between efficiency and root moment. A winglet showed the greatest benefit when the wing loads were heavy near the tip. Washout diminished the benefit of either tip modification, and the gain in induced efficiency became a function of lift coefficient; heavy wing loadings obtained the greatest benefit from a winglet, and low speed performance was enhanced even more than cruise performance. Both induced efficiency and bending moment increased with winglet length and outward cant. The benefit of a winglet relative to a tip extension was greatest for a nearly vertical winglet. Root bending moment was proportional to the minimum weight of bending material required in the wing; it is a valid index of the impact of tip modifications on a new wing design.
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Theoretical Parametric Study of the Relative Advantages of Winglets and Wing-Tip Extensions
NASA Technical Reports Server (NTRS)
Heyson, H. H.; Riebe, G. D.; Fulton, C. L.
1977-01-01
For identical increases in bending moment, a winglet provides a greater gain in induced efficiency than tip extension. Winglet toe angle allows design trades between efficiency and root moment. A winglet shows the greatest benefit when the wing loads are heavy near the tip. Washout diminishes the benefit of either tip modification, and the gain in induced efficiency becomes a function of lift coefficient; thus, heavy wing loadings obtain the greatest benefit from a winglet, and low-speed performance is enhanced even more than cruise performance. Both induced efficiency and bending moment increase with winglet length and outward cant. The benefit of a winglet relative to a tip extension is greatest for a nearly vertical winglet. Root bending moment is proportional to the minimum weight of bending material required in the wing; thus, it is a valid index of the impact of tip modifications on a new wing design.
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Aerostructural Level Set Topology Optimization for a Common Research Model Wing
NASA Technical Reports Server (NTRS)
Dunning, Peter D.; Stanford, Bret K.; Kim, H. Alicia
2014-01-01
The purpose of this work is to use level set topology optimization to improve the design of a representative wing box structure for the NASA common research model. The objective is to minimize the total compliance of the structure under aerodynamic and body force loading, where the aerodynamic loading is coupled to the structural deformation. A taxi bump case was also considered, where only body force loads were applied. The trim condition that aerodynamic lift must balance the total weight of the aircraft is enforced by allowing the root angle of attack to change. The level set optimization method is implemented on an unstructured three-dimensional grid, so that the method can optimize a wing box with arbitrary geometry. Fast matching and upwind schemes are developed for an unstructured grid, which make the level set method robust and efficient. The adjoint method is used to obtain the coupled shape sensitivities required to perform aerostructural optimization of the wing box structure.
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NASA Technical Reports Server (NTRS)
Everling, E
1923-01-01
This paper is restricted to the question of attainable speed limits and attacks the problem from different angles. Theoretical limits due to air resistance are presented along with design factors which may affect speed such as wing loads, wing areas, wing section shifting, landing speeds, drag-lift ratios, and power coefficients.
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ACEE composite structures technology
NASA Technical Reports Server (NTRS)
Quinlivan, John T.; Wilson, Robert D.; Smith, Peter J.; Johnson, Ronald W.
1984-01-01
Toppics addressed include: advanced composites on Boeing commercial aircraft; composite wing durability; damage tolerance technology development; heavily loaded wing panel design; and pressure containment and damage tolerance in fuselages.
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Johnson, Haley; Solensky, Michelle J.; Satterfield, Dara A.; Davis, Andrew K.
2014-01-01
In animals with complex life cycles, all resources needed to form adult tissues are procured at the larval stage. For butterflies, the proper development of wings involves synthesizing tissue during metamorphosis based on the raw materials obtained by larvae. Similarly, manufacture of pigment for wing scales also requires resources acquired by larvae. We conducted an experiment to test the effects of food deprivation in the larval stage on multiple measures of adult wing morphology and coloration of monarch butterflies (Danaus plexippus), a species in which long-distance migration makes flight efficiency critical. In a captive setting, we restricted food (milkweed) from late-stage larvae for either 24 hrs or 48 hrs, then after metamorphosis we used image analysis methods to measure forewing surface area and elongation (length/width), which are both important for migration. We also measured the brightness of orange pigment and the intensity of black on the wing. There were correlations between several wing features, including an unexpected association between wing elongation and melanism, which will require further study to fully understand. The clearest effect of food restriction was a reduction in adult wing size in the high stress group (by approximately 2%). Patterns observed for other wing traits were ambiguous: monarchs in the low stress group (but not the high) had less elongated and paler orange pigmentation. There was no effect on wing melanism. Although some patterns obtained in this study were unclear, our results concerning wing size have direct bearing on the monarch migration. We show that if milkweed is limited for monarch larvae, their wings become stunted, which could ultimately result in lower migration success. PMID:24695643
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Johnson, Haley; Solensky, Michelle J; Satterfield, Dara A; Davis, Andrew K
2014-01-01
In animals with complex life cycles, all resources needed to form adult tissues are procured at the larval stage. For butterflies, the proper development of wings involves synthesizing tissue during metamorphosis based on the raw materials obtained by larvae. Similarly, manufacture of pigment for wing scales also requires resources acquired by larvae. We conducted an experiment to test the effects of food deprivation in the larval stage on multiple measures of adult wing morphology and coloration of monarch butterflies (Danaus plexippus), a species in which long-distance migration makes flight efficiency critical. In a captive setting, we restricted food (milkweed) from late-stage larvae for either 24 hrs or 48 hrs, then after metamorphosis we used image analysis methods to measure forewing surface area and elongation (length/width), which are both important for migration. We also measured the brightness of orange pigment and the intensity of black on the wing. There were correlations between several wing features, including an unexpected association between wing elongation and melanism, which will require further study to fully understand. The clearest effect of food restriction was a reduction in adult wing size in the high stress group (by approximately 2%). Patterns observed for other wing traits were ambiguous: monarchs in the low stress group (but not the high) had less elongated and paler orange pigmentation. There was no effect on wing melanism. Although some patterns obtained in this study were unclear, our results concerning wing size have direct bearing on the monarch migration. We show that if milkweed is limited for monarch larvae, their wings become stunted, which could ultimately result in lower migration success.
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NASA Technical Reports Server (NTRS)
Kandil, O. A.
1981-01-01
Progress is reported in the development of reliable nonlinear vortex methods for predicting the steady and unsteady aerodynamic loads of highly sweptback wings at large angles of attack. Abstracts of the papers, talks, and theses produced through this research are included. The modified nonlinear discrete vortex method and the nonlinear hybrid vortex method are highlighted.
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Relative loading on biplane wings
NASA Technical Reports Server (NTRS)
Diehl, Walter S
1934-01-01
Recent improvements in stress analysis methods have made it necessary to revise and to extend the loading curves to cover all conditions of flight. This report is concerned with a study of existing biplane data by combining the experimental and theoretical data to derive a series of curves from which the lift curves of the individual wings of a biplane may be obtained.
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Biologically Inspired, Anisoptropic Flexible Wing for Optimal Flapping Flight
2013-01-31
Anisotropic Flexible Wing for Optimal Flapping Flight FA9550-07-1-0547 Sb. GRANT NUMBER Sc. PROGRAM ELEMENT NUMBER 6. AUTHOR(S) Sd. PROJECT NUMBER...anisotropic structural flexibility ; c) Conducted coordinated experimental and computational modeling to determine the roles of aerodynamic loading, wing inertia...and structural flexibility and elasticity; and d) Developed surrogate tools for flapping wing MA V design and optimization. Detailed research
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Computing Trimmed, Mean-Camber Surfaces At Minimum Drag
NASA Technical Reports Server (NTRS)
Lamar, John E.; Hodges, William T.
1995-01-01
VLMD computer program determines subsonic mean-camber surfaces of trimmed noncoplanar planforms with minimum vortex drag at specified lift coefficient. Up to two planforms designed together. Method used that of subsonic vortex lattice method of chord loading specification, ranging from rectangular to triangular, left specified by user. Program versatile and applied to isolated wings, wing/canard configurations, tandem wing, and wing/-winglet configuration. Written in FORTRAN.
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Validation of Vortex-Lattice Method for Loads on Wings in Lift-Generated Wakes
NASA Technical Reports Server (NTRS)
Rossow, Vernon J.
1995-01-01
A study is described that evaluates the accuracy of vortex-lattice methods when they are used to compute the loads induced on aircraft as they encounter lift-generated wakes. The evaluation is accomplished by the use of measurements made in the 80 by 120 ft Wind Tunnel of the lift, rolling moment, and downwash in the wake of three configurations of a model of a subsonic transport aircraft. The downwash measurements are used as input for a vortex-lattice code in order to compute the lift and rolling moment induced on wings that have a span of 0.186, 0.510, or 1.022 times the span of the wake-generating model. Comparison of the computed results with the measured lift and rolling-moment distributions the vortex-lattice method is very reliable as long as the span of the encountering or following wing is less than about 0.2 of the generator span. As the span of the following wing increases above 0.2, the vortex-lattice method continues to correctly predict the trends and nature of the induced loads, but it overpredicts the magnitude of the loads by increasing amounts.
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Butterfly wing colours: scale beads make white pierid wings brighter.
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
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Aeroelastic loads prediction for an arrow wing. Task 1: Evaluation of R. P. White's method
NASA Technical Reports Server (NTRS)
Borland, C. J.; Manro, M. E.
1983-01-01
The separated flow method is evaluated. This method was developed for moderately swept wings with multiple, constant strength vortex systems. The flow on the highly swept wing used in this evaluation is characterized by a single vortex system of continuously varying strength.
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Vertical distribution, flight behaviour and evolution of wing morphology in Morpho butterflies.
Devries, P J; Penz, Carla M; Hill, Ryan I
2010-09-01
1. Flight is a key innovation in the evolution of insects that is crucial to their dispersal, migration, territoriality, courtship and predator avoidance. Male butterflies have characteristic territoriality and courtship flight behaviours, and females use a characteristic flight behaviour when searching for host plants. This implies that selection acts on wing morphology to maximize flight performance for conducting important behaviours among sexes. 2. Butterflies in the genus Morpho are obvious components of neotropical forests, and many observations indicate that they show two broad categories of flight behaviour and flight height. Although species can be categorized as using gliding or flapping flight, and flying at either canopy or understorey height, the association of flight behaviour and flight height with wing shape evolution has never been explored. 3. Two clades within Morpho differ in flight behaviour and height. Males and females of one clade inhabit the forest understorey and use flapping flight, whereas in the other clade, males use gliding flight at canopy level and females use flapping flight in both canopy and understorey. 4. We used independent contrasts to answer whether wing shape is associated with flight behaviour and height. Given a single switch to canopy habitation and gliding flight, we compared contrasts for the node at which the switch to canopy flight occurred with the distribution of values in the two focal clades. We found significant changes in wing shape at the transition to canopy flight only in males, and no change in size for either sex. A second node within the canopy clade suggests that other factors may also be involved in wing shape evolution. Our results reinforce the hypothesis that natural selection acts differently on male and female butterfly wing shape and indicate that the transition to canopy flight cannot explain all wing shape diversity in Morpho. 5. This study provides a starting point for characterizing evolution of wing morphology in forest butterflies in the contexts of habitat selection and flight behaviour. Further, these observations suggest that exploring wing shape evolution for canopy and understorey species in other insects may help understand the effects of habitat destruction on biological diversity.
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Aircraft Configuration Study for Experimental 2-Place Aircraft and RPVs
1990-03-01
area (sq. ft.) 84.24 82.86 Wing airfoil section Eppler Wing aspect ratio 8.09 Wing loading (GW) (lb./sq. ft.: 7.30 7.24 Canard span (ft.) 11.70 11.60...ESTIMATION FOR THE CANARD DRAG POLAR BUILDUP Aircraft Canard FG Input italicized data Wing for Eppler airfoil Cdmin = .0080 S = 82.9 Canard from Eppler ...DRAG POLAR BUILDUP Aircraft Canard FG Input italicized data Wing for Eppler airfoil Cdmin = .0080 S = 82.9 Canard from Eppler for GA(A)-1 airfoil Cdmin
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Flow Modulation and Force Control of Flapping Wings
2014-10-29
evolution of which reflect the wing morphology and kinematics. While the near-wake vortex system directly reflects the action of the wing on the...at 8 different stroke positions, which demonstrate the evolution of the vortex wake structure. The contour plot of Z vorticity at X-Y plane (Z...20 Figure 14. Smoke patterns showing the evolution of the flow structure in an
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Understanding the unsteady aerodynamics of a revolving wing with pitching-flapping perturbations
NASA Astrophysics Data System (ADS)
Chen, Long; Wu, Jianghao; Zhou, Chao; Hsu, Shih-Jung; Eslam Panah, Azar; Cheng, Bo
2017-11-01
Revolving wings become less efficient for lift generation at low Reynolds numbers. Unlike flying insects using reciprocating revolving wings to exploit unsteady mechanisms for lift enhancement, an alternative that introduces unsteadiness through vertical flapping perturbation, is studied via experiments and simulations. Substantial drag reduction, linearly dependent on Strouhal number, is observed for a flapping-perturbed revolving wing at zero angle of attack (AoA), which can be explained by changes in the effective angle of attack and formation of reverse Karman vortex streets. When the AoA increases, flapping perturbations improve the maximum lift coefficient attainable by the revolving wing, with minor increases of drag or even minor drag reductions depending on Strouhal number and normalized flapping amplitude. When the pitching perturbations are further introduced, more substantial drag reduction and lift enhancement can be achieved in zero and positive AoAs, respectively. As the flapping-perturbed wings are less efficient compared with revolving wings in terms of power loading, the pitching-flapping perturbations can achieve a higher power loading at 20°AoA and thus have potential applications in micro air vehicle designs. This research was supported by NSF, DURIP, NSFC and Penn State Multi-Campus SEED Grant.
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Projection Moire Interferometry Measurements of Micro Air Vehicle Wings
NASA Technical Reports Server (NTRS)
Fleming, Gary A.; Bartram, Scott M.; Waszak, Martin R.; Jenkins, Luther N.
2001-01-01
Projection Moire Interferometry (PMI) has been used to measure the structural deformation of micro air vehicle (MAV) wings during a series of wind tunnel tests. The MAV wings had a highly flexible wing structure, generically reminiscent of a bat s wing, which resulted in significant changes in wing shape as a function of MAV angle-of-attack and simulated flight speed. This flow-adaptable wing deformation is thought to provide enhanced vehicle stability and wind gust alleviation compared to rigid wing designs. Investigation of the potential aerodynamic benefits of a flexible MAV wing required measurement of the wing shape under aerodynamic loads. PMI was used to quantify the aerodynamically induced changes in wing shape for three MAV wings having different structural designs and stiffness characteristics. This paper describes the PMI technique, its application to MAV testing, and presents a portion of the PMI data acquired for the three different MAV wings tested.
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NASA Technical Reports Server (NTRS)
Platt, Robert C
1936-01-01
This report presents the results of wind tunnel tests of a wing in combination with each of three sizes of Fowler flap. The purpose of the investigation was to determine the aerodynamic characteristics as affected by flap chord and position, the air loads on the flaps, and the effect of flaps on the downwash.
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Sánchez Herrera, Melissa; Kuhn, William R; Lorenzo-Carballa, Maria Olalla; Harding, Kathleen M; Ankrom, Nikole; Sherratt, Thomas N; Hoffmann, Joachim; Van Gossum, Hans; Ware, Jessica L; Cordero-Rivera, Adolfo; Beatty, Christopher D
2015-01-01
The study of color polymorphisms (CP) has provided profound insights into the maintenance of genetic variation in natural populations. We here offer the first evidence for an elaborate wing polymorphism in the Neotropical damselfly genus Polythore, which consists of 21 described species, distributed along the eastern slopes of the Andes in South America. These damselflies display highly complex wing colors and patterning, incorporating black, white, yellow, and orange in multiple wing bands. Wing colors, along with some components of the male genitalia, have been the primary characters used in species description; few other morphological traits vary within the group, and so there are few useful diagnostic characters. Previous research has indicated the possibility of a cryptic species existing in P. procera in Colombia, despite there being no significant differences in wing color and pattern between the populations of the two putative species. Here we analyze the complexity and diversity of wing color patterns of individuals from five described Polythore species in the Central Amazon Basin of Peru using a novel suite of morphological analyses to quantify wing color and pattern: geometric morphometrics, chromaticity analysis, and Gabor wavelet transformation. We then test whether these color patterns are good predictors of species by recovering the phylogenetic relationships among the 5 species using the barcode gene (COI). Our results suggest that, while highly distinct and discrete wing patterns exist in Polythore, these "wingforms" do not represent monophyletic clades in the recovered topology. The wingforms identified as P. victoria and P. ornata are both involved in a polymorphism with P. neopicta; also, cryptic speciation may have taking place among individuals with the P. victoria wingform. Only P. aurora and P. spateri represent monophyletic species with a single wingform in our molecular phylogeny. We discuss the implications of this polymorphism, and the potential evolutionary mechanisms that could maintain it.
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Harding, Kathleen M.; Ankrom, Nikole; Sherratt, Thomas N.; Hoffmann, Joachim; Van Gossum, Hans; Ware, Jessica L.; Cordero-Rivera, Adolfo
2015-01-01
The study of color polymorphisms (CP) has provided profound insights into the maintenance of genetic variation in natural populations. We here offer the first evidence for an elaborate wing polymorphism in the Neotropical damselfly genus Polythore, which consists of 21 described species, distributed along the eastern slopes of the Andes in South America. These damselflies display highly complex wing colors and patterning, incorporating black, white, yellow, and orange in multiple wing bands. Wing colors, along with some components of the male genitalia, have been the primary characters used in species description; few other morphological traits vary within the group, and so there are few useful diagnostic characters. Previous research has indicated the possibility of a cryptic species existing in P. procera in Colombia, despite there being no significant differences in wing color and pattern between the populations of the two putative species. Here we analyze the complexity and diversity of wing color patterns of individuals from five described Polythore species in the Central Amazon Basin of Peru using a novel suite of morphological analyses to quantify wing color and pattern: geometric morphometrics, chromaticity analysis, and Gabor wavelet transformation. We then test whether these color patterns are good predictors of species by recovering the phylogenetic relationships among the 5 species using the barcode gene (COI). Our results suggest that, while highly distinct and discrete wing patterns exist in Polythore, these “wingforms” do not represent monophyletic clades in the recovered topology. The wingforms identified as P. victoria and P. ornata are both involved in a polymorphism with P. neopicta; also, cryptic speciation may have taking place among individuals with the P. victoria wingform. Only P. aurora and P. spateri represent monophyletic species with a single wingform in our molecular phylogeny. We discuss the implications of this polymorphism, and the potential evolutionary mechanisms that could maintain it. PMID:25923455
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14 CFR Appendix A to Part 23 - Simplified Design Load Criteria
Code of Federal Regulations, 2011 CFR
2011-01-01
... quarter-chord), delta planforms, or slatted lifting surfaces; or (5) Winglets or other wing tip devices... single engine excluding turbine powerplants; (2) A main wing located closer to the airplane's center of gravity than to the aft, fuselage-mounted, empennage; (3) A main wing that contains a quarter-chord sweep...
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14 CFR Appendix A to Part 23 - Simplified Design Load Criteria
Code of Federal Regulations, 2010 CFR
2010-01-01
... quarter-chord), delta planforms, or slatted lifting surfaces; or (5) Winglets or other wing tip devices... single engine excluding turbine powerplants; (2) A main wing located closer to the airplane's center of gravity than to the aft, fuselage-mounted, empennage; (3) A main wing that contains a quarter-chord sweep...
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Overview: Performance Adaptive Aeroelastic Wing
NASA Technical Reports Server (NTRS)
Hashemi, Kelley
2017-01-01
An overview of recent aeroelasitc wing-shaping work at the NASA Ames Research Center is presented. The highlight focuses on activity related to the Performance Adaptive Aeroelastic Wing concept and related Variable Camber Continuous Trailing Edge Flap actuation system. Topics covered include drag-reducing configurations and online algorithms, gust and maneuver load techniques, and wind tunnel demonstrations.
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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.
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2003-09-03
KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility (OPF), a United Space Alliance technician examines the attachment points for the spars on the exterior of a wing of Space Shuttle Atlantis. Reinforced Carbon Carbon (RCC) panels are mechanically attached to the wing with a series of floating joints - spars - to reduce loading on the panels caused by wing deflections. The aluminum and the metallic attachments are protected from exceeding temperature limits by internal insulation. The next launch of Atlantis will be on mission STS-114, a utilization and logistics flight to the International Space Station.
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2003-09-03
KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility (OPF), United Space Alliance technicians replace the attachment points for the spars on the interior of a wing of Space Shuttle Atlantis. Reinforced Carbon Carbon (RCC) panels are mechanically attached to the wing with a series of floating joints - spars - to reduce loading on the panels caused by wing deflections. The aluminum and the metallic attachments are protected from exceeding temperature limits by internal insulation. The next launch of Atlantis will be on mission STS-114, a utilization and logistics flight to the International Space Station.
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2003-09-03
KENNEDY SPACE CENTER, FLA. -In the Orbiter Processing Facility (OPF), a United Space Alliance technician examines the attachment points for the spars on the exterior of a wing of Space Shuttle Atlantis. Reinforced Carbon Carbon (RCC) panels are mechanically attached to the wing with a series of floating joints - spars - to reduce loading on the panels caused by wing deflections. The aluminum and the metallic attachments are protected from exceeding temperature limits by internal insulation. The next launch of Atlantis will be on mission STS-114, a utilization and logistics flight to the International Space Station.
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NASA Astrophysics Data System (ADS)
Cavallaro, Rauno; Demasi, Luciano
2016-11-01
Diamond Wings, Strut- and Truss-Braced Wings, Box Wings, and PrandtlPlane, the so-called "JoinedWings", represent a dramatic departure from traditional configurations. Joined Wings are characterized by a structurally overconstrained layout which significantly increases the design space with multiple load paths and numerous solutions not available in classical wing systems. A tight link between the different disciplines (aerodynamics, flight mechanics, aeroelasticity, etc.) makes a Multidisciplinary Design and Optimization approach a necessity from the early design stages. Researchers showed potential in terms of aerodynamic efficiency, reduction of emissions and superior performances, strongly supporting the technical advantages of Joined Wings. This review will present these studies, with particular focus on the United States joined-wing SensorCraft, Strut- and Truss- Braced Wings, Box Wings and PrandtlPlane.
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Steady-State Solution of a Flexible Wing
NASA Technical Reports Server (NTRS)
Karkehabadi, Reza; Chandra, Suresh; Krishnamurthy, Ramesh
1997-01-01
A fluid-structure interaction code, ENSAERO, has been used to compute the aerodynamic loads on a swept-tapered wing. The code has the capability of using Euler or Navier-Stokes equations. Both options have been used and compared in the present paper. In the calculation of the steady-state solution, we are interested in knowing how the flexibility of the wing influences the lift coefficients. If the results of a flexible wing are not affected by the flexibility of the wing significantly, one could consider the wing to be rigid and reduce the problem from fluid-structure interaction to a fluid problem.
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NASA Technical Reports Server (NTRS)
Miller, Eric J.; Manalo, Russel; Tessler, Alexander
2016-01-01
A study was undertaken to investigate the measurement of wing deformation and internal loads using measured strain data. Future aerospace vehicle research depends on the ability to accurately measure the deformation and internal loads during ground testing and in flight. The approach uses the inverse Finite Element Method (iFEM). The iFEM is a robust, computationally efficient method that is well suited for real-time measurement of real-time structural deformation and loads. The method has been validated in previous work, but has yet to be applied to a large-scale test article. This work is in preparation for an upcoming loads test of a half-span test wing in the Flight Loads Laboratory at the National Aeronautics and Space Administration Armstrong Flight Research Center (Edwards, California). The method has been implemented into an efficient MATLAB® (The MathWorks, Inc., Natick, Massachusetts) code for testing different sensor configurations. This report discusses formulation and implementation along with the preliminary results from a representative aerospace structure. The end goal is to investigate the modeling and sensor placement approach so that the best practices can be applied to future aerospace projects.
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The Influence of Tip Shape on the Wing Load Distribution as Determined by Flight Tests
NASA Technical Reports Server (NTRS)
Rhode, Richard V
1935-01-01
Pressure measurements were made in flight on the right upper wing of an M-3 airplane. The effects of tip plan form, washout, and transverse camber were investigated with eight tip forms in unyawed conditions through the range of positive lift coefficients from zero lift to the stall. The conclusion is that the tip plan form does not influence the span distribution of the coefficients of normal force and moment. It is shown inferentially that temperature, humidity, and the aging of the wood and fabric wing structure used on the M-3 airplane have an appreciable influence on the load distribution.
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NASA Technical Reports Server (NTRS)
Mullen, J., Jr.
1978-01-01
The implementation of the changes to the program for Wing Aeroelastic Design and the development of a program to estimate aircraft fuselage weights are described. The equations to implement the modified planform description, the stiffened panel skin representation, the trim loads calculation, and the flutter constraint approximation are presented. A comparison of the wing model with the actual F-5A weight material distributions and loads is given. The equations and program techniques used for the estimation of aircraft fuselage weights are described. These equations were incorporated as a computer code. The weight predictions of this program are compared with data from the C-141.
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NASA Technical Reports Server (NTRS)
Mendenhall, M. R.; Goodwin, F. K.; Spangler, S. B.
1976-01-01
A vortex lattice lifting-surface method is used to model the wing and multiple flaps. Each lifting surface may be of arbitrary planform having camber and twist, and the multiple-slotted trailing-edge flap system may consist of up to ten flaps with different spans and deflection angles. The engine wakes model consists of a series of closely spaced vortex rings with circular or elliptic cross sections. The rings are normal to a wake centerline which is free to move vertically and laterally to accommodate the local flow field beneath the wing and flaps. The two potential flow models are used in an iterative fashion to calculate the wing-flap loading distribution including the influence of the waves from up to two turbofan engines on the semispan. The method is limited to the condition where the flow and geometry of the configurations are symmetric about the vertical plane containing the wing root chord. The calculation procedure starts with arbitrarily positioned wake centerlines and the iterative calculation continues until the total configuration loading converges within a prescribed tolerance. Program results include total configuration forces and moments, individual lifting-surface load distributions, including pressure distributions, individual flap hinge moments, and flow field calculation at arbitrary field points.
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NASA Technical Reports Server (NTRS)
Murrow, H. N.
1981-01-01
Results from flight tests of the ARW-1 research wing are presented. Preliminary loads data and experiences with the active control system for flutter suppression are included along with comparative results of test and prediction for the flutter boundary of the supercritical research wing and on performance of the flutter suppression system. The status of the ARW-2 research wing is given.
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Forelimb posture in dinosaurs and the evolution of the avian flapping flight-stroke.
Nudds, Robert L; Dyke, Gareth J
2009-04-01
Ontogenetic and behavioral studies using birds currently do not document the early evolution of flight because birds (including juveniles) used in such studies employ forelimb oscillation frequencies over 10 Hz, forelimb stroke-angles in excess of 130 degrees , and possess uniquely avian flight musculatures. Living birds are an advanced morphological stage in the development of flapping flight. To gain insight into the early stages of flight evolution (i.e., prebird), in the absence of a living analogue, a new approach using Strouhal number was used. Strouhal number is a nondimensional number that describes the relationship between wing-stroke amplitude (A), wing-beat frequency (f), and flight speed (U). Calculations indicated that even moderate wing movements are enough to generate rudimentary thrust and that a propulsive flapping flight-stroke could have evolved via gradual incremental changes in wing movement and wing morphology. More fundamental to the origin of the avian flapping flight-stroke is the question of how a symmetrical forelimb posture-required for gliding and flapping flight-evolved from an alternating forelimb motion, evident in all extant bipeds when running except birds.
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Structural colours of nickel bioreplicas of butterfly wings
NASA Astrophysics Data System (ADS)
Tolenis, Tomas; Swiontek, Stephen E.; Lakhtakia, Akhlesh
2017-04-01
The two-angle conformally evaporated-film-by-rotation technique (TA-CEFR) was devised to coat the wings of the monarch butterfly with nickel in order to form a 500-nm thick bioreplica thereof. The bioreplica exhibits structural colours that are completely obscured in actual wings by pigmental colours. Thus, the TA-CEFR technique provides a way to replicate, study and exploit hidden morphologies of biological surfaces.
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NASA Technical Reports Server (NTRS)
Mendenhall, M. R.
1978-01-01
A user's manual is presented for a computer program in which a vortex-lattice lifting-surface method is used to model the wing and multiple flaps. The engine wake model consists of a series of closely spaced vortex rings with rectangular cross sections. The jet wake is positioned such that the lower boundary of the jet is tangent to the wing and flap upper surfaces. The two potential flow models are used to calculate the wing-flap loading distribution including the influence of the wakes from up to two engines on the semispan. The method is limited to the condition where the flow and geometry of the configurations are symmetric about the vertical plane containing the wing root chord. The results include total configuration forces and moments, individual lifting-surface load distributions, pressure distributions, flap hinge moments, and flow field calculation at arbitrary field points. The use of the program, preparation of input, the output, program listing, and sample cases are described.
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NASA Technical Reports Server (NTRS)
Oehman, Waldo I; Turner, Kenneth L
1958-01-01
An investigation was performed in the Langley Unitary Plan wind tunnel to determine the aerodynamic characteristics of a model of a 450 swept-wing fighter airplane, and to determine the loads on attached stores and detached missiles in the presence of the model. Also included was a determination of aileron-spoiler effectiveness, aileron hinge moments, and the effects of wing modifications on model aerodynamic characteristics. Tests were performed at Mach numbers of 1.57, 1.87, 2.16, and 2.53. The Reynolds numbers for the tests, based on the mean aerodynamic chord of the wing, varied from about 0.9 x 10(exp 6) to 5 x 10(exp 6). The results are presented with minimum analysis.
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Limits to Open Class Performance?
NASA Technical Reports Server (NTRS)
Bowers, Albion H.
2008-01-01
This presentation discusses open or unlimited class aircraft performance limitations and design solutions. Limitations in this class of aircraft include slow climbing flight which requires low wing loading, high cruise speed which requires high wing loading, gains in induced or viscous drag alone which result in only half the gain overall and other structural problems (yaw inertia and spins, flutter and static loads integrity). Design solutions include introducing minimum induced drag for a given span (elliptical span load or winglets) and introducing minimum induced drag for a bell shaped span load. It is concluded that open class performance limits (under current rules and technologies) is very close to absolute limits, though some gains remain to be made from unexplored areas and new technologies.
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77 FR 24835 - Airworthiness Directives; The Boeing Company Airplanes
Federal Register 2010, 2011, 2012, 2013, 2014
2012-04-26
... inspections must be used for that wing for that visit and for all subsequent repeat inspections. Delta stated... Company Model 767 airplanes. This AD was prompted by reports of cracking in the upper wing skin at the... in the loss of the strut-to-wing upper link load path and possible separation of a strut and engine...
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Biologically-Inspired Anisotropic Flexible Wing for Optimal Flapping Flight
2013-07-01
AFRL-OSR-VA-TR-2013-0400 Biologically-Inspired, Anisotropic Flexible Wing for Optimal Flapping Flight Luis Bernal, Wei Shyy...Final Report Contract Number: FA9550-07-1-0547 Biologically-Inspired, Anisotropic Flexible Wing for Optimal Flapping Flight University of...minimize power consumption; 2. The interactions of unsteady aerodynamic loading with flexible structures; 3. Flexible , light-weight, multifunctional
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Wing Download Results from a Test of a 0.658-Scale V-22 Rotor and Wing
NASA Technical Reports Server (NTRS)
Felker, Fort F.
1992-01-01
A test of a 0.658-scale V-22 rotor and wing was conducted in the 40 x 80 Foot Wind Tunnel at Ames Research Center. One of the principal objectives of the test was to measure the wing download in hover for a variety of test configurations. The wing download and surface pressures were measured for a wide range of thrust coefficients, with five different flap angles, two nacelle angles, and both directions or rotor rotation. This paper presents these results, and describes a new method for interpreting wing surface pressure data in hover. This method shows that the wing flap can produce substantial lift loads in hover.
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Pitch, roll, and yaw moment generator for insect-like tailless flapping-wing MAV
NASA Astrophysics Data System (ADS)
Phan, Hoang Vu; Park, Hoon Cheol
2016-04-01
In this work, we proposed a control moment generator, which is called Trailing Edge Change (TEC) mechanism, for attitudes change in hovering insect-like tailless flapping-wing MAV. The control moment generator was installed to the flapping-wing mechanism to manipulate the wing kinematics by adjusting the wing roots location symmetrically or asymmetrically. As a result, the mean aerodynamic force center of each wing is relocated and control moments are generated. The three-dimensional wing kinematics captured by three synchronized high-speed cameras showed that the flapping-wing MAV can properly modify the wing kinematics. In addition, a series of experiments were performed using a multi-axis load cell to evaluate the forces and moments generation. The measurement demonstrated that the TEC mechanism produced reasonable amounts of pitch, roll and yaw moments by shifting position of the trailing edges at the wing roots of the flapping-wing MAV.
