Sample records for wing pivot fitting

  1. F-8 oblique wing structural feasibility study

    NASA Technical Reports Server (NTRS)

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

    1975-01-01

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

  2. Fitness profiling in handball: physical and physiological characteristics of elite players.

    PubMed

    Sporis, Goran; Vuleta, Dinko; Vuleta, Dinko; Milanović, Dragan

    2010-09-01

    The purpose of this study was to describe the structural and functional characteristics of elite Croatian handball players and to evaluate whether the players in different positional roles have different physical and physiological profiles. According to the positional roles, players were categorized as goalkeepers (n = 13), wing players (n = 26), backcourt players (n = 28) and pivot players (n = 25). The goalkeepers were older (p < 0.01), and the pivot players were more experienced (p < 0.01) than the backcourt players. The wings were the shortest players in the team. The pivots were tallest and heavier than the backcourt and wing players (p < 0.01), whereas the backcourt players were tallest then wings (p < 0.01). Goalkeepers had more body fat than the backcourt and wing players (p < 0.01). The backcourt players had a lower percentage of body fat. The backcourt players were the quickest players in the team when looking at values of maximal running speed on a treadmill. The Goalkeepers were the slowest players in the team (p < 0.01). The best average results concerning maximal heart rate were detected among the backcourt players. There were no statistically significant differences between the players'positions when measuring blood lactate and maximal heart rate. A strong negative correlation was found between body fat and maximal running speed (r = -0.68, p < 0.01). Coaches are able to use this information to determine which type of profile is needed for a specific position. Experienced coaches can used this information in the process of designing a training program to maximize the fitness development of handball players, with one purpose only, to achieve success in handball.

  3. Variable Geometry Aircraft Wing Supported by Struts And/Or Trusses

    NASA Technical Reports Server (NTRS)

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

    2016-01-01

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

  4. Differences in biological maturation, anthropometry and physical performance between playing positions in youth team handball.

    PubMed

    Matthys, Stijn P J; Fransen, Job; Vaeyens, Roel; Lenoir, Matthieu; Philippaerts, Renaat

    2013-01-01

    It was the goal of this cross-sectional study to examine differences in maturity, anthropometry and physical performance between youth handball players across different playing positions (i.e. goalkeeper, back, pivot and wing). Multivariate analysis of covariance (MANCOVA), accounting for biological maturation, was used to assess positional differences in 472 male youth handball players from three age groups: U14, U15 and U16. Differences in age at peak height velocity were found in all age groups. Backs were significantly more mature than wings in U14 and U15 and than wings and pivots in U16. Furthermore, backs are overall taller, have a bigger arm span and perform best on tests for strength, agility and speed, especially in the U15 age group. Therefore, it can be concluded that youth players with the most advanced maturation status and the most favourable anthropometry and physical fitness scores, are consistently positioned in the back position. Players with a less advanced maturity status and an overall smaller stature are placed on the wing or pivot positions. In conclusion, it seems that anthropometrical and maturational characteristics are used by coaches to directly and/or indirectly select players for specific field positions. This strategy is risky since anthropometry and maturity status change over the years.

  5. Electron beam welding of aircraft structures. [joining of titanium alloy wing structures on F-14 aircraft

    NASA Technical Reports Server (NTRS)

    Witt, R. H.

    1972-01-01

    Requirements for advanced aircraft have led to more extensive use of titanium alloys and the resultant search for joining processes which can produce lightweight, high strength airframe structures efficiently. As a result, electron beam welding has been investigated. The following F-14A components are now being EB welded in production and are mainly annealed Ti-6Al-4V except for the upper wing cover which is annealed Ti-6Al-6V-2Sn: F-14A wing center section box, and F-14A lower and upper wing covers joined to wing pivot fitting assemblies. Criteria for selection of welding processes, the EB welding facility, development work on EB welding titanium alloys, and F-14A production and sliding seal electron beam welding are reported.

  6. Large capacity oblique all-wing transport aircraft

    NASA Technical Reports Server (NTRS)

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

    1996-01-01

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

  7. Fracture Prediction in Plane Elasto-Plastic Problems by the Finite Element Method.

    DTIC Science & Technology

    1978-01-01

    analysis and testing became an integral part of aircraft design . Fatigue 2 analysis frequently took the form of a damage accumulation theory such as...dictated that any cracking was to be considered a failure. The loss of a U.S. Air Force F-Ill in 1969 initiated a rethinking of airframe design and...analysis concepts. 1 Failure in this aircraft was traced to a small manufactur- ing flaw in a wing pivot fitting, not to a design induced fatigue. In a

  8. Aeroelastic character of a National Aerospace Plane demonstrator concept

    NASA Technical Reports Server (NTRS)

    Spain, Charles V.; Zeiler, Thomas A.; Gibbons, Michael D.; Soistmann, David L.; Pozefsky, Peter; Dejesus, Rafael O.; Brannon, Cyprian P.

    1993-01-01

    The paper provides an analytical assessment of the flutter character of an unclassified National Aerospace Plane configuration known as the demonstrator. Linear subsonic, supersonic, and hypersonic analysis indicate that the vehicle is prone to body-freedom flutter resulting from the decrease in vibration frequency of the all-moveable wing at high flight dynamic pressures. As the wing-pivot frequency decreases, it couples with the vehicle short-period mode resulting in dynamic instability. A similar instability sometimes occurs when the pivot mode couples with the fuselage-bending mode. Also assessed, for supersonic flight conditions, are configuration variations that include relocation of the wing further aft on the lifting-body fuselage, and the addition of body flaps to the rear of the vehicle. These changes are destabilizing because they result in severe wing-pivot/fuselage-bending instabilities at dynamic pressures lower than the instabilities indicated for the original demonstrator. Finally, a two-point wing support and actuation system concept is proposed for the National Aerospace Plane, which if developed may (according to cursory analysis) enhance overall stability.

  9. Anthropometric and physical performance characteristics of professional handball players: influence of playing position.

    PubMed

    Schwesig, René; Hermassi, Souhail; Fieseler, Georg; Irlenbusch, Lars; Noack, Frank; Delank, Karl-Stefan; Shephard, Roy J; Chelly, Mohamed-Souhaiel

    2017-11-01

    The aims of the study were to examine the anthropometric and physical performance characteristics of professional handball players classified by playing position. Twenty-one competitors (age: 25.2±5.1 years) were categorized as backs, pivots, wings or goalkeepers. Measures included anthropometrics (body height and mass), scores on the Yo-Yo Intermittent Recovery Test (total distance covered, TD), repeated-sprint ability (6 repetitions of 2x15-m shuttle sprints with recording of best time for a single trial, RSAbest) and performance on a complex handball test (HBKT) of throw slap (TS) and throw jump (TJ) with and without precision. The anthropometric data revealed a significantly lower body height for wings and pivots than for goalkeepers. Wings, pivots and goalkeepers were significantly shorter than backs, but had a similar BMI. The TD was greater for the wings (2.400 m) than for backs (1.832 m) and pivots (2.067m). Wings also achieved a better RSAbest (5.41 s) than backs (5.68 s) or pivots (5.82 s). Body height was significantly related to throw slap (TS) and jump (JT) (r=0.53, P<0.01; r=0.51, P<0.01 respectively). No significant difference (P=0.675; η2=0.009) was seen between JT with precision and JT without precision. Substantial differences of body build and physical performance between playing positions underline the importance of a careful assignment of such positions and the development of position-specific training for professional handball players by modifying both intermittent aerobic and anaerobic endurance components of training sessions.

  10. Oblique Wing Flights

    NASA Image and Video Library

    2018-05-09

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

  11. Remote pivot decoupler pylon: Wing/store flutter suppressor

    NASA Technical Reports Server (NTRS)

    Hassler, J. M., Jr. (Inventor)

    1986-01-01

    A device for suspending a store from an aerodynamic support surface, such an an aircraft wing, and more specifically, for improving upon singlet pivot decoupler pylons by reducing both frequency of active store, alignment, and alignment system space and power requirements. Two links suspend a lower pylon/rack section and releasable attached store from an upper pylon section mounted under the wing. The links allow the lower pylon section to rotate in pitch about a remote pivot point. A leaf spring connected between the lower section and electrical alignment system servomechanism provides pitch alignment of the lower section/store combination. The servomechanism utilizes an electric servomotor to drive the gear train and reversibly move the leaf spring, thereby maintaining the pitch attitude of the store within acceptable limits. The damper strokes when the lower section rotates to damp large oscillations of store.

  12. Physiological demands of elite team handball with special reference to playing position.

    PubMed

    Póvoas, Susana C A; Ascensão, António A M R; Magalhães, José; Seabra, André F; Krustrup, Peter; Soares, José M C; Rebelo, António N C

    2014-02-01

    This study aimed to analyze the physiological demands of match play for different playing positions in elite male team handball. Time motion (N = 30) and heart rate (HR; N = 70) data were recorded throughout 10 official matches. The mean distance covered by backcourt players (4.96 ± 0.64 km) was greater (p ≤ 0.02) than for wings and pivots (4.23 ± 0.52 and 3.91 ± 0.51 km, respectively). Backcourt players spent less time standing still and walking (∼76%) than wings and pivots (∼80%) (p ≤ 0.03), and wings spent more time sprinting than the other playing positions. Backcourt players (122.9 ± 17.0) and pivots (126.8 ± 33.0) performed more high-demanding actions per game than wings (54.6 ± 15.6) (p = 0.01). The time spent by pivots in high-intensity activities decreased from the first to the second half (4.1 ± 2.4 to 2.7 ± 0.9%; p ≤ 0.01), while backcourt players showed a decrease in high-demanding playing actions (p ≤ 0.05). Backcourt players and pivots had higher mean (84 ± 9 and 83 ± 9% vs. 79 ± 10%; p ≤ 0.03) and peak effective HR, and percentage of total time at intensities >80% maximal HR (HRmax) than wings. The fraction of total time spent at intensities >80% HRmax decreased for all outfield playing positions in the second half (from 39-76 to 30-46%). Competitive team handball involves position-specific differences in the physiological demands. Furthermore, exercise intensity decreases from the first to the second half for all outfield playing positions suggesting that these players experience neuromuscular fatigue. Training of elite handball players should comprise high-intensity position-specific exercises aiming at improving the ability to maintain a high exercise intensity throughout the game.

  13. Further studies of stall flutter and nonlinear divergence of two-dimensional wings

    NASA Technical Reports Server (NTRS)

    Dugundji, J.; Chopra, I.

    1975-01-01

    An experimental investigation is made of the purely torsional stall flutter of a two-dimensional wing pivoted about the midchord, and also of the bending-torsion stall flutter of a two-dimensional wing pivoted about the quarterchord. For the purely torsional flutter case, large amplitude limit cycles ranging from + or - 11 to + or - 160 degrees were observed. Nondimensional harmonic coefficients were extracted from the free transient vibration tests for amplitudes up to 80 degrees. Reasonable nondimensional correlation was obtained for several wing configurations. For the bending-torsion flutter case, large amplitude coupled limit cycles were observed with torsional amplitudes as large as + or - 40 degrees. The torsion amplitudes first increased, then decreased with increasing velocity. Additionally, a small amplitude, predominantly torsional flutter was observed when the static equilibrium angle was near the stall angle.

  14. Physical and physiological characteristics of male handball players: influence of playing position and competitive level.

    PubMed

    Haugen, Thomas A; Tønnessen, Espen; Seiler, Stephen

    2016-01-01

    The purpose of this study was to quantify differences in anthropometrical and physical characteristics according to playing position and competitive level in male elite handball. One hundred and seventy-six national team and 1st division players (age 23±4 years, body mass 89±11 kg, body height 188±5 cm) participated in the study. All participants were tested on throwing velocity, 20-meter sprint, countermovement jump, 3000-meter run, 1RM squat and bench press. Back players achieved higher throwing velocities compared to other positions. National team back players achieved higher velocities in set shots (9.4%, P<0.001, d=1.5) and jump shots (8.1%, P<0.001, d=1.5) than 1st division players. Wings sprinted faster than pivots (3.5%, P<0.001, d=1.2) and goalkeepers (5.4%, P<0.001, d=1.2). Wings jumped higher than pivots (13.0%, P<0.001, d=1.0) and goalkeepers (11.4%, P=0.003, d=0.9). National team back players ran faster than 1st division back players over 3000 meters (4.9%, P=0.011, d=0.7). Back players showed better relative strength in squat than pivots (12.1%, P=0.016, d=0.7). Wings had better relative strength in squat that pivots (17.4%, P=0.001, d=1.0) and goalkeepers (13.1%, P=0.016, d=0.8). Pivots were 8.9% stronger than wing players (P=0.044, d=0.7) in 1RM bench press. Varying on-court demands in handball are reflected by different physical and physiological characteristics across playing standard and positions. Physical conditioning of players should therefore be individualized and targeted to solve the position-dependent tasks during play.

  15. Micro-unmanned aerodynamic vehicle

    DOEpatents

    Reuel, Nigel [Rio Rancho, NM; Lionberger, Troy A [Ann Arbor, MI; Galambos, Paul C [Albuquerque, NM; Okandan, Murat [Albuquerque, NM; Baker, Michael S [Albuquerque, NM

    2008-03-11

    A MEMS-based micro-unmanned vehicle includes at least a pair of wings having leading wing beams and trailing wing beams, at least two actuators, a leading actuator beam coupled to the leading wing beams, a trailing actuator beam coupled to the trailing wing beams, a vehicle body having a plurality of fulcrums pivotally securing the leading wing beams, the trailing wing beams, the leading actuator beam and the trailing actuator beam and having at least one anisotropically etched recess to accommodate a lever-fulcrum motion of the coupled beams, and a power source.

  16. Aeroelastic instability stoppers for wind tunnel models

    NASA Technical Reports Server (NTRS)

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

    1981-01-01

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

  17. The moderating role of alienation on the relation between social dominance orientation, right-wing authoritarianism, and person-organization fit.

    PubMed

    Nicol, Adelheid A M; Rounding, Kevin

    2014-12-01

    Right-Wing Authoritarianism and Social Dominance Orientation have been found to be related with Person-Organization fit. This study examined whether alienation also plays a role in the relation between Person-Organization fit and these two socio-political attitudes. Measures of Right-Wing Authoritarianism, Social Dominance Orientation, alienation, and Person-Organization fit were given to a sample of Officer Cadets (N = 99; M age = 22.8 yr., SD = 5.4). The findings suggest that when individuals felt alienated, Social Dominance Orientation and Right-Wing Authoritarianism were not related to Person-Organization fit. When alienation was low, Social Dominance Orientation and Right-Wing Authoritarianism interacted to predict Person-Organization fit. Therefore, feelings of alienation can influence the perception of fit within an organization and the relation between perception of fit with Social Dominance Orientation and Right-Wing Authoritarianism.