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Hasan, Jafar; Webb, Hayden K; Truong, Vi Khanh; Pogodin, Sergey; Baulin, Vladimir A; Watson, Gregory S; Watson, Jolanta A; Crawford, Russell J; Ivanova, Elena P
2013-10-01
The nanopattern on the surface of Clanger cicada (Psaltoda claripennis) wings represents the first example of a new class of biomaterials that can kill bacteria on contact based solely on its physical surface structure. As such, they provide a model for the development of novel functional surfaces that possess an increased resistance to bacterial contamination and infection. Their effectiveness against a wide spectrum of bacteria, however, is yet to be established. Here, the bactericidal properties of the wings were tested against several bacterial species, possessing a range of combinations of morphology and cell wall type. The tested species were primarily pathogens, and included Bacillus subtilis, Branhamella catarrhalis, Escherichia coli, Planococcus maritimus, Pseudomonas aeruginosa, Pseudomonas fluorescens, and Staphylococcus aureus. The wings were found to consistently kill Gram-negative cells (i.e., B. catarrhalis, E. coli, P. aeruginosa, and P. fluorescens), while Gram-positive cells (B. subtilis, P. maritimus, and S. aureus) remained resistant. The morphology of the cells did not appear to play any role in determining cell susceptibility. The bactericidal activity of the wing was also found to be quite efficient; 6.1 ± 1.5 × 10(6) P. aeruginosa cells in suspension were inactivated per square centimeter of wing surface after 30-min incubation. These findings demonstrate the potential for the development of selective bactericidal surfaces incorporating cicada wing nanopatterns into the design.
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Hahn, Steffen; Korner-Nievergelt, Fränzi; Emmenegger, Tamara; Amrhein, Valentin; Csörgő, Tibor; Gursoy, Arzu; Ilieva, Mihaela; Kverek, Pavel; Pérez-Tris, Javier; Pirrello, Simone; Zehtindjiev, Pavel; Salewski, Volker
2016-01-01
In migratory birds, morphological adaptations for efficient migratory flight often oppose morphological adaptations for efficient behavior during resident periods. This includes adaptations in wing shape for either flying long distances or foraging in the vegetation and in climate-driven variation of body size. In addition, the timing of migratory flights and particularly the timely arrival at local breeding sites is crucial because fitness prospects depend on site-specific phenology. Thus, adaptations for efficient long-distance flights might be also related to conditions at destination areas. For an obligatory long-distance migrant, the common nightingale, we verified that wing length as the aerodynamically important trait, but not structural body size increased from the western to the eastern parts of the species range. In contrast with expectation from aerodynamic theory, however, wing length did not increase with increasing migration distances. Instead, wing length was associated with the phenology at breeding destinations, namely the speed of local spring green-up. We argue that longer wings are beneficial for adjusting migration speed to local conditions for birds breeding in habitats with fast spring green-up and thus short optimal arrival periods. We suggest that the speed of spring green-up at breeding sites is a fundamental variable determining the timing of migration that fine tune phenotypes in migrants across their range.
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Evolutionary-Optimized Photonic Network Structure in White Beetle Wing Scales.
Wilts, Bodo D; Sheng, Xiaoyuan; Holler, Mirko; Diaz, Ana; Guizar-Sicairos, Manuel; Raabe, Jörg; Hoppe, Robert; Liu, Shu-Hao; Langford, Richard; Onelli, Olimpia D; Chen, Duyu; Torquato, Salvatore; Steiner, Ullrich; Schroer, Christian G; Vignolini, Silvia; Sepe, Alessandro
2018-05-01
Most studies of structural color in nature concern periodic arrays, which through the interference of light create color. The "color" white however relies on the multiple scattering of light within a randomly structured medium, which randomizes the direction and phase of incident light. Opaque white materials therefore must be much thicker than periodic structures. It is known that flying insects create "white" in extremely thin layers. This raises the question, whether evolution has optimized the wing scale morphology for white reflection at a minimum material use. This hypothesis is difficult to prove, since this requires the detailed knowledge of the scattering morphology combined with a suitable theoretical model. Here, a cryoptychographic X-ray tomography method is employed to obtain a full 3D structural dataset of the network morphology within a white beetle wing scale. By digitally manipulating this 3D representation, this study demonstrates that this morphology indeed provides the highest white retroreflection at the minimum use of material, and hence weight for the organism. Changing any of the network parameters (within the parameter space accessible by biological materials) either increases the weight, increases the thickness, or reduces reflectivity, providing clear evidence for the evolutionary optimization of this morphology. © 2017 The Authors. Published by WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim.
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Computation of wind tunnel model deflections. [for transport type solid wing
NASA Technical Reports Server (NTRS)
Mehrotra, S. C.; Gloss, B. B.
1981-01-01
The experimental deflections for a transport type solid wing model were measured for several single point load conditions. These deflections were compared with those obtained by structural modeling of the wing by using plate and solid elements of Structural Performance Analysis and Redesign (SPAR) program. The solid element representation of the wing showed better agreement with the experimental deflections than the plate representation. The difference between the measured and calculated deflections is about 5 percent.
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Hibbs, B.D.; Lissaman, P.B.S.; Morgan, W.R.; Radkey, R.L.
1998-09-22
This disclosure provides a solar rechargeable aircraft that is inexpensive to produce, is steerable, and can remain airborne almost indefinitely. The preferred aircraft is a span-loaded flying wing, having no fuselage or rudder. Travelling at relatively slow speeds, and having a two-hundred foot wingspan that mounts photovoltaic cells on most all of the wing`s top surface, the aircraft uses only differential thrust of its eight propellers to turn. Each of five sections of the wing has one or more engines and photovoltaic arrays, and produces its own lift independent of the other sections, to avoid loading them. Five two-sided photovoltaic arrays, in all, are mounted on the wing, and receive photovoltaic energy both incident on top of the wing, and which is incident also from below, through a bottom, transparent surface. The aircraft is capable of a top speed of about ninety miles per hour, which enables the aircraft to attain and can continuously maintain altitudes of up to sixty-five thousand feet. Regenerative fuel cells in the wing store excess electricity for use at night, such that the aircraft can sustain its elevation indefinitely. A main spar of the wing doubles as a pressure vessel that houses hydrogen and oxygen gases for use in the regenerative fuel cell. The aircraft has a wide variety of applications, which include weather monitoring and atmospheric testing, communications, surveillance, and other applications as well. 31 figs.
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Diversity in the organization of elastin bundles and intramembranous muscles in bat wings.
Cheney, Jorn A; Allen, Justine J; Swartz, Sharon M
2017-04-01
Unlike birds and insects, bats fly with wings composed of thin skin that envelops the bones of the forelimb and spans the area between the limbs, digits, and sometimes the tail. This skin is complex and unusual; it is thinner than typical mammalian skin and contains organized bundles of elastin and embedded skeletal muscles. These elements are likely responsible for controlling the shape of the wing during flight and contributing to the aerodynamic capabilities of bats. We examined the arrangement of two macroscopic architectural elements in bat wings, elastin bundles and wing membrane muscles, to assess the diversity in bat wing skin morphology. We characterized the plagiopatagium and dactylopatagium of 130 species from 17 families of bats using cross-polarized light imaging. This method revealed structures with distinctive relative birefringence, heterogeneity of birefringence, variation in size, and degree of branching. We used previously published anatomical studies and tissue histology to identify birefringent structures, and we analyzed their architecture across taxa. Elastin bundles, muscles, neurovasculature, and collagenous fibers are present in all species. Elastin bundles are oriented in a predominantly spanwise or proximodistal direction, and there are five characteristic muscle arrays that occur within the plagiopatagium, far more muscle than typically recognized. These results inform recent functional studies of wing membrane architecture, support the functional hypothesis that elastin bundles aid wing folding and unfolding, and further suggest that all bats may use these architectural elements for flight. All species also possess numerous muscles within the wing membrane, but the architecture of muscle arrays within the plagiopatagium varies among families. To facilitate present and future discussion of these muscle arrays, we refine wing membrane muscle nomenclature in a manner that reflects this morphological diversity. The architecture of the constituents of the skin of the wing likely plays a key role in shaping wings during flight. © 2017 Anatomical Society.
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A wrinkle in flight: the role of elastin fibres in the mechanical behaviour of bat wing membranes
Cheney, Jorn A.; Konow, Nicolai; Bearnot, Andrew; Swartz, Sharon M.
2015-01-01
Bats fly using a thin wing membrane composed of compliant, anisotropic skin. Wing membrane skin deforms dramatically as bats fly, and its three-dimensional configurations depend, in large part, on the mechanical behaviour of the tissue. Large, macroscopic elastin fibres are an unusual mechanical element found in the skin of bat wings. We characterize the fibre orientation and demonstrate that elastin fibres are responsible for the distinctive wrinkles in the surrounding membrane matrix. Uniaxial mechanical testing of the wing membrane, both parallel and perpendicular to elastin fibres, is used to distinguish the contribution of elastin and the surrounding matrix to the overall membrane mechanical behaviour. We find that the matrix is isotropic within the plane of the membrane and responsible for bearing load at high stress; elastin fibres are responsible for membrane anisotropy and only contribute substantially to load bearing at very low stress. The architecture of elastin fibres provides the extreme extensibility and self-folding/self-packing of the wing membrane skin. We relate these findings to flight with membrane wings and discuss the aeromechanical significance of elastin fibre pre-stress, membrane excess length, and how these parameters may aid bats in resisting gusts and preventing membrane flutter. PMID:25833238
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NASA Technical Reports Server (NTRS)
Byrdsong, T. A.; Brooks, C. W., Jr.
1983-01-01
Wind-tunnel measurements were made of the wing-surface static-pressure distributions on a 0.237 scale model of a remotely piloted research vehicle equipped with a thick, high-aspect-ratio supercritical wing. Data are presented for two model configurations (with and without a ventral pod) at Mach numbers from 0.70 to 0.92 at angles of attack from -4 deg to 8 deg. Large variations of wing-surface local pressure distributions were developed; however, the characteristic supercritical-wing pressure distribution occurred near the design condition of 0.80 Mach number and 2 deg angle of attack. The significant variations of the local pressure distributions indicated pronounced shock-wave movements that were highly sensitive to angle of attack and Mach number. The effect of the vertical pod varied with test conditions; however at the higher Mach numbers, the effects on wing flow characteristics were significant at semispan stations as far outboard as 0.815. There were large variations of the wing loading in the range of test conditions, both model configurations exhibited a well-defined peak value of normal-force coefficient at the cruise angle of attack (2 deg) and Mach number (0.80).
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A wrinkle in flight: the role of elastin fibres in the mechanical behaviour of bat wing membranes.
Cheney, Jorn A; Konow, Nicolai; Bearnot, Andrew; Swartz, Sharon M
2015-05-06
Bats fly using a thin wing membrane composed of compliant, anisotropic skin. Wing membrane skin deforms dramatically as bats fly, and its three-dimensional configurations depend, in large part, on the mechanical behaviour of the tissue. Large, macroscopic elastin fibres are an unusual mechanical element found in the skin of bat wings. We characterize the fibre orientation and demonstrate that elastin fibres are responsible for the distinctive wrinkles in the surrounding membrane matrix. Uniaxial mechanical testing of the wing membrane, both parallel and perpendicular to elastin fibres, is used to distinguish the contribution of elastin and the surrounding matrix to the overall membrane mechanical behaviour. We find that the matrix is isotropic within the plane of the membrane and responsible for bearing load at high stress; elastin fibres are responsible for membrane anisotropy and only contribute substantially to load bearing at very low stress. The architecture of elastin fibres provides the extreme extensibility and self-folding/self-packing of the wing membrane skin. We relate these findings to flight with membrane wings and discuss the aeromechanical significance of elastin fibre pre-stress, membrane excess length, and how these parameters may aid bats in resisting gusts and preventing membrane flutter. © 2015 The Author(s) Published by the Royal Society. All rights reserved.
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Investigation of a robust tendon-sheath mechanism for flexible membrane wing application in mini-UAV
NASA Astrophysics Data System (ADS)
Lee, Shian; Tjahjowidodo, Tegoeh; Lee, Hsuchew; Lai, Benedict
2017-02-01
Two inherent issues manifest themselves in flying mini-unmanned aerial vehicles (mini-UAV) in the dense area at tropical climate regions, namely disturbances from gusty winds and limited space for deployment tasks. Flexible membrane wing (FMW) UAVs are seen to be potentials to mitigate these problems. FMWs are adaptable to gusty airflow as the wings are able to flex according to the gust load to reduce the effective angle-of-attack, thus, reducing the aerodynamic loads on the wing. On the other hand, the flexible structure is allowing the UAV to fold in a compact package, and later on, the mini-UAV can be deployed instantly from the storage tube, e.g. through a catapult mechanism. This paper discusses the development of an FMW UAV actuated by a tendon-sheath mechanism (TSM). This approach allows the wing to morph to generate a rolling moment, while still allowing the wing to fold. Dynamic characteristics of the mechanism that exhibits the strong nonlinear phenomenon of friction on TSM are modeled and compensated for. A feed-forward controller was implemented based on the identified nonlinear behavior to control the warping position of the wing. The proposed strategy is validated experimentally in a wind tunnel facility by creating a gusty environment that is imitating a realistic gusty condition based upon the results of computational fluid dynamics (CFD) simulation. The results demonstrate a stable and robust wing-warping actuation, even in gusty conditions. Accurate wing-warping can be achieved via the TSM, while also allowing the wings to fold.
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Optimal pitching axis location of flapping wings for efficient hovering flight.
Wang, Q; Goosen, J F L; van Keulen, F
2017-09-01
Flapping wings can pitch passively about their pitching axes due to their flexibility, inertia, and aerodynamic loads. A shift in the pitching axis location can dynamically alter the aerodynamic loads, which in turn changes the passive pitching motion and the flight efficiency. Therefore, it is of great interest to investigate the optimal pitching axis for flapping wings to maximize the power efficiency during hovering flight. In this study, flapping wings are modeled as rigid plates with non-uniform mass distribution. The wing flexibility is represented by a linearly torsional spring at the wing root. A predictive quasi-steady aerodynamic model is used to evaluate the lift generated by such wings. Two extreme power consumption scenarios are modeled for hovering flight, i.e. the power consumed by a drive system with and without the capacity of kinetic energy recovery. For wings with different shapes, the optimal pitching axis location is found such that the cycle-averaged power consumption during hovering flight is minimized. Optimization results show that the optimal pitching axis is located between the leading edge and the mid-chord line, which shows close resemblance to insect wings. An optimal pitching axis can save up to 33% of power during hovering flight when compared to traditional wings used by most of flapping wing micro air vehicles (FWMAVs). Traditional wings typically use the straight leading edge as the pitching axis. With the optimized pitching axis, flapping wings show higher pitching amplitudes and start the pitching reversals in advance of the sweeping reversals. These phenomena lead to higher lift-to-drag ratios and, thus, explain the lower power consumption. In addition, the optimized pitching axis provides the drive system higher potential to recycle energy during the deceleration phases as compared to their counterparts. This observation underlines the particular importance of the wing pitching axis location for energy-efficient FWMAVs when using kinetic energy recovery drive systems.
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Estimation of wing nonlinear aerodynamic characteristics at supersonic speeds
NASA Technical Reports Server (NTRS)
Carlson, H. W.; Mack, R. J.
1980-01-01
A computational system for estimation of nonlinear aerodynamic characteristics of wings at supersonic speeds was developed and was incorporated in a computer program. This corrected linearized theory method accounts for nonlinearities in the variation of basic pressure loadings with local surface slopes, predicts the degree of attainment of theoretical leading edge thrust, and provides an estimate of detached leading edge vortex loadings that result when the theoretical thrust forces are not fully realized.
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Evolution of limited seed dispersal ability on gypsum islands.
Schenk, John J
2013-09-01
Dispersal is a major feature of plant evolution that has many advantages but is not always favored. Wide dispersal, for example, leads to greater seed loss in oceanic-island endemics, and evolution has favored morphologies that limit dispersal. I tested the hypothesis that selection favored limited dispersal on gypsum islands in western North America, where edaphic communities are sparsely vegetated except for a specialized flora that competes poorly with the surrounding flora. • I applied a series of comparative phylogenetic approaches to gypsophilic species of Mentzelia section Bartonia (Loasaceae) to investigate the evolution of limited dispersal function in seed wings, which increase primary dispersal by wind. Through these tests, I determined whether narrowed wings were selected for in gypsophilic species. • Gypsophily was derived four to seven times. Seed area was not significantly correlated with gypsophily or wing area. Wing area was significantly smaller in the derived gypsum endemics, supporting the hypothesis in favor of limited dispersal function. A model-fitting approach identified two trait optima in wing area, with gypsum endemics having a lower optimum. • Evolution into novel ecologies influences morphological evolution. Morphological characters have been selected for limited dispersal following evolution onto gypsum islands. Selection for limited dispersal ability has occurred across animals and plants, both in oceanic and terrestrial systems, which suggests that reduced dispersal ability may be a general process: selection favors limited dispersal if the difference in survival between the habitat of the parent and the surrounding area is great enough.
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2012-09-13
2.1.1 Wing Morphology. Insect wings are formed from a complex makeup of polymer based chains, Chitin , that form the Cuticle, which provides the strong... Chitin , a long-chain polymer and a deriva- tive of glucose, is the main component of the exoskeletons and wings of insects . Due to the ability of the...biological specimen to vary the bonding chains, assemblage of nanofibers, and crystalline structure, the material properties of chitin can vary over a
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Measurement and Analysis of Wing and Tail Buffeting Loads on a Fighter Airplane
NASA Technical Reports Server (NTRS)
Huston, Wilber B; Skopinski, T H
1955-01-01
The buffeting loads measured on the wing and tail of a fighter airplane during 194 maneuvers are given in tabular form, along with the associated flight conditions. Measurements were made at altitudes of 30,000 to 10,000 feet and at speeds up to a Mach number of 0.8. Least-squares methods have been used for a preliminary analysis of the data. The agreement between the results of this analysis and the loads measured in stalls is sufficiently good to suggest the examination of the buffeting of other airplanes on the same basis.
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Buckling characteristics of hypersonic aircraft wing tubular panels
NASA Technical Reports Server (NTRS)
Ko, William L.; Shideler, John L.; Fields, Roger A.
1986-01-01
The buckling characteristics of Rene 41 tubular panels installed as wing panels on a hypersonic wing test structure (HWTS) were determined nondestructively through use of a force/stiffness technique. The nondestructive buckling tests were carried out under different combined load conditions and different temperature environments. Two panels were subsequently tested to buckling failure in a universal tension compression testing machine. In spite of some data scattering because of large extrapolations of data points resulting from termination of the test at a somewhat low applied load, the overall test data correlated fairly well with theoretically predicted buckling interaction curves. The structural efficiency of the tubular panels was slightly higher than that of the beaded panels which they replaced.
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Player Load in Elite Netball: Match, Training, and Positional Comparisons.
Young, Christopher M; Gastin, Paul B; Sanders, Nick; Mackey, Luke; Dwyer, Dan B
2016-11-01
The activity profile of competition and training in elite netball has not been comprehensively reported in the literature. To measure and analyze player load in elite netballers during matches and training sessions. The primary research question was, How does player load vary between playing positions in a match and between matches and training sessions? Various measures of player load were recorded in 12 elite professional netballers with a mean ± SD age of 26 ± 4.9 y and height of 183.2 ± 8.7 cm. Player load was assessed using a published method that uses accelerometry. Load was represented as total load in arbitrary units (au), playing intensity (au/min), and relative time spent in each of 4 playing intensity zones (low, low to moderate, moderate, and high). Data from 15 games and up to 17 training sessions were analyzed for each player. Player load in matches for the goal-based positions (goal shooter, goal keeper, and goal defense) tended to be lower than the attacking and wing-based positions (goal attack, wing attack, wing defense, and center). The difference was largely due to the amount of time spent in low-intensity activity. Playing intensity of matches was greater than in training sessions; however, the total time spent in moderate- to high-intensity activities was not practically different. Accelerometry is a valuable method of measuring player load in netball, and the present results provide new information about the activity profile of different playing positions.
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2003-09-05
KENNEDY SPACE CENTER, FLA. - In the Orbiter Processing Facility, Jerry Belt, with United Space Alliance, checks a spar attachment on the wing of the orbiter Atlantis before installing Reinforced Carbon Carbon (RCC) panels on the wing. The spars - floating joints - reduce loading on the panels caused by wing deflections. The gray carbon composite RCC panels have sufficient strength to withstand the aerodynamic forces experienced during launch and reentry, which can reach as high as 800 pounds per square foot. The operating range of RCC is from minus 250º F to about 3,000º F, the temperature produced by friction with the atmosphere during reentry.
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NASA Technical Reports Server (NTRS)
Kussner, H G; Thalau, Karl
1933-01-01
Load factors and loading conditions are presented for German aircraft. Loading conditions under various stress factors are presented along with a breakdown of individual aircraft components such as landing gear, wings, etc.
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NASA Technical Reports Server (NTRS)
Uden, Edward (Inventor); Bowers, Albion H. (Inventor)
2016-01-01
The present invention is an aircraft wing design that creates a bell shaped span load, which results in a negative induced drag (induced thrust) on the outer portion of the wing; such a design obviates the need for rudder control of an aircraft.
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Determination of stores pointing error due to wing flexibility under flight load
NASA Technical Reports Server (NTRS)
Lokos, William A.; Bahm, Catherine M.; Heinle, Robert A.
1995-01-01
The in-flight elastic wing twist of a fighter-type aircraft was studied to provide for an improved on-board real-time computed prediction of pointing variations of three wing store stations. This is an important capability to correct sensor pod alignment variation or to establish initial conditions of iron bombs or smart weapons prior to release. The original algorithm was based upon coarse measurements. The electro-optical Flight Deflection Measurement System measured the deformed wing shape in flight under maneuver loads to provide a higher resolution database from which an improved twist prediction algorithm could be developed. The FDMS produced excellent repeatable data. In addition, a NASTRAN finite-element analysis was performed to provide additional elastic deformation data. The FDMS data combined with the NASTRAN analysis indicated that an improved prediction algorithm could be derived by using a different set of aircraft parameters, namely normal acceleration, stores configuration, Mach number, and gross weight.
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Results of a Cyclic Load Test of an RB-47E Airplane
NASA Technical Reports Server (NTRS)
Huston, Wilber B.
1959-01-01
Results of a cyclic load test made by NASA on an EB-47E airplane are given. The test reported on is for one of three B-47 airplanes in a test program set up by the U. S. Air Force to evaluate the effect of wing structural reinforcements on fatigue life. As a result of crack development in the upper fuselage longerons of the other two airplanes in the program, a longeron and fuselage skin modification was incorporated early in the test. Fuselage strain-gage measurements made before and after the longeron modification and wing strain-gage measurements made only after wing reinforcement are summarized. The history of crack development and repair is given in detail. Testing was terminated one sequence short of the planned end of the program with the occurrence of a major crack in the lower right wing skin.
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Chordwise and compressibility corrections to slender-wing theory
NASA Technical Reports Server (NTRS)
Lomax, Harvard; Sluder, Loma
1952-01-01
Corrections to slender-wing theory are obtained by assuming a spanwise distribution of loading and determining the chordwise variation which satisfies the appropriate integral equation. Such integral equations are set up in terms of the given vertical induced velocity on the center line or, depending on the type of wing plan form, its average value across the span at a given chord station. The chordwise distribution is then obtained by solving these integral equations. Results are shown for flat-plate rectangular, and triangular wings.
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Fatigue Testing of Wing Beam by the Resonance Method
NASA Technical Reports Server (NTRS)
Bleakney, William M
1938-01-01
Preliminary fatigue tests on two aluminum-alloy wing-beam specimens subjected to reversed axial loading are described. The motion used consists in incorporating one or two reciprocating motors in a resonance system of which the specimen is the spring element. A description is given of the reciprocating motors, and of the method of assembling and adjusting the vibrating system. The results indicate that the method is well adapted to fatigue tests of not only uniform wing beams but also wing beams with asymmetrical local reinforcements.
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NASA Technical Reports Server (NTRS)
Pena, Francisco; Martins, Benjamin L.; Richards, W. Lance
2018-01-01
Morphing wing technologies have gained research interest in recent years as technological advancements pave the way for such innovations. A key benefit of such a morphing wing concept is the ability of the wing to transition into an optimal configuration at multiple flight conditions. Such a morphing wing will have applications not only in drag reduction but also in flutter suppression and gust alleviation. By manipulating the wing geometry to match a given flight profile it is likely that the wing will yield increases in not just aerodynamic efficiency but also structural efficiency. These structurally efficient designs will likely rely on some type of structural sensing system which will ensure the wing maintains positive margins throughout its flight profile.
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NASA Technical Reports Server (NTRS)
Holbrook, G. T.; Dunham, D. M.
1985-01-01
Detailed pressure distribution measurements were made for 11 twist configurations of a unique, multisegmented wing model having an aspect ratio of 7 and a taper ratio of 1. These configurations encompassed span loads ranging from that of an untwisted wing to simple flapped wings both with and without upper-surface spoilers attached. For each of the wing twist configurations, electronic scanning pressure transducers were used to obtain 580 surface pressure measurements over the wing in about 0.1 sec. Integrated pressure distribution measurements compared favorably with force-balance measurements of lift on the model when the model centerbody lift was included. Complete plots and tabulations of the pressure distribution data for each wing twist configuration are provided.
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Optimum Design of a Compound Helicopter
NASA Technical Reports Server (NTRS)
Yeo, Hyeonsoo; Johnson, Wayne
2006-01-01
A design and aeromechanics investigation was conducted for a 100,000-lb compound helicopter with a single main rotor, which is to cruise at 250 knots at 4000 ft/95 deg F condition. Performance, stability, and control analyses were conducted with the comprehensive rotorcraft analysis CAMRAD II. Wind tunnel test measurements of the performance of the H-34 and UH-1D rotors at high advance ratio were compared with calculations to assess the accuracy of the analysis for the design of a high speed helicopter. In general, good correlation was obtained when an increase of drag coefficients in the reverse flow region was implemented. An assessment of various design parameters (disk loading, blade loading, wing loading) on the performance of the compound helicopter was conducted. Lower wing loading (larger wing area) and higher blade loading (smaller blade chord) increased aircraft lift-to-drag ratio. However, disk loading has a small influence on aircraft lift-to-drag ratio. A rotor parametric study showed that most of the benefit of slowing the rotor occurred at the initial 20 to 30% reduction of the advancing blade tip Mach number. No stability issues were observed with the current design. Control derivatives did not change significantly with speed, but the did exhibit significant coupling.
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Structural Concepts Study of Non-circular Fuselage Configurations
NASA Technical Reports Server (NTRS)
Mukhopadhyay, Vivel
1996-01-01
A preliminary study of structural concepts for noncircular fuselage configurations is presented. For an unconventional flying-wing type aircraft, in which the fuselage is inside the wing, multiple fuselage bays with non-circular sections need to be considered. In a conventional circular fuselage section, internal pressure is carried efficiently by a thin skin via hoop tension. If the section is non-circular, internal pressure loads also induce large bending stresses. The structure must also withstand additional bending and compression loads from aerodynamic and gravitational forces. Flat and vaulted shell structural configurations for such an unconventional, non-circular pressurized fuselage of a large flying-wing were studied. A deep honeycomb sandwich-shell and a ribbed double-wall shell construction were considered. Combinations of these structural concepts were analyzed using both analytical and simple finite element models of isolated sections for a comparative conceptual study. Weight, stress, and deflection results were compared to identify a suitable configuration for detailed analyses. The flat sandwich-shell concept was found preferable to the vaulted shell concept due to its superior buckling stiffness. Vaulted double-skin ribbed shell configurations were found to be superior due to their weight savings, load diffusion, and fail-safe features. The vaulted double-skin ribbed shell structure concept was also analyzed for an integrated wing-fuselage finite element model. Additional problem areas such as wing-fuselage junction and pressure-bearing spar were identified.
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Baier, David B; Gatesy, Stephen M; Dial, Kenneth P
2013-01-01
Past studies have shown that birds use their wings not only for flight, but also when ascending steep inclines. Uphill flap-running or wing-assisted incline running (WAIR) is used by both flight-incapable fledglings and flight-capable adults to retreat to an elevated refuge. Despite the broadly varying direction of travel during WAIR, level, and descending flight, recent studies have found that the basic wing path remains relatively invariant with reference to gravity. If so, joints undergo disparate motions to maintain a consistent wing path during those specific flapping modes. The underlying skeletal motions, however, are masked by feathers and skin. To improve our understanding of the form-functional relationship of the skeletal apparatus and joint morphology with a corresponding locomotor behavior, we used XROMM (X-ray Reconstruction of Moving Morphology) to quantify 3-D skeletal kinematics in chukars (Alectoris chukar) during WAIR (ascending with legs and wings) and ascending flight (AF, ascending with wings only) along comparable trajectories. Evidence here from the wing joints demonstrates that the glenohumeral joint controls the vast majority of wing movements. More distal joints are primarily involved in modifying wing shape. All bones are in relatively similar orientations at the top of upstroke during both behaviors, but then diverge through downstroke. Total excursion of the wing is much smaller during WAIR and the tip of the manus follows a more vertical path. The WAIR stroke appears "truncated" relative to ascending flight, primarily stemming from ca. 50% reduction in humeral depression. Additionally, the elbow and wrist exhibit reduced ranges of angular excursions during WAIR. The glenohumeral joint moves in a pattern congruent with being constrained by the acrocoracohumeral ligament. Finally, we found pronounced lateral bending of the furcula during the wingbeat cycle during ascending flight only, though the phasic pattern in chukars is opposite of that observed in starlings (Sturnus vulgaris).
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Jiggins, Chris D; Wallbank, Richard W R; Hanly, Joseph J
2017-02-05
A major challenge is to understand how conserved gene regulatory networks control the wonderful diversity of form that we see among animals and plants. Butterfly wing patterns are an excellent example of this diversity. Butterfly wings form as imaginal discs in the caterpillar and are constructed by a gene regulatory network, much of which is conserved across the holometabolous insects. Recent work in Heliconius butterflies takes advantage of genomic approaches and offers insights into how the diversification of wing patterns is overlaid onto this conserved network. WntA is a patterning morphogen that alters spatial information in the wing. Optix is a transcription factor that acts later in development to paint specific wing regions red. Both of these loci fit the paradigm of conserved protein-coding loci with diverse regulatory elements and developmental roles that have taken on novel derived functions in patterning wings. These discoveries offer insights into the 'Nymphalid Ground Plan', which offers a unifying hypothesis for pattern formation across nymphalid butterflies. These loci also represent 'hotspots' for morphological change that have been targeted repeatedly during evolution. Both convergent and divergent evolution of a great diversity of patterns is controlled by complex alleles at just a few genes. We suggest that evolutionary change has become focused on one or a few genetic loci for two reasons. First, pre-existing complex cis-regulatory loci that already interact with potentially relevant transcription factors are more likely to acquire novel functions in wing patterning. Second, the shape of wing regulatory networks may constrain evolutionary change to one or a few loci. Overall, genomic approaches that have identified wing patterning loci in these butterflies offer broad insight into how gene regulatory networks evolve to produce diversity.This article is part of the themed issue 'Evo-devo in the genomics era, and the origins of morphological diversity'. © 2016 The Author(s).
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Wallbank, Richard W. R.; Hanly, Joseph J.
2017-01-01
A major challenge is to understand how conserved gene regulatory networks control the wonderful diversity of form that we see among animals and plants. Butterfly wing patterns are an excellent example of this diversity. Butterfly wings form as imaginal discs in the caterpillar and are constructed by a gene regulatory network, much of which is conserved across the holometabolous insects. Recent work in Heliconius butterflies takes advantage of genomic approaches and offers insights into how the diversification of wing patterns is overlaid onto this conserved network. WntA is a patterning morphogen that alters spatial information in the wing. Optix is a transcription factor that acts later in development to paint specific wing regions red. Both of these loci fit the paradigm of conserved protein-coding loci with diverse regulatory elements and developmental roles that have taken on novel derived functions in patterning wings. These discoveries offer insights into the ‘Nymphalid Ground Plan’, which offers a unifying hypothesis for pattern formation across nymphalid butterflies. These loci also represent ‘hotspots’ for morphological change that have been targeted repeatedly during evolution. Both convergent and divergent evolution of a great diversity of patterns is controlled by complex alleles at just a few genes. We suggest that evolutionary change has become focused on one or a few genetic loci for two reasons. First, pre-existing complex cis-regulatory loci that already interact with potentially relevant transcription factors are more likely to acquire novel functions in wing patterning. Second, the shape of wing regulatory networks may constrain evolutionary change to one or a few loci. Overall, genomic approaches that have identified wing patterning loci in these butterflies offer broad insight into how gene regulatory networks evolve to produce diversity. This article is part of the themed issue ‘Evo-devo in the genomics era, and the origins of morphological diversity’. PMID:27994126
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A CFD-informed quasi-steady model of flapping wing aerodynamics.