  18. Effect of torsional stiffness and inertia on the dynamics of low aspect ratio flapping wings.

    PubMed

    Xiao, Qing; Hu, Jianxin; Liu, Hao

    2014-03-01

    Micro air vehicle-motivated aerodynamics in biological flight has been an important subject in the past decade. Inspired by the novel flapping wing mechanisms in insects, birds and bats, we have carried out a numerical study systematically investigating a three-dimensional flapping rigid wing with passively actuated lateral and rotational motion. Distinguishing it from the limited existing studies, this work performs a systematic examination on the effects of wing aspect ratio (AR = 1.0 to infinity), inertia (density ratio σ = 4-32), torsional stiffness (frequency ratio F = 1.5-10 and infinity) and pivot point (from chord-center to leading edge) on the dynamics response of a low AR rectangular wing under an initial zero speed flow field condition. The simulation results show that the symmetry breakdown of the flapping wing results in a forward/backward motion with a rotational pitching. When the wing reaches its stable periodic state, the induced pitching frequency is identical to its forced flapping frequency. However, depending on various kinematic and dynamic system parameters, (i.e. flapping frequency, density ratio and pitching axis), the lateral induced velocity shows a number of different oscillating frequencies. Furthermore, compared with a one degree of freedom (DoF) wing in the lateral direction only, the propulsion performance of such a two DoF wing relies very much on the magnitude of torsional stiffness adding on the pivot point, as well as its pitching axis. In all cases examined here, thrust force and moment generated by a long span wing is larger than that of a short wing, which is remarkably linked to the strong reverse von Kármán vortex street formed in the wake of a wing.

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

    NASA Technical Reports Server (NTRS)

    York, P.; Labell, R. W.

    1980-01-01

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

  20. Joint for deployable structures

    NASA Technical Reports Server (NTRS)

    Craighead, N. D., II; Preliasco, R. J.; Hult, T. D. (Inventor)

    1985-01-01

    A joint is described for connecting a pair of beams to pivot them between positions in alignment or beside one another, which is of light weight and which operates in a controlled manner. The joint includes a pair of fittings and at least one center link having opposite ends pivotally connected to opposite fittings and having axes that pass through centerplates of the fittings. A control link having opposite ends pivotally connected to the different fittings controls their relative orientations, and a toggle assemly holds the fittings in the deployed configuration wherein they are aligned. The fittings have stops that lie on one side of the centerplane opposite the toggle assembly.

  1. Position specific morphological characteristics of top-level male handball players.

    PubMed

    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.

  2. Toward Future Flight.

    ERIC Educational Resources Information Center

    Aviation/Space, 1982

    1982-01-01

    Current aeronautical research is highlighted, focusing on tilt rotor aircraft, quiet short-haul jets, HiMAT (Highly Maneuverable Aircraft Technology), pivoting wing aircraft, energy absorption tests, and lightning research. (JN)

  3. Aerodynamic characteristics of a large-scale semispan model with a swept wing and an augmented jet flap with hypermixing nozzles. [Ames 40- by 80-Foot Wind Tunnel and Static Test Facility

    NASA Technical Reports Server (NTRS)

    Aiken, T. N.; Falarski, M. D.; Koenin, D. G.

    1979-01-01

    The aerodynamic characteristics of the augmentor wing concept with hypermixing primary nozzles were investigated. A large-scale semispan model in the Ames 40- by 80-Foot Wind Tunnel and Static Test Facility was used. The trailing edge, augmentor flap system occupied 65% of the span and consisted of two fixed pivot flaps. The nozzle system consisted of hypermixing, lobe primary nozzles, and BLC slot nozzles at the forward inlet, both sides and ends of the throat, and at the aft flap. The entire wing leading edge was fitted with a 10% chord slat and a blowing slot. Outboard of the flap was a blown aileron. The model was tested statically and at forward speed. Primary parameters and their ranges included angle of attack from -12 to 32 degrees, flap angles of 20, 30, 45, 60 and 70 degrees, and deflection and diffuser area ratios from 1.16 to 2.22. Thrust coefficients ranged from 0 to 2.73, while nozzle pressure ratios varied from 1.0 to 2.34. Reynolds number per foot varied from 0 to 1.4 million. Analysis of the data indicated a maximum static, gross augmentation of 1.53 at a flap angle of 45 degrees. Analysis also indicated that the configuration was an efficient powered lift device and that the net thrust was comparable with augmentor wings of similar static performance. Performance at forward speed was best at a diffuser area ratio of 1.37.

  4. Physical demands of game-based training drills in women's team handball.

    PubMed

    Luteberget, Live S; Trollerud, Hege P; Spencer, Matt

    2018-03-01

    Game-based training drills are popular in team sports. This study compared two game-based training conditions and official matches in team handball. Thirty-one women players wore inertial measurement units in five training sessions and five official matches. In training, 3vs3 and 6vs6 game-based training conditions were performed with a 5-min duration. PlayerLoad™ and high-intensity events (HIEs; >2.5 m · s -1 ) were extracted from the raw data. Data were analysed using magnitude-based inferences and reported with effect sizes (ESs). PlayerLoad™ · min -1 from all positions combined was 11.37 ± 0.49 (mean ± 90% confidence limits) and 9.71 ± 0.3 for the 3vs3 and 6vs6 conditions, respectively. Backs (ES: 1.63), wings (ES: 1.91), and pivots (ES: 1.58) had greater PlayerLoad™ in 3vs3 than 6vs6. Substantially greater HIE · min -1 in 3vs3 occurred for all positions. There was substantially greater PlayerLoad™ · min -1 in 3vs3 and 6vs6 than match play for backs, wings, and pivots. Wings (ES: 1.95), pivots (ES: 0.70), and goalkeeper (ES: 1.13) had substantially greater HIE · min -1 in 3vs3 than match play. This study shows greater PlayerLoad™ and HIE in 3vs3 than 6vs6. Both game-based training conditions investigated in this study provide an overload in overall PlayerLoad™; however, additional exercises might be needed to overload HIE, especially for backs and pivots.

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

    NASA Technical Reports Server (NTRS)

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

    1976-01-01

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

  6. Experimental and analytical study on the flutter and gust response characteristics of a torsion-free-wing airplane model. [in the Langley transonic dynamics tunnel

    NASA Technical Reports Server (NTRS)

    Murphy, A. C.

    1981-01-01

    Experimental data and correlative analytical results on the flutter and gust response characteristics of a torsion-free-wing (TFW) fighter airplane model are presented. TFW consists of a combined wing/boom/canard surface and was tested with the TFW free to pivot in pitch and with the TFW locked to the fuselage. Flutter and gust response characteristics were measured in the Langley Transonic Dynamics Tunnel with the complete airplane model mounted on a cable mount system that provided a near free flying condition. Although the lowest flutter dynamic pressure was measured for the wing free configuration, it was only about 20 deg less than that for the wing locked configuration. However, no appreciable alleviation of the gust response was measured by freeing the wing.

  7. Oblique wing transonic transport configuration development

    NASA Technical Reports Server (NTRS)

    1977-01-01

    Studies of transport aircraft designed for boom-free supersonic flight show the variable sweep oblique wing to be the most efficient configuration for flight at low supersonic speeds. Use of this concept leads to a configuration that is lighter, quieter, and more fuel efficient than symmetric aircraft designed for the same mission. Aerodynamic structural, weight, aeroelastic and flight control studies show the oblique wing concept to be technically feasible. Investigations are reported for wing planform and thickness, pivot design and weight estimation, engine cycle (bypass ratio), and climb, descent and reserve fuel. Results are incorporated into a final configuration. Performance, weight, and balance characteristics are evaluated. Flight control requirements are reviewed, and areas in which further research is needed are identified.

  8. CFD Analysis of Experimental Wing and Winglet for FalconLAUNCH 8 and the ExFIT Program

    DTIC Science & Technology

    2010-03-01

    CFD Analysis of Experimental Wing and Winglet for FalconLAUNCH 8 and the ExFIT Program THESIS Benjamin P. Switzer, Second Lieutenant, USAF AFIT/GAE...to copyright protection in the United States. AFIT/GAE/ENY/10-M25 CFD Analysis of Experimental Wing and Winglet for FalconLAUNCH 8 and the ExFIT...this analysis focused on the effects caused by shock waves forming on the winglet and their impact on the lifting characteristics and temperature

  9. Structural Dynamics of Maneuvering Aircraft.

    DTIC Science & Technology

    1987-09-01

    MANDYN. Written in Fortran 77, it was compiled and executed with Microsoft Fortran, Vers. 4.0 on an IBM PC-AT, with a co-processor, and a 20M hard disk...to the pivot area. Pre- sumably, the pivot area is a hard point in the wing structure. -41- NADC M1i4-0 ResulIts The final mass and flexural rigidity...lowest mode) is an important parameter. If it is less than three, the load factor approach can be problema - tical. In assessing the effect of one maneuver

  10. Wind-Tunnel Tests on Various Types of Dive Brakes Mounted in Proximity of the Leading Edge of the Wing

    NASA Technical Reports Server (NTRS)

    Lattanzi, Bernardino; Bellante, Erno

    1949-01-01

    The present report is concerned with a series of tests on a model airplane fitted with four types of dive flaps of various shapes, positions, and incidence located near the leading edge of the wing (from 5 to 20 percent of the wing chord). Tests were also made on a stub airfoil fitted with a ventral dive (located at 8 percent of the wing chord). The hinge moments of the dive flaps were measured.

  11. Strain Gage Load Calibration of the Wing Interface Fittings for the Adaptive Compliant Trailing Edge Flap Flight Test

    NASA Technical Reports Server (NTRS)

    Miller, Eric J.; Holguin, Andrew C.; Cruz, Josue; Lokos, William A.

    2014-01-01

    This is the presentation to follow conference paper of the same name. The adaptive compliant trailing edge (ACTE) flap experiment safety of flight requires that the flap to wing interface loads be sensed and monitored in real time to ensure that the wing structural load limits are not exceeded. This paper discusses the strain gage load calibration testing and load equation derivation methodology for the ACTE interface fittings. Both the left and right wing flap interfaces will be monitored and each contains four uniquely designed and instrumented flap interface fittings. The interface hardware design and instrumentation layout are discussed. Twenty one applied test load cases were developed using the predicted in-flight loads for the ACTE experiment.

  12. Geometric Morphometrics of Nine Field Isolates of Aedes aegypti with Different Resistance Levels to Lambda-Cyhalothrin and Relative Fitness of One Artificially Selected for Resistance

    PubMed Central

    Jaramillo-O., Nicolás; Fonseca-González, Idalyd; Chaverra-Rodríguez, Duverney

    2014-01-01

    Aedes aegypti, a mosquito closely associated with humans, is the principal vector of dengue virus which currently infects about 400 million people worldwide. Because there is no way to prevent infection, public health policies focus on vector control; but insecticide-resistance threatens them. However, most insecticide-resistant mosquito populations exhibit fitness costs in absence of insecticides, although these costs vary. Research on components of fitness that vary with insecticide-resistance can help to develop policies for effective integrated management and control. We investigated the relationships in wing size, wing shape, and natural resistance levels to lambda-cyhalothrin of nine field isolates. Also we chose one of these isolates to select in lab for resistance to the insecticide. The main life-traits parameters were assessed to investigate the possible fitness cost and its association with wing size and shape. We found that wing shape, more than wing size, was strongly correlated with resistance levels to lambda-cyhalothrin in field isolates, but founder effects of culture in the laboratory seem to change wing shape (and also wing size) more easily than artificial selection for resistance to that insecticide. Moreover, significant fitness costs were observed in response to insecticide-resistance as proved by the diminished fecundity and survival of females in the selected line and the reversion to susceptibility in 20 generations of the non-selected line. As a practical consequence, we think, mosquito control programs could benefit from this knowledge in implementing efficient strategies to prevent the evolution of resistance. In particular, the knowledge of reversion to susceptibility is important because it can help in planning better strategies of insecticide use to keep useful the few insecticide-molecules currently available. PMID:24801598

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

    NASA Technical Reports Server (NTRS)

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

    2014-01-01

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

  14. Pivoting-Head Wrench

    NASA Technical Reports Server (NTRS)

    Bradley, Glen L.

    1993-01-01

    Wrench ends pivot so it can be used to loosen or tighten nuts or bolts in confined spaces. One end equipped with open-end socket; other end, with double-hexagon socket. Heads pivot on pins. Pins fit tightly so heads do not flop; friction on pins sufficient to hold heads in positions until rotated intentionally.

  15. 77 FR 60891 - Airworthiness Directives; The Boeing Company Airplanes

    Federal Register 2010, 2011, 2012, 2013, 2014

    2012-10-05

    ... bushings of the wing landing gear (WLG) beam outboard end fittings for corrosion, and rework if necessary... rework if necessary. This new AD adds airplanes and adds repetitive inspections of the outboard end... bushings of the wing landing gear (WLG) beam outboard end fittings for corrosion, and rework if necessary...

  16. 75 FR 42592 - Airworthiness Directives; The Boeing Company Model 767-200, -300, and -300F Series Airplanes...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-07-22

    ...--Midspar Fitting-- Underwing Sideload Fitting--Fuse Pin Replacement and Wing Rework. 767-54-0072 Original......... March 13, 1997... Nacelles/Pylons--Strut Attach Upper Link-- Upper Link Inspection, Rework or...-54A0094 2 February 7, 2002. Nacelles/Pylons--Strut--to--Wing Attachment--Diagonal Brace Inspection/ Rework...

  17. Research related to variable sweep aircraft development

    NASA Technical Reports Server (NTRS)

    Polhamus, E. C.; Toll, T. A.

    1981-01-01

    Development in high speed, variable sweep aircraft research is reviewed. The 1946 Langley wind tunnel studies related to variable oblique and variable sweep wings and results from the X-5 and the XF1OF variable sweep aircraft are discussed. A joint program with the British, evaluation of the British "Swallow", development of the outboard pivot wing/aft tail configuration concept by Langley, and the applied research program that followed and which provided the technology for the current, variable sweep military aircraft is outlined. The relative state of variable sweep as a design option is also covered.