Nakata, Toshiyuki; Liu, Hao; Bomphrey, Richard J
2015-11-01
Aerodynamic performance and agility during flapping flight are determined by the combination of wing shape and kinematics. The degree of morphological and kinematic optimisation is unknown and depends upon a large parameter space. Aimed at providing an accurate and computationally inexpensive modelling tool for flapping-wing aerodynamics, we propose a novel CFD (computational fluid dynamics)-informed quasi-steady model (CIQSM), which assumes that the aerodynamic forces on a flapping wing can be decomposed into the quasi-steady forces and parameterised based on CFD results. Using least-squares fitting, we determine a set of proportional coefficients for the quasi-steady model relating wing kinematics to instantaneous aerodynamic force and torque; we calculate power with the product of quasi-steady torques and angular velocity. With the quasi-steady model fully and independently parameterised on the basis of high-fidelity CFD modelling, it is capable of predicting flapping-wing aerodynamic forces and power more accurately than the conventional blade element model (BEM) does. The improvement can be attributed to, for instance, taking into account the effects of the induced downwash and the wing tip vortex on the force generation and power consumption. Our model is validated by comparing the aerodynamics of a CFD model and the present quasi-steady model using the example case of a hovering hawkmoth. It demonstrates that the CIQSM outperforms the conventional BEM while remaining computationally cheap, and hence can be an effective tool for revealing the mechanisms of optimization and control of kinematics and morphology in flapping-wing flight for both bio-flyers and unmanned air systems.
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A CFD-informed quasi-steady model of flapping wing aerodynamics
Nakata, Toshiyuki; Liu, Hao; Bomphrey, Richard J.
2016-01-01
Aerodynamic performance and agility during flapping flight are determined by the combination of wing shape and kinematics. The degree of morphological and kinematic optimisation is unknown and depends upon a large parameter space. Aimed at providing an accurate and computationally inexpensive modelling tool for flapping-wing aerodynamics, we propose a novel CFD (computational fluid dynamics)-informed quasi-steady model (CIQSM), which assumes that the aerodynamic forces on a flapping wing can be decomposed into the quasi-steady forces and parameterised based on CFD results. Using least-squares fitting, we determine a set of proportional coefficients for the quasi-steady model relating wing kinematics to instantaneous aerodynamic force and torque; we calculate power with the product of quasi-steady torques and angular velocity. With the quasi-steady model fully and independently parameterised on the basis of high-fidelity CFD modelling, it is capable of predicting flapping-wing aerodynamic forces and power more accurately than the conventional blade element model (BEM) does. The improvement can be attributed to, for instance, taking into account the effects of the induced downwash and the wing tip vortex on the force generation and power consumption. Our model is validated by comparing the aerodynamics of a CFD model and the present quasi-steady model using the example case of a hovering hawkmoth. It demonstrates that the CIQSM outperforms the conventional BEM while remaining computationally cheap, and hence can be an effective tool for revealing the mechanisms of optimization and control of kinematics and morphology in flapping-wing flight for both bio-flyers and unmanned air systems. PMID:27346891
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Calculation of the aerodynamic loading of swept and unswept flexible wings of arbitrary stiffness
NASA Technical Reports Server (NTRS)
Diederich, Franklin W
1950-01-01
A method is presented for calculating the aerodynamic loading, the divergence speed, and certain stability derivatives of swept and unswept wings and tail surfaces of arbitrary stiffness. Provision is made for using either stiffness curves and root rotation constants or structural influence coefficients in the analysis. Computing forms, tables of numerical constants required in the analysis, and an illustrative example are included to facilitate calculations by means of the method.
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DOE Office of Scientific and Technical Information (OSTI.GOV)
Huang, J. Y.; E, J. C.; Huang, J. W.
Impact fracture of single-crystal Si is critical to long-term reliability of electronic devices and solar cells for its wide use as components or substrates in semiconductor industry. Single-crystal Si is loaded along two different crystallographic directions with a split Hopkinson pressure bar integrated with an in situ x-ray imaging and diffraction system. Bulk stress histories are measured, simultaneously with x-ray phase contrast imaging (XPCI) and Laue diffraction. Damage evolution is quantified with grayscale maps from XPCI. Single-crystal Si exhibits pronounced anisotropy in fracture modes, and thus fracture strengths and damage evolution. For loading along [11¯ 0] and viewing along [001],more » (1¯1¯0)[11¯ 0] cleavage is activated and induces horizontal primary cracks followed by perpendicular wing cracks. However, for loading along [011¯] and viewing along [111], random nucleation and growth of shear and tensile-splitting crack networks lead to catastrophic failure of materials with no cleavage. The primary-wing crack mode leads to a lower characteristic fracture strength due to predamage, but a more concentrated strength distribution, i.e., a higher Weibull modulus, compared to the second loading case. Furthermore, the sequential primary cracking, wing cracking and wing-crack coalescence processes result in a gradual increase of damage with time, deviating from theoretical predictions. Particle size and aspect ratios of fragments are discussed with postmortem fragment analysis, which verifies fracture modes observed in XPCI.« less
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Analytical Fuselage and Wing Weight Estimation of Transport Aircraft
DOT National Transportation Integrated Search
1996-05-01
A method of estimating the load-bearing fuselage weight and wing weight of transport aircraft based on fundamental structural principles has been developed. This method of weight estimation represents a compromise between the rapid assessment of comp...
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Reinforcements in avian wing bones: Experiments, analysis, and modeling.
Novitskaya, E; Ruestes, C J; Porter, M M; Lubarda, V A; Meyers, M A; McKittrick, J
2017-12-01
Almost all species of modern birds are capable of flight; the mechanical competency of their wings and the rigidity of their skeletal system evolved to enable this outstanding feat. One of the most interesting examples of structural adaptation in birds is the internal structure of their wing bones. In flying birds, bones need to be sufficiently strong and stiff to withstand forces during takeoff, flight, and landing, with a minimum of weight. The cross-sectional morphology and presence of reinforcing structures (struts and ridges) found within bird wing bones vary from species to species, depending on how the wings are utilized. It is shown that both morphology and internal features increases the resistance to flexure and torsion with a minimum weight penalty. Prototypes of reinforcing struts fabricated by 3D printing were tested in diametral compression and torsion to validate the concept. In compression, the ovalization decreased through the insertion of struts, while they had no effect on torsional resistance. An elastic model of a circular ring reinforced by horizontal and vertical struts is developed to explain the compressive stiffening response of the ring caused by differently oriented struts. Copyright © 2017 Elsevier Ltd. All rights reserved.
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Wing morphology variations in a natural population of Phlebotomus tobbi Adler and Theodor 1930.
Oguz, Gizem; Kasap, Ozge Erisoz; Alten, Bulent
2017-12-01
Cutaneous leishmaniasis (CL) is highly endemic in the Cukurova region, located on the crossroads of main refugee routes from the Middle East to Europe on the eastern Mediterranean part of Turkey. Our purpose was to investigate the phenotypic variation of Phlebotomus tobbi, the known vector of CL in the region, during one active season. Sand flies and microclimatic data were collected monthly from May to October, 2011, from five locations in six villages in the study area. A geometric morphometric approach was used to investigate wing morphology. Shape analyses revealed that males collected in May and June comprised one group, while specimens collected in August, September, and October formed a second group. Specimens from July were found to be distributed within these two groups. A similar distribution pattern was observed for females, but specimens from October were represented as the third district group. Significant size variation was detected for both sexes between months. Wing size and temperature were negatively correlated for females, but there was no temperature effect for males. Wing size of both sexes was increased in correlation to increasing relative humidity. Males were found to have smaller wings with increasing population density. © 2017 The Society for Vector Ecology.
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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.
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Conceptual design of high speed supersonic aircraft: A brief review on SR-71 (Blackbird) aircraft
NASA Astrophysics Data System (ADS)
Xue, Hui; Khawaja, H.; Moatamedi, M.
2014-12-01
The paper presents the conceptual design of high-speed supersonic aircraft. The study focuses on SR-71 (Blackbird) aircraft. The input to the conceptual design is a mission profile. Mission profile is a flight profile of the aircraft defined by the customer. This paper gives the SR-71 aircraft mission profile specified by US air force. Mission profile helps in defining the attributes the aircraft such as wing profile, vertical tail configuration, propulsion system, etc. Wing profile and vertical tail configurations have direct impact on lift, drag, stability, performance and maneuverability of the aircraft. A propulsion system directly influences the performance of the aircraft. By combining the wing profile and the propulsion system, two important parameters, known as wing loading and thrust to weight ratio can be calculated. In this work, conceptual design procedure given by D. P. Raymer (AIAA Educational Series) is applied to calculate wing loading and thrust to weight ratio. The calculated values are compared against the actual values of the SR-71 aircraft. Results indicates that the values are in agreement with the trend of developments in aviation.
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Fiber-optically sensorized composite wing
NASA Astrophysics Data System (ADS)
Costa, Joannes M.; Black, Richard J.; Moslehi, Behzad; Oblea, Levy; Patel, Rona; Sotoudeh, Vahid; Abouzeida, Essam; Quinones, Vladimir; Gowayed, Yasser; Soobramaney, Paul; Flowers, George
2014-04-01
Electromagnetic interference (EMI) immune and light-weight, fiber-optic sensor based Structural Health Monitoring (SHM) will find increasing application in aerospace structures ranging from aircraft wings to jet engine vanes. Intelligent Fiber Optic Systems Corporation (IFOS) has been developing multi-functional fiber Bragg grating (FBG) sensor systems including parallel processing FBG interrogators combined with advanced signal processing for SHM, structural state sensing and load monitoring applications. This paper reports work with Auburn University on embedding and testing FBG sensor arrays in a quarter scale model of a T38 composite wing. The wing was designed and manufactured using fabric reinforced polymer matrix composites. FBG sensors were embedded under the top layer of the composite. Their positions were chosen based on strain maps determined by finite element analysis. Static and dynamic testing confirmed expected response from the FBGs. The demonstrated technology has the potential to be further developed into an autonomous onboard system to perform load monitoring, SHM and Non-Destructive Evaluation (NDE) of composite aerospace structures (wings and rotorcraft blades). This platform technology could also be applied to flight testing of morphing and aero-elastic control surfaces.
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Wind tunnel tests of a free-wing/free-trimmer model
NASA Technical Reports Server (NTRS)
Sandlin, D. R.
1982-01-01
The riding qualities of an aircraft with low wing loading can be improved by freeing the wing to rotate about its spanwise axis. A trimming surface also free to rotate about its spanwise axis can be added at the wing tips to permit the use of high lift devices. Wind tunnel tests of the free wing/free trimmer model with the trimmer attached to the wing tips aft of the wing chord were conducted to validate a mathematical model developed to predict the dynamic characteristics of a free wing/free trimmer aircraft. A model consisting of a semispan wing with the trimmer mounted on with the wing on an air bearing and the trimmer on a ball bearing was displaced to various angles of attack and released. The damped oscillations of the wing and trimmer were recorded. Real and imaginary parts of the characteristic equations of motion were determined and compared to values predicted using the mathematical model.
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Vortex maneuver lift for super-cruise configurations
NASA Technical Reports Server (NTRS)
Campbell, J. F.; Gloss, B. B.; Lamar, J. E.
1976-01-01
Some of the theoretical and experimental research conducted at the NASA Langley Research Center is presented to investigate the subsonic vortex-lift producing capabilities for two classes of Super-Cruise designs: a close-coupled wing-canard arrangement and a slender wing configuration. In addition, several analytical methods are discussed for estimating critical structural design loads for thin, highly swept wings having separated leading-edge vortex flows.
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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.
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Reliability aspects of a composite bolted scarf joint. [in wing skin splice
NASA Technical Reports Server (NTRS)
Reed, D. L.; Eisenmann, J. R.
1975-01-01
The design, fabrication, static test, and fatigue test of both tension and compression graphite-epoxy candidates for a wing splice representative of a next-generation transport aircraft was the objective of the reported research program. A single-scarf bolted joint was selected as the design concept. Test specimens were designed and fabricated to represent an upper-surface and a lower-surface panel containing the splice. The load spectrum was a flight-by-flight random-load history including ground-air-ground loads. The results of the fatigue testing indicate that, for this type of joint, the inherent fatigue resistance of the laminate is reflected in the joint behavior and, consequently, the rate of damage accumulation is very slow under realistic fatigue loadings.
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Active load control during rolling maneuvers. [performed in the Langley Transonic Dynamics Tunnel
NASA Technical Reports Server (NTRS)
Woods-Vedeler, Jessica A.; Pototzky, Anthony S.; Hoadley, Sherwood T.
1994-01-01
A rolling maneuver load alleviation (RMLA) system has been demonstrated on the active flexible wing (AFW) wind tunnel model in the Langley Transonic Dynamics Tunnel (TDT). The objective was to develop a systematic approach for designing active control laws to alleviate wing loads during rolling maneuvers. Two RMLA control laws were developed that utilized outboard control-surface pairs (leading and trailing edge) to counteract the loads and that used inboard trailing-edge control-surface pairs to maintain roll performance. Rolling maneuver load tests were performed in the TDT at several dynamic pressures that included two below and one 11 percent above open-loop flutter dynamic pressure. The RMLA system was operated simultaneously with an active flutter suppression system above open-loop flutter dynamic pressure. At all dynamic pressures for which baseline results were obtained, torsion-moment loads were reduced for both RMLA control laws. Results for bending-moment load reductions were mixed; however, design equations developed in this study provided conservative estimates of load reduction in all cases.
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The Flying Diamond: A joined aircraft configuration design project, volume 1
NASA Technical Reports Server (NTRS)
Ball, Chris; Czech, Joe; Lentz, Bryan; Kobashigawa, Daryl; Oishi, Curtis; Poladian, David
1988-01-01
The results of the analysis conducted on the Joined Wing Configuration study are presented. The joined wing configuration employs a conventional fuselage and incorporates two wings joined together near their tips to form a diamond shape in both plan view and front view. The arrangement of the lifting surfaces uses the rear wing as a horizontal tail and as a forward wing strut. The rear wing has its root at the tip of the vertical stabilizer and is structurally attached to the trailing edge of the forward wing. This arrangement of the two wings forms a truss structure which is inherently resistant to the aerodynamic bending loads generated during flight. This allows for a considerable reduction in the weight of the lifting surfaces. With smaller internal wing structures needed, the Joined Wing may employ thinner wings which are more suitable for supersonic and hypersonic flight, having less induced drag than conventional cantilever winged aircraft. Inherent in the Joined Wing is the capability of the generation of direct lift and side force which enhance the performance parameters.
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Leys, Frederik; Reynaerts, Dominiek; Vandepitte, Dirk
2016-08-15
The stroke-cam flapping mechanism presented in this paper closely mimics the wing motion of a hovering Rufous hummingbird. It is the only lightweight hummingbird-sized flapping mechanism which generates a harmonic wing stroke with both a high flapping frequency and a large stroke amplitude. Experiments on a lightweight prototype of this stroke-cam mechanism on a 50 mm-long wing demonstrate that a harmonic stroke motion is generated with a peak-to-peak stroke amplitude of 175° at a flapping frequency of 40 Hz. It generated a mass lifting capability of 5.1 g, which is largely sufficient to lift the prototype's mass of 3.39 g and larger than the mass-lifting capability of a Rufous hummingbird. The motor mass of a hummingbird-like robot which drives the stroke-cam mechanism is considerably larger (about five times) than the muscle mass of a hummingbird with comparable load-lifting capability. This paper presents a flapping wing nano aerial vehicle which is designed to possess the same lift- and thrust-generating principles of the Rufous hummingbird. The application is indoor flight. We give an overview of the wing kinematics and some specifications which should be met to develop an artificial wing, and also describe the applications of these in the mechanism which has been developed in this work. © 2016. Published by The Company of Biologists Ltd.
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Reynaerts, Dominiek; Vandepitte, Dirk
2016-01-01
ABSTRACT The stroke-cam flapping mechanism presented in this paper closely mimics the wing motion of a hovering Rufous hummingbird. It is the only lightweight hummingbird-sized flapping mechanism which generates a harmonic wing stroke with both a high flapping frequency and a large stroke amplitude. Experiments on a lightweight prototype of this stroke-cam mechanism on a 50 mm-long wing demonstrate that a harmonic stroke motion is generated with a peak-to-peak stroke amplitude of 175° at a flapping frequency of 40 Hz. It generated a mass lifting capability of 5.1 g, which is largely sufficient to lift the prototype's mass of 3.39 g and larger than the mass-lifting capability of a Rufous hummingbird. The motor mass of a hummingbird-like robot which drives the stroke-cam mechanism is considerably larger (about five times) than the muscle mass of a hummingbird with comparable load-lifting capability. This paper presents a flapping wing nano aerial vehicle which is designed to possess the same lift- and thrust-generating principles of the Rufous hummingbird. The application is indoor flight. We give an overview of the wing kinematics and some specifications which should be met to develop an artificial wing, and also describe the applications of these in the mechanism which has been developed in this work. PMID:27444790
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Hibbs, Bart D.; Lissaman, Peter B. S.; Morgan, Walter R.; Radkey, Robert L.
1998-01-01
This disclosure provides a solar rechargeable aircraft that is inexpensive to produce, is steerable, and can remain airborne almost indefinitely. The preferred aircraft is a span-loaded flying wing, having no fuselage or rudder. Travelling at relatively slow speeds, and having a two-hundred foot wingspan that mounts photovoltaic cells on most all of the wing's top surface, the aircraft uses only differential thrust of its eight propellers to turn. Each of five sections of the wing has one or more engines and photovoltaic arrays, and produces its own lift independent of the other sections, to avoid loading them. Five two-sided photovoltaic arrays, in all, are mounted on the wing, and receive photovoltaic energy both incident on top of the wing, and which is incident also from below, through a bottom, transparent surface. The aircraft is capable of a top speed of about ninety miles per hour, which enables the aircraft to attain and can continuously maintain altitudes of up to sixty-five thousand feet. Regenerative fuel cells in the wing store excess electricity for use at night, such that the aircraft can sustain its elevation indefinitely. A main spar of the wing doubles as a pressure vessel that houses hydrogen and oxygen gasses for use in the regenerative fuel cell. The aircraft has a wide variety of applications, which include weather monitoring and atmospheric testing, communications, surveillance, and other applications as well.
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Resilin microjoints: a smart design strategy to avoid failure in dragonfly wings.
Rajabi, H; Shafiei, A; Darvizeh, A; Gorb, S N
2016-12-14
Dragonflies are fast and manoeuvrable fliers and this ability is reflected in their unique wing morphology. Due to the specific lightweight structure, with the crossing veins joined by rubber-like resilin patches, wings possess strong deformability but can resist high forces and large deformations during aerial collisions. The computational results demonstrate the strong influence of resilin-containing vein joints on the stress distribution within the wing. The presence of flexible resilin in the contact region of the veins prevents excessive bending of the cross veins and significantly reduces the stress concentration in the joint.
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Ancient Wings: animating the evolution of butterfly wing patterns.
Arbesman, Samuel; Enthoven, Leo; Monteiro, Antónia
2003-10-01
Character optimization methods can be used to reconstruct ancestral states at the internal nodes of phylogenetic trees. However, seldom are these ancestral states visualized collectively. Ancient Wings is a computer program that provides a novel method of visualizing the evolution of several morphological traits simultaneously. It allows users to visualize how the ventral hindwing pattern of 54 butterflies in the genus Bicyclus may have changed over time. By clicking on each of the nodes within the evolutionary tree, the user can see an animation of how wing size, eyespot size, and eyespot position relative the wing margin, have putatively evolved as a collective whole. Ancient Wings may be used as a pedagogical device as well as a research tool for hypothesis-generation in the fields of evolutionary, ecological, and developmental biology.
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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.
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Finite Element Based HWB Centerbody Structural Optimization and Weight Prediction
NASA Technical Reports Server (NTRS)
Gern, Frank H.
2012-01-01
This paper describes a scalable structural model suitable for Hybrid Wing Body (HWB) centerbody analysis and optimization. The geometry of the centerbody and primary wing structure is based on a Vehicle Sketch Pad (VSP) surface model of the aircraft and a FLOPS compatible parameterization of the centerbody. Structural analysis, optimization, and weight calculation are based on a Nastran finite element model of the primary HWB structural components, featuring centerbody, mid section, and outboard wing. Different centerbody designs like single bay or multi-bay options are analyzed and weight calculations are compared to current FLOPS results. For proper structural sizing and weight estimation, internal pressure and maneuver flight loads are applied. Results are presented for aerodynamic loads, deformations, and centerbody weight.
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Damage Arresting Composites for Shaped Vehicles
NASA Technical Reports Server (NTRS)
Velicki, Alex
2009-01-01
This report describes the development of a novel structural solution that addresses the demanding fuselage loading requirements for the Hybrid Wing or Blended Wing Body configurations that are described in NASA NRA subtopic A2A.3, "Materials and Structures for Wing Components and Non-Circular Fuselage." The phase I portion of this task includes a comprehensive finite element model-based structural sizing exercise performed using the BWB airplane configuration to generate internal loads and fuselage panel weights for an advanced Pultruded Rod Stitched Efficient Unitized Structure (PRSEUS) structural concept. An accompanying element-level test program is also described which substantiates the analytical results and calculation methods used in the trade study. The phase II plan for the continuation of this research is also included herein.
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Butterfly scale form birefringence related to photonics.
Vidal, Benedicto de Campos
2011-12-01
Wings of the butterflies Morpho aega and Eryphanis reevesi were investigated in the present study by fluorescence, polarization and infra-red (IR) spectroscopic microscopy with the aim of identifying the oriented organization of their components and morphological details of their substructures. These wings were found to exhibit a strong iridescent glow depending on the angle of the incident light; their isolated scales exhibited blue fluorescence. Parallel columns or ridges extend from the pad and sockets to the dented apical scale's region, and they are perpendicular to the ribs that connect the columnar ridges. The scales reveal linear dichroism (LD) visually, when attached on the wing matrix or isolated on slides. The LD was inferred to be textural and positive and was also demonstrated with IR microscopy. The scale columns and ribs are birefringent structures. Images obtained before and after birefringence compensation allowed a detailed study of the scale morphology. Form and intrinsic birefringence findings here estimated and discussed in the context of nonlinear optical properties, bring to the level of morphology the state of molecular order and periodicity of the wing structure. FT-IR absorption peaks were found at wavenumbers which correspond to symmetric and asymmetric (-N-H) stretching, symmetric (-C-H) stretching, amide I (-CO) stretching, amide II(-N-H), and β-linking. Based on LD results obtained with polarized IR the molecular vibrations of the wing scales of M. aega and E. reevesi are assumed to be oriented with respect to the long axis of these structures. Copyright © 2011 Elsevier Ltd. All rights reserved.
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NASA Technical Reports Server (NTRS)
Johnson, V. S.; Coe, P. L., Jr.
1979-01-01
A theoretical study was conducted to determine the potential low-speed performance improvements which can be achieved by altering the position and orientation of the outboard vertical fins of low-aspect-ratio highly swept wings. Results show that the magnitude of the performance improvements is solely a function of the span-load distribution. Both the vertical-fin-chordwise position and toe angle provided effective means for adjusting the overall span-load distribution.
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NASA Technical Reports Server (NTRS)
Johnson, C. B.; Kaufman, L. G., II
1978-01-01
Surface heat transfer distributions are presented for swept wing semispan models having trailing edge elevon ramp angles of 0, 10, 20, and 30 degrees. The wing sweepback angles are 0, 50, and 70 degrees. The models have attachable cylindrical and flat plate center bodies and various attachable wing-tip fins. The data, obtained for a 0 degree angle of attack, a free stream Mach number of 6, and a wing root chord Reynolds number of about 17,000,000, reveal considerably larger regions of elevon induced thermal loads on adjacent surfaces than would be suggested by fully attached flow analyses.
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Effect of wing flexibility on the experimental aerodynamic characteristics of an oblique wing
NASA Technical Reports Server (NTRS)
Hopkins, E. J.; Yee, S. C.
1977-01-01
A solid-aluminum oblique wing was designed to deflect considerably under load so as to relieve the asymmetric spanwise stalling that is characteristic of this type of wing by creating washout on the trailing wing panel and washin on the leading wing panel. Experimental forces, and pitching, rolling and yawing moments were measured with the wing mounted on a body of revolution. In order to vary the dynamic pressure, measurements were made at several unit Reynolds numbers, and at Mach numbers. The wing was investigated when unswept (at subsonic Mach numbers only) and when swept 45 deg, 50 deg, and 60 deg. The wing was straight tapered in planform, had an aspect ratio of 7.9 (based on the unswept span), and a profile with a maximum thickness of 4 percent chord. The results substantiate the concept that an oblique wing designed with the proper amount of flexibility self relieves itself of asymmetric spanwise stalling and the associated nonlinear moment curves.
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Development of a Non-autorotative Airplane Capable of Steep Landing
NASA Technical Reports Server (NTRS)
Schmidt, Wilhelm
1931-01-01
In the following we develop a non-autorotating monoplane wing. The conditions imposed on such a wing, aside from its freedom from autorotation,with respect to its polars and its construction, are taken into account as far as possible. It is indicated that the autorotation characteristics of a wing are dependent upon the speed of air flow as well as on the angle of yaw. This report postulates the knowledge of the behavior of certain conventional wings of different chords and cambers with respect to their air loads at large angles of attack.
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NASA Technical Reports Server (NTRS)
1983-01-01
Analytical design and wind tunnel test evaluations covering the feasibility of applying wing tip extensions, winglets, and active control wing had alleviation to the model B747 are described. Aerodynamic improvement offered by wing tip extension and winglet individually, and the combined aerodynamic and weight improvements when wing load alleviation is combined with the tip extension or the winglet are evaluated. Results are presented in the form of incremental effects on weight mission range, fuel usage, cost, and airline operating economics.
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Constraints on the wing morphology of pterosaurs
Palmer, Colin; Dyke, Gareth
2012-01-01
Animals that fly must be able to do so over a huge range of aerodynamic conditions, determined by weather, wind speed and the nature of their environment. No single parameter can be used to determine—let alone measure—optimum flight performance as it relates to wing shape. Reconstructing the wings of the extinct pterosaurs has therefore proved especially problematic: these Mesozoic flying reptiles had a soft-tissue membranous flight surface that is rarely preserved in the fossil record. Here, we review basic mechanical and aerodynamic constraints that influenced the wing shape of pterosaurs, and, building on this, present a series of theoretical modelling results. These results allow us to predict the most likely wing shapes that could have been employed by these ancient reptiles, and further show that a combination of anterior sweep and a reflexed proximal wing section provides an aerodynamically balanced and efficient theoretical pterosaur wing shape, with clear benefits for their flight stability. PMID:21957137
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Smith, N. Adam; Clarke, Julia A.
2012-01-01
Just as skeletal characteristics provide clues regarding behavior of extinct vertebrates, phylogenetically-informed evaluation of endocranial morphology facilitates comparisons among extinct taxa and extant taxa with known behavioral characteristics. Previous research has established that endocranial morphology varies across Aves; however, variation of those systems among closely related species remains largely unexplored. The Charadriiformes (shorebirds and allies) are an ecologically diverse clade with a comparatively rich fossil record, and therefore, are well suited for investigating interspecies variation, and potential links between endocranial morphology, phylogeny, ecology and other life history attributes. Endocranial endocasts were rendered from high resolution X-ray computed tomography data for 17 charadriiforms (15 extant and two flightless extinct species). Evaluation of endocranial character state changes on a phylogeny for Charadriiformes resulted in identification of characters that vary in taxa with distinct feeding and locomotor ecologies. In comparison with all other charadriiforms, stem and crown clade wing-propelled diving Pan-Alcidae displayed compressed semicircular canals, and indistinct occipital sinuses and cerebellar fissures. Flightless wing-propelled divers have relatively smaller brains for their body mass and smaller optic lobes than volant pan-alcids. Observed differences between volant and flightless wing-propelled sister taxa are striking given that flightless pan-alcids continue to rely on the flight stroke for underwater propulsion. Additionally, the brain of the Black Skimmer Rynchops niger, a taxon with a unique feeding ecology that involves continuous forward aerial motion and touch-based prey detection used both at day and night, is discovered to be unlike that of any other sampled charadriiform in having an extremely large wulst as well as a small optic lobe and distinct occipital sinus. Notably, the differences between the Black Skimmer and other charadriiforms are more pronounced than between wing-propelled divers and other charadriiforms. Finally, aspects of endosseous labyrinth morphology are remarkably similar between divers and non-divers, and may deserve further evaluation. PMID:23209585
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Parental effects and flight behaviour in the burying beetle, Nicrophorus vespilloides
Attisano, Alfredo; Kilner, Rebecca M.
2015-01-01
Parents play a key role in determining the phenotype of their offspring. However, relatively few studies have investigated whether parents can change their offspring's behaviour in a sustained way that persists into adulthood. With experiments on the burying beetle, Nicrophorus vespilloides, we investigated how the developmental environment created by parents affects their offspring's wing morphology in adulthood, and the correlated effects on adult flight behaviour. Burying beetles exhibit complex biparental care, but offspring can survive without parental provisioning. By removing parents just prior to hatching, while holding the nutritional environment constant, we investigated the downstream consequences for offspring morphology and behaviour. Larvae that developed in the absence of their parents had relatively long and more slender wings than those that developed in their parents' presence. Flight mill tests revealed that flight performance was dependent on the presence of parents during development but not on wing shape. Our results demonstrate that parents have long-lasting effects on the behaviour of their offspring, by influencing the morphology and flight behaviour of their young even after they have matured into adults. PMID:26681810
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Axial propulsion with flapping and rotating wings, a comparison of potential efficiency.
Kroninger, Christopher M
2018-04-18
Interest in biological locomotion and what advantages the principles governing it might offer in the design of manmade vehicles prompts one to consider the power requirements of flapping relative to rotary propulsion. The amount of work performed on the fluid surrounding a thrusting surface (wing or blade) is reflected in the kinetic energy of the wake. Consideration of the energy in the wake is sufficient to define absolute minimum limitations on the power requirement to generate a particular thrust. This work applies wake solutions to compare the minimum inviscid propulsive power requirement of wings flapping and in rotation at wing loading conditions reflective of hover through a state of lightly-loaded cruise. It is demonstrated that hovering flapping flight is less efficient than rotary wing propulsion except for the most extreme flap amplitude strokes ([Formula: see text] > 160°) if operating at large wake wavelength. In cruise, a larger range of flap amplitude kinematics ([Formula: see text] > 140°) can be aerodynamically more energy efficient for wake wavelengths reflective of biological propulsion. These results imply, based on the observed wing kinematics of continuous steady flight, that flapping propulsion in animals is unlikely to be more efficient than rotary propulsion.
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Rolling Moments Due to Rolling and Yaw for Four Wing Models in Rotation
NASA Technical Reports Server (NTRS)
Knight, Montgomery; Wenzinger, Carl J
1932-01-01
This report presents the results of a series of autorotation and torque tests on four different rotating wing systems at various rates of roll and at several angles of yaw. The investigation covered an angle of attack range up to 90 degrees and angles of yaw of 0 degree, 5 degrees, 10 degrees, and 20 degrees. The tests were made in a 5-foot, closed-throat atmospheric wind tunnel. The object of the tests was primarily to determine the effects of various angles of yaw on the rolling moments of the rotating wings up to large angles of attack. It was found that at angles of attack above that of maximum lift the rolling moments on the wings due to yaw (or side slip) from 5 degrees to 20 degrees were roughly of the same magnitude as those due to rolling. There was a wide variation in magnitude of the rolling moment due to yaw angle. The rates and ranges of stable autorotation for the monoplane models were considerably increased by yaw, whereas for an unstaggered biplane they were little affected. The immediate cause of the rolling moment due to yaw is apparently the building up of large loads on the forward wing tip and the reduction of loads on the rearward wing tip.