  18. Wing Shape Sensing from Measured Strain

    NASA Technical Reports Server (NTRS)

    Pak, Chan-Gi

    2015-01-01

    A new two step theory is investigated for predicting the deflection and slope of an entire structure using strain measurements at discrete locations. In the first step, a measured strain is fitted using a piecewise least squares curve fitting method together with the cubic spline technique. These fitted strains are integrated twice to obtain deflection data along the fibers. In the second step, computed deflection along the fibers are combined with a finite element model of the structure in order to extrapolate the deflection and slope of the entire structure through the use of System Equivalent Reduction and Expansion Process. The theory is first validated on a computational model, a cantilevered rectangular wing. It is then applied to test data from a cantilevered swept wing model.

  19. Longitudinal aerodynamic characteristics of a wing-winglet model designed at M = 0.8, C sub L = 0.4 using linear aerodynamic theory

    NASA Technical Reports Server (NTRS)

    Kuhlman, J. M.

    1983-01-01

    Wind tunnel test results have been presented herein for a subsonic transport type wing fitted with winglets. Wind planform was chosen to be representative of wings used on current jet transport aircraft, while wing and winglet camber surfaces were designed using two different linear aerodynamic design methods. The purpose of the wind tunnel investigation was to determine the effectiveness of these linear aerodynamic design computer codes in designing a non-planar transport configuration which would cruise efficiently. The design lift coefficient was chosen to be 0.4, at a design Mach number of 0.8. Force and limited pressure data were obtained for the basic wing, and for the wing fitted with the two different winglet designs, at Mach numbers of 0.60, 0.70, 0.75 and 0.80 over an angle of attack range of -2 to +6 degrees, at zero sideslip. The data have been presented without analysis to expedite publication.

  20. An interactive user-friendly approach to surface-fitting three-dimensional geometries

    NASA Technical Reports Server (NTRS)

    Cheatwood, F. Mcneil; Dejarnette, Fred R.

    1988-01-01

    A surface-fitting technique has been developed which addresses two problems with existing geometry packages: computer storage requirements and the time required of the user for the initial setup of the geometry model. Coordinates of cross sections are fit using segments of general conic sections. The next step is to blend the cross-sectional curve-fits in the longitudinal direction using general conics to fit specific meridional half-planes. Provisions are made to allow the fitting of fuselages and wings so that entire wing-body combinations may be modeled. This report includes the development of the technique along with a User's Guide for the various menus within the program. Results for the modeling of the Space Shuttle and a proposed Aeroassist Flight Experiment geometry are presented.

  1. Clinical Outcome of Medial Pivot Compared With Press-Fit Condylar Sigma Cruciate-Retaining Mobile-Bearing Total Knee Arthroplasty.

    PubMed

    Kim, Young-Hoo; Park, Jang-Won; Kim, Jun-Shik

    2017-10-01

    The purpose of this study was to compare the long-term clinical results, radiographic results, range of knee motion, patient satisfaction, and the survival rate of Medial-Pivot posterior cruciate-substituting, knee prosthesis and a press-fit condylar (PFC) Sigma cruciate-retaining mobile-bearing knee prosthesis in the same patients. One hundred eighty-two patients received Medial-Pivot knee prosthesis in one knee and a PFC Sigma knee prosthesis in the contralateral knee. The minimum duration of follow-up was 11 years (range, 11-12.6 years). The knees with a Medial-Pivot knee prosthesis had significantly worse results than those with a PFC Sigma knee prosthesis at the final follow-up with regard to the mean postoperative Knee Society knee scores (90 compared with 95 points), Western Ontario and McMaster Universities Osteoarthritis Index score (25 compared with 18 points), and range of knee motion (117° compared with 128°). Patients were more satisfied with PFC Sigma knee prosthesis (93%) than with Medial-Pivot knee prosthesis (75%). Complication rates were significantly higher in the Medial-Pivot knee group (26%) than those in the PFC Sigma knee group (6.5%). Radiographic results and survival rates (99% compared with 99.5%) were similar between the 2 groups. Although the long-term fixation and survival rate of both Medial-Pivot and PFC Sigma prostheses were similar, we observed a worse knee score, worse range of knee motion, and patient satisfaction was less in the Medial-Pivot knee group than in the PFC Sigma knee group. Furthermore, complication rate was also higher in the Medial-Pivot knee group than the other group. Copyright © 2017 Elsevier Inc. All rights reserved.

  2. 77 FR 43135 - Application of City Wings, Inc. D/B/A Seaflight for Commuter Authority

    Federal Register 2010, 2011, 2012, 2013, 2014

    2012-07-23

    ... DEPARTMENT OF TRANSPORTATION [Docket DOT-OST-2010-0263] Application of City Wings, Inc. D/B/A... cause why it should not issue an order finding City Wings, Inc. d/b/a Seaflight fit, willing, and able... be served upon the parties listed in Attachment A to the order. FOR FURTHER INFORMATION CONTACT...

  3. Position-Related Differences in Selected Morphological Body Characteristics of Top-Level Female Handball Players.

    PubMed

    Bon, Marta; Pori, Primoz; Sibila, Marko

    2015-09-01

    The study aimed to establish the main morphological characteristics of Slovenian junior and senior female national handball team players. Morphological characteristics of various player subgroups (goalkeepers, wings, back players and pivots) were also determined so as to establish whether they had distinct profiles. The subjects were 87 handball players who were members of the Slovenian junior and senior female national teams in the period from 2003 to 2009. A standardised anthropometric protocol was used to assess the subjects' morphological characteristics. The measurements included 23 different anthropometric measures. First, basic statistical characteristics of anthropometric measures were obtained for all subjects together and then for each group separately. Somatotypes were determined using Heath-Carter's method. Endomorphic, mesomorphic and ectomorphic components were calculated by computer on the basis of formulas. In order to determine differences in the body composition and anthropometric data of the subjects playing in different positions, a one-way analysis of variance was employed. The results show that, on average, the wings differed the most from the other player groups in terms of their morphological body characteristics. The wings differed most prominently from the other player groups in terms of their morphological body parameters as they were significantly smaller and had a statistically significantly lower body mass than the other groups. In terms of transversal measures of the skeleton and the circumferences, the wings significantly differed mainly from the pivots and goalkeepers and less from the backs. The goalkeepers were the tallest, with high values of body mass and low values of transversal measures compared to P. Their skin folds were the most pronounced among all the groups on average and their share of subcutaneous fat in total body mass was the highest. Consequently, their endomorphic component of the somatotype was pronounced. Players in the Pivot position were significantly taller than the Wplayers but were not significantly different from G and B. They had high values of body mass which were significantly higher than that of W but did not differ significantly from the body mass values of B and G. The average values of their circumferences were the highest among all the player groups and the same is true for transversal measures of the skeleton. It is very interesting that, compared to the players in other playing positions, they achieved low values of subcutaneous fat. Their values of the somatotype revealed an endo-mesomorphic somatotype, with a pronounced mesomorphic component. Back players were tall and had the lowest share of subcutaneous fat of all the player groups. Significant differences were established mainly in terms of the structure of the lower extremities. The values of the somato-type characteristics were very balanced between all three components. The results of our study confirm that groups of handball players occupying different positions differed amongst themselves in terms of many measurements. This is a result of the specific requirements of handball play which are to be met by particular players. The tallest players should thus be oriented to back player positions. As regards pivots, the coaches must, besides body height, consider robustness. For goal-keepers, body height is very important; however, the robustness criteria are slightly lower. For wings, body height is not a decisive factor and smaller players can also occupy this position. Both of the above (also taking other criteria into account) facilitate coaches' decisions when orienting players into their playing positions.

  4. Evaluation of the composite wing girder bridge at Bear Creek.

    DOT National Transportation Integrated Search

    1984-11-01

    This report documents the construction monitoring and subsequent field testing : to evaluate the performance of an innovative nloose-fit" composite post-tensioned : concrete wing girder bridge constructed over Bear Creek, south of Austin, Texas. : Th...

  5. Strain Gage Load Calibration of the Wing Interface Fittings for the Adaptive Compliant Trailing Edge Flap Flight Test

    NASA Technical Reports Server (NTRS)

    Miller, Eric J.; Holguin, Andrew C.; Cruz, Josue; Lokos, William A.

    2014-01-01

    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.

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

    NASA Technical Reports Server (NTRS)

    Reuther, James; Jameson, Antony

    1995-01-01

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

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

    NASA Astrophysics Data System (ADS)

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

    1996-05-01

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

  8. Supercavitating Vehicle Control

    DTIC Science & Technology

    2008-10-10

    herein as winglets , are supported by a strut attached to the vehicle. The angle of attack of each winglet is controlled by a winglet actuator. The... winglet assembly may be extended into or retracted from the water by means of a spring-loaded actuated mount, which pivots the strut supporting the... winglet . When fully retracted, the winglet assembly is contained completely within the cavity. [0014] The segmented ring wing is controlled by one or more

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

    NASA Technical Reports Server (NTRS)

    Carlson, Leland A.

    1989-01-01

    An inverse wing design method was developed around an existing transonic wing analysis code. The original analysis code, TAWFIVE, has as its core the numerical potential flow solver, FLO30, developed by Jameson and Caughey. Features of the analysis code include a finite-volume formulation; wing and fuselage fitted, curvilinear grid mesh; and a viscous boundary layer correction that also accounts for viscous wake thickness and curvature. The development of the inverse methods as an extension of previous methods existing for design in Cartesian coordinates is presented. Results are shown for inviscid wing design cases in super-critical flow regimes. The test cases selected also demonstrate the versatility of the design method in designing an entire wing or discontinuous sections of a wing.

  10. Optimized aerodynamic design process for subsonic transport wing fitted with winglets. [wind tunnel model

    NASA Technical Reports Server (NTRS)

    Kuhlman, J. M.

    1979-01-01

    The aerodynamic design of a wind-tunnel model of a wing representative of that of a subsonic jet transport aircraft, fitted with winglets, was performed using two recently developed optimal wing-design computer programs. Both potential flow codes use a vortex lattice representation of the near-field of the aerodynamic surfaces for determination of the required mean camber surfaces for minimum induced drag, and both codes use far-field induced drag minimization procedures to obtain the required spanloads. One code uses a discrete vortex wake model for this far-field drag computation, while the second uses a 2-D advanced panel wake model. Wing camber shapes for the two codes are very similar, but the resulting winglet camber shapes differ widely. Design techniques and considerations for these two wind-tunnel models are detailed, including a description of the necessary modifications of the design geometry to format it for use by a numerically controlled machine for the actual model construction.

  11. Broad Halpha Wing Formation in the Planetary Nebula IC 4997.

    PubMed

    Lee; Hyung

    2000-02-10

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

  12. Ground effect on the aerodynamics of three-dimensional hovering wings.

    PubMed

    Lu, H; Lua, K B; Lee, Y J; Lim, T T; Yeo, K S

    2016-10-25

    This paper reports the results of combined experimental and numerical studies on the ground effect on a pair of three-dimensional (3D) hovering wings. Parameters investigated include hovering kinematics, wing shapes, and Reynolds numbers (Re). The results are consistent with the observation by another study (Gao and Lu, 2008 Phys. Fluids, 20 087101) which shows that the cycle-averaged aerodynamic forces generated by two-dimensional (2D) wings in close proximity to the ground can be broadly categorized into three regimes with respect to the ground clearance; force enhancement, force reduction, and force recovery. However, the ground effect on a 3D wing is not as significant as that on a 2D flapping wing reported in (Lu et al 2014 Exp. Fluids, 55 1787); this could be attributed to a weaker wake capture effect on 3D wings. Also, unlike a 2D wing, the leading edge vortex (LEV) remains attached on a 3D wing regardless of ground clearance. For all the wing kinematics considered, the three above-mentioned regimes are closely correlated to a non-monotonic trend in the strength of downwash due to the restriction of root and tip vortex formation, and a positional shift of wake vortices. The root vortices in interaction with the ground induce an up-wash in-between the two wings, causing a strong 'fountain effect' (Maeda and Liu, 2013 J. Biomech. Sci. Eng., 8 344) that may increase the body lift of insects. The present study further shows that changes in wing planform have insignificant influence on the overall trend of ground effect except for a parallel shift in force magnitude, which is caused mainly by the difference in aspect ratio and leading edge pivot point. On the two Reynolds numbers investigated, the results for the low Re case of 100 do not deviate significantly from those of a higher Re = 5000 except for the difference in force magnitudes, since low Reynolds number generates lower downwash, weaker LEV, and lower rotational circulation. Additionally, lower Re leads to a weaker fountain effect.

  13. Reverse engineering of aircraft wing data using a partial differential equation surface model

    NASA Astrophysics Data System (ADS)

    Huband, Jacalyn Mann

    Reverse engineering is a multi-step process used in industry to determine a production representation of an existing physical object. This representation is in the form of mathematical equations that are compatible with computer-aided design and computer-aided manufacturing (CAD/CAM) equipment. The four basic steps to the reverse engineering process are data acquisition, data separation, surface or curve fitting, and CAD/CAM production. The surface fitting step determines the design representation of the object, and thus is critical to the success or failure of the reverse engineering process. Although surface fitting methods described in the literature are used to model a variety of surfaces, they are not suitable for reversing aircraft wings. In this dissertation, we develop and demonstrate a new strategy for reversing a mathematical representation of an aircraft wing. The basis of our strategy is to take an aircraft design model and determine if an inverse model can be derived. A candidate design model for this research is the partial differential equation (PDE) surface model, proposed by Bloor and Wilson and used in the Rapid Airplane Parameter Input Design (RAPID) tool at the NASA-LaRC Geolab. There are several basic mathematical problems involved in reversing the PDE surface model: (i) deriving a computational approximation of the surface function; (ii) determining a radial parametrization of the wing; (iii) choosing mathematical models or classes of functions for representation of the boundary functions; (iv) fitting the boundary data points by the chosen boundary functions; and (v) simultaneously solving for the axial parameterization and the derivative boundary functions. The study of the techniques to solve the above mathematical problems has culminated in a reverse PDE surface model and two reverse PDE surface algorithms. One reverse PDE surface algorithm recovers engineering design parameters for the RAPID tool from aircraft wing data and the other generates a PDE surface model with spline boundary functions from an arbitrary set of grid points. Our numerical tests show that the reverse PDE surface model and the reverse PDE surface algorithms can be used for the reverse engineering of aircraft wing data.