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Aerodynamic Analysis of a Hale Aircraft Joined-Wing Configuration
NASA Astrophysics Data System (ADS)
Sivaji, Rangarajan; Ghia, Urmila; Ghia, Karman; Thornburg, Hugh
2003-11-01
Aerodynamic analysis of a high-aspect ratio, joined wing of a High-Altitude Long Endurance (HALE) aircraft is performed. The requirement of high lift over extended flight periods for the HALE aircraft leads to high-aspect ratio wings experiencing significant deflections necessitating consideration of aeroelastic effects. The finite-volume solver COBALT, with Reynolds-averaged Navier-Stokes (RANS) and Detached Eddy Simulation (DES) capabilities, is used for the flow simulations. Calculations are performed at á = 0° and 12° for M = 0.6, at an altitude of 30,000 feet, at a Re per unit length of 5.6x106. The wing cross sections are NACA 4421 airfoils. Because of the high lift-to-drag ratio wings, an inviscid flow analysis is also performed. The inviscid surface pressure coefficient (Cp) is compared with the corresponding viscous Cp to examine the feasibility of the use of the inviscid pressure loads as an estimate of the total fluid loads on the structure. The viscous and inviscid Cp results compare reasonably only at á = 0°. The viscous flow is examined in detail via surface and field velocity vectors, vorticity, density and pressure contours. For á = 12°, the unsteady DES solutions show a weak shock at the aft-wing trailing edge. Also, the flow near the joint exhibits a region of mild separation.
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Ground-Vegetation Clutter Affects Phyllostomid Bat Assemblage Structure in Lowland Amazonian Forest.
Marciente, Rodrigo; Bobrowiec, Paulo Estefano D; Magnusson, William E
2015-01-01
Vegetation clutter is a limiting factor for bats that forage near ground level, and may determine the distribution of species and guilds. However, many studies that evaluated the effects of vegetation clutter on bats have used qualitative descriptions rather than direct measurements of vegetation density. Moreover, few studies have evaluated the effect of vegetation clutter on a regional scale. Here, we evaluate the influence of the physical obstruction of vegetation on phyllostomid-bat assemblages along a 520 km transect in continuous Amazonian forest. We sampled bats using mist nets in eight localities during 80 nights (3840 net-hours) and estimated the ground-vegetation density with digital photographs. The total number of species, number of animalivorous species, total number of frugivorous species, number of understory frugivorous species, and abundance of canopy frugivorous bats were negatively associated with vegetation clutter. The bat assemblages showed a nested structure in relation to degree of clutter, with animalivorous and understory frugivorous bats distributed throughout the vegetation-clutter gradient, while canopy frugivores were restricted to sites with more open vegetation. The species distribution along the gradient of vegetation clutter was not closely associated with wing morphology, but aspect ratio and wing load differed between frugivores and animalivores. Vegetation structure plays an important role in structuring assemblages of the bats at the regional scale by increasing beta diversity between sites. Differences in foraging strategy and diet of the guilds seem to have contributed more to the spatial distribution of bats than the wing characteristics of the species alone.
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Investigation of gliding flight by flying fish
NASA Astrophysics Data System (ADS)
Park, Hyungmin; Jeon, Woo-Pyung; Choi, Haecheon
2006-11-01
The most successful flight capability of fish is observed in the flying fish. Furthermore, despite the difference between two medium (air and water), the flying fish is well evolved to have an excellent gliding performance as well as fast swimming capability. In this study, flying fish's morphological adaptation to gliding flight is experimentally investigated using dry-mounted darkedged-wing flying fish, Cypselurus Hiraii. Specifically, we examine the effects of the pectoral and pelvic fins on the aerodynamic performance considering (i) both pectoral and pelvic fins, (ii) pectoral fins only, and (iii) body only with both fins folded. Varying the attack angle, we measure the lift, drag and pitching moment at the free-stream velocity of 12m/s for each case. Case (i) has higher lift-to-drag ratio (i.e. longer gliding distance) and more enhanced longitudinal static stability than case (ii). However, the lift coefficient is smaller for case (i) than for case (ii), indicating that the pelvic fins are not so beneficial for wing loading. The gliding performance of flying fish is compared with those of other fliers and is found to be similar to those of insects such as the butterfly and fruitfly.
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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.
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Dynamic tests of composite panels of an aircraft wing
NASA Astrophysics Data System (ADS)
Splichal, Jan; Pistek, Antonin; Hlinka, Jiri
2015-10-01
The paper describes the analysis of aerospace composite structures under dynamic loading. Today, it is common to use design procedures based on assumption of static loading only, and dynamic loading is rarely assumed and applied in design and certification of aerospace structures. The paper describes the application of dynamic loading for the design of aircraft structures, and the validation of the procedure on a selected structure. The goal is to verify the possibility of reducing the weight through improved design/modelling processes using dynamic loading instead of static loading. The research activity focuses on the modelling and testing of a composite panel representing a local segment of an aircraft wing section, investigating in particular the buckling behavior under dynamic loading. Finite Elements simulation tools are discussed, as well as the advantages of using a digital optical measurement system for the evaluation of the tests. The comparison of the finite element simulations with the results of the tests is presented.
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Influence of wing tip morphology on vortex dynamics of flapping flight
NASA Astrophysics Data System (ADS)
Krishna, Swathi; Mulleners, Karen
2013-11-01
The mechanism of flapping wing flight provides insects with extraordinary flight capabilities. The uniquely shaped wing tips give insects an edge in flight performance and the interaction between the leading edge vortices and wing tip vortices enhance their propelling efficiencies and manoeuvrability. These are qualities that are sought after in current-day Micro Air Vehicles. A detailed understanding of the vortex dynamics of flapping flight and the influence of the wing tip planform is imperative for technical application. An experimental study is conducted to investigate the effects of different wing tip planforms on the formation, evolution and interaction of vortical structures. We thereby focus on the interaction between the coherent structures evolving from the leading edge and the wing tip during pitching and flapping motions.The spatial and temporal evolution of the three-dimensional flow structures are determined using Scanning (Stereo) Particle Image Velocimetry and an in-depth coherent structure analysis. By comparing the vortex dynamics, the aerodynamic performance of various wing tip planforms are evaluated.
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14 CFR 25.531 - Hull and main float takeoff condition.
Code of Federal Regulations, 2011 CFR
2011-01-01
... wing lift is assumed to be zero; and (b) A downward inertia load, corresponding to a load factor computed from the following formula, must be applied: EC28SE91.038 where— n=inertia load factor; C TO...
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14 CFR 25.531 - Hull and main float takeoff condition.
Code of Federal Regulations, 2013 CFR
2013-01-01
... wing lift is assumed to be zero; and (b) A downward inertia load, corresponding to a load factor computed from the following formula, must be applied: EC28SE91.038 where— n=inertia load factor; C TO...
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14 CFR 25.531 - Hull and main float takeoff condition.
Code of Federal Regulations, 2014 CFR
2014-01-01
... wing lift is assumed to be zero; and (b) A downward inertia load, corresponding to a load factor computed from the following formula, must be applied: EC28SE91.038 where— n=inertia load factor; C TO...
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14 CFR 25.531 - Hull and main float takeoff condition.
Code of Federal Regulations, 2012 CFR
2012-01-01
... wing lift is assumed to be zero; and (b) A downward inertia load, corresponding to a load factor computed from the following formula, must be applied: EC28SE91.038 where— n=inertia load factor; C TO...
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Huang, J. Y.; E, J. C.; Huang, J. W.; ...
2016-05-25
Impact fracture of single-crystal Si is critical to long-term reliability of electronic devices and solar cells for its wide use as components or substrates in semiconductor industry. Single-crystal Si is loaded along two different crystallographic directions with a split Hopkinson pressure bar integrated with an in situ x-ray imaging and diffraction system. Bulk stress histories are measured, simultaneously with x-ray phase contrast imaging (XPCI) and Laue diffraction. Damage evolution is quantified with grayscale maps from XPCI. Single-crystal Si exhibits pronounced anisotropy in fracture modes, and thus fracture strengths and damage evolution. For loading along [11¯ 0] and viewing along [001],more » (1¯1¯0)[11¯ 0] cleavage is activated and induces horizontal primary cracks followed by perpendicular wing cracks. However, for loading along [011¯] and viewing along [111], random nucleation and growth of shear and tensile-splitting crack networks lead to catastrophic failure of materials with no cleavage. The primary-wing crack mode leads to a lower characteristic fracture strength due to predamage, but a more concentrated strength distribution, i.e., a higher Weibull modulus, compared to the second loading case. Furthermore, the sequential primary cracking, wing cracking and wing-crack coalescence processes result in a gradual increase of damage with time, deviating from theoretical predictions. Particle size and aspect ratios of fragments are discussed with postmortem fragment analysis, which verifies fracture modes observed in XPCI.« less
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2012-01-01
16.64 Figure 3. Venation map of Manduca sexta forewing [11]. 2.4. Venation Insect wings are formed from a complex makeup of polymer based chains, Chitin ...for coloration, but may subtly influence flow patterns and boundary layer structure over wings [4, 24]. There is significant understanding of chitin ...biological specimen to vary the bonding chains, assemblage of nanofibers and crystalline structure, the material properties of chitin can vary over a
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Measurement of shape and deformation of insect wing
NASA Astrophysics Data System (ADS)
Yin, Duo; Wei, Zhen; Wang, Zeyu; Zhou, Changqiu
2018-01-01
To measure the shape and deformation of an insect wing, a scanning setup adopting laser triangulation and image matching was developed. Only one industry camera with two light sources was employed to scan the transparent insect wings. 3D shape and point to point full field deformation of the wings could be obtained even when the wingspan is less than 3 mm. The venation and corrugation could be significantly identified from the results. The deformation of the wing under pin loading could be seen clearly from the results as well. Calibration shows that the shape and deformation measurement accuracies are no lower than 0.01 mm. Laser triangulation and image matching were combined dexterously to adapt wings' complex shape, size, and transparency. It is suitable for insect flight research or flapping wing micro-air vehicle development.
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USDA-ARS?s Scientific Manuscript database
English green aphid, Sitobion avenae (F.), show a classic polyphenic wing dimorphism among isogenic adults that is an intriguing model for the study of morphological plasticity in response to the environment. Short non-coding microRNA (miRNA) molecules regulate gene expression by post-transcriptiona...
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Analytical Fuselage and Wing Weight Estimation of Transport Aircraft
NASA Technical Reports Server (NTRS)
Chambers, Mark C.; Ardema, Mark D.; Patron, Anthony P.; Hahn, Andrew S.; Miura, Hirokazu; Moore, Mark D.
1996-01-01
A method of estimating the load-bearing fuselage weight and wing weight of transport aircraft based on fundamental structural principles has been developed. This method of weight estimation represents a compromise between the rapid assessment of component weight using empirical methods based on actual weights of existing aircraft, and detailed, but time-consuming, analysis using the finite element method. The method was applied to eight existing subsonic transports for validation and correlation. Integration of the resulting computer program, PDCYL, has been made into the weights-calculating module of the AirCraft SYNThesis (ACSYNT) computer program. ACSYNT has traditionally used only empirical weight estimation methods; PDCYL adds to ACSYNT a rapid, accurate means of assessing the fuselage and wing weights of unconventional aircraft. PDCYL also allows flexibility in the choice of structural concept, as well as a direct means of determining the impact of advanced materials on structural weight. Using statistical analysis techniques, relations between the load-bearing fuselage and wing weights calculated by PDCYL and corresponding actual weights were determined.
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Preparation for Testing a Multi-Bay Box Subjected to Combined Loads
NASA Technical Reports Server (NTRS)
Rouse, Marshall; Jegley, Dawn
2015-01-01
The COmbined Loads Test System (COLTS) facility at NASA Langley Research Center provides a test capability to help develop validated structures technologies. The test machine was design to accommodate a range of fuselage structures and wing sections and subject them to both quasistatic and cyclic loading conditions. The COLTS facility is capable of testing fuselage barrels up to 4.6 m in diameter and 13.7 m long with combined mechanical, internal pressure, and thermal loads. The COLTS facility is currently being prepared to conduct a combined mechanical and pressure loading for a multi-bay pressure box to experimentally verify the structural performance of a composite structure which is 9.1 meters long and representative of a section of a hybrid wing body fuselage section in support of the Environmentally Responsible Aviation Project at NASA. This paper describes development of the multi-bay pressure box test using the COLTS facility. The multi-bay test article will be subjected to mechanical loads and internal pressure loads up to design ultimate load. Mechanical and pressure loads will be applied independently in some tests and simultaneously in others.
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Interim Report on Fatigue Characteristics of a Typical Metal Wing
NASA Technical Reports Server (NTRS)
Kepert, J L; Payne, A O
1956-01-01
Constant amplitude fatigue tests of seventy-two P-51D "Mustang" wings are reported. The tests were performed by a vibrational loading system and by an hydraulic loading device for conditions with and without varying amounts of pre-load. The results indicate that: (a) the frequency of occurrence of fatigue at any one location is related to the range of the loads applied, (b) the rate of propagation of visible cracks is more or less constant for a large portion of the life of the specimen, (c) the fatigue strength of the structure is similar to that of notched material having a theoretical stress concentration factor of more than 3.0, (d) the frequency distribution of fatigue life is approximately logarithmic normal, (e) the relative increase in fatigue life for a given pre-load depends on the maximum load of the loading cycle only, while the optimum pre-load value is approximately 85 percent of the ultimate failing load, and (f) that normal design procedure will not permit the determination of local stress levels with sufficient accuracy to determine the fatigue strength of an element of a redundant structure.
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Low Dimensional Analysis of Wing Surface Morphology in Hummingbird Free Flight
NASA Astrophysics Data System (ADS)
Shallcross, Gregory; Ren, Yan; Liu, Geng; Dong, Haibo; Tobalske, Bret
2015-11-01
Surface morphing in flapping wings is a hallmark of bird flight. In current work, the role of dynamic wing morphing of a free flying hummingbird is studied in detail. A 3D image-based surface reconstruction method is used to obtain the kinematics and deformation of hummingbird wings from high-quality high-speed videos. The observed wing surface morphing is highly complex and a number of modeling methods including singular value decomposition (SVD) are used to obtain the fundamental kinematical modes with distinct motion features. Their aerodynamic roles are investigated by conducting immersed-boundary-method based flow simulations. The results show that the chord-wise deformation modes play key roles in the attachment of leading-edge vortex, thus improve the performance of the flapping wings. This work is supported by NSF CBET-1313217 and AFOSR FA9550-12-1-0071.
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Smith, N Adam; Clarke, Julia A
2014-02-01
Although studies of osteological morphology, gross myology, myological histology, neuroanatomy, and wing-scaling have all documented anatomical modifications associated with wing-propelled diving, the osteohistological study of this highly derived method of locomotion has been limited to penguins. Herein we present the first osteohistological study of the derived forelimbs and hind limbs of wing-propelled diving Pan-Alcidae (Aves, Charadriiformes). In addition to detailing differences between wing-propelled diving charadriiforms and nondiving charadriiforms, microstructural modifications to the humeri, ulnae and femora of extinct flightless pan-alcids are contrasted with those of volant alcids. Histological thin-sections of four species of pan-alcids (Alca torda, †Alca grandis, †Pinguinus impennis, †Mancalla cedrosensis) and one outgroup charadriiform (Stercorarius longicaudus) were compared. The forelimb bones of wing-propelled diving charadriiforms were found to have significantly thicker (∼22%) cortical bone walls. Additionally, as in penguins, the forelimbs of flightless pan-alcids are found to be osteosclerotic. However, unlike the pattern documented in penguins that display thickened cortices in both forelimbs and hind limbs, the forelimb and hind limb elements of pan-alcids display contrasting microstructural morphologies with thickened forelimb cortices and relatively thinner femoral cortices. Additionally, the identification of medullary bone in the sampled †Pinguinus impennis specimen suggests that further osteohistological investigation could provide an answer to longstanding questions regarding sexual dimorphism of Great Auks. Finally, these results suggest that it is possible to discern volant from flightless wing-propelled divers from fragmentary fossil remains. Copyright © 2013 Wiley Periodicals, Inc.
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Evolution of insect wings and development - new details from Palaeozoic nymphs.
Haug, Joachim T; Haug, Carolin; Garwood, Russell J
2016-02-01
The nymphal stages of Palaeozoic insects differ significantly in morphology from those of their modern counterparts. Morphological details for some previously reported species have recently been called into question. Palaeozoic insect nymphs are important, however - their study could provide key insights into the evolution of wings, and complete metamorphosis. Here we review past work on these topics and juvenile insects in the fossil record, and then present both novel and previously described nymphs, documented using new imaging methods. Our results demonstrate that some Carboniferous nymphs - those of Palaeodictyopteroidea - possessed movable wing pads and appear to have been able to perform simple flapping flight. It remains unclear whether this feature is ancestral for Pterygota or an autapomorphy of Palaeodictyopteroidea. Further characters of nymphal development which were probably in the ground pattern of Pterygota can be reconstructed. Wing development was very gradual (archimetaboly). Wing pads did not protrude from the tergum postero-laterally as in most modern nymphs, but laterally, and had well-developed venation. The modern orientation of wing pads and the delay of wing development into later developmental stages (condensation) appears to have evolved several times independently within Pterygota: in Ephemeroptera, Odonatoptera, Eumetabola, and probably several times within Polyneoptera. Selective pressure appears to have favoured a more pronounced metamorphosis between the last nymphal and adult stage, ultimately reducing exploitation competition between the two. We caution, however, that the results presented herein remain preliminary, and the reconstructed evolutionary scenario contains gaps and uncertainties. Additional comparative data need to be collected. The present study is thus seen as a starting point for this enterprise. © 2014 Cambridge Philosophical Society.
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Quantifying the dynamic wing morphing of hovering hummingbird
Nakata, Toshiyuki; Kitamura, Ikuo; Tanaka, Hiroto
2017-01-01
Animal wings are lightweight and flexible; hence, during flapping flight their shapes change. It has been known that such dynamic wing morphing reduces aerodynamic cost in insects, but the consequences in vertebrate flyers, particularly birds, are not well understood. We have developed a method to reconstruct a three-dimensional wing model of a bird from the wing outline and the feather shafts (rachides). The morphological and kinematic parameters can be obtained using the wing model, and the numerical or mechanical simulations may also be carried out. To test the effectiveness of the method, we recorded the hovering flight of a hummingbird (Amazilia amazilia) using high-speed cameras and reconstructed the right wing. The wing shape varied substantially within a stroke cycle. Specifically, the maximum and minimum wing areas differed by 18%, presumably due to feather sliding; the wing was bent near the wrist joint, towards the upward direction and opposite to the stroke direction; positive upward camber and the ‘washout’ twist (monotonic decrease in the angle of incidence from the proximal to distal wing) were observed during both half-strokes; the spanwise distribution of the twist was uniform during downstroke, but an abrupt increase near the wrist joint was found during upstroke. PMID:28989736
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Sperm traits differ between winged and wingless males of the ant Cardiocondyla obscurior.
Schrempf, Alexandra; Moser, Astrid; Delabie, Jacques; Heinze, Jürgen
2016-11-01
Size and shape of sperm cells vary tremendously throughout the animal kingdom. The adaptive significance of this variation is not fully understood. In addition to sperm-female interactions and the environmental conditions, the risk of sperm competition might affect number, morphology and other "quality" traits of sperm. In the male-diphenic ant Cardiocondyla obscurior, winged sneaker males have limited sperm number, because their testes degenerate shortly after adult emergence, as is typical for males of social Hymenoptera. In contrast, wingless fighter males continuously replenish their sperm supply due to their exceptional lifelong spermatogenesis. While winged males usually have to compete with several other winged males for virgin queens, wingless males are able to monopolize queens by killing all other rivals. Hence, this presents a unique system to investigate how alternative reproductive tactics and associated physiology affect sperm morphology and viability. We found that sperm-limited males invest into sperm number instead of sperm size. Variance in sperm length is smaller in winged males, probably reflecting that they have to compete with several other males. Finally, sperm viability is equally high in both male phenotypes. © 2016 International Society of Zoological Sciences, Institute of Zoology/Chinese Academy of Sciences and John Wiley & Sons Australia, Ltd.
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Aeroelastic airfoil smart spar
NASA Technical Reports Server (NTRS)
Greenhalgh, Skott; Pastore, Christopher M.; Garfinkle, Moishe
1993-01-01
Aircraft wings and rotor-blades are subject to undesirable bending and twisting excursions that arise from unsteady aerodynamic forces during high speed flight, abrupt maneuvers, or hard landings. These bending excursions can range in amplitude from wing-tip flutter to failure. A continuous-filament construction 'smart' laminated composite box-beam spar is described which corrects itself when subject to undesirable bending excursions or flutter. The load-bearing spar is constructed so that any tendency for the wing or rotor-blade to bend from its normal position is met by opposite twisting of the spar to restore the wing to its normal position. Experimental and theoretical characterization of these spars was made to evaluate the torsion-flexure coupling associated with symmetric lay-ups. The materials used were uniweave AS-4 graphite and a matrix comprised of Shell 8132 resin and U-40 hardener. Experimental tests were conducted on five spars to determine spar twist and bend as a function of load for 0, 17, 30, 45 and 60 deg fiber angle lay-ups. Symmetric fiber lay-ups do exhibit torsion-flexure couplings. Predictions of the twist and bend versus load were made for different fiber orientations in laminated spars using a spline function structural analysis. The analytical results were compared with experimental results for validation. Excellent correlation between experimental and analytical values was found.
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Nonlinear Analysis and Preliminary Testing Results of a Hybrid Wing Body Center Section Test Article
NASA Technical Reports Server (NTRS)
Przekop, Adam; Jegley, Dawn C.; Rouse, Marshall; Lovejoy, Andrew E.; Wu, Hsi-Yung T.
2015-01-01
A large test article was recently designed, analyzed, fabricated, and successfully tested up to the representative design ultimate loads to demonstrate that stiffened composite panels with through-the-thickness reinforcement are a viable option for the next generation large transport category aircraft, including non-conventional configurations such as the hybrid wing body. This paper focuses on finite element analysis and test data correlation of the hybrid wing body center section test article under mechanical, pressure and combined load conditions. Good agreement between predictive nonlinear finite element analysis and test data is found. Results indicate that a geometrically nonlinear analysis is needed to accurately capture the behavior of the non-circular pressurized and highly-stressed structure when the design approach permits local buckling.
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On the autorotation of animal wings
Martín-Alcántara, Antonio; Fernandez-Feria, Ramon; Dudley, Robert
2017-01-01
Botanical samaras spin about their centre of mass and create vertical aerodynamic forces which slow their rate of descent. Descending autorotation of animal wings, however, has never been documented. We report here that isolated wings from Anna's hummingbirds, and also from 10 species of insects, can stably autorotate and achieve descent speeds and aerodynamic performance comparable to those of samaras. A hummingbird wing loaded at its base with the equivalent of 50% of the bird's body mass descended only twice as fast as an unloaded wing, and rotated at frequencies similar to those of the wings in flapping flight. We found that even entire dead insects could stably autorotate depending on their wing postures. Feather removal trials showed no effect on descent velocity when the secondary feathers were removed from hummingbird wings. By contrast, partial removal of wing primaries substantially improved performance, except when only the outer primary was present. A scaling law for the aerodynamic performance of autorotating wings is well supported if the wing aspect ratio and the relative position of the spinning axis from the wing base are included. Autorotation is a useful and practical method that can be used to explore the aerodynamics of wing design. PMID:28077761
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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.
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Wing optimization for space shuttle orbiter vehicles
NASA Technical Reports Server (NTRS)
Surber, T. E.; Bornemann, W. E.; Miller, W. D.
1972-01-01
The results were presented of a parametric study performed to determine the optimum wing geometry for a proposed space shuttle orbiter. The results of the study establish the minimum weight wing for a series of wing-fuselage combinations subject to constraints on aerodynamic heating, wing trailing edge sweep, and wing over-hang. The study consists of a generalized design evaluation which has the flexibility of arbitrarily varying those wing parameters which influence the vehicle system design and its performance. The study is structured to allow inputs of aerodynamic, weight, aerothermal, structural and material data in a general form so that the influence of these parameters on the design optimization process can be isolated and identified. This procedure displays the sensitivity of the system design of variations in wing geometry. The parameters of interest are varied in a prescribed fashion on a selected fuselage and the effect on the total vehicle weight is determined. The primary variables investigated are: wing loading, aspect ratio, leading edge sweep, thickness ratio, and taper ratio.
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Composite Bending Box Section Modal Vibration Fault Detection
NASA Technical Reports Server (NTRS)
Werlink, Rudy
2002-01-01
One of the primary concerns with Composite construction in critical structures such as wings and stabilizers is that hidden faults and cracks can develop operationally. In the real world, catastrophic sudden failure can result from these undetected faults in composite structures. Vibration data incorporating a broad frequency modal approach, could detect significant changes prior to failure. The purpose of this report is to investigate the usefulness of frequency mode testing before and after bending and torsion loading on a composite bending Box Test section. This test article is representative of construction techniques being developed for the recent NASA Blended Wing Body Low Speed Vehicle Project. The Box section represents the construction technique on the proposed blended wing aircraft. Modal testing using an impact hammer provides an frequency fingerprint before and after bending and torsional loading. If a significant structural discontinuity develops, the vibration response is expected to change. The limitations of the data will be evaluated for future use as a non-destructive in-situ method of assessing hidden damage in similarly constructed composite wing assemblies. Modal vibration fault detection sensitivity to band-width, location and axis will be investigated. Do the sensor accelerometers need to be near the fault and or in the same axis? The response data used in this report was recorded at 17 locations using tri-axial accelerometers. The modal tests were conducted following 5 independent loading conditions before load to failure and 2 following load to failure over a period of 6 weeks. Redundant data was used to minimize effects from uncontrolled variables which could lead to incorrect interpretations. It will be shown that vibrational modes detected failure at many locations when skin de-bonding failures occurred near the center section. Important considerations are the axis selected and frequency range.
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Feasibility study for a microwave-powered ozone sniffer aircraft. B.S. Thesis
NASA Technical Reports Server (NTRS)
Botros, David F.; Cody, Charlotte K.; Forden, Noah P.; Helsing, Martin A.; Jutras, Thomas H.; Kim, Dohoon; Labarre, Christopher; Odin, Ethan M.; Sandler, Scott B.
1990-01-01
The preliminary design of a high-altitude, remotely-piloted, atmospheric-sampling aircraft powered by microwave energy beamed from ground-based antenna was completed. The vehicle has a gross weight of 6720 pounds and is sized to carry a 1000 pound payload at an altitude of 100,000 feet. The underside of the wing serves as the surface of a rectenna designed to receive microwave energy at a power density of 700 watts per square meter and the wing has a planform area of 3634 square feet to absorb the required power at an optimum Mach number M = 0.44. The aircraft utilizes a horizontal tail and a canard for longitudinal control and to enhance the structural rigidity of the twin fuselage configuration. The wing structure is designed to withstand a gust-induced load factor n = 3 at cruise altitude but the low-wing loading of the aircraft makes it very sensitive to gusts at low altitudes, which may induce load factors in excess of 20. A structural load alleviation system is therefore proposed to limit actual loads to the designed structural limit. Losses will require transmitted power on the order of megawatts to be radiated to the aircraft from the ground station, presenting environmental problems. Since the transmitting antenna would have a diameter of several hundred feet, it would not be readily transportable, so we propose that a single antenna be constructed at a site from which the aircraft is flown. The aircraft would be towed aloft to an initial altitude at which the microwave power would be utilized. The aircraft would climb to cruise altitude in a spiral flight path and orbit the transmitter in a gentle turn.
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A Numerical Model of Unsteady, Subsonic Aeroelastic Behavior. Ph.D Thesis
NASA Technical Reports Server (NTRS)
Strganac, Thomas W.
1987-01-01
A method for predicting unsteady, subsonic aeroelastic responses was developed. The technique accounts for aerodynamic nonlinearities associated with angles of attack, vortex-dominated flow, static deformations, and unsteady behavior. The fluid and the wing together are treated as a single dynamical system, and the equations of motion for the structure and flow field are integrated simultaneously and interactively in the time domain. The method employs an iterative scheme based on a predictor-corrector technique. The aerodynamic loads are computed by the general unsteady vortex-lattice method and are determined simultaneously with the motion of the wing. Because the unsteady vortex-lattice method predicts the wake as part of the solution, the history of the motion is taken into account; hysteresis is predicted. Two models are used to demonstrate the technique: a rigid wing on an elastic support experiencing plunge and pitch about the elastic axis, and an elastic wing rigidly supported at the root chord experiencing spanwise bending and twisting. The method can be readily extended to account for structural nonlinearities and/or substitute aerodynamic load models. The time domain solution coupled with the unsteady vortex-lattice method provides the capability of graphically depicting wing and wake motion.
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2014-01-01
Background The homology of the digits in the bird wing is a high-profile controversy in developmental and evolutionary biology. The embryonic position of the digits cartilages with respect to the primary axis (ulnare and ulna) corresponds to 2, 3, 4, but comparative-evolutionary morphology supports 1, 2, 3. A homeotic frameshift of digit identity in evolution could explain how cells in embryonic positions 2, 3, 4 began developing morphologies 1, 2, 3. Another alternative is that no re-patterning of cell fates occurred, and the primary axis shifted its position by some other mechanism. In the wing, only the anterior digit lacks expression of HoxD10 and HoxD12, resembling digit 1 of other limbs, as predicted by 1, 2, 3. However, upon loss of digit 1 in evolution, the most anterior digit 2 could have lost their expression, deceitfully resembling a digit 1. To test this notion, we observed HoxD10 and HoxD12 in a limb where digit 2 is the most anterior digit: The rabbit foot. We also explored whether early inhibition of Shh signalling in the embryonic wing bud induces an experimental homeotic frameshift, or an experimental axis shift. We tested these hypotheses using DiI injections to study the fate of cells in these experimental wings. Results We found strong transcription of HoxD10 and HoxD12 was present in the most anterior digit 2 of the rabbit foot. Thus, we found no evidence to question the use of HoxD expression as support for 1, 2, 3. When Shh signalling in early wing buds is inhibited, our fate maps demonstrate that an experimental homeotic frameshift is induced. Conclusion Along with comparative morphology, HoxD expression provides strong support for 1, 2, 3 identity of wing digits. As an explanation for the offset 2, 3, 4 embryological position, the homeotic frameshift hypothesis is consistent with known mechanisms of limb development, and further proven to be experimentally possible. In contrast, the underlying mechanisms and experimental plausibility of an axis shift remain unclear. PMID:24725625
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Salinas-Saavedra, Miguel; Gonzalez-Cabrera, Cristian; Ossa-Fuentes, Luis; Botelho, Joao F; Ruiz-Flores, Macarena; Vargas, Alexander O
2014-04-12
The homology of the digits in the bird wing is a high-profile controversy in developmental and evolutionary biology. The embryonic position of the digits cartilages with respect to the primary axis (ulnare and ulna) corresponds to 2, 3, 4, but comparative-evolutionary morphology supports 1, 2, 3. A homeotic frameshift of digit identity in evolution could explain how cells in embryonic positions 2, 3, 4 began developing morphologies 1, 2, 3. Another alternative is that no re-patterning of cell fates occurred, and the primary axis shifted its position by some other mechanism. In the wing, only the anterior digit lacks expression of HoxD10 and HoxD12, resembling digit 1 of other limbs, as predicted by 1, 2, 3. However, upon loss of digit 1 in evolution, the most anterior digit 2 could have lost their expression, deceitfully resembling a digit 1. To test this notion, we observed HoxD10 and HoxD12 in a limb where digit 2 is the most anterior digit: The rabbit foot. We also explored whether early inhibition of Shh signalling in the embryonic wing bud induces an experimental homeotic frameshift, or an experimental axis shift. We tested these hypotheses using DiI injections to study the fate of cells in these experimental wings. We found strong transcription of HoxD10 and HoxD12 was present in the most anterior digit 2 of the rabbit foot. Thus, we found no evidence to question the use of HoxD expression as support for 1, 2, 3. When Shh signalling in early wing buds is inhibited, our fate maps demonstrate that an experimental homeotic frameshift is induced. Along with comparative morphology, HoxD expression provides strong support for 1, 2, 3 identity of wing digits. As an explanation for the offset 2, 3, 4 embryological position, the homeotic frameshift hypothesis is consistent with known mechanisms of limb development, and further proven to be experimentally possible. In contrast, the underlying mechanisms and experimental plausibility of an axis shift remain unclear.