  14. B-47A on ramp

    NASA Technical Reports Server (NTRS)

    1953-01-01

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

  15. AD-1 with research pilot Richard E. Gray

    NASA Technical Reports Server (NTRS)

    1982-01-01

    Standing in front of the AD-1 Oblique Wing research aircraft is research pilot Richard E. Gray. Richard E. Gray joined National Aeronautics and Space Administration's Johnson Space Center, Houston, Texas, in November 1978, as an aerospace research pilot. In November 1981, Dick joined the NASA's Ames-Dryden Flight Research Facility, Edwards, California, as a research pilot. Dick was a former Co-op at the NASA Flight Research Center (a previous name of the Ames-Dryden Flight Research Facility), serving as an Operations Engineer. At Ames-Dryden, Dick was a pilot for the F-14 Aileron Rudder Interconnect Program, AD-1 Oblique Wing Research Aircraft, F-8 Digital Fly-By-Wire and Pilot Induced Oscillations investigations. He also flew the F-104, T-37, and the F-15. On November 8, 1982, Gray was fatally injured in a T-37 jet aircraft while making a pilot proficiency flight. Dick graduated with a Bachelors degree in Aeronautical Engineering from San Jose State University in 1969. He joined the U.S. Navy in July 1969, becoming a Naval Aviator in January 1971, when he was assigned to F-4 Phantoms at Naval Air Station (NAS) Miramar, California. In 1972, he flew 48 combat missions in Vietnam in F-4s with VF-111 aboard the USS Coral Sea. After making a second cruise in 1973, Dick was assigned to Air Test and Evaluation Squadron Four (VX-4) at NAS Point Mugu, California, as a project pilot on various operational test and evaluation programs. In November 1978, Dick retired from the Navy and joined NASA's Johnson Space Center. At JSC Gray served as chief project pilot on the WB-57F high-altitude research projects and as the prime television chase pilot in a T-38 for the landing portion of the Space Shuttle orbital flight tests. Dick had over 3,000 hours in more than 30 types of aircraft, an airline transport rating, and 252 carrier arrested landings. He was a member of the Society of Experimental Test Pilots serving on the Board of Directors as Southwest Section Technical Adviser in 1981/1982. Richard E. Gray was born March 11, 1945 in Newport News, Virginia; he died on November 8, 1982 at Edwards, California, in a T-37 spin accident. The Ames-Dryden-1 (AD-1) aircraft was designed to investigate the concept of an oblique (pivoting) wing. The wing could be rotated on its center pivot, so that it could be set at its most efficient angle for the speed at which the aircraft was flying. NASA Ames Research Center Aeronautical Engineer Robert T. Jones conceived the idea of an oblique wing. His wind tunnel studies at Ames (Moffett Field, CA) indicated that an oblique wing design on a supersonic transport might achieve twice the fuel economy of an aircraft with conventional wings. The oblique wing on the AD-1 pivoted about the fuselage, remaining perpendicular to it during slow flight and rotating to angles of up to 60 degrees as aircraft speed increased. Analytical and wind tunnel studiesthat Jones conducted at Ames indicated that a transport-sized oblique-wing aircraft flying at speeds of up to Mach 1.4 (1.4 times the speed of sound) would have substantially better aerodynamic performance than aircraft with conventional wings. The AD-1 structure allowed the project to complete all of its technical objectives. The type of low-speed, low-cost vehicle - as expected - exhibited aeroelastic and pitch-roll-coupling effects that contributed to poor handling at sweep angles above 45 degrees. The fiberglass structure limited the wing stiffness that would have improved the handling qualities. Thus, after completion of the AD-1 project, there was still a need for a transonic oblique-wing research aircraft to assess the effects of compressibility, evaluate a more representative structure, and analyze flight performance at transonic speeds (those on either side of the speed of sound). The aircraft was delivered to the Dryden Flight Research Center, Edwards, CA, in March 1979 and its first flight was on December 21, 1979. Piloting the aircraft on that flight, as well as on its last flight on August 7, 1982, was NASA Research Pilot Thomas C. McMurtry. The AD-1 flew a total of 79 times during the research program. The aircraft was constructed by the Ames Industrial Co., Bohemia, NY, under a $240, 000 fixed-price contract. NASA specified the design based on a geometric configuration provided by the Boeing company. The Rutan Aircraft Factory, Mojave, CA, provided the detailed design and loads analysis for the vehicle. The aircraft was 38.8 feet long and 6.75 feet high with a wing span of 32.3 feet, unswept. It was constructed of plastic reinforced with fiberglass and weighed 1,450 pounds,empty. The vehicle was powered by two small turbojet engines, each producing 220 pounds of thrust at sea level. Due to safety concerns, the aircraft was limited to speeds of 170 mph.

  16. 76 FR 721 - Airworthiness Directives; Gulfstream Aerospace Corporation Model G-1159 Airplanes

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-01-06

    ... requires an inspection to detect cracks or corrosion in the wing structure in the area of Fuselage Station... required repetitive inspections to detect corrosion or cracks in the forward and aft wing attach fittings...; and the application of corrosion protection treatment. Since the issuance of the NPRM, the Federal...

  17. Evaluation of the Hinge Moment and Normal Force Aerodynamic Loads from a Seamless Adaptive Compliant Trailing Edge Flap in Flight

    NASA Technical Reports Server (NTRS)

    Miller, Eric J.; Cruz, Josue; Lung, Shun-Fat; Kota, Sridhar; Ervin, Gregory; Lu, Kerr-Jia; Flick, Pete

    2016-01-01

    A seamless adaptive compliant trailing edge (ACTE) flap was demonstrated in flight on a Gulfstream III aircraft at the NASA Armstrong Flight Research Center. The trailing edge flap was deflected between minus 2 deg up and plus 30 deg down in flight. The safety-of-flight parameters for the ACTE flap experiment require that flap-to-wing interface loads be sensed and monitored in real time to ensure that the structural load limits of the wing are not exceeded. The attachment fittings connecting the flap to the aircraft wing rear spar were instrumented with strain gages and calibrated using known loads for measuring hinge moment and normal force loads in flight. The safety-of-flight parameters for the ACTE flap experiment require that flap-to-wing interface loads be sensed and monitored in real time to ensure that the structural load limits of the wing are not exceeded. The attachment fittings connecting the flap to the aircraft wing rear spar were instrumented with strain gages and calibrated using known loads for measuring hinge moment and normal force loads in flight. The interface hardware instrumentation layout and load calibration are discussed. Twenty-one applied calibration test load cases were developed for each individual fitting. The 2-sigma residual errors for the hinge moment was calculated to be 2.4 percent, and for normal force was calculated to be 7.3 percent. The hinge moment and normal force generated by the ACTE flap with a hinge point located at 26-percent wing chord were measured during steady state and symmetric pitch maneuvers. The loads predicted from analysis were compared to the loads observed in flight. The hinge moment loads showed good agreement with the flight loads while the normal force loads calculated from analysis were over-predicted by approximately 20 percent. Normal force and hinge moment loads calculated from the pressure sensors located on the ACTE showed good agreement with the loads calculated from the installed strain gages.