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Bayiz, Yagiz; Ghanaatpishe, Mohammad; Fathy, Hosam; Cheng, Bo
2018-05-08
In this work, a multi-objective optimization framework is developed for optimizing low Reynolds number ([Formula: see text]) hovering flight. This framework is then applied to compare the efficiency of rigid revolving and flapping wings with rectangular shape under varying [Formula: see text] and Rossby number ([Formula: see text], or aspect ratio). The proposed framework is capable of generating sets of optimal solutions and Pareto fronts for maximizing the lift coefficient and minimizing the power coefficient in dimensionless space, explicitly revealing the trade-off between lift generation and power consumption. The results indicate that revolving wings are more efficient when the required average lift coefficient [Formula: see text] is low (<1 for [Formula: see text] and <1.6 for [Formula: see text]), while flapping wings are more efficient in achieving higher [Formula: see text]. With the dimensionless power loading as the single-objective performance measure to be maximized, rotary flight is more efficient than flapping wings for [Formula: see text] regardless of the amount of energy storage assumed in the flapping wing actuation mechanism, while flapping flight is more efficient for [Formula: see text]. It is observed that wings with low [Formula: see text] perform better when higher [Formula: see text] is needed, whereas higher [Formula: see text] cases are more efficient at [Formula: see text] regions. However, for the selected geometry and [Formula: see text], the efficiency is weakly dependent on [Formula: see text] when the dimensionless power loading is maximized.
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Investigation of Surface Enhanced Coherent Raman Scattering on Nano-patterned Insect Wings
NASA Astrophysics Data System (ADS)
Ujj, Laszlo; Lawhead, Carlos
2015-03-01
Many insect wings (cicadas, butterflies, mosquitos) poses nano-patterned surface structure. Characterization of surface morphology and chemical composition of insect wings is important to understand the extreme mechanical properties and the biophysical functionalities of the wings. We have measured the image of the membrane of a cicada's wing with the help of Scanning Electron Microscopy (SEM). The results confirm the existing periodic structure of the wing measured previously. In order to identify the chemical composition of the wing, we have deposited silver nanoparticles on it and applied Coherent anti-Stokes Raman Spectroscopy to measure the vibrational spectra of the molecules comprising the wing for the first time. The measured spectra are consistent with the original assumption that the wing membrane is composed of protein, wax, and chitin. The results of these studies can be used to measure other nano-patterned surfaces and to make artificial materials in the future. Authors grateful for financial support from the Department of Physics of the College of Sciences Engineering and Health of UWF and the Pall Corporation for SEM imaging.
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Deconstructing the Essential Elements of Bat Flight
NASA Astrophysics Data System (ADS)
Tafti, Danesh; Viswanath, Kamal; Krishnamurthy, Nagendra
2013-11-01
There are over 1000 bat species worldwide with a wide range of wing morphologies. Bat wing motion is characterized by an active adaptive three-dimensional highly deformable wing surface which is distinctive in its complex kinematics facilitated by the skeletal and skin membrane manipulation, large deviations from the stroke plane, and large wing cambers. In this study we use measured wing kinematics of a fruit bat in a straight line climbing path to study the fluid dynamics and the forces generated by the wing using an Immersed Boundary Method. This is followed by a proper orthogonal decomposition to investigate the dimensional complexity as well as the key kinematic modes used by the bat during a representative flapping cycle. It is shown that the complex wing motion of the fruit bat can mostly be broken down into canonical descriptors of wing motion such as translation, rotation, out of stroke deviation, and cambering, which the bat uses with great efficacy to generate lift and thrust. Research supported through a grant from the Army Research Office (ARO). Bat wing kinemtaics was provided by Dr. Kenny Breuer, Brown University.
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What serial homologs can tell us about the origin of insect wings
2017-01-01
Although the insect wing is a textbook example of morphological novelty, the origin of insect wings remains a mystery and is regarded as a chief conundrum in biology. Centuries of debates have culminated into two prominent hypotheses: the tergal origin hypothesis and the pleural origin hypothesis. However, between these two hypotheses, there is little consensus in regard to the origin tissue of the wing as well as the evolutionary route from the origin tissue to the functional flight device. Recent evolutionary developmental (evo-devo) studies have shed new light on the origin of insect wings. A key concept in these studies is “serial homology”. In this review, we discuss how the wing serial homologs identified in recent evo-devo studies have provided a new angle through which this century-old conundrum can be explored. We also review what we have learned so far from wing serial homologs and discuss what we can do to go beyond simply identifying wing serial homologs and delve further into the developmental and genetic mechanisms that have facilitated the evolution of insect wings. PMID:28357056
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NASA Technical Reports Server (NTRS)
Harwood, T. L.
1991-01-01
The Navy A-6E aircraft is presently being modified with a new wing which uses graphite/epoxy structures and substructures around a titanium load-bearing structure. The ability of composites to conduct electricity is less than that of aluminum. This is cause for concern when the wing may be required to conduct large lightning currents. The manufacturer attempted to solve lightning protection issues by performing a risk assessment based on a statistical approach which allows relaxation of the wing lightning protection design levels over certain locations of the composite wing. A sensitivity study is presented designed to define the total risk of relaxation of the design levels.
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Mechanical strain energy shuttle for aircraft morphing via wing twist or structural deformation
NASA Astrophysics Data System (ADS)
Clingman, Dan J.; Ruggeri, Robert T.
2004-07-01
Direct structural deformation to achieve aerodynamic benefit is difficult because large actuators must supply energy for structural strain and aerodynamic loads. This ppaer presents a mechanism that allows most of the energy required to twist or deform a wing to be stored in descrete springs. When this device is used, only sufficient energy is provided to control the position of the wing. This concept allows lightweight actuators to perform wing twisting and other structural distortions, and it reduces the onboard mass of the wing-twist system. The energy shuttle can be used with any actuator and it has been adapted for used with shape memory alloy, piezoelectric, and electromagnetic actuators.
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Application of SMP composite in designing a morphing wing
NASA Astrophysics Data System (ADS)
Yu, Kai; Yin, Weilong; Liu, Yanju; Leng, Jinsong
2008-11-01
A new concept of a morphing wing based on shape memory polymer (SMP) and its reinforced composite is proposed in this paper. SMP used in this study is a thermoset styrene-based resin in contrast to normal thermoplastic SMP. In our design, the wing winded on the airframe can be deployed during heating, which provides main lift for a morphing aircraft to realize stable flight. Aerodynamic characteristics of the deployed morphing wing are calculated by using CFD software. The static deformation of the wing under the air loads is also analyzed by using the finite element method. The results show that the used SMP material can provide enough strength and stiffness for the application.
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NASA Technical Reports Server (NTRS)
Kaufman, L. G., II; Johnson, C. B.
1979-01-01
Surface pressure distributions and heat transfer distributions were obtained on wing half-models in regions where three dimensional separated flow effects are prominent. Unswept and 50 deg and 70 deg swept semispan wings were tested, for trailing-edge-elevon ramp angles of 0 deg, 10 deg, 20 deg, and 30 deg, with and without cylindrical and flat plate center bodies and with and without various wing-tip plates and fins. The data, obtained for a free stream Mach number of 6 and a wing-root-chord Reynolds number of 18.5 million, reveal considerably larger regions of increased pressure and thermal loads than would be anticipated using non-separated flow analyses.
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Two-level optimization of composite wing structures based on panel genetic optimization
NASA Astrophysics Data System (ADS)
Liu, Boyang
The design of complex composite structures used in aerospace or automotive vehicles presents a major challenge in terms of computational cost. Discrete choices for ply thicknesses and ply angles leads to a combinatorial optimization problem that is too expensive to solve with presently available computational resources. We developed the following methodology for handling this problem for wing structural design: we used a two-level optimization approach with response-surface approximations to optimize panel failure loads for the upper-level wing optimization. We tailored efficient permutation genetic algorithms to the panel stacking sequence design on the lower level. We also developed approach for improving continuity of ply stacking sequences among adjacent panels. The decomposition approach led to a lower-level optimization of stacking sequence with a given number of plies in each orientation. An efficient permutation genetic algorithm (GA) was developed for handling this problem. We demonstrated through examples that the permutation GAs are more efficient for stacking sequence optimization than a standard GA. Repair strategies for standard GA and the permutation GAs for dealing with constraints were also developed. The repair strategies can significantly reduce computation costs for both standard GA and permutation GA. A two-level optimization procedure for composite wing design subject to strength and buckling constraints is presented. At wing-level design, continuous optimization of ply thicknesses with orientations of 0°, 90°, and +/-45° is performed to minimize weight. At the panel level, the number of plies of each orientation (rounded to integers) and inplane loads are specified, and a permutation genetic algorithm is used to optimize the stacking sequence. The process begins with many panel genetic optimizations for a range of loads and numbers of plies of each orientation. Next, a cubic polynomial response surface is fitted to the optimum buckling load. The resulting response surface is used for wing-level optimization. In general, complex composite structures consist of several laminates. A common problem in the design of such structures is that some plies in the adjacent laminates terminate in the boundary between the laminates. These discontinuities may cause stress concentrations and may increase manufacturing difficulty and cost. We developed measures of continuity of two adjacent laminates. We studied tradeoffs between weight and continuity through a simple composite wing design. Finally, we compared the two-level optimization to a single-level optimization based on flexural lamination parameters. The single-level optimization is efficient and feasible for a wing consisting of unstiffened panels.
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Fiber Optic Wing Shape Sensing on NASA's Ikhana UAV
NASA Technical Reports Server (NTRS)
Richards, Lance; Parker, Allen R.; Ko, William L.; Piazza, Anthony
2008-01-01
Fiber Optic Wing Shape Sensing on Ikhana involves five major areas 1) Algorithm development: Local-strain-to-displacement algorithms have been developed for complex wing shapes for real-time implementation (NASA TP-2007-214612, patent application submitted) 2) FBG system development: Dryden advancements to fiber optic sensing technology have increased data sampling rates to levels suitable for monitoring structures in flight (patent application submitted) 3) Instrumentation: 2880 FBG strain sensors have been successfully installed on the Ikhana wings 4) Ground Testing: Fiber optic wing shape sensing methods for high aspect ratio UAVs have been validated through extensive ground testing in Dryden s Flight Loads Laboratory 5) Flight Testing: Real time fiber Bragg strain measurements successfully acquired and validated in flight (4/28/2008) Real-time fiber optic wing shape sensing successfully demonstrated in flight
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NASA Technical Reports Server (NTRS)
Dollyhigh, S. M.
1977-01-01
The longitudinal aerodynamic characteristics of a fighter airplane concept has been determined through an investigation over a Mach number range from 0.50 to 2.16. The configuration incorporates a cambered fuselage with a single external compression horizontal ramp inlet, a clipped arrow wing, twin horizontal tails, and a single vertical tail. 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. The fuselage was cambered to preserve the design wing loadings on the part of the theoretical wing enclosed by the fuselage. An uncambered of flat wing of the same planform and thickness ratio distribution was also tested.
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Civil tiltrotor transport point design: Model 940A
NASA Technical Reports Server (NTRS)
Rogers, Charles; Reisdorfer, Dale
1993-01-01
The objective of this effort is to produce a vehicle layout for the civil tiltrotor wing and center fuselage in sufficient detail to obtain aerodynamic and inertia loads for determining member sizing. This report addresses the parametric configuration and loads definition for a 40 passenger civil tilt rotor transport. A preliminary (point) design is developed for the tiltrotor wing box and center fuselage. This summary report provides all design details used in the pre-design; provides adequate detail to allow a preliminary design finite element model to be developed; and contains guidelines for dynamic constraints.
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NASA Technical Reports Server (NTRS)
Matthews, Clarence W
1955-01-01
The equations presented in this report give the interference on the trailing-vortex system of a uniformly loaded finite-span wing in a circular tunnel containing partly open and partly closed walls, with special reference to symmetrical arrangements of the open and closed portions. Methods are given for extending the equations to include tunnel shapes other than circular. The rectangular tunnel is used to demonstrate these methods. The equations are also extended to nonuniformly loaded wings.
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NASA Technical Reports Server (NTRS)
Zender, George W
1956-01-01
The experimental deflections and stresses of six plastic multicell-wing models of unswept, delta, and swept plan form are presented and compared with previously published theoretical results obtained by the electrical analog method. The comparisons indicate that the theory is reliable except for the evaluation of stresses in the vicinity of the leading edge of delta wings and the leading and trailing edges of swept wings. The stresses in these regions are questionable, apparently because of simplifications employed in idealizing the actual structure for theoretical purposes and because of local effects of concentrated loads.
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Geometry program for aerodynamic lifting surface theory
NASA Technical Reports Server (NTRS)
Medan, R. T.
1973-01-01
A computer program that provides the geometry and boundary conditions appropriate for an analysis of a lifting, thin wing with control surfaces in linearized, subsonic, steady flow is presented. The kernel function method lifting surface theory is applied. The data which is generated by the program is stored on disk files or tapes for later use by programs which calculate an influence matrix, plot the wing planform, and evaluate the loads on the wing. In addition to processing data for subsequent use in a lifting surface analysis, the program is useful for computing area and mean geometric chords of the wing and control surfaces.
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NASA Technical Reports Server (NTRS)
Stanford, Bret K.; Jutte, Christine V.
2014-01-01
Several minimum-mass aeroelastic optimization problems are solved to evaluate the effectiveness of a variety of novel tailoring schemes for subsonic transport wings. Aeroelastic strength and panel buckling constraints are imposed across a variety of trimmed maneuver loads. Tailoring with metallic thickness variations, functionally graded materials, composite laminates, tow steering, and distributed trailing edge control effectors are all found to provide reductions in structural wing mass with varying degrees of success. The question as to whether this wing mass reduction will offset the increased manufacturing cost is left unresolved for each case.
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14 CFR 23.341 - Gust loads factors.
Code of Federal Regulations, 2014 CFR
2014-01-01
... loads factors. (a) Each airplane must be designed to withstand loads on each lifting surface resulting...=airplane mass ratio; U de=Derived gust velocities referred to in § 23.333(c) (f.p.s.); ρ=Density of air... C NA per radian if the gust loads are applied to the wings and horizontal tail surfaces...
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14 CFR 23.341 - Gust loads factors.
Code of Federal Regulations, 2012 CFR
2012-01-01
... loads factors. (a) Each airplane must be designed to withstand loads on each lifting surface resulting...=airplane mass ratio; U de=Derived gust velocities referred to in § 23.333(c) (f.p.s.); ρ=Density of air... C NA per radian if the gust loads are applied to the wings and horizontal tail surfaces...
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14 CFR 23.341 - Gust loads factors.
Code of Federal Regulations, 2013 CFR
2013-01-01
... loads factors. (a) Each airplane must be designed to withstand loads on each lifting surface resulting...=airplane mass ratio; U de=Derived gust velocities referred to in § 23.333(c) (f.p.s.); ρ=Density of air... C NA per radian if the gust loads are applied to the wings and horizontal tail surfaces...
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14 CFR 23.341 - Gust loads factors.
Code of Federal Regulations, 2011 CFR
2011-01-01
... loads factors. (a) Each airplane must be designed to withstand loads on each lifting surface resulting...=airplane mass ratio; U de=Derived gust velocities referred to in § 23.333(c) (f.p.s.); ρ=Density of air... C NA per radian if the gust loads are applied to the wings and horizontal tail surfaces...
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Mikó, István; Friedrich, Frank; Yoder, Matthew J.; Hines, Heather M.; Deitz, Lewis L.; Bertone, Matthew A.; Seltmann, Katja C.; Wallace, Matthew S.; Deans, Andrew R.
2012-01-01
A spectacular hypothesis was published recently, which suggested that the “helmet” (a dorsal thoracic sclerite that obscures most of the body) of treehoppers (Insecta: Hemiptera: Membracidae) is connected to the 1st thoracic segment (T1; prothorax) via a jointed articulation and therefore was a true appendage. Furthermore, the “helmet” was interpreted to share multiple characteristics with wings, which in extant pterygote insects are present only on the 2nd (T2) and 3rd (T3) thoracic segments. In this context, the “helmet” could be considered an evolutionary novelty. Although multiple lines of morphological evidence putatively supported the “helmet”-wing homology, the relationship of the “helmet” to other thoracic sclerites and muscles remained unclear. Our observations of exemplar thoraces of 10 hemipteran families reveal multiple misinterpretations relevant to the “helmet”-wing homology hypothesis as originally conceived: 1) the “helmet” actually represents T1 (excluding the fore legs); 2) the “T1 tergum” is actually the anterior dorsal area of T2; 3) the putative articulation between the “helmet” and T1 is actually the articulation between T1 and T2. We conclude that there is no dorsal, articulated appendage on the membracid T1. Although the posterior, flattened, cuticular evagination (PFE) of the membracid T1 does share structural and genetic attributes with wings, the PFE is actually widely distributed across Hemiptera. Hence, the presence of this structure in Membracidae is not an evolutionary novelty for this clade. We discuss this new interpretation of the membracid T1 and the challenges of interpreting and representing morphological data more broadly. We acknowledge that the lack of data standards for morphology is a contributing factor to misinterpreted results and offer an example for how one can reduce ambiguity in morphology by referencing anatomical concepts in published ontologies. PMID:22272287
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Flapping wing aerodynamics: from insects to vertebrates.
Chin, Diana D; Lentink, David
2016-04-01
More than a million insects and approximately 11,000 vertebrates utilize flapping wings to fly. However, flapping flight has only been studied in a few of these species, so many challenges remain in understanding this form of locomotion. Five key aerodynamic mechanisms have been identified for insect flight. Among these is the leading edge vortex, which is a convergent solution to avoid stall for insects, bats and birds. The roles of the other mechanisms - added mass, clap and fling, rotational circulation and wing-wake interactions - have not yet been thoroughly studied in the context of vertebrate flight. Further challenges to understanding bat and bird flight are posed by the complex, dynamic wing morphologies of these species and the more turbulent airflow generated by their wings compared with that observed during insect flight. Nevertheless, three dimensionless numbers that combine key flow, morphological and kinematic parameters - the Reynolds number, Rossby number and advance ratio - govern flapping wing aerodynamics for both insects and vertebrates. These numbers can thus be used to organize an integrative framework for studying and comparing animal flapping flight. Here, we provide a roadmap for developing such a framework, highlighting the aerodynamic mechanisms that remain to be quantified and compared across species. Ultimately, incorporating complex flight maneuvers, environmental effects and developmental stages into this framework will also be essential to advancing our understanding of the biomechanics, movement ecology and evolution of animal flight. © 2016. Published by The Company of Biologists Ltd.
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An Ingenious Super Light Trapping Surface Templated from Butterfly Wing Scales
NASA Astrophysics Data System (ADS)
Han, Zhiwu; Li, Bo; Mu, Zhengzhi; Yang, Meng; Niu, Shichao; Zhang, Junqiu; Ren, Luquan
2015-08-01
Based on the super light trapping property of butterfly Trogonoptera brookiana wings, the SiO2 replica of this bionic functional surface was successfully synthesized using a simple and highly effective synthesis method combining a sol-gel process and subsequent selective etching. Firstly, the reflectivity of butterfly wing scales was carefully examined. It was found that the whole reflectance spectroscopy of the butterfly wings showed a lower level (less than 10 %) in the visible spectrum. Thus, it was confirmed that the butterfly wings possessed a super light trapping effect. Afterwards, the morphologies and detailed architectures of the butterfly wing scales were carefully investigated using the ultra-depth three-dimensional (3D) microscope and field emission scanning electronic microscopy (FESEM). It was composed by the parallel ridges and quasi-honeycomb-like structure between them. Based on the biological properties and function above, an exact SiO2 negative replica was fabricated through a synthesis method combining a sol-gel process and subsequent selective etching. At last, the comparative analysis of morphology feature size and the reflectance spectroscopy between the SiO2 negative replica and the flat plate was conducted. It could be concluded that the SiO2 negative replica inherited not only the original super light trapping architectures, but also the super light trapping characteristics of bio-template. This work may open up an avenue for the design and fabrication of super light trapping materials and encourage people to look for more super light trapping architectures in nature.
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1961-10-31
Lockheed NC-130B STOL turboprop-powered aircraft with ailerons drooped 30 degrees. Note trailing-edge flaps deflected 90 degrees for increased lift. Two T-56 turboshaft engines, which drove wing-mounted load compressors for boundary-layer control, are mounted on outboard wing pods. Landing approach speed was reduced 30 knots with boundary-layer control
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14 CFR 25.701 - Flap and slat interconnection.
Code of Federal Regulations, 2010 CFR
2010-01-01
... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25... equivalent means. (b) If a wing flap or slat interconnection or equivalent means is used, it must be designed... be designed for the loads imposed when the wing flaps or slats on one side are carrying the most...
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14 CFR 25.701 - Flap and slat interconnection.
Code of Federal Regulations, 2014 CFR
2014-01-01
... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25... equivalent means. (b) If a wing flap or slat interconnection or equivalent means is used, it must be designed... be designed for the loads imposed when the wing flaps or slats on one side are carrying the most...
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14 CFR 25.701 - Flap and slat interconnection.
Code of Federal Regulations, 2011 CFR
2011-01-01
... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25... equivalent means. (b) If a wing flap or slat interconnection or equivalent means is used, it must be designed... be designed for the loads imposed when the wing flaps or slats on one side are carrying the most...
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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.
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NASA Technical Reports Server (NTRS)
Jacobs, Eastman N; Rhode, R V
1938-01-01
The results of previous reports dealing with airfoil section characteristics and span load distribution data are coordinated into a method for determining the air forces and their distribution on airplane wings. Formulas are given from which the resultant force distribution may be combined to find the wing aerodynamic center and pitching moment. The force distribution may also be resolved to determine the distribution of chord and beam components. The forces are resolved in such a manner that it is unnecessary to take the induced drag into account. An illustration of the method is given for a monoplane and a biplane for the conditions of steady flight and a sharp-edge gust. The force determination is completed by outlining a procedure for finding the distribution of load along the chord of airfoil sections.
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NASA Technical Reports Server (NTRS)
Mcgehee, C. R.
1986-01-01
A study was conducted under Drones for Aerodynamic and Structural Testing (DAST) program to accomplish the final design and hardware fabrication for four active control systems compatible with and ready for installation in the NASA Aeroelastic Research Wing No. 2 (ARW-2) and Firebee II drone flight test vehicle. The wing structure was designed so that Active Control Systems (ACS) are required in the normal flight envelope by integrating control system design with aerodynamics and structure technologies. The DAST ARW-2 configuration uses flutter suppression, relaxed static stability, and gust and maneuver load alleviation ACS systems, and an automatic flight control system. Performance goals and criteria were applied to individual systems and the systems collectively to assure that vehicle stability margins, flutter margins, flying qualities and load reductions are achieved.
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NASA Technical Reports Server (NTRS)
1980-01-01
The performance and economic benefits of a constrained application of Active Controls Technology (ACT) are identified, and the approach to airplane design is established for subsequent steps leading to the development of a less constrained final ACT configuration. The active controls configurations are measured against a conventional baseline configuration, a state-of-the-art transport, to determine whether the performance and economic changes resulting from ACT merit proceeding with the project. The technology established by the conventional baseline configuration was held constant except for the addition of ACT. The wing, with the same planform, was moved forward on the initial ACT configuration to move the loading range aft relative to the wing mean aerodynamic chord. Wing trailing-edge surfaces and surface controls also were reconfigured for load alleviation and structural stabilization.
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Wang, Yongji; Wang, Jianjian; Lai, Liming; Jiang, Lianhe; Zhuang, Ping; Zhang, Lehua; Zheng, Yuanrun; Baskin, Jerry M; Baskin, Carol C
2014-01-01
Seed mass and morphology are plant life history traits that influence seed dispersal ability, seeding establishment success, and population distribution pattern. Southeastern Tibet is a diversity center for Rhododendron species, which are distributed from a few hundred meters to 5500 m above sea level. We examined intra- and interspecific variation in seed mass and morphology in relation to altitude, habitat, plant height, and phylogeny. Seed mass decreased significantly with the increasing altitude and increased significantly with increasing plant height among populations of the same species. Seed mass differed significantly among species and subsections, but not among sections and subgenera. Seed length, width, surface area, and wing length were significantly negative correlated with altitude and significantly positive correlated with plant height. Further, these traits differed significantly among habitats and varied among species and subsection, but not among sections and subgenera. Species at low elevation had larger seeds with larger wings, and seeds became smaller and the wings of seeds tended to be smaller with the increasing altitude. Morphology of the seed varied from flat round to long cylindrical with increasing altitude. We suggest that seed mass and morphology have evolved as a result of both long-term adaptation and constraints of the taxonomic group over their long evolutionary history. PMID:24963385
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Study of lee-side flows over conically cambered Delta wings at supersonic speeds, part 2
NASA Technical Reports Server (NTRS)
Wood, Richard M.; Watson, Carolyn B.
1987-01-01
An experimental investigation was performed in which surface pressure data, flow visualization data, and force and moment data were obtained on four conical delta wing models which differed in leading edge camber only. Wing leading edge camber was achieved through a deflection of the outboard 30% of the local wing semispan of a reference 75 deg swept flat delta wing. The four wing models have leading edge deflection angles delta sub F of 0, 5, 10, and 15 deg measured streamwise. Data for the wings with delta sub F = 10 and 15 deg showed that hinge line separation dominated the lee-side wing loading and prohibited the development of leading edge separation on the deflected portion of wing leading edge. However, data for the wing with delta sub F = 5 deg showed that at an angle of attack of 5 deg, a vortex was positioned on the deflected leading edge with reattachment at the hinge line. Flow visualization results were presented which detail the influence of Mach number, angle of attack, and camber on the lee-side flow characteristics of conically cambered delta wings. Analysis of photographic data identified the existence of 12 distinctive lee-side flow types.
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Design of a hydraulically-driven bionic folding wing.
Zhang, Zhijun; Sun, Xuwei; Du, Pengyu; Sun, Jiyu; Wu, Yongfeng
2018-06-01
Membranous hind wings of the beetles can be folded under the elytra when they are at rest, and rotate and lift the elytra up only when they need to fly. This characteristic provides excellent flying capability and good environment adaptability. Inspired by the beetles, the new type of the bionic folding wing for the flapping wing Micro Air Vehicle (MAV) was designed. This flapping wing can be unfolded to get a sufficient lift in flight, and can be folded off flight to reduce the wing area and risk of the wing damage. The relationship between the internal pressures of the hydraulic system for the bionic wing folding varies and temperature was analyzed, the results show that the pressure within the system tends to increase with temperature, which proves the feasibility of the schematic design in theory. Stress analysis of the bionic wing was conducted, it was shown that stress distributions and deformation of the bionic wing under the positive and negative side loading are basically the same, which demonstrates that the strength of the bionic folding wing meets the requirements and further proves the feasibility of the schematic design. Copyright © 2018 The Authors. Published by Elsevier Ltd.. All rights reserved.
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Structural and optical investigation on the wings of Idea malabarica (Moore, 1877).
Sackey, Juliet; Nuru, Zebib Y; Sone, Bertrand Tumbain; Maaza, Malik
2017-02-01
The nanostructures on the wings of Idea malabarica (Moore, 1877) were analysed using scanning electron microscopy, energy dispersive X-ray spectroscopy, atomic force microscopy, Fourier transform-infrared spectroscopy, and reflectance measurements. The chemical and morphological analyses revealed the chitin-based intricate nanostructures. The influence of the nanostructures on the wetting characteristics of the wing was investigated using optical imaging. Applying the Maxwell-Garnet approximation to the porosities within the nanostructures, the refractive indices, which relate the reflectance response, were estimated. It was concluded that the colour seen on the wings of the Idea malabarica originate from the nanostructural configurations of the chitin-based structures and the embedded pigment.
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NASA Technical Reports Server (NTRS)
Mullen, J., Jr.
1976-01-01
A comparison of program estimates of wing weight, material distribution. structural loads and elastic deformations with actual Northrop F-5A/B data is presented. Correlation coefficients obtained using data from a number of existing aircraft were computed for use in vehicle synthesis to estimate wing weights. The modifications necessary to adapt the WADES code for use in the ACSYNT program are described. Basic program flow and overlay structure is outlined. An example of the convergence of the procedure in estimating wing weights during the synthesis of a vehicle to satisfy F-5 mission requirements is given. A description of inputs required for use of the WADES program is included.
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NASA Technical Reports Server (NTRS)
2004-01-01
KENNEDY SPACE CENTER, FLA. In the Orbiter Processing Facility, several workers check out the first Reinforced Carbon-Carbon panel to be installed on the left wing leading edge on Discovery. Second from right is Danny Wyatt, NASA Quality Assurance specialist; on the left is Dave Fuller, technician; behind Wyatt is John Legere, NASA Quality Assurance specialist. The RCC panels are mechanically attached to the wing with spars, a series of floating joints to reduce loading on the panels caused by wing deflections. The T-seals between each wing leading edge panel allow for lateral motion and thermal expansion differences between the RCC and the orbiter wing. Discovery has been named as the orbiter to fly on the first Return to Flight mission, STS- 114.
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NASA Technical Reports Server (NTRS)
Ericsson, L. E.; Reding, J. P.
1973-01-01
An analysis of the steady and unsteady aerodynamics of sharp-edged slender wings has been performed. The results show that slender wing theory can be modified to give the potential flow static and dynamic characteristics in incompressible flow. A semiempirical approximation is developed for the vortex-induced loads, and it is shown that the analytic approximation for sharp-edged slender wings gives good prediction of experimentally determined steady and unsteady aerodynamics at M = 0 and M = 1. The predictions are good not only for delta wings but also for so-called arrow and diamond wings. The results indicate that the effects of delta planform lifting surfaces can be included in a simple manner when determining elastic launch vehicle dynamic characteristics. For Part 1 see (N73-32763).
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NASA Technical Reports Server (NTRS)
Larsson, S. E.
1972-01-01
A part of the lower side of the main wing at the joint of the main spar with the fuselage frame was investigated. This wing beam area was simulated by a test specimen consisting of a spar boom of AZ 74 forging (7075 aluminum alloy modified with 0.3 percent Ag) and a portion of a honeycomb sandwich panel attached to the boom flange with steel bolts. The cross section was reduced to half scale. However, the flange thickness, the panel height, and the bolt size were full scale. Further, left and right portions of the fuselage frame intended to carry over the bending moment of the main wing were tested. Each of these frame halves consisted of a forward and a rear forging (7079 aluminum alloy, overaged) connected by an outer and inner skin (Alclad 7075) creating a box beam. These test specimens were full scale and were constructed principally of ordinary aircraft components. The test load spectrum was common to both types of specimens with regard to percentage levels. It consisted of maneuver and gust loads, touchdown loads, and loads due to ground roughness. A load history of 200 hours of flight with 15,000 load cycles was punched on a tape. The loads were randomized in groups according to the flight-by-flight principle. The highest positive load level was 90 percent of limit load and the largest negative load was -27 percent. A total of 20 load levels were used. Both types of specimens were provided with strain gages and had a nominal stress of about 300 MN/sq m in some local areas. As a result of the tests, steps were taken to reduce the risk of fatigue damage in aircraft. Thus stress levels were lowered, radii were increased, and demands on surface finish were sharpened.
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ExFiT Flight Design and Structural Modeling for FalconLAUNCH VIII Sounding Rocket
2010-03-01
frequencies of the test specimen. Next, the accelerometers were placed along the trailing edge of both the main wing and winglet sections. In the first...once again used however, the accelerometer originally in the winglet section was moved to the cut out portion of the main wing section. In this test...the part was struck on the joining section of the specimen connecting both main wing and winglet sections. Finally, the ping hammer was loaded with a
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Nonlinear Stochastic Flutter of a Cantilever Wing with Joint Relaxation and Random Loading
2008-02-21
coordinate system and B-frame is the coordinate system on the wing body and is moving with the wing. The leading segment of the vortex loop is located...composite laminates, Composite Structures, 72(1): 58-68. 38 36. Bickford, J. H. (1995). An introduction to the design and behavior of bolted joints, Third ...composite, Wear, 257(3- 4):395-407 51. Schon, J. (2004). Coefficient of friction for aluminum in contact with a carbon fiber epoxy composite. Tribology
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NASA Technical Reports Server (NTRS)
Alford, William J., Jr.
1958-01-01
An investigation has been made in the Langley high-speed 7- by 10-foot tunnel of some effects of horizontal-tail position on the vertical-tail pressure distributions of a complete model in sideslip at high subsonic speeds. The wing of the model was swept back 28.82 deg at the quarter-chord line and had an aspect ratio of 3.50, a taper ratio of 0.067, and NACA 65A004 airfoil sections parallel to the model plane of symmetry. Tests were made with the horizontal tail off, on the wing-chord plane extended, and in T-tail arrangements in forward and rearward locations. The test Mach numbers ranged from 0.60 to 0.92, which corresponds to a Reynolds number range from approximately 2.93 x 10(exp 6) to 3.69 x 10(exp 6), based on the wing mean aerodynamic chord. The sideslip angles varied from -3.9 deg to 12.7 deg at several selected angles of attack. The results indicated that, for a given angle of sideslip, increases in angle of attack caused reductions in the vertical-tail loads in the vicinity of the root chord and increases at the midspan and tip locations, with rearward movements in the local chordwise centers of pressure for the midspan locations and forward movements near the tip of the vertical tail. At the higher angles of attack all configurations investigated experienced outboard and rearward shifts in the center of pressure of the total vertical-tail load. Location of the horizontal tail on the wing- chord plane extended produced only small effects on the vertical-tail loads and centers of pressure. Locating the horizontal tail at the tip of the vertical tail in the forward position caused increases in the vertical-tail loads; this configuration, however, experienced considerable reduction in loads with increasing Mach number. Location of the horizontal tail at the tip of the vertical tail in the rearward position produced the largest increases in vertical-tail loads per degree sideslip angle; this configuration experienced the smallest variations of loads with Mach number of any of the configurations investigated.
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de Souza, João Maria Gomes Alencar; Molina, Wagner Franco; de Almeida, Lúcia Maria; de Gouveia, Milson Bezerra; de Macêdo, Francisco Pepino; Laumann, Raul Alberto; Paranhos, Beatriz Aguiar Jordão
2015-01-01
The sterile insect technique (SIT) is widely utilized in the biological control of fruit flies of the family Tephritidae, particularly against the Mediterranean fruit fly. This study investigated the interaction between mating success and morphometric variation in the wings and the production of acoustic signals among three male groups of Ceratitis capitata (Wiedemann): (1) wild males, (2) irradiated with Co-60 (steriles), and (3) irradiated (steriles) and treated with ginger oil. The canonical variate analysis discriminated two groups (males irradiated and males wild), based on the morphological shape of the wings. Among males that emit buzz signals, wild males obtained copulation more frequently than males in Groups 2 and 3. The individuals of Group 3 achieved more matings than those in Group 2. Wild males displayed lower pulse duration, higher intervals between pulses, and higher dominant frequency. Regarding the reproductive success, the morphological differences in the wings' shape between accepted and nonaccepted males are higher in wild males than in the irradiated ones. The present results can be useful in programs using the sterile insect technique for biological control of C. capitata. PMID:26075293
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Effects of energy reserves and diet on glassy-winged sharpshooter egg maturation
USDA-ARS?s Scientific Manuscript database
Effects of stored energy and diet quality on glassy-winged sharpshooter egg maturation were evaluated. To evaluate effects of diet quality on egg maturation, egg load weights of females at the end of a 6-day feeding period on cowpea or grapevine were compared. To estimate energy reserves available a...
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Summary of Drag Characteristics of Practical-Construction Wing Sections
NASA Technical Reports Server (NTRS)
Quinn, John H , Jr
1948-01-01
The effect of several parameters on the drag characteristics of practical-construction wing sections have been considered and evaluated. The effects considered were those of surface roughness, surface waviness, compressive load, and de-icers. The data were obtained from a number of tests in the Langley two-dimensional low-turbulence tunnels.
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Conceptual Design and Structural Analysis of an Open Rotor Hybrid Wing Body Aircraft
NASA Technical Reports Server (NTRS)
Gern, Frank H.
2013-01-01
Through a recent NASA contract, Boeing Research and Technology in Huntington Beach, CA developed and optimized a conceptual design of an open rotor hybrid wing body aircraft (HWB). Open rotor engines offer a significant potential for fuel burn savings over turbofan engines, while the HWB configuration potentially allows to offset noise penalties through possible engine shielding. Researchers at NASA Langley converted the Boeing design to a FLOPS model which will be used to develop take-off and landing trajectories for community noise analyses. The FLOPS model was calibrated using Boeing data and shows good agreement with the original Boeing design. To complement Boeing s detailed aerodynamics and propulsion airframe integration work, a newly developed and validated conceptual structural analysis and optimization tool was used for a conceptual loads analysis and structural weights estimate. Structural optimization and weight calculation are based on a Nastran finite element model of the primary HWB structure, featuring centerbody, mid section, outboard wing, and aft body. Results for flight loads, deformations, wing weight, and centerbody weight are presented and compared to Boeing and FLOPS analyses.
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NASA Astrophysics Data System (ADS)
Jha, Pankaj
2013-11-01
The present work deals with the analysis of flight test data on a Cessna 172R airplane near University Park airport in Pennsylvania. Several tests pertaining to rate-of-climb, cruise, stall and landing were performed. Those of aerodynamic nature will be discussed. The wing loads for the cruise as well as landing configurations with various flap angles were computed using a vortex method considering horse-shoe and bound vortices. The stall speed and maximum lift coefficient of the airplane for these flap settings at a particular altitude were determined. The comparison against the processed flight data was generally very good. A detailed study will be presented. A CFD approach inspired by the author's work (Jha et al., 2013) to model wind turbine blades and wakes and classical aerodynamics problems was taken to model the airplane wings. The simulation results were also compared against the flight data. In addition, these simulations facilitated visualization and analysis of flow features of interest, like wing tip trailing vortices and their turbulence characterization. Graduate Research Assistant, Aerospace Engineering.
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Ground-Vegetation Clutter Affects Phyllostomid Bat Assemblage Structure in Lowland Amazonian Forest
Marciente, Rodrigo; Bobrowiec, Paulo Estefano D.; Magnusson, William E.
2015-01-01
Vegetation clutter is a limiting factor for bats that forage near ground level, and may determine the distribution of species and guilds. However, many studies that evaluated the effects of vegetation clutter on bats have used qualitative descriptions rather than direct measurements of vegetation density. Moreover, few studies have evaluated the effect of vegetation clutter on a regional scale. Here, we evaluate the influence of the physical obstruction of vegetation on phyllostomid-bat assemblages along a 520 km transect in continuous Amazonian forest. We sampled bats using mist nets in eight localities during 80 nights (3840 net-hours) and estimated the ground-vegetation density with digital photographs. The total number of species, number of animalivorous species, total number of frugivorous species, number of understory frugivorous species, and abundance of canopy frugivorous bats were negatively associated with vegetation clutter. The bat assemblages showed a nested structure in relation to degree of clutter, with animalivorous and understory frugivorous bats distributed throughout the vegetation-clutter gradient, while canopy frugivores were restricted to sites with more open vegetation. The species distribution along the gradient of vegetation clutter was not closely associated with wing morphology, but aspect ratio and wing load differed between frugivores and animalivores. Vegetation structure plays an important role in structuring assemblages of the bats at the regional scale by increasing beta diversity between sites. Differences in foraging strategy and diet of the guilds seem to have contributed more to the spatial distribution of bats than the wing characteristics of the species alone. PMID:26066654
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Malomane, Dorcus Kholofelo; Norris, David; Banga, Cuthbert B; Ngambi, Jones W
2014-02-01
Body weight and weight of body parts are of economic importance. It is difficult to directly predict body weight from highly correlated morphological traits through multiple regression. Factor analysis was carried out to examine the relationship between body weight and five linear body measurements (body length, body girth, wing length, shank thickness, and shank length) in South African Venda (VN), Naked neck (NN), and Potchefstroom koekoek (PK) indigenous chicken breeds, with a view to identify those factors that define body conformation. Multiple regression was subsequently performed to predict body weight, using orthogonal traits derived from the factor analysis. Measurements were obtained from 210 chickens, 22 weeks of age, 70 chickens per breed. High correlations were obtained between body weight and all body measurements except for wing length in PK. Two factors extracted after varimax rotation explained 91, 95, and 83% of total variation in VN, NN, and PK, respectively. Factor 1 explained 73, 90, and 64% in VN, NN, and PK, respectively, and was loaded on all body measurements except for wing length in VN and PK. In a multiple regression, these two factors accounted for 72% variation in body weight in VN, while only factor 1 accounted for 83 and 74% variation in body weight in NN and PK, respectively. The two factors could be used to define body size and conformation of these breeds. Factor 1 could predict body weight in all three breeds. Body measurements can be better selected jointly to improve body weight in these breeds.
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The effects of artificial wing wear on the flight capacity of the honey bee Apis mellifera.
Vance, Jason T; Roberts, Stephen P
2014-06-01
The wings of bees and other insects accumulate permanent wear, which increases the rate of mortality and impacts foraging behavior, presumably due to effects on flight performance. In this study, we investigated how experimental wing wear affects flight performance in honey bees. Variable density gases and high-speed videography were used to determine the maximum hovering flight capacity and wing kinematics of bees from three treatment groups: no wing wear, symmetric and asymmetric wing wear. Wing wear was simulated by clipping the distal-trailing edge of one or both of the wings. Across all bees from treatment groups combined, wingbeat frequency was inversely related to wing area. During hovering in air, bees with symmetric and asymmetric wing wear responded kinematically so as to produce wingtip velocities similar to those bees with no wing wear. However, maximal hovering flight capacity (revealed during flight in hypodense gases) decreased in direct proportion to wing area and inversely to wing asymmetry. Bees with reduced wing area and high asymmetry produced lower maximum wingtip velocity than bees with intact or symmetric wings, which caused a greater impairment in maximal flight capacity. These results demonstrate that the magnitude and type of wing wear affects maximal aerodynamic power production and, likely, the control of hovering flight. Wing wear reduces aerodynamic reserve capacity and, subsequently, the capacity for flight behaviors such as load carriage, maneuverability, and evading predators. Copyright © 2014 Elsevier Ltd. All rights reserved.
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Structural Test Documentation and Results for the McDonnell Douglas All-Composite Wing Stub Box
NASA Technical Reports Server (NTRS)
Jegley, Dawn C.; Bush, Harold G.
1997-01-01
The results of a series of tests conducted at the NASA Langley Research Center to evaluate the behavior of an all-composite full-scale wing box are presented. The wing stub box is representative of a section of a commercial transport aircraft wing box and was designed and constructed by McDonnell Douglas Aerospace Company as part of the NASA Advanced Composites Technology (ACT) program. Tests were conducted with and without low-speed impact damage and repairs. The structure with nonvisible impact damage carried 140 percent of Design Limit Load prior to failure through an impact site.
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Aeroelastic Tailoring of Transport Wings Including Transonic Flutter Constraints
NASA Technical Reports Server (NTRS)
Stanford, Bret K.; Wieseman, Carol D.; Jutte, Christine V.
2015-01-01
Several minimum-mass optimization problems are solved to evaluate the effectiveness of a variety of novel tailoring schemes for subsonic transport wings. Aeroelastic stress and panel buckling constraints are imposed across several trimmed static maneuver loads, in addition to a transonic flutter margin constraint, captured with aerodynamic influence coefficient-based tools. Tailoring with metallic thickness variations, functionally graded materials, balanced or unbalanced composite laminates, curvilinear tow steering, and distributed trailing edge control effectors are all found to provide reductions in structural wing mass with varying degrees of success. The question as to whether this wing mass reduction will offset the increased manufacturing cost is left unresolved for each case.
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NASA Technical Reports Server (NTRS)
Holmes, B. J.; Morris, D. K.; Razak, K.
1979-01-01
An analysis procedure is given and cases analyzed for the effects of wing geometry on lateral transport of a variety of agricultural particles released in the wake of an agricultural airplane. The cases analyzed simulate the release of particles from a fuselage centerline-mounted dry material spreader; however, the procedure applies to particles released anywhere along the wing span. Consideration is given to the effects of taper ratio, aspect ratio, wing loading, and deflected flaps. It is noted that significant lateral transport of large particles can be achieved using high-lift devices positioned to create a strong vortex near the location of particle release.
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Displacement Theories for In-Flight Deformed Shape Predictions of Aerospace Structures
NASA Technical Reports Server (NTRS)
Ko, William L.; Richards, W. L.; Tran, Van t.
2007-01-01
Displacement theories are developed for a variety of structures with the goal of providing real-time shape predictions for aerospace vehicles during flight. These theories are initially developed for a cantilever beam to predict the deformed shapes of the Helios flying wing. The main structural configuration of the Helios wing is a cantilever wing tubular spar subjected to bending, torsion, and combined bending and torsion loading. The displacement equations that are formulated are expressed in terms of strains measured at multiple sensing stations equally spaced on the surface of the wing spar. Displacement theories for other structures, such as tapered cantilever beams, two-point supported beams, wing boxes, and plates also are developed. The accuracy of the displacement theories is successfully validated by finite-element analysis and classical beam theory using input-strains generated by finite-element analysis. The displacement equations and associated strain-sensing system (such as fiber optic sensors) create a powerful means for in-flight deformation monitoring of aerospace structures. This method serves multiple purposes for structural shape sensing, loads monitoring, and structural health monitoring. Ultimately, the calculated displacement data can be visually displayed to the ground-based pilot or used as input to the control system to actively control the shape of structures during flight.
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Optimal flapping wing for maximum vertical aerodynamic force in hover: twisted or flat?
Phan, Hoang Vu; Truong, Quang Tri; Au, Thi Kim Loan; Park, Hoon Cheol
2016-07-08
This work presents a parametric study, using the unsteady blade element theory, to investigate the role of twist in a hovering flapping wing. For the investigation, a flapping-wing system was developed to create a wing motion of large flapping amplitude. Three-dimensional kinematics of a passively twisted wing, which is capable of creating a linearly variable geometric angle of attack (AoA) along the wingspan, was measured during the flapping motion and used for the analysis. Several negative twist or wash-out configurations with different values of twist angle, which is defined as the difference in the average geometric AoAs at the wing root and the wing tip, were obtained from the measured wing kinematics through linear interpolation and extrapolation. The aerodynamic force generation and aerodynamic power consumption of these twisted wings were obtained and compared with those of flat wings. For the same aerodynamic power consumption, the vertical aerodynamic forces produced by the negatively twisted wings are approximately 10%-20% less than those produced by the flat wings. However, these twisted wings require approximately 1%-6% more power than flat wings to produce the same vertical force. In addition, the maximum-force-producing twisted wing, which was found to be the positive twist or wash-in configuration, was used for comparison with the maximum-force-producing flat wing. The results revealed that the vertical aerodynamic force and aerodynamic power consumption of the two types of wings are almost identical for the hovering condition. The power loading of the positively twisted wing is only approximately 2% higher than that of the maximum-force-producing flat wing. Thus, the flat wing with proper wing kinematics (or wing rotation) can be regarded as a simple and efficient candidate for the development of hovering flapping-wing micro air vehicle.
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Design for cyclic loading endurance of composites
NASA Technical Reports Server (NTRS)
Shiao, Michael C.; Murthy, Pappu L. N.; Chamis, Christos C.; Liaw, Leslie D. G.
1993-01-01
The application of the computer code IPACS (Integrated Probabilistic Assessment of Composite Structures) to aircraft wing type structures is described. The code performs a complete probabilistic analysis for composites taking into account the uncertainties in geometry, boundary conditions, material properties, laminate lay-ups, and loads. Results of the analysis are presented in terms of cumulative distribution functions (CDF) and probability density function (PDF) of the fatigue life of a wing type composite structure under different hygrothermal environments subjected to the random pressure. The sensitivity of the fatigue life to a number of critical structural/material variables is also computed from the analysis.
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NASA Technical Reports Server (NTRS)
Olson, R E; Allison, J M
1940-01-01
Report presents the results of an investigation made to determine the influence of various factors on the take-off performance of a hypothetical large flying boat by means of take-off calculations. The factors varied in the calculations were size of hull (load coefficient), wing setting, trim, deflection of flap, wing loading, aspect ratio, and parasite drag. The take-off times and distances were calculated to the stalling speeds and the performance above these speeds was separately studied to determine piloting technique for optimum take-off.
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Position specific morphological characteristics of top-level male handball players.
Srhoj, V; Marinović, M; Rogulj, N
2002-06-01
With the aim of determining the common morphological features of senior male handball players and of analyzing their specificities i.e. the probable variation between the four playing positions (back court players, wings, pivots, goalkeepers), 25 anthropometric measures were applied to the sample of 49 players, members of three top-quality handball teams. The basic descriptive parameters were calculated and then an analysis of variance and a cluster analysis were performed. A mesomorphic, athletic body- type was obtained with a marked longitudinal skeleton dimensionality, but also with a balanced ratio between the skeletal system and muscle mass and with low values of subcutaneous fat tissue. Back court players and goalkeepers are superior in terms of outstanding skeletal dimensions and circumferences. Line players, i.e. wings and pivots, have somewhat lower longitudinal measures, whereas pronounced voluminosity and a slightly higher fat tissue value differentiate pivots from players in other positions. Cluster analysis revealed a greater homogeneity in the morphological profiles of the samples of line players (wings and pivots) than in the profiles of backs or goalkeepers. The obtained position-related differences in morphological characteristics of players suggest that the experienced players from the sample were earlier successfully subjected to the selection process and oriented to a particular playing position because of the observed correspondence between their body-type and specific kinesiological demands of the position in question. Therefore, in top-quality team-handball it would be recommendable to select players whose morphological profiles are as compatible as possible with positional specificities in the demand for the game.
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The effect of wing flexibility on sound generation of flapping wings.
Geng, Biao; Xue, Qian; Zheng, Xudong; Liu, Geng; Ren, Yan; Dong, Haibo
2017-12-13
In this study, the unsteady flow and acoustic characteristics of a three-dimensional (3D) flapping wing model of a Tibicen linnei cicada in forward-flight are numerically investigated. A single cicada wing is modelled as a membrane with a prescribed motion reconstructed from high-speed videos of a live insect. The numerical solution takes a hydrodynamic/acoustic splitting approach: the flow field is solved with an incompressible Navier-Stokes flow solver based on an immersed boundary method, and the acoustic field is solved with linearized perturbed compressible equations. The 3D simulation allows for the examination of both the directivity and frequency compositions of the flapping wing sound in a full space. Along with the flexible wing model, a rigid wing model that is extracted from real motion is also simulated to investigate the effects of wing flexibility. The simulation results show that the flapping sound is directional; the dominant frequency varies around the wing. The first and second frequency harmonics show different radiation patterns in the rigid and flexible wing cases, which are demonstrated to be highly associated with wing kinematics and loadings. Furthermore, the rotation and deformation in the flexible wing is found to help lower the sound strength in all directions.
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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.
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NASA Technical Reports Server (NTRS)
Croom, D. R.
1971-01-01
A free-flight test program to determine the deployment characteristics of all-flexible parawings was conducted. Both single-keel and twin-keel parawings having a wing area of 4000 square feet with a five-stage reefing system were tested by use of a bomb-type instrumented test vehicle. Several twin-keel-parawing tests were also made by using an instrumented controllable sled-type test vehicle. The systems were launched from either a C-130 or a C-119 carrier airplane, and a programer parachute was used to bring the test vehicle to a proper dynamic pressure and near-vertical flight path prior to deployment of the parawing system. The free-flight deployment loads data are presented in the form of time histories of individual suspension-line loads and total loads.
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NASA Technical Reports Server (NTRS)
Fasanella, Edwin L.; Sotiris, Kellas
2006-01-01
Static 3-point bend tests of Reinforced Carbon-Carbon (RCC) were conducted to failure to provide data for additional validation of an LS-DYNA RCC model suitable for predicting the threshold of impact damage to shuttle orbiter wing leading edges. LS-DYNA predictions correlated well with the average RCC failure load, and were good in matching the load vs. deflection. However, correlating the detectable damage using NDE methods with the cumulative damage parameter in LS-DYNA material model 58 was not readily achievable. The difficulty of finding internal RCC damage with NDE and the high sensitivity of the mat58 damage parameter to the load near failure made the task very challenging. In addition, damage mechanisms for RCC due to dynamic impact of debris such as foam and ice and damage mechanisms due to a static loading were, as expected, not equivalent.
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Loading tests of a wing structure for a hypersonic aircraft
NASA Technical Reports Server (NTRS)
Fields, R. A.; Reardon, L. F.; Siegel, W. H.
1980-01-01
Room-temperature loading tests were conducted on a wing structure designed with a beaded panel concept for a Mach 8 hypersonic research airplane. Strain, stress, and deflection data were compared with the results of three finite-element structural analysis computer programs and with design data. The test program data were used to evaluate the structural concept and the methods of analysis used in the design. A force stiffness technique was utilized in conjunction with load conditions which produced various combinations of panel shear and compression loading to determine the failure envelope of the buckling critical beaded panels The force-stiffness data did not result in any predictions of buckling failure. It was, therefore, concluded that the panels were conservatively designed as a result of design constraints and assumptions of panel eccentricities. The analysis programs calculated strains and stresses competently. Comparisons between calculated and measured structural deflections showed good agreement. The test program offered a positive demonstration of the beaded panel concept subjected to room-temperature load conditions.
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Analysis of operational limit of an aircraft: An aeroelastic approach
NASA Astrophysics Data System (ADS)
Hasan, Md. Mehedi; Hassan, M. D. Mehedi; Sarrowar, S. M. Bayazid; Faisal, Kh. Md.; Ahmed, Sheikh Reaz, Dr.
2017-06-01
In classical theory of elasticity, external loading acting on the body is independent of deformation of the body. But, in aeroelasticity, aerodynamic forces depend on the attitude of the body relative to the flow. Aircraft's are subjected to a range of static loads resulting from equilibrium or steady flight maneuvers such as coordinated level turn, steady pitch and bank rate, steady and level flight. Interaction of these loads with elastic forces of aircraft structure creates some aeroelastic phenomena. In this paper, we have summarized recent developments in the area of aeroelasticity. A numerical approach has been applied for finding divergence speed, a static aeroelastic phenomena, of a typical aircraft. This paper also involves graphical representations of constraints on load factor and bank angle during different steady flight maneuvers taking flexibility into account and comparing it with the value without flexibility. Effect of wing skin thickness, spar web thickness and position of flexural axis of wing on this divergence speed as well as load factor and bank angle has also been observed using MATLAB.
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Static aeroelastic behavior of an adaptive laminated piezoelectric composite wing
NASA Technical Reports Server (NTRS)
Weisshaar, T. A.; Ehlers, S. M.
1990-01-01
The effect of using an adaptive material to modify the static aeroelastic behavior of a uniform wing is examined. The wing structure is idealized as a laminated sandwich structure with piezoelectric layers in the upper and lower skins. A feedback system that senses the wing root loads applies a constant electric field to the piezoelectric actuator. Modification of pure torsional deformaton behavior and pure bending deformation are investigated, as is the case of an anisotropic composite swept wing. The use of piezoelectric actuators to create an adaptive structure is found to alter static aeroelastic behavior in that the proper choice of the feedback gain can increase or decrease the aeroelastic divergence speed. This concept also may be used to actively change the lift effectiveness of a wing. The ability to modify static aeroelastic behavior is limited by physical limitations of the piezoelectric material and the manner in which it is integrated into the parent structure.
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Differential pressure distribution measurement for the development of insect-sized wings
NASA Astrophysics Data System (ADS)
Takahashi, Hidetoshi; Matsumoto, Kiyoshi; Shimoyama, Isao
2013-05-01
This paper reports on the measurement of the differential pressure distribution over a flat, thin wing using a micro-electro-mechanical systems sensor. Sensors featuring a piezoresistive cantilever were attached to a polyimide/Cu wing. Because the weight of the cantilever element was less than 10 ng, the sensor can measure the differential pressure without interference from inertial forces, such as wing flapping motions. The dimensions of the sensor chips and the wing were 1.0 mm × 1.0 mm × 0.3 mm and 100 mm × 30 mm × 1 mm, respectively. The differential pressure distribution along the wing's chord direction was measured in a wind tunnel at an air velocity of 4.0 m s-1 by changing the angle of attack. It was confirmed that the pressure coefficient calculated by the measured differential pressure distribution was similar to the value measured by a load cell.
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Impact of Aerodynamics and Structures Technology on Heavy Lift Tiltrotors
NASA Technical Reports Server (NTRS)
Acree, C. W., Jr.
2006-01-01
Rotor performance and aeroelastic stability are presented for a 124,000-lb Large Civil Tilt Rotor (LCTR) design. It was designed to carry 120 passengers for 1200 nm, with performance of 350 knots at 30,000 ft altitude. Design features include a low-mounted wing and hingeless rotors, with a very low cruise tip speed of 350 ft/sec. The rotor and wing design processes are described, including rotor optimization methods and wing/rotor aeroelastic stability analyses. New rotor airfoils were designed specifically for the LCTR; the resulting performance improvements are compared to current technology airfoils. Twist, taper and precone optimization are presented, along with the effects of blade flexibility on performance. A new wing airfoil was designed and a composite structure was developed to meet the wing load requirements for certification. Predictions of aeroelastic stability are presented for the optimized rotor and wing, along with summaries of the effects of rotor design parameters on stability.
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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.
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NASA Technical Reports Server (NTRS)
Skillen, Michael D.; Crossley, William A.
2008-01-01
This report documents a series of investigations to develop an approach for structural sizing of various morphing wing concepts. For the purposes of this report, a morphing wing is one whose planform can make significant shape changes in flight - increasing wing area by 50% or more from the lowest possible area, changing sweep 30 or more, and / or increasing aspect ratio by as much as 200% from the lowest possible value. These significant changes in geometry mean that the underlying load-bearing structure changes geometry. While most finite element analysis packages provide some sort of structural optimization capability, these codes are not amenable to making significant changes in the stiffness matrix to reflect the large morphing wing planform changes. The investigations presented here use a finite element code capable of aeroelastic analysis in three different optimization approaches -a "simultaneous analysis" approach, a "sequential" approach, and an "aggregate" approach.
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Design and analysis of morphing wing based on SMP composite
NASA Astrophysics Data System (ADS)
Yu, Kai; Yin, Weilong; Sun, Shouhua; Liu, Yanju; Leng, Jinsong
2009-03-01
A new concept of a morphing wing based on shape memory polymer (SMP) and its reinforced composites is proposed in this paper. SMP used in this study is a thermoset styrene-based resin in contrast to normal thermoplastic SMP. During heating, the wing curled on the aircraft can be deployed, providing main lift for a morphing aircraft to realize the stable flight. Aerodynamic characteristics of the deployed morphing wing are calculated by using CFD software. The static deformation of the wing under the air loads is also analyzed by using the finite element method. The results show that the used SMP material can provide enough strength and stiffness for the application. Finally, preliminary testing is conducted to investigate the recovery performances of SMP and its reinforced composites. During the test, the deployment and the wind-resistant ability of the morphing wing are dramatically improved by adding reinforced phase to the SMP.
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The calculated effect of trailing-edge flaps on the take-off of flying boats
NASA Technical Reports Server (NTRS)
Parkinson, J E; Bell, J W
1934-01-01
The results of take-off calculations are given for an application of simple trailing-edge flaps to two hypothetical flying boats, one having medium wing and power loading and consequently considerable excess of thrust over total resistance during the take-off run, the other having high wing and power loading and a very low excess thrust. For these seaplanes the effect of downward flap settings was: (1) to increase the total resistance below the stalling speed, (2) to decrease the get-away speed, (3) to improve the take-off performance of the seaplane having considerable excess thrust, and (4) to hinder the take-off of the seaplane having low excess thrust. It is indicated that flaps would allow a decrease in the high angles of wing setting necessary with most seaplanes, provided that the excess thrust is not too low.
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NASA Technical Reports Server (NTRS)
Mcgehee, C. R.
1986-01-01
This is Part 2-Appendices of a study conducted under Drones for Aerodynamic and Structural Testing (DAST) Program to accomplish the final design and hardware fabrication for four active control systems compatible with and ready for installation in the NASA Aeroelastic Research Wing No. 2 (ARW-2) and Firebee II drone flight test vehicle. The wing structure was designed so that Active Control Systems (ACS) are required in the normal flight envelope by integrating control system design with aerodynamics and structure technologies. The DAST ARW-2 configuration uses flutter suppression, relaxed static stability, and gust and maneuver load alleviation ACS systems, and an automatic flight control system. Performance goals and criteria were applied to individual systems and the systems collectively to assure that vehicle stability margins, flutter margins, flying qualities, and load reductions were achieved.
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NASA Technical Reports Server (NTRS)
Montoya, L. C.
1981-01-01
Three KC-135 winglet configurations were flight tested for cant/incidence angles of 15 deg/-4 deg, 15 deg/-2 deg, and 0 deg/-4 deg, as well as the basic wing. The flight results for the 15 deg/-4 deg and basic wing configurations confirm the wind tunnel predicted 7% incremental decrease in total drag at cruise conditions. The 15 deg/-4 configuration flight measured wing and winglet pressure distributions, loads, stability and control, flutter, and buffet also correlate well with predicted values. The only unexpected flight results as compared with analytical predictions is a flutter speed decrease for the 0 deg/-4 deg configuration. The 15 deg/-2 deg configuration results show essentially the same incremental drag reduction as the 15 deg/-4 deg configuration; however, the flight loads are approximately 30% higher for the 15 deg/-2 deg configuration. The drag data for the 0 deg/-4 deg configuration show only a flight drag reduction.
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Analysis of Global Ultrasonic Sensor Data from a Full Scale Wing Panel Test
NASA Astrophysics Data System (ADS)
Michaels, Jennifer E.; Michaels, Thomas E.; Martin, Ramaldo S.
2009-03-01
A full scale wing panel fatigue test was undertaken in 2007 as a part of the DARPA Structural Integrity Prognosis System (SIPS) program. Both local and global ultrasonic sensors were installed on the wing panel and data were recorded periodically over a period of about seven weeks. The local ultrasonic sensors interrogated a small number of selected fastener holes, and the global ultrasonic sensors were arranged in a spatially distributed array surrounding an area encompassing multiple fastener holes of interest. The global ultrasonic sensor data is the focus of the work reported here. Waveforms were recorded from all pitch-catch sensor pairs as a function of static load while fatiguing was paused. The time windows over which the waveforms were recorded were long enough to include most of the reverberating energy. Partway through the test simulated defects were temporarily introduced by gluing masses onto the surface of the wing panel, and waveforms were recorded immediately before their attachment and after their removal. The overall fatigue test was terminated while cracks originating from the fastener holes were still relatively small and before they reached the surface of the wing panel. Both detection and localization results are shown for the artificial damage, and the overall repeatability and stability of the signals are analyzed. Also shown is an analysis of how the reverberating signals change as a function of applied load. The fastener hole fatigue cracks were not detected by the global transducer array, which is not surprising given the final sizes of the cracks as determined by later destructive analysis. However, signals were stable throughout the entire fatigue test, and effects of load on the received signals were significant, both in the short-time and long-time signal regimes.
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NASA Technical Reports Server (NTRS)
Brune, G. W.; Weber, J. A.; Johnson, F. T.; Lu, P.; Rubbert, P. E.
1975-01-01
A method of predicting forces, moments, and detailed surface pressures on thin, sharp-edged wings with leading-edge vortex separation in incompressible flow is presented. The method employs an inviscid flow model in which the wing and the rolled-up vortex sheets are represented by piecewise, continuous quadratic doublet sheet distributions. The Kutta condition is imposed on all wing edges. Computed results are compared with experimental data and with the predictions of the leading-edge suction analogy for a selected number of wing planforms over a wide range of angle of attack. These comparisons show the method to be very promising, capable of producing not only force predictions, but also accurate predictions of detailed surface pressure distributions, loads, and moments.
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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)
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NASA Technical Reports Server (NTRS)
Evvard, John C
1950-01-01
A series of publications on the source-distribution methods for evaluating the aerodynamics of thin wings at supersonic speeds is summarized, extended, and unified. Included in the first part are the deviations of: (a) the linearized partial-differential equation for unsteady flow at a substantially constant Mach number. b) The source-distribution solution for the perturbation-velocity potential that satisfies the boundary conditions of tangential flow at the surface and in the plane of the wing; and (c) the integral equation for determining the strength and the location of sources to describe the interaction effects (as represented by upwash) of the bottom and top wing surfaces through the region between the finite wing boundary and the foremost Mach wave. The second part deals with steady-state thin-wing problems. The third part of the report approximates the integral equation for unsteady upwash and includes a solution of approximate equation. Expressions are then derived to evaluate the load distributions for time-dependent finite-wing motions.
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NASA Technical Reports Server (NTRS)
Bobbitt, Percy J
1957-01-01
The lifting-surface sidewash behind rolling triangular wings has been derived for a range of supersonic Mach numbers for which the wing leading edges remain swept behind the mark cone emanating from the wing apex. Variations of the sidewash with longitudinal distance in the vertical plane of symmetry are presented in graphical form. An approximate expression for the sidewash has been developed by means of an approach using a horseshoe-vortex approximate-lifting-line theory. By use of this approximate expression, sidewash may be computed for wings of arbitrary plan form and span loading. A comparison of the sidewash computed by lifting-surface and lifting-line expressions for the triangular wing showed good agreement except in the vicinity of the trailing edge when the leading edge approached the sonic condition. An illustrative calculation has been made of the force induced by the wing sidewash on a vertical tail located in various longitudinal positions.
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Morphological response of songbirds to 100 years of landscape change in North America.
Desrochers, A
2010-06-01
Major landscape changes caused by humans may create strong selection pressures and induce rapid evolution in natural populations. In the last 100 years, eastern North America has experienced extensive clear-cutting in boreal areas, while afforestation has occurred in most temperate areas. Based on museum specimens, I show that wings of several boreal forest songbirds and temperate songbirds of non-forest habitats have become more pointed over the last 100 years. In contrast, wings of most temperate forest and early-successional boreal forests species have become less pointed over the same period. In contrast to wing shape, the bill length of most species did not change significantly through time. These results are consistent with the "habitat isolation hypothesis", i.e., songbirds evolved in response to recent changes in the amount of available habitat and associated implications for mobility. Rapid morphological evolution may mitigate, without necessarily preventing, negative consequences of habitat loss caused by humans through direct exploitation or climate change.
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Homologization of the flight musculature of zygoptera (insecta: odonata) and neoptera (insecta).
Büsse, Sebastian; Genet, Cécile; Hörnschemeyer, Thomas
2013-01-01
Among the winged insects (Pterygota) the Dragonflies and Damselflies (Odonata) are unique for several reasons. Behaviourally they are aerial predators that hunt and catch their prey in flight, only. Morphologically the flight apparatus of Odonata is significantly different from what is found in the remaining Pterygota. However, to understand the phylogenetic relationships of winged insects and the origin and evolution of insect flight in general, it is essential to know how the elements of the odonatan flight apparatus relate to those of the other Pterygota. Here we present a comprehensive, comparative morphological investigation of the thoracic flight musculature of damselflies (Zygoptera). Based on our new data we propose a homologization scheme for the thoracic musculature throughout Pterygota. The new homology hypotheses will allow for future comparative work and especially for phylogenetic analyses using characters of the thoracic musculature throughout all winged insects. This will contribute to understand the early evolution of pterygote insects and their basal phylogenetic relationship.
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Homologization of the Flight Musculature of Zygoptera (Insecta: Odonata) and Neoptera (Insecta)
Büsse, Sebastian; Genet, Cécile; Hörnschemeyer, Thomas
2013-01-01
Among the winged insects (Pterygota) the Dragonflies and Damselflies (Odonata) are unique for several reasons. Behaviourally they are aerial predators that hunt and catch their prey in flight, only. Morphologically the flight apparatus of Odonata is significantly different from what is found in the remaining Pterygota. However, to understand the phylogenetic relationships of winged insects and the origin and evolution of insect flight in general, it is essential to know how the elements of the odonatan flight apparatus relate to those of the other Pterygota. Here we present a comprehensive, comparative morphological investigation of the thoracic flight musculature of damselflies (Zygoptera). Based on our new data we propose a homologization scheme for the thoracic musculature throughout Pterygota. The new homology hypotheses will allow for future comparative work and especially for phylogenetic analyses using characters of the thoracic musculature throughout all winged insects. This will contribute to understand the early evolution of pterygote insects and their basal phylogenetic relationship. PMID:23457479
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NASA Astrophysics Data System (ADS)
Kokubun, Nobuo; Yamamoto, Takashi; Sato, Nobuhiko; Watanuki, Yutaka; Will, Alexis; Kitaysky, Alexander S.; Takahashi, Akinori
2016-04-01
Subarctic environmental changes are expected to affect the foraging ecology of marine top predators, but the response to such changes may vary among species if they use food resources differently. We examined the characteristics of foraging behavior of two sympatric congeneric diving seabird: common (Uria aalge: hereafter COMUs) and thick-billed (U. lomvia: hereafter TBMUs) murres breeding on St. George Island, located in the seasonal sea-ice region of the Bering Sea. We investigated their foraging trip and flight durations, diel patterns of dive depth, and underwater wing strokes, along with wing morphology and blood stable isotope signatures and stress hormones. Acceleration-temperature-depth loggers were attached to chick-guarding birds, and data were obtained from 7 COMUs and 12 TBMUs. Both species showed similar mean trip duration (13.2 h for COMUs and 10.5 h for TBMUs) and similar diurnal patterns of diving (frequent dives to various depths in the daytime and less frequent dives to shallow depths in the nighttime). During the daytime, the dive depths of COMUs had two peaks in shallow (18.1 m) and deep (74.2 m) depths, while those of TBMUs were 20.2 m and 59.7 m. COMUs showed more frequent wing strokes during the bottom phase of dives (1.90 s-1) than TBMUs (1.66 s-1). Fish occurred more frequently in the bill loads of COMUs (85 %) than those of TBMUs (56 %). The δ15N value of blood was significantly higher in COMUs (14.5 ‰) than in TBMUs (13.1 ‰). The relatively small wing area (0.053 m2) of COMUs compared to TBMUs (0.067 m2) may facilitate their increased agility while foraging and allow them to capture more mobile prey such as larger fishes that inhabit deeper depths. These differences in food resource use may lead to the differential responses of the two murre species to marine environmental changes in the Bering Sea.
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14 CFR 23.531 - Hull and main float takeoff condition.
Code of Federal Regulations, 2011 CFR
2011-01-01
... or main float— (a) The aerodynamic wing lift is assumed to be zero; and (b) A downward inertia load...=inertia load factor; CTO=empirical seaplane operations factor equal to 0.004; VS1=seaplane stalling speed...
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14 CFR 23.531 - Hull and main float takeoff condition.
Code of Federal Regulations, 2014 CFR
2014-01-01
... or main float— (a) The aerodynamic wing lift is assumed to be zero; and (b) A downward inertia load...=inertia load factor; CTO=empirical seaplane operations factor equal to 0.004; VS1=seaplane stalling speed...
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14 CFR 23.531 - Hull and main float takeoff condition.
Code of Federal Regulations, 2013 CFR
2013-01-01
... or main float— (a) The aerodynamic wing lift is assumed to be zero; and (b) A downward inertia load...=inertia load factor; CTO=empirical seaplane operations factor equal to 0.004; VS1=seaplane stalling speed...
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14 CFR 23.531 - Hull and main float takeoff condition.
Code of Federal Regulations, 2012 CFR
2012-01-01
... or main float— (a) The aerodynamic wing lift is assumed to be zero; and (b) A downward inertia load...=inertia load factor; CTO=empirical seaplane operations factor equal to 0.004; VS1=seaplane stalling speed...
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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.
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Localised JAK/STAT Pathway Activation Is Required for Drosophila Wing Hinge Development
Johnstone, Kirsty; Wells, Richard E.; Strutt, David; Zeidler, Martin P.
2013-01-01
Extensive morphogenetic remodelling takes place during metamorphosis from a larval to an adult insect body plan. These changes are particularly intricate in the generation of the dipteran wing hinge, a complex structure that is derived from an apparently simple region of the wing imaginal disc. Using the characterisation of original outstretched alleles of the unpaired locus as a starting point, we demonstrate the role of JAK/STAT pathway signalling in the process of wing hinge development. We show that differences in JAK/STAT signalling within the proximal most of three lateral folds present in the wing imaginal disc is required for fold morphology and the subsequent differentiation of the first and second auxiliary sclerites as well as the posterior notal wing process. Changes in these domains are consistent with the established fate map of the wing disc. We show that outstretched wing posture phenotypes arise from the loss of a region of Unpaired expression in the proximal wing fold and demonstrate that this results in a decrease in JAK/STAT pathway activity. Finally we show that reduction of JAK/STAT pathway activity within the proximal wing fold is sufficient to phenocopy the outstretched phenotype. Taken together, we suggest that localised Unpaired expression and hence JAK/STAT pathway activity, is required for the morphogenesis of the adult wing hinge, providing new insights into the link between signal transduction pathways, patterning and development. PMID:23741461
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AFM imaging of natural optical structures
NASA Astrophysics Data System (ADS)
Dallaeva, Dinara; Tománek, Pavel; Prokopyeva, Elena; Kaspar, Pavel; Grmela, Lubomír.; Škarvada, Pavel
2015-01-01
The colors of some living organisms assosiated with the surface structure. Irridesence butterfly wings is an example of such coloration. Optical effects such as interference, diffraction, polarization are responsible for physical colors appearance. Alongside with amazing beauty this structure represent interest for design of optical devices. Here we report the results of morphology investigation by atomic force microscopy. The difference in surface structure of black and blue wings areas is clearly observed. It explains the angle dependence of the wing blue color, since these micrometer and sub-micrometer quasiperiodical structures could control the light propagation, absorption and reflection.
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Nonlinear Analysis and Post-Test Correlation for a Curved PRSEUS Panel
NASA Technical Reports Server (NTRS)
Gould, Kevin; Lovejoy, Andrew E.; Jegley, Dawn; Neal, Albert L.; Linton, Kim, A.; Bergan, Andrew C.; Bakuckas, John G., Jr.
2013-01-01
The Pultruded Rod Stitched Efficient Unitized Structure (PRSEUS) concept, developed by The Boeing Company, has been extensively studied as part of the National Aeronautics and Space Administration's (NASA s) Environmentally Responsible Aviation (ERA) Program. The PRSEUS concept provides a light-weight alternative to aluminum or traditional composite design concepts and is applicable to traditional-shaped fuselage barrels and wings, as well as advanced configurations such as a hybrid wing body or truss braced wings. Therefore, NASA, the Federal Aviation Administration (FAA) and The Boeing Company partnered in an effort to assess the performance and damage arrestments capabilities of a PRSEUS concept panel using a full-scale curved panel in the FAA Full-Scale Aircraft Structural Test Evaluation and Research (FASTER) facility. Testing was conducted in the FASTER facility by subjecting the panel to axial tension loads applied to the ends of the panel, internal pressure, and combined axial tension and internal pressure loadings. Additionally, reactive hoop loads were applied to the skin and frames of the panel along its edges. The panel successfully supported the required design loads in the pristine condition and with a severed stiffener. The panel also demonstrated that the PRSEUS concept could arrest the progression of damage including crack arrestment and crack turning. This paper presents the nonlinear post-test analysis and correlation with test results for the curved PRSEUS panel. It is shown that nonlinear analysis can accurately calculate the behavior of a PRSEUS panel under tension, pressure and combined loading conditions.
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2014-01-01
Background The colorful wing patterns of butterflies, a prime example of biodiversity, can change dramatically within closely related species. Wing pattern diversity is specifically present among papilionid butterflies. Whether a correlation between color and the evolution of these butterflies exists so far remained unsolved. Results We here investigate the Cattlehearts, Parides, a small Neotropical genus of papilionid butterflies with 36 members, the wings of which are marked by distinctly colored patches. By applying various physical techniques, we investigate the coloration toolkit of the wing scales. The wing scales contain two different, wavelength-selective absorbing pigments, causing pigmentary colorations. Scale ridges with multilayered lamellae, lumen multilayers or gyroid photonic crystals in the scale lumen create structural colors that are variously combined with these pigmentary colors. Conclusions The pigmentary and structural traits strongly correlate with the taxonomical distribution of Parides species. The experimental findings add crucial insight into the evolution of butterfly wing scales and show the importance of morphological parameter mapping for butterfly phylogenetics. PMID:25064167
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New Insights on Insect's Silent Flight. Part I: Vortex Dynamics and Wing Morphing
NASA Astrophysics Data System (ADS)
Ren, Yan; Liu, Geng; Dong, Haibo; Geng, Biao; Zheng, Xudong; Xue, Qian
2016-11-01
Insects are capable of conducting silent flights. This is attributed to its specially designed wing material properties for the control of vibration and surface morphing during the flapping flight. In current work, we focus on the roles of dynamic wing morphing on the unsteady vortex dynamics of a cicada in steady flight. A 3D image-based surface reconstruction method is used to obtain kinematical and morphological data of cicada wings from high-quality high-speed videos. The observed morphing wing kinematics is highly complex and a singular value decomposition method is used to decompose the wing motion to several dominant modes with distinct motion features. A high-fidelity immersed-boundary-based flow solver is then used to study the vortex dynamics in details. The results show that vortical structures closely relate to the morphing mode, which plays key role in the development and attachment of leading-edge vortex (LEV), thus helps the silent flapping of the cicada wings. This work is supported by AFOSR FA9550-12-1-0071 and NSF CBET-1313217.
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Yang, Qiang; Wang, Yongjie; Labandeira, Conrad C; Shih, Chungkun; Ren, Dong
2014-06-09
The Kalligrammatidae are distinctive, large, conspicuous, lacewings found in Eurasia from the Middle Jurassic to mid Early Cretaceous. Because of incomplete and often inadequate fossil preservation, an absence of detailed morphology, unclear relationships, and unknown evolutionary trends, the Kalligrammatidae are poorly understood. We describe three new subfamilies, four new genera, twelve new species and four unassigned species from the late Middle Jurassic Jiulongshan and mid Early Cretaceous Yixian Formations of China. These kalligrammatid taxa exhibit diverse morphological characters, such as mandibulate mouthparts in one major clade and siphonate mouthparts in the remaining four major clades, the presence or absence of a variety of distinctive wing markings such as stripes, wing spots and eyespots, as well as multiple major wing shapes. Based on phylogenetic analyses, the Kalligrammatidae are divided into five principal clades: Kalligrammatinae Handlirsch, 1906, Kallihemerobiinae Ren & Engel, 2008, Meioneurinae subfam. nov., Oregrammatinae subfam. nov. and Sophogrammatinae subfam. nov., each of which is accorded subfamily-level status. Our results show significant morphological and evolutionary differentiation of the Kalligrammatidae family during a 40 million-year-interval of the mid Mesozoic. A new phylogeny and classification of five subfamilies and their constituent genera is proposed for the Kalligrammatidae. These diverse, yet highly specialized taxa from northeastern China suggest that eastern Eurasia likely was an important diversification center for the Kalligrammatidae. Kalligrammatids possess an extraordinary morphological breadth and panoply of adaptations during the mid-Mesozoic that highlight our conclusion that their evolutionary biology is much more complex than heretofore realized.
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NASA Technical Reports Server (NTRS)
Mock, W. D.; Latham, R. A.
1982-01-01
The NASTRAN model plan for the wing structure was expanded in detail to generate the NASTRAN model for this substructure. The grid point coordinates were coded for each element. The material properties and sizing data for each element were specified. The wing substructure model was thoroughly checked out for continuity, connectivity, and constraints. This substructure was processed for structural influence coefficients (SIC) point loadings and the deflections were compared to those computed for the aircraft detail model. Finally, a demonstration and validation processing of this substructure was accomplished using the NASTRAN finite element program. The bulk data deck, stiffness matrices, and SIC output data were delivered.
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NASA Technical Reports Server (NTRS)
Yeger, S.
1985-01-01
Some basic problems connected with attempts to increase the size and capacity of transport aircraft are discussed. According to the square-cubic law, the increase in structural weight is proportional to the third power of the increase in the linear dimensions of the aircraft when geomettric similarity is maintained, while the surface area of the aircraft increases according to the second power. A consequence is that the fraction of useful weight will decrease as aircraft increase in size. However, in flying-wing designs in which the whole load on the wing is proportional to the distribution of lifting forces, the total bending moment on the wing will be sharply reduced, enabling lighter construction. Flying wings may have an ultimate capacity of 3000 passengers.
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Distributed power and control actuation in the thoracic mechanics of a robotic insect.
Finio, Benjamin M; Wood, Robert J
2010-12-01
Recent advances in the understanding of biological flight have inspired roboticists to create flapping-wing vehicles on the scale of insects and small birds. While our understanding of the wing kinematics, flight musculature and neuromotor control systems of insects has expanded, in practice it has proven quite difficult to construct an at-scale mechanical device capable of similar flight performance. One of the key challenges is the development of an effective and efficient transmission mechanism to control wing motions. Here we present multiple insect-scale robotic thorax designs capable of producing asymmetric wing kinematics similar to those observed in nature and utilized by dipteran insects to maneuver. Inspired by the thoracic mechanics of dipteran insects, which entail a morphological separation of power and control muscles, these designs show that such distributed actuation can also modulate wing motion in a robotic design.
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A galactic microquasar mimicking winged radio galaxies.
Martí, Josep; Luque-Escamilla, Pedro L; Bosch-Ramon, Valentí; Paredes, Josep M
2017-11-24
A subclass of extragalactic radio sources known as winged radio galaxies has puzzled astronomers for many years. The wing features are detected at radio wavelengths as low-surface-brightness radio lobes that are clearly misaligned with respect to the main lobe axis. Different models compete to account for these peculiar structures. Here, we report observational evidence that the parsec-scale radio jets in the Galactic microquasar GRS 1758-258 give rise to a Z-shaped radio emission strongly reminiscent of the X and Z-shaped morphologies found in winged radio galaxies. This is the first time that such extended emission features are observed in a microquasar, providing a new analogy for its extragalactic relatives. From our observations, we can clearly favour the hydrodynamic backflow interpretation against other possible wing formation scenarios. Assuming that physical processes are similar, we can extrapolate this conclusion and suggest that this mechanism could also be at work in many extragalactic cases.
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Ground vibration test of F-16 airplane with initial decoupler pylon
NASA Technical Reports Server (NTRS)
Cazier, F. W., Jr.; Kehoe, M. W.
1984-01-01
A ground vibration test was conducted on an F-16 airplane loaded on each wing with a 370-gal tank mounted on a standard pylon, a GBU-8 store mounted on a decoupler pylon, and an AIM-9J missile mounted on a wing-tip launcher. The decoupler pylon is a passive wing/store flutter-suppression device. The test was conducted prior to initial flight tests to determine the modal frequencies, mode shapes, and structural damping coefficients. The data presented include frequency response plots, force effect plots, and limited mode shape data.
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NASA Technical Reports Server (NTRS)
Harris, C. D.
1972-01-01
Wind tunnel tests have been conducted on a research airplane model with an NASA supercritical wing to define the general character of the flow over the wing and to aid in structural design of the full scale airplane. Pressure measurements were made at Mach numbers from 0.25 to 1.30 for sideslip angles from -2.50 deg to 2.50 deg over a moderate range of angles of attack and dynamic pressures. Except for representative figures, the results are presented in tabular form without detailed analysis.
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Aeroelastic Stability of the LCTR2 Civil Tiltrotor
2008-10-01
Airfoils MCP Maximum Continuous Power MRP Maximum Rated Power (take-off power) OGE Out of Ground Effect SFC Specific Fuel Consumption SLS Sea-Level...Ref. 6). Aircraft technology projections from the LCTR1 have been updated for the LCTR2 based on a service entry date of 2018. Table 1 summarizes...Length, ft 108.9 Wing span, ft 107.0 Wing loading, lb/ft2 107.4 Wing sweep −5.0 deg Engine power, hp 4×7500 SFC (at MRP , SLS), lb/hr/hp 0.373
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Dai, Mengyao; Wang, Yao; Fang, Lu; Irwin, David M; Zhu, Tengteng; Zhang, Junpeng; Zhang, Shuyi; Wang, Zhe
2014-01-01
Bats are the only mammals capable of self-powered flight using wings. Differing from mouse or human limbs, four elongated digits within a broad wing membrane support the bat wing, and the foot of the bat has evolved a long calcar that spread the interfemoral membrane. Our recent mRNA sequencing (mRNA-Seq) study found unique expression patterns for genes at the 5' end of the Hoxd gene cluster and for Tbx3 that are associated with digit elongation and wing membrane growth in bats. In this study, we focused on two additional genes, Meis2 and Mab21l2, identified from the mRNA-Seq data. Using whole-mount in situ hybridization (WISH) we validated the mRNA-Seq results for differences in the expression patterns of Meis2 and Mab21l2 between bat and mouse limbs, and further characterize the timing and location of the expression of these two genes. These analyses suggest that Meis2 may function in wing membrane growth and Mab21l2 may have a role in AP and DV axial patterning. In addition, we found that Tbx3 is uniquely expressed in the unique calcar structure found in the bat hindlimb, suggesting a role for this gene in calcar growth and elongation. Moreover, analysis of the coding sequences for Meis2, Mab21l2 and Tbx3 showed that Meis2 and Mab21l2 have high sequence identity, consistent with the functions of genes being conserved, but that Tbx3 showed accelerated evolution in bats. However, evidence for positive selection in Tbx3 was not found, which would suggest that the function of this gene has not been changed. Together, our findings support the hypothesis that the modulation of the spatiotemporal expression patterns of multiple functional conserved genes control limb morphology and drive morphological change in the diversification of mammalian limbs.
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Fang, Lu; Irwin, David M.; Zhu, Tengteng; Zhang, Junpeng; Zhang, Shuyi; Wang, Zhe
2014-01-01
Bats are the only mammals capable of self-powered flight using wings. Differing from mouse or human limbs, four elongated digits within a broad wing membrane support the bat wing, and the foot of the bat has evolved a long calcar that spread the interfemoral membrane. Our recent mRNA sequencing (mRNA-Seq) study found unique expression patterns for genes at the 5′ end of the Hoxd gene cluster and for Tbx3 that are associated with digit elongation and wing membrane growth in bats. In this study, we focused on two additional genes, Meis2 and Mab21l2, identified from the mRNA-Seq data. Using whole-mount in situ hybridization (WISH) we validated the mRNA-Seq results for differences in the expression patterns of Meis2 and Mab21l2 between bat and mouse limbs, and further characterize the timing and location of the expression of these two genes. These analyses suggest that Meis2 may function in wing membrane growth and Mab21l2 may have a role in AP and DV axial patterning. In addition, we found that Tbx3 is uniquely expressed in the unique calcar structure found in the bat hindlimb, suggesting a role for this gene in calcar growth and elongation. Moreover, analysis of the coding sequences for Meis2, Mab21l2 and Tbx3 showed that Meis2 and Mab21l2 have high sequence identity, consistent with the functions of genes being conserved, but that Tbx3 showed accelerated evolution in bats. However, evidence for positive selection in Tbx3 was not found, which would suggest that the function of this gene has not been changed. Together, our findings support the hypothesis that the modulation of the spatiotemporal expression patterns of multiple functional conserved genes control limb morphology and drive morphological change in the diversification of mammalian limbs. PMID:25166052
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Aerodynamics and Ecomorphology of Flexible Feathers and Morphing Bird Wings
NASA Astrophysics Data System (ADS)
Klaassen van Oorschot, Brett
Birds are talented fliers capable of vertical take-off and landing, navigating turbulent air, and flying thousands of miles without rest. How is this possible? What allows birds to exploit the aerial environment with such ease? In part, it may be because bird wings are unlike any engineered wing. They are flexible, strong, lightweight, and dynamically capable of changes in shape on a nearly instantaneous basis (Rayner, 1988; Tobalske, 2007). Moreover, much of this change is passive, modulated only by changes in airflow angle and velocity. Birds actively morph their wings and their feathers morph passively in response to airflow to meet aerodynamic demands. Wings are highly adapted to myriad aeroecological factors and aerodynamic conditions (e.g. Lockwood et al., 1998; Bowlin and Winkler, 2004). This dissertation contains the results of my research on the complexities of morphing avian wings and feathers. I chose to study three related-but-discrete aspects of the avian wing: 1) the aerodynamics of morphing wings during take-off and gliding flight, 2) the presence and significance of wing tip slots across the avian clade, and 3) the aerodynamic role of the emarginate primary feathers that form these wing tip slots. These experiments ask fundamental questions that have intrigued me since childhood: Why do birds have different wing shapes? And why do some birds have slotted wing tips? It's fair to say that you will not find definitive answers here--rather, you will find the methodical, incremental addition of new hypotheses and empirical evidence which will serve future researchers in their own pursuits of these questions. The first chapter explores active wing morphing in two disparate aerodynamic regimes: low-advance ratio flapping (such as during takeoff) and high-advance ratio gliding. This chapter was published in the Journal of Experimental Biology (Klaassen van Oorschot et al., 2016) with the help of an undergraduate researcher, Emily Mistick. We found that wing shape affected performance during flapping but not gliding flight. Extended wings outperformed swept wings by about a third in flapping flight. This finding contrasts previous work that showed wing shape didn't affect performance in flapping flight (Usherwood and Ellington, 2002a, 2002b). This work provided key insights that inspired the second and third chapters of my dissertation. The second chapter examines the significance of wing tip slots across 135 avian species, ranging from small passerines to large seabirds. This research was completed with the help of an undergraduate international researcher, Ho Kwan Tang, and is currently in press at the Journal of Morphology (Klaassen van Oorschot, in press). These slots are caused by asymmetric emarginations missing from the leading and trailing edge of the primary feathers. We used a novel metric of primary feather emargination that allowed us to show that wing tip slots are nearly ubiquitous across the avian clade. We also showed that emargination is segregated according to habitat and behavioral metrics like flight style. Finally, we showed that emargination scaled with mass. These findings illustrated that wing tip slots may be an adaptation for efficacy during vertical takeoff rather than efficiency during gliding flight. In the third chapter, I sought to better understand the function of these slotted primary feathers. In an effort to bridge biology and aeronautics, I collaborated with Richard Choroszucha, an aeronautical engineer from the University of Michigan, on this work. These feathers deflect under aerodynamic load, and it has been hypothesized that they reduce induced drag during gliding flight (Tucker, 1993, 1995). We exposed individual primary feathers to different speeds in the wind tunnel and measured deflection such as bend, twist, and sweep. We found that feather deflection reoriented force, resulting in increased lateral stability and delayed stall characteristics compared to a rigid airfoil. These findings lay the foundation for future biomimetic applications of passive morphing-wing aircraft. I aim to submit this chapter for publication at Bioinspiration & Biomimetics in the summer of 2017. The following dissertation represents my systematic discovery of avian aerodynamics and follows my progression as a scientist. Combined, the following chapters provide novel insight into the complex nature of morphing avian wings.
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Design of a digital ride quality augmentation system for commuter aircraft
NASA Technical Reports Server (NTRS)
Hammond, T. A.; Amin, S. P.; Paduano, J. D.; Downing, D. R.
1984-01-01
Commuter aircraft typically have low wing loadings, and fly at low altitudes, and so they are susceptible to undesirable accelerations caused by random atmospheric turbulence. Larger commercial aircraft typically have higher wing loadings and fly at altitudes where the turbulence level is lower, and so they provide smoother rides. This project was initiated based on the goal of making the ride of the commuter aircraft as smooth as the ride experienced on the major commercial airliners. The objectives of this project were to design a digital, longitudinal mode ride quality augmentation system (RQAS) for a commuter aircraft, and to investigate the effect of selected parameters on those designs.
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NASA Technical Reports Server (NTRS)
Allen, E. C.
1975-01-01
Results are presented for the 0.004-scale orbiter, external tank, and solid rocket boosters combined as an integrated vehicle in a trisonic wind tunnel at mach numbers from 0.6 to 2.0. The primary test objective was to determine the effectiveness of several methods in relieving the Orbiter wing bending and torsion loads and moments during launch. Effects of several midwing spoilers, termed flipper doors, and Orbiter/external tank incidence were investigated. Photographs are included.
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NASA Technical Reports Server (NTRS)
West, F E
1945-01-01
Lift characteristics and pressure distribution for a NACA 230 wing were investigated for an angle of attack range of from -10 to +24 degrees and Mach range of from 0.2 to 0.7. Maximum lift coefficient increased up to a Mach number of 0.3, decreased rapidly to a Mach number of 0.55, and then decreased moderately. At high speeds, maximum lift coefficient was reached at from 10 to 12 degrees beyond the stalling angle. In high-speed stalls, resultant load underwent a moderate shift outward.
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The aircraft energy efficiency active controls technology program
NASA Technical Reports Server (NTRS)
Hood, R. V., Jr.
1977-01-01
Broad outlines of the NASA Aircraft Energy Efficiency Program for expediting the application of active controls technology to civil transport aircraft are presented. Advances in propulsion and airframe technology to cut down on fuel consumption and fuel costs, a program for an energy-efficient transport, and integrated analysis and design technology in aerodynamics, structures, and active controls are envisaged. Fault-tolerant computer systems and fault-tolerant flight control system architectures are under study. Contracts with leading manufacturers for research and development work on wing-tip extensions and winglets for the B-747, a wing load alleviation system, elastic mode suppression, maneuver-load control, and gust alleviation are mentioned.
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NASA Technical Reports Server (NTRS)
Runckel, Jack F.; Hieser, Gerald
1961-01-01
An investigation has been conducted at the Langley 16-foot transonic tunnel to determine the loading characteristics of flap-type ailerons located at inboard, midspan, and outboard positions on a 45 deg. sweptback-wing-body combination. Aileron normal-force and hinge-moment data have been obtained at Mach numbers from 0.80 t o 1.03, at angles of attack up to about 27 deg., and at aileron deflections between approximately -15 deg. and 15 deg. Results of the investigation indicate that the loading over the ailerons was established by the wing-flow characteristics, and the loading shapes were irregular in the transonic speed range. The spanwise location of the aileron had little effect on the values of the slope of the curves of hinge-moment coefficient against aileron deflection, but the inboard aileron had the greatest value of the slope of the curves of hinge-moment coefficient against angle of attack and the outboard aileron had the least. Hinge-moment and aileron normal-force data taken with strain-gage instrumentation are compared with data obtained with pressure measurements.
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NASA Technical Reports Server (NTRS)
Lamar, J. E.
1994-01-01
This program represents a subsonic aerodynamic method for determining the mean camber surface of trimmed noncoplaner planforms with minimum vortex drag. With this program, multiple surfaces can be designed together to yield a trimmed configuration with minimum induced drag at some specified lift coefficient. The method uses a vortex-lattice and overcomes previous difficulties with chord loading specification. A Trefftz plane analysis is used to determine the optimum span loading for minimum drag. The program then solves for the mean camber surface of the wing associated with this loading. Pitching-moment or root-bending-moment constraints can be employed at the design lift coefficient. Sensitivity studies of vortex-lattice arrangements have been made with this program and comparisons with other theories show generally good agreement. The program is very versatile and has been applied to isolated wings, wing-canard configurations, a tandem wing, and a wing-winglet configuration. The design problem solved with this code is essentially an optimization one. A subsonic vortex-lattice is used to determine the span load distribution(s) on bent lifting line(s) in the Trefftz plane. A Lagrange multiplier technique determines the required loading which is used to calculate the mean camber slopes, which are then integrated to yield the local elevation surface. The problem of determining the necessary circulation matrix is simplified by having the chordwise shape of the bound circulation remain unchanged across each span, though the chordwise shape may vary from one planform to another. The circulation matrix is obtained by calculating the spanwise scaling of the chordwise shapes. A chordwise summation of the lift and pitching-moment is utilized in the Trefftz plane solution on the assumption that the trailing wake does not roll up and that the general configuration has specifiable chord loading shapes. VLMD is written in FORTRAN for IBM PC series and compatible computers running MS-DOS. This program requires 360K of RAM for execution. The Ryan McFarland FORTRAN compiler and PLINK86 are required to recompile the source code; however, a sample executable is provided on the diskette. The standard distribution medium for VLMD is a 5.25 inch 360K MS-DOS format diskette. VLMD was originally developed for use on CDC 6000 series computers in 1976. It was originally ported to the IBM PC in 1986, and, after minor modifications, the IBM PC port was released in 1993.
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Contrasting results from GWAS and QTL mapping on wing length in great reed warblers.
Hansson, Bengt; Sigeman, Hanna; Stervander, Martin; Tarka, Maja; Ponnikas, Suvi; Strandh, Maria; Westerdahl, Helena; Hasselquist, Dennis
2018-04-15
A major goal in evolutionary biology is to understand the genetic basis of adaptive traits. In migratory birds, wing morphology is such a trait. Our previous work on the great reed warbler (Acrocephalus arundinaceus) shows that wing length is highly heritable and under sexually antagonistic selection. Moreover, a quantitative trait locus (QTL) mapping analysis detected a pronounced QTL for wing length on chromosome 2, suggesting that wing morphology is partly controlled by genes with large effects. Here, we re-evaluate the genetic basis of wing length in great reed warblers using a genomewide association study (GWAS) approach based on restriction site-associated DNA sequencing (RADseq) data. We use GWAS models that account for relatedness between individuals and include covariates (sex, age and tarsus length). The resulting association landscape was flat with no peaks on chromosome 2 or elsewhere, which is in line with expectations for polygenic traits. Analysis of the distribution of p-values did not reveal biases, and the inflation factor was low. Effect sizes were however not uniformly distributed on some chromosomes, and the Z chromosome had weaker associations than autosomes. The level of linkage disequilibrium (LD) in the population decayed to background levels within c. 1 kbp. There could be several reasons to why our QTL study and GWAS gave contrasting results including differences in how associations are modelled (cosegregation in pedigree vs. LD associations), how covariates are accounted for in the models, type of marker used (multi- vs. biallelic), difference in power or a combination of these. Our study highlights that the genetic architecture even of highly heritable traits is difficult to characterize in wild populations. © 2018 John Wiley & Sons Ltd.
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The morphological transformation of red sequence galaxies in clusters since z ˜ 1
NASA Astrophysics Data System (ADS)
Cerulo, P.; Couch, W. J.; Lidman, C.; Demarco, R.; Huertas-Company, M.; Mei, S.; Sánchez-Janssen, R.; Barrientos, L. F.; Muñoz, R.
2017-11-01
The study of galaxy morphology is fundamental to understand the physical processes driving the structural evolution of galaxies. It has long been known that dense environments host high fractions of early-type galaxies and low fractions of late-type galaxies, indicating that the environment affects the structural evolution of galaxies. In this paper, we present an analysis of the morphological composition of red sequence galaxies in a sample of nine galaxy clusters at 0.8 < z < 1.5 drawn from the HAWK-I Cluster Survey (HCS), with the aim of investigating the evolutionary paths of galaxies with different morphologies. We classify galaxies according to their apparent bulge-to-total light ratio and compare with red sequence galaxies from the lower redshift WIde-field Nearby Galaxy-cluster Survey (WINGS) and ESO Distant Cluster Survey (EDisCS). We find that, while the HCS red sequence is dominated by elliptical galaxies at all luminosities and stellar masses, the WINGS red sequence is dominated by elliptical galaxies only at its bright end (MV < -21.0 mag), while S0s become the most frequent class at fainter luminosities. Disc-dominated galaxies comprise 10-14 per cent of the red sequence population in the low (WINGS) and high (HCS) redshift samples, although their fraction increases up to 40 per cent at 0.4 < z < 0.8 (EDisCS). We find a 20 per cent increase in the fraction of S0 galaxies from z ∼ 1.5 to 0.05 on the red sequence. These results suggest that elliptical and S0 galaxies follow different evolutionary histories and, in particular, that S0 galaxies result, at least at intermediate luminosities (-22.0 < MV < -20.0), from the morphological transformation of quiescent spiral galaxies.
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NASA Technical Reports Server (NTRS)
Peterson, Victor L.; Menees, Gene P.
1961-01-01
Results of an investigation of the aerodynamic loads on a canard airplane model are presented without detailed analysis for the Mach number range of 0.70 t o 2.22. The model consisted of a triangular wing and canard of aspect ratio 2 mounted on a Sears-Haack body of fineness ratio 12.5 and either a single body-mounted vertical tail or twin wing mounted vertical tails of low aspect ratio and sweptback plan form. The body, right wing panel, single vertical tail, and left twin vertical tail were instrumented for measuring pressures. Data were obtained for angles of attack ranging from -4 degrees to +16 degrees, nominal canard deflection angles of 0 degrees and 10 degrees, and angles of sideslip of 0 degrees and 5.3 degrees. The Reynolds number was 2.9 x 10(exp 6) based on the wing mean aerodynamic chord. Selected portions of the data are presented in graphical form and attention is directed to some of the results of the investigation. All of the experimental results have been tabulated in the form of pressure coefficients and integrations of the pressure coefficients and are available as supplements to this paper. A brief summary of the contents of the tabular material is given.
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Transport Mechanisms Governing initial Leading-Edge Vortex Development on a Pitching Wing
NASA Astrophysics Data System (ADS)
Wabick, Kevin; Berdon, Randall; Buchholz, James; Johnson, Kyle; Thurow, Brian
2017-11-01
The formation and evolution of Leading Edge Vortices (LEVs) are ubiquitous in natural fliers and maneuvering wings, and have a profound impact on aerodynamic loads. The formation of an LEV is experimentally investigated on a pitching flat-plate wing of aspect-ratio 2, and dimensionless pitch rates of k = Ωc / 2 U of 0.1, 0.2, and 0.5, at a Reynolds number of 104. The sources and sinks of vorticity that contribute to the growth and evolution of the LEV are investigated at spanwise regions of interest, and their relative balance is compared to other wing kinematics, and the case of a two-dimensional pitching wing. This work is supported by the Air Force Office of Scientific Research (Grant Number FA9550-16-1-0107, Dr. Douglas Smith, program manager).
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NASA Technical Reports Server (NTRS)
Ruo, S. Y.
1978-01-01
A computer program was developed to account approximately for the effects of finite wing thickness in transonic potential flow over an oscillation wing of finite span. The program is based on the original sonic box computer program for planar wing which was extended to account for the effect of wing thickness. Computational efficiency and accuracy were improved and swept trailing edges were accounted for. Account for the nonuniform flow caused by finite thickness was made by application of the local linearization concept with appropriate coordinate transformation. A brief description of each computer routine and the applications of cubic spline and spline surface data fitting techniques used in the program are given, and the method of input was shown in detail. Sample calculations as well as a complete listing of the computer program listing are presented.
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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.
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14 CFR 23.725 - Limit drop tests.
Code of Federal Regulations, 2011 CFR
2011-01-01
... assumed wing lift to the airplane weight, but not more than 0.667. (c) The limit inertia load factor must... test. (e) The limit inertia load factor must be determined from the drop test in paragraph (b) of this... paragraph (e) may not be more than the limit inertia load factor used in the landing conditions in § 23.473...
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14 CFR 23.725 - Limit drop tests.
Code of Federal Regulations, 2013 CFR
2013-01-01
... assumed wing lift to the airplane weight, but not more than 0.667. (c) The limit inertia load factor must... test. (e) The limit inertia load factor must be determined from the drop test in paragraph (b) of this... paragraph (e) may not be more than the limit inertia load factor used in the landing conditions in § 23.473...
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14 CFR 23.725 - Limit drop tests.
Code of Federal Regulations, 2012 CFR
2012-01-01
... assumed wing lift to the airplane weight, but not more than 0.667. (c) The limit inertia load factor must... test. (e) The limit inertia load factor must be determined from the drop test in paragraph (b) of this... paragraph (e) may not be more than the limit inertia load factor used in the landing conditions in § 23.473...
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14 CFR 23.725 - Limit drop tests.
Code of Federal Regulations, 2014 CFR
2014-01-01
... assumed wing lift to the airplane weight, but not more than 0.667. (c) The limit inertia load factor must... test. (e) The limit inertia load factor must be determined from the drop test in paragraph (b) of this... paragraph (e) may not be more than the limit inertia load factor used in the landing conditions in § 23.473...
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Aeroelastic passive control optimization of supersonic composite wing with external stores
NASA Astrophysics Data System (ADS)
Sulaeman, E.; Abdullah, N. A.; Kashif, S. M.
2017-03-01
This paper provides a study on passive aeroelastic control optimization, by means of aeroelastic tailoring, of a composite supersonic wing equipped with external stores. The objective of the optimization is to minimize wing weight by considering the aeroelastic flutter and divergence instability speeds as constraints at several flight altitudes. The optimization variables are the composite ply angle and skin thickness of the wing box, wing rib and its control surfaces. The aeroelastic instability speed is set as constraint such that it should be higher than the flutter speed of a metallic base line model of supersonic wing having previously published. A finite element analysis is applied to determine the stiffness and mass matric of the wing and its multi stores. The boundary element method in the form of doublet lattice method is used to model the unsteady aerodynamic load. The results indicate that, for the present wing configuration, the high modulus Graphite/Epoxy composite provides a desired higher flutter speed and lower wing weight compare to that of Kevlar/Epoxy composite as well as the base line metallic wing materials. The aeroelastic boundary thus can be enlarged to higher speed zone and in the same time reduce the structural weight which is important for a further optimization process.
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Preserving and vouchering butterflies and moths for large-scale museum-based molecular research
Epstein, Samantha W.; Mitter, Kim; Hamilton, Chris A.; Plotkin, David; Mitter, Charles
2016-01-01
Butterflies and moths (Lepidoptera) comprise significant portions of the world’s natural history collections, but a standardized tissue preservation protocol for molecular research is largely lacking. Lepidoptera have traditionally been spread on mounting boards to display wing patterns and colors, which are often important for species identification. Many molecular phylogenetic studies have used legs from pinned specimens as the primary source for DNA in order to preserve a morphological voucher, but the amount of available tissue is often limited. Preserving an entire specimen in a cryogenic freezer is ideal for DNA preservation, but without an easily accessible voucher it can make specimen identification, verification, and morphological work difficult. Here we present a procedure that creates accessible and easily visualized “wing vouchers” of individual Lepidoptera specimens, and preserves the remainder of the insect in a cryogenic freezer for molecular research. Wings are preserved in protective holders so that both dorsal and ventral patterns and colors can be easily viewed without further damage. Our wing vouchering system has been implemented at the University of Maryland (AToL Lep Collection) and the University of Florida (Florida Museum of Natural History, McGuire Center of Lepidoptera and Biodiversity), which are among two of the largest Lepidoptera molecular collections in the world. PMID:27366654
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Segment of Challenger's right wing unloaded at KSC Logistics Facility
1986-04-18
51L-10187 (18 April 1986) --- A 9'7" x 16' segment of Challenger's right wing is unloaded at the Logistics Facility after being off-loaded from the rescue and salvage ship USS Opportune. It was located and recovered by Navy divers from the Opportune about 12 nautical miles northeast of Cape Canaveral in 70 feet of water. Photo credit: NASA
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NASA Technical Reports Server (NTRS)
Mattson, Axel T.
1946-01-01
The results of tests made to determine the aerodynamic characteristics of a solid brake, a slotted brake, and a dive-recovery flap mounted on a high aspect ratio wing at high Mach numbers are presented. The data were obtained in the Langley 8-foot high-speed tunnel for corrected Mach numbers up to 0.940. The results have been analyzed with regard to the suitability of dive-control devices for a proposed high-speed airplane in limiting the airplane terminal Mach number by the use of dive brakes and in achieving favorable dive-recovery characteristics by the use of a dive-recovery flap. The analysis of the results indicated that the slotted brake would limit the proposed airplane terminal Mach number to values below 0.880 for altitudes up to 35,000 feet and a wing loading of 80 pounds per square foot and the dive-recovery flap would produce trim changes required for controlled pull-outs at 25,000 feet for a Mach number range from 0.800 to 0.900. Basic changes in spanwise loading are presented to aid in the evaluation of the wing strength requirements.
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Preliminary study of a large span-distributed-load flying-wing cargo airplane concept
NASA Technical Reports Server (NTRS)
Jernell, L. S.
1978-01-01
An aircraft capable of transporting containerized cargo over intercontinental distances is analyzed. The specifications for payload weight, density, and dimensions in essence configure the wing and establish unusually low values of wing loading and aspect ratio. The structural weight comprises only about 18 percent of the design maximum gross weight. Although the geometric aspect ratio is 4.53, the winglet effect of the wing-tip-mounted vertical tails, increase the effective aspect ratio to approximately 7.9. Sufficient control power to handle the large rolling moment of inertia dictates a relatively high minimum approach velocity of 315 km/hr (170 knots). The airplane has acceptable spiral, Dutch roll, and roll-damping modes. A hardened stability augmentation system is required. The most significant noise source is that of the airframe. However, for both take-off and approach, the levels are below the FAR-36 limit of 108 db. The design mission fuel efficiency is approximately 50 percent greater than that of the most advanced, currently operational, large freighter aircraft. The direct operating cost is significantly lower than that of current freighters, the advantage increasing as fuel price increases.
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Flutter of wings involving a locally distributed flexible control surface
NASA Astrophysics Data System (ADS)
Mozaffari-Jovin, S.; Firouz-Abadi, R. D.; Roshanian, J.
2015-11-01
This paper undertakes to facilitate appraisal of aeroelastic interaction of a locally distributed, flap-type control surface with aircraft wings operating in a subsonic potential flow field. The extended Hamilton's principle serves as a framework to ascertain the Euler-Lagrange equations for coupled bending-torsional-flap vibration. An analytical solution to this boundary-value problem is then accomplished by assumed modes and the extended Galerkin's method. The developed aeroelastic model considers both the inherent flexibility of the control surface displaced on the wing and the inertial coupling between these two flexible bodies. The structural deformations also obey the Euler-Bernoulli beam theory, along with the Kelvin-Voigt viscoelastic constitutive law. Meanwhile, the unsteady thin-airfoil and strip theories are the tools of producing the three-dimensional airloads. The origin of aerodynamic instability undergoes analysis in light of the oscillatory loads as well as the loads owing to arbitrary motions. After successful verification of the model, a systematic flutter survey was conducted on the theoretical effects of various control surface parameters. The results obtained demonstrate that the flapping modes and parameters of the control surface can significantly impact the flutter characteristics of the wings, which leads to a series of pertinent conclusions.
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Preliminary study of a large span-distributed-load flying-wing cargo airplane concept
DOE Office of Scientific and Technical Information (OSTI.GOV)
Jernell, L.S.
1978-05-01
An aircraft capable of transporting containerized cargo over intercontinental distances is analyzed. The specifications for payload weight, density, and dimensions in essence configure the wing and establish unusually low values of wing loading and aspect ratio. The structural weight comprises only about 18 percent of the design maximum gross weight. Although the geometric aspect ratio is 4.53, the winglet effect of the wing-tip-mounted vertical tails, increase the effective aspect ratio to approximately 7.9. Sufficient control power to handle the large rolling moment of inertia dictates a relatively high minimum approach velocity of 315 km/hr (170 knots). The airplane has acceptablemore » spiral, Dutch roll, and roll-damping modes. A hardened stability augmentation system is required. The most significant noise source is that of the airframe. However, for both take-off and approach, the levels are below the FAR-36 limit of 108 db. The design mission fuel efficiency is approximately 50 percent greater than that of the most advanced, currently operational, large freighter aircraft. The direct operating cost is significantly lower than that of current freighters, the advantage increasing as fuel price increases.« less
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Probabilistic Design of a Plate-Like Wing to Meet Flutter and Strength Requirements
NASA Technical Reports Server (NTRS)
Stroud, W. Jefferson; Krishnamurthy, T.; Mason, Brian H.; Smith, Steven A.; Naser, Ahmad S.
2002-01-01
An approach is presented for carrying out reliability-based design of a metallic, plate-like wing to meet strength and flutter requirements that are given in terms of risk/reliability. The design problem is to determine the thickness distribution such that wing weight is a minimum and the probability of failure is less than a specified value. Failure is assumed to occur if either the flutter speed is less than a specified allowable or the stress caused by a pressure loading is greater than a specified allowable. Four uncertain quantities are considered: wing thickness, calculated flutter speed, allowable stress, and magnitude of a uniform pressure load. The reliability-based design optimization approach described herein starts with a design obtained using conventional deterministic design optimization with margins on the allowables. Reliability is calculated using Monte Carlo simulation with response surfaces that provide values of stresses and flutter speed. During the reliability-based design optimization, the response surfaces and move limits are coordinated to ensure accuracy of the response surfaces. Studies carried out in the paper show the relationship between reliability and weight and indicate that, for the design problem considered, increases in reliability can be obtained with modest increases in weight.
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NASA Astrophysics Data System (ADS)
Dhruv, Akash; Blower, Christopher; Wickenheiser, Adam M.
2015-03-01
The ability of UAVs to operate in complex and hostile environments makes them useful in military and civil operations concerning surveillance and reconnaissance. However, limitations in size of UAVs and communication delays prohibit their operation close to the ground and in cluttered environments, which increase risks associated with turbulence and wind gusts that cause trajectory deviations and potential loss of the vehicle. In the last decade, scientists and engineers have turned towards bio-inspiration to solve these issues by developing innovative flow control methods that offer better stability, controllability, and maneuverability. This paper presents an aerodynamic load solver for bio-inspired wings that consist of an array of feather-like flaps installed across the upper and lower surfaces in both the chord- and span-wise directions, mimicking the feathers of an avian wing. Each flap has the ability to rotate into both the wing body and the inbound airflow, generating complex flap configurations unobtainable by traditional wings that offer improved aerodynamic stability against gusting flows and turbulence. The solver discussed is an unsteady three-dimensional iterative doublet panel method with vortex particle wakes. This panel method models the wake-body interactions between multiple flaps effectively without the need to define specific wake geometries, thereby eliminating the need to manually model the wake for each configuration. To incorporate viscous flow characteristics, an iterative boundary layer theory is employed, modeling laminar, transitional and turbulent regions over the wing's surfaces, in addition to flow separation and reattachment locations. This technique enables the boundary layer to influence the wake strength and geometry both within the wing and aft of the trailing edge. The results obtained from this solver are validated using experimental data from a low-speed suction wind tunnel operating at Reynolds Number 300,000. This method enables fast and accurate assessment of aerodynamic loads for initial design of complex wing configurations compared to other methods available.
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Tipping the scales: Evolution of the allometric slope independent of average trait size.
Stillwell, R Craig; Shingleton, Alexander W; Dworkin, Ian; Frankino, W Anthony
2016-02-01
The scaling of body parts is central to the expression of morphology across body sizes and to the generation of morphological diversity within and among species. Although patterns of scaling-relationship evolution have been well documented for over one hundred years, little is known regarding how selection acts to generate these patterns. In part, this is because it is unclear the extent to which the elements of log-linear scaling relationships-the intercept or mean trait size and the slope-can evolve independently. Here, using the wing-body size scaling relationship in Drosophila melanogaster as an empirical model, we use artificial selection to demonstrate that the slope of a morphological scaling relationship between an organ (the wing) and body size can evolve independently of mean organ or body size. We discuss our findings in the context of how selection likely operates on morphological scaling relationships in nature, the developmental basis for evolved changes in scaling, and the general approach of using individual-based selection experiments to study the expression and evolution of morphological scaling. © 2016 The Author(s). Evolution © 2016 The Society for the Study of Evolution.
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14 CFR 23.1583 - Operating limitations.
Code of Federal Regulations, 2012 CFR
2012-01-01
...) The maximum zero wing fuel weight, where relevant, as established in accordance with § 23.343. (d... passenger seating configuration. The maximum passenger seating configuration. (k) Allowable lateral fuel loading. The maximum allowable lateral fuel loading differential, if less than the maximum possible. (l...
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Design and aerodynamic characteristics of a span morphing wing
NASA Astrophysics Data System (ADS)
Yu, Yuemin; Liu, Yanju; Leng, Jinsong
2009-03-01
Flight vehicles are often designed to function around a primary operating point such as an efficient cruise or a high maneuverability mode. Performance and efficiency deteriorate rapidly as the airplane moves towards other portions of the flight envelope. One solution to this quandary is to radically change the shape of the aircraft. This yields both improved efficiency and a larger flight envelope. This global shape change is an example of morphing aircraft . One concept of morphing is the span morphing wing in which the wingspan is varied to accommodate multiple flight regimes. This type of design allows for at least two discreet modes of the aircraft. The original configuration, in which the extensible portion of the wing is fully retracted, yields a high speed dash mode. Fully extending the wing provides the aircraft with a low speed mode tailored for fine tracking and loiter tasks. This paper discusses the design of a span morphing wing that permits a change in the aspect ratio while simultaneously supporting structural wing loads. The wing cross section is maintained by NACA 4412 rib sections . The span morphing wing was investigated in different configurations. The wing area and the aspect ratio of the span morphing wing increase as the wings pan increases. Computational aerodynamics are used to estimate the performance and dynamic characteristics of each wing shape of this span morphing wing as its wingspan is changed. Results show that in order to obtain the same lift, the conventional wing requires a larger angle of attach(AOA) than that of the span morphing wing.The lift of the span morphing wing increases as the wing span ,Mach number and AOA increases.
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NASA Technical Reports Server (NTRS)
Nguyen, Nhan; James Urnes, Sr.
2012-01-01
Lightweight aircraft design has received a considerable attention in recent years as a means for improving cruise efficiency. Reducing aircraft weight results in lower lift requirements which directly translate into lower drag, hence reduced engine thrust requirements during cruise. The use of lightweight materials such as advanced composite materials has been adopted by airframe manufacturers in current and future aircraft. Modern lightweight materials can provide less structural rigidity while maintaining load-carrying capacity. As structural flexibility increases, aeroelastic interactions with aerodynamic forces and moments become an increasingly important consideration in aircraft design and aerodynamic performance. Furthermore, aeroelastic interactions with flight dynamics can result in issues with vehicle stability and control. Abstract This paper describes a recent aeroelastic modeling effort for an elastically shaped aircraft concept (ESAC). The aircraft model is based on the rigid-body generic transport model (GTM) originally developed at NASA Langley Research Center. The ESAC distinguishes itself from the GTM in that it is equipped with highly flexible wing structures as a weight reduction design feature. More significantly, the wings are outfitted with a novel control effector concept called variable camber continuous trailing edge (VCCTE) flap system for active control of wing aeroelastic deflections to optimize the local angle of attack of wing sections for improved aerodynamic efficiency through cruise drag reduction and lift enhancement during take-off and landing. The VCCTE flap is a multi-functional and aerodynamically efficient device capable of achieving high lift-to-drag ratios. The flap system is comprised of three chordwise segments that form the variable camber feature of the flap and multiple spanwise segments that form a piecewise continuous trailing edge. By configuring the flap camber and trailing edge shape, drag reduction could be achieved. Moreover, some parts of the flap system can be made to have a high frequency response for roll control, gust load alleviation, and aeroservoelastic (ASE) modal suppression control. Abstract The aeroelastic model of the ESAC is based on one-dimensional structural dynamic theory that captures the aeroelastic deformation of a wing structure in a combined motion that involves flapwise bending, chordwise bending, and torsion. The model includes the effect of aircraft propulsion due to wing flexibility which causes the propulsive forces and moments to couple with the wing elastic motion. Engine mass is also accounted in the model. A fuel management model is developed to describe the wing mass change due to fuel usage in the main tank and wing tanks during cruise. Abstract The model computes both static and dynamic responses of the wing structures. The static aeroelastic deflections are used to estimate the effect of wing flexibility on induced drag and the potential drag reduction by the VCCTE flap system. A flutter analysis is conducted to estimate the flutter speed boundary. Gust load alleviation via adaptive control has been recently investigated to address flexibility of aircraft structures. A multi-objective flight control approach is presented for drag reduction control. The approach is based on an optimal control framework using a multi-objective cost function. Future studies will demonstrate the potential benefits of the approach.
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Aeroelasticity of morphing wings using neural networks
NASA Astrophysics Data System (ADS)
Natarajan, Anand
In this dissertation, neural networks are designed to effectively model static non-linear aeroelastic problems in adaptive structures and linear dynamic aeroelastic systems with time varying stiffness. The use of adaptive materials in aircraft wings allows for the change of the contour or the configuration of a wing (morphing) in flight. The use of smart materials, to accomplish these deformations, can imply that the stiffness of the wing with a morphing contour changes as the contour changes. For a rapidly oscillating body in a fluid field, continuously adapting structural parameters may render the wing to behave as a time variant system. Even the internal spars/ribs of the aircraft wing which define the wing stiffness can be made adaptive, that is, their stiffness can be made to vary with time. The immediate effect on the structural dynamics of the wing, is that, the wing motion is governed by a differential equation with time varying coefficients. The study of this concept of a time varying torsional stiffness, made possible by the use of active materials and adaptive spars, in the dynamic aeroelastic behavior of an adaptable airfoil is performed here. Another type of aeroelastic problem of an adaptive structure that is investigated here, is the shape control of an adaptive bump situated on the leading edge of an airfoil. Such a bump is useful in achieving flow separation control for lateral directional maneuverability of the aircraft. Since actuators are being used to create this bump on the wing surface, the energy required to do so needs to be minimized. The adverse pressure drag as a result of this bump needs to be controlled so that the loss in lift over the wing is made minimal. The design of such a "spoiler bump" on the surface of the airfoil is an optimization problem of maximizing pressure drag due to flow separation while minimizing the loss in lift and energy required to deform the bump. One neural network is trained using the CFD code FLUENT to represent the aerodynamic loading over the bump. A second neural network is trained for calculating the actuator loads, bump displacement and lift, drag forces over the airfoil using the finite element solver, ANSYS and the previously trained neural network. This non-linear aeroelastic model of the deforming bump on an airfoil surface using neural networks can serve as a fore-runner for other non-linear aeroelastic problems.
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Garzón, Maximiliano J; Schweigmann, Nicolás
2018-05-16
Gene flow restrictions between populations of Aedes albifasciatus, the vector of Western equine encephalitis and Dirophilaria immitis, have been described in the central region of Argentina. Genetic and eco-physiological variations usually result in local forms reflecting the climatic regions. Mosquito wings and their different parts have ecological functions in flight and communication. Therefore, wing shape could be considered an aspect of sexual dimorphism, and its eco-physiological responses can be expressed as morphological changes induced by the environment. To compare the geographical and sexual variations with respect to wing shape and size in two Ae. albifasciatus populations from contrasting climates of Argentina (temperate: Buenos Aires, and the arid steppe of Patagonia: Sarmiento), the wings of adults reared in thermal trays at different constant temperatures (10-29 °C) were analyzed. The wing size of Ae. albifasciatus showed inverse linear relationships with the rearing thermal condition and higher slope for Buenos Aires. In the cool range (10-17 °C), geographical size variations responded to the converse Bergmann's rule, where Buenos Aires individuals were larger than those from Sarmiento. Sexual shape dimorphism occurred in both populations while geographical variation in shape was observed in both sexes. Buenos Aires individuals showed greater response sensitivity with respect to the size-temperature relation than those from Sarmiento. The converse Bergmann's rule in size variation could be due to a higher development rate in Sarmiento to produce more cohorts in the limited favorable season. The shape could be more relevant with respect to the size in the study of population structures due to the size being more liable to vary due to changes in the environment. The geographical variations with respect to morphology could be favored by the isolation between populations and adaptations to the environmental conditions. Our results demonstrate that the shape and size of wing provide useful phenotypic information for studies related to sexual and environmental adaptations.
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Structural Load Alleviation Applied to Next Generation Aircraft and Wind Turbines
NASA Technical Reports Server (NTRS)
Frost, Susan
2011-01-01
Reducing the environmental impact of aviation is a goal of the Subsonic Fixed Wing Project under the Fundamental Aeronautics Program of NASAs Aeronautics Research Mission Directorate. Environmental impact of aviation is being addressed by novel aircraft configurations and materials that reduce aircraft weight and increase aerodynamic efficiency. NASA is developing tools to address the challenges of increased airframe flexibility created by wings constructed with reduced structural material and novel light-weight materials. This talk will present a framework and demonstration of a flight control system using optimal control allocation with structural load feedback and constraints to achieve safe aircraft operation. As wind turbines age, they become susceptible to many forms of blade degradation. Results will be presented on work in progress that uses adaptive contingency control for load mitigation in a wind turbine simulation with blade damage progression modeled.
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Perspective on the span-distributed-load concept for application to large cargo aircraft design
NASA Technical Reports Server (NTRS)
Whitehead, A. H., Jr.
1975-01-01
Results of a simplified analysis of the span-distributed-load concept (in which payload is placed within the wing structure) are presented. It is shown that a design based on these principles has a high potential for application to future large air cargo transport. Significant improvements are foreseen in increased payload fraction and productivity and in reduced fuel consumption and operating costs. A review of the efforts in the 1940's to develop all-wing aircraft shows the potential of transferring those early technological developments to current design of distributed-load aircraft. Current market analyses are projected to 1990 to show the future commercial demand for large capacity freighters. Several configuration designs which would serve different market requirements for these large freighters are discussed as are some of the pacing-technology requirements.
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A prediction model for lift-fan simulator performance. M.S. Thesis - Cleveland State Univ.
NASA Technical Reports Server (NTRS)
Yuska, J. A.
1972-01-01
The performance characteristics of a model VTOL lift-fan simulator installed in a two-dimensional wing are presented. The lift-fan simulator consisted of a 15-inch diameter fan driven by a turbine contained in the fan hub. The performance of the lift-fan simulator was measured in two ways: (1) the calculated momentum thrust of the fan and turbine (total thrust loading), and (2) the axial-force measured on a load cell force balance (axial-force loading). Tests were conducted over a wide range of crossflow velocities, corrected tip speeds, and wing angle of attack. A prediction modeling technique was developed to help in analyzing the performance characteristics of lift-fan simulators. A multiple linear regression analysis technique is presented which calculates prediction model equations for the dependent variables.
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The potential influence of morphology on the evolutionary divergence of an acoustic signal
Pitchers, W. R.; Klingenberg, C.P.; Tregenza, Tom; Hunt, J.; Dworkin, I.
2014-01-01
The evolution of acoustic behaviour and that of the morphological traits mediating its production are often coupled. Lack of variation in the underlying morphology of signalling traits has the potential to constrain signal evolution. This relationship is particularly likely in field crickets, where males produce acoustic advertisement signals to attract females by stridulating with specialized structures on their forewings. In this study, we characterise the size and geometric shape of the forewings of males from six allopatric populations of the black field cricket (Teleogryllus commodus) known to have divergent advertisement calls. We sample from each of these populations using both wild-caught and common-garden reared cohorts, allowing us to test for multivariate relationships between wing morphology and call structure. We show that the allometry of shape has diverged across populations. However, there was a surprisingly small amount of covariation between wing shape and call structure within populations. Given the importance of male size for sexual selection in crickets, the divergence we observe among populations has the potential to influence the evolution of advertisement calls in this species. PMID:25223712
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Rolling Maneuver Load Alleviation using active controls
NASA Technical Reports Server (NTRS)
Woods-Vedeler, Jessica A.; Pototzky, Anthony S.
1992-01-01
Rolling Maneuver Load Alleviation (RMLA) has been demonstrated on the Active Flexible Wing (AFW) wind tunnel model in the NASA Langley Transonic Dynamics Tunnel. The design objective was to develop a systematic approach for developing active control laws to alleviate wing incremental loads during roll maneuvers. Using linear load models for the AFW wind-tunnel model which were based on experimental measurements, two RMLA control laws were developed based on a single-degree-of-freedom roll model. The RMLA control laws utilized actuation of outboard control surface pairs to counteract incremental loads generated during rolling maneuvers and actuation of the trailing edge inboard control surface pairs to maintain roll performance. To evaluate the RMLA control laws, roll maneuvers were performed in the wind tunnel at dynamic pressures of 150, 200, and 250 psf and Mach numbers of 0.33, .38 and .44, respectively. Loads obtained during these maneuvers were compared to baseline maneuver loads. For both RMLA controllers, the incremental torsion moments were reduced by up to 60 percent at all dynamic pressures and performance times. Results for bending moment load reductions during roll maneuvers varied. In addition, in a multiple function test, RMLA and flutter suppression system control laws were operated simultaneously during roll maneuvers at dynamic pressures 11 percent above the open-loop flutter dynamic pressure.
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Origin and diversification of wings: Insights from a neopteran insect.
Medved, Victor; Marden, James H; Fescemyer, Howard W; Der, Joshua P; Liu, Jin; Mahfooz, Najmus; Popadić, Aleksandar
2015-12-29
Winged insects underwent an unparalleled evolutionary radiation, but mechanisms underlying the origin and diversification of wings in basal insects are sparsely known compared with more derived holometabolous insects. In the neopteran species Oncopeltus fasciatus, we manipulated wing specification genes and used RNA-seq to obtain both functional and genomic perspectives. Combined with previous studies, our results suggest the following key steps in wing origin and diversification. First, a set of dorsally derived outgrowths evolved along a number of body segments including the first thoracic segment (T1). Homeotic genes were subsequently co-opted to suppress growth of some dorsal flaps in the thorax and abdomen. In T1 this suppression was accomplished by Sex combs reduced, that when experimentally removed, results in an ectopic T1 flap similar to prothoracic winglets present in fossil hemipteroids and other early insects. Global gene-expression differences in ectopic T1 vs. T2/T3 wings suggest that the transition from flaps to wings required ventrally originating cells, homologous with those in ancestral arthropod gill flaps/epipods, to migrate dorsally and fuse with the dorsal flap tissue thereby bringing new functional gene networks; these presumably enabled the T2/T3 wing's increased size and functionality. Third, "fused" wings became both the wing blade and surrounding regions of the dorsal thorax cuticle, providing tissue for subsequent modifications including wing folding and the fit of folded wings. Finally, Ultrabithorax was co-opted to uncouple the morphology of T2 and T3 wings and to act as a general modifier of hindwings, which in turn governed the subsequent diversification of lineage-specific wing forms.