  18. Subtle but ubiquitous selection on body size in a natural population of collared flycatchers over 33 years.

    PubMed

    Björklund, M; Gustafsson, L

    2017-07-01

    Understanding the magnitude and long-term patterns of selection in natural populations is of importance, for example, when analysing the evolutionary impact of climate change. We estimated univariate and multivariate directional, quadratic and correlational selection on four morphological traits (adult wing, tarsus and tail length, body mass) over a time period of 33 years (≈ 19 000 observations) in a nest-box breeding population of collared flycatchers (Ficedula albicollis). In general, selection was weak in both males and females over the years regardless of fitness measure (fledged young, recruits and survival) with only few cases with statistically significant selection. When data were analysed in a multivariate context and as time series, a number of patterns emerged; there was a consistent, but weak, selection for longer wings in both sexes, selection was stronger on females when the number of fledged young was used as a fitness measure, there were no indications of sexually antagonistic selection, and we found a negative correlation between selection on tarsus and wing length in both sexes but using different fitness measures. Uni- and multivariate selection gradients were correlated only for wing length and mass. Multivariate selection gradient vectors were longer than corresponding vector of univariate gradients and had more constrained direction. Correlational selection had little importance. Overall, the fitness surface was more or less flat with few cases of significant curvature, indicating that the adaptive peak with regard to body size in this species is broader than the phenotypic distribution, which has resulted in weak estimates of selection. © 2017 European Society For Evolutionary Biology. Journal of Evolutionary Biology © 2017 European Society For Evolutionary Biology.

  19. Computational Thinking in Secondary Education: Where Does It Fit? A Systematic Literary Review

    ERIC Educational Resources Information Center

    Lockwood, James; Mooney, Aidan

    2018-01-01

    Computational Thinking has been described as an essential skill which everyone should learn and can therefore include in their skill set. Seymour Papert (Papert, 1980) is credited as concretising Computational Thinking in 1980 but Jeanette Wing (Wing, 2006) popularised the term in 2006 and brought it to the international community's attention.…

  20. A Method of Determining Aerodynamic-Influence Coefficients from Wind-Tunnel Data for Wings at Supersonic Speeds

    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.

  1. Computational design of low aspect ratio wing-winglets for transonic wind-tunnel testing

    NASA Technical Reports Server (NTRS)

    Kuhlman, John M.; Brown, Christopher K.

    1989-01-01

    A computational design has been performed for three different low aspect ratio wing planforms fitted with nonplanar winglets; one of the three planforms has been selected to be constructed as a wind tunnel model for testing in the NASA LaRC 7 x 10 High Speed Wind Tunnel. A design point of M = 0.8, CL approx = 0.3 was selected, for wings of aspect ratio equal to 2.2, and leading edge sweep angles of 45 and 50 deg. Winglet length is 15 percent of the wing semispan, with a cant angle of 15 deg, and a leading edge sweep of 50 deg. Winglet total area equals 2.25 percent of the wing reference area. This report summarizes the design process and the predicted transonic performance for each configuration.

  2. 75 FR 13695 - Airworthiness Directives; Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-03-23

    ... proposed AD results from a report of fatigue cracking of the wing upper and lower rainbow fittings during... fittings are susceptible to multiple site fatigue damage. We are proposing this AD to detect and correct such fatigue cracks, which could grow large and lead to the failure of the fitting and a catastrophic...

  3. Transonic wind-tunnel tests of an F-8 airplane model equipped with 12 and 14-percent thick oblique wings

    NASA Technical Reports Server (NTRS)

    Smith, R. C.; Jones, R. T.; Summers, J. L.

    1975-01-01

    An experimental investigation was conducted in the Ames 14-foot transonic wind tunnel to study the aerodynamic performance and stability characteristics of a 0.087-scale model of an F-8 airplane fitted with an oblique wing. Two elliptical planform (axis ratio = 8:1) wings, each having a maximum thickness of 12 and 14 percent, were tested. Longitudinal stability data were obtained with no wing and with each of the two wings set at sweep angles of 0, 45, and 60 deg. Lateral directional stability data were obtained for the 12 percent wing only. Test Mach numbers ranged from 0.6 to 1.2 in the unit Reynolds number range from 11.2 to 13.1 million per meter. Angles of attack were between -6 and 22 deg at zero sideslip. Angles of sideslip were between -6 and +6 deg for two angles of attack, depending upon the wing configuration.

  4. Variable-camber systems integration and operational performance of the AFTI/F-111 mission adaptive wing

    NASA Technical Reports Server (NTRS)

    Smith, John W.; Lock, Wilton P.; Payne, Gordon A.

    1992-01-01

    The advanced fighter technology integration, the AFTI/F-111 aircraft, is a preproduction F-111A testbed research airplane that was fitted with a smooth variable-camber mission adaptive wing. The camber was positioned and controlled by flexing the upper skins through rotary actuators and linkages driven by power drive units. The wing camber and control system are described. The measured servoactuator frequency responses are presented along with analytical predictions derived from the integrated characteristics of the control elements. A mission adaptive wing system chronology is used to illustrate and assess the reliability and dependability of the servoactuator system during 1524 hours of ground tests and 145 hours of flight testing.

  5. Drag and Cooling Tests in the 24 ft Wind Tunnel on a Centaurus-Buckingham Wing Nacelle Installation. Part 3. Tests with High Speed Cowl Entry (Tempest Type)

    DTIC Science & Technology

    1946-07-01

    ESTABLISHMENT Farnboruugh. Hants. DRAG AND COOLING TESTS IN THE 24 ft. WIND TUNNEL ON A ^ CENTAURUS -BUCKINGHAM WING NACELLE INSTALLATION PART...ILLIETUATICNS Ccntaurus-f uckinghain nacelle inst -illation with high entry velocity cowl ^soolii» ; fan not fitted. Installation of Centaurus .inline

  6. 78 FR 28723 - Airworthiness Directives; Slingsby Sailplanes Ltd. Sailplanes

    Federal Register 2010, 2011, 2012, 2013, 2014

    2013-05-16

    ... directive (AD) for all Slingsby Sailplanes Ltd. Models Dart T.51, Dart T.51/17, and Dart T.51/17R sailplanes... failure on a starboard wing caused by water entering the area of the airbrake box that resulted in delamination and corrosion in the area of the aluminum alloy spar booms and the wing attach fittings. We are...

  7. Asymmetry costs: effects of wing damage on hovering flight performance in the hawkmoth Manduca sexta.

    PubMed

    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.

  8. Oscillating fluid power generator

    DOEpatents

    Morris, David C

    2014-02-25

    A system and method for harvesting the kinetic energy of a fluid flow for power generation with a vertically oriented, aerodynamic wing structure comprising one or more airfoil elements pivotably attached to a mast. When activated by the moving fluid stream, the wing structure oscillates back and forth, generating lift first in one direction then in the opposite direction. This oscillating movement is converted to unidirectional rotational movement in order to provide motive power to an electricity generator. Unlike other oscillating devices, this device is designed to harvest the maximum aerodynamic lift forces available for a given oscillation cycle. Because the system is not subjected to the same intense forces and stresses as turbine systems, it can be constructed less expensively, reducing the cost of electricity generation. The system can be grouped in more compact clusters, be less evident in the landscape, and present reduced risk to avian species.

  9. Improved sonic-box computer program for calculating transonic aerodynamic loads on oscillating wings with thickness

    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.

  10. Computational design of low aspect ratio wing-winglet configurations for transonic wind-tunnel tests

    NASA Technical Reports Server (NTRS)

    Kuhlman, John M.; Brown, Christopher K.

    1988-01-01

    A computational design has been performed for three different low aspect ratio wing planforms fitted with nonplanar winglets; one of the three planforms has been selected to be constructed as a wind tunnel model for testing in the NASA LaRC 7 x 10 High Speed Wind Tunnel. A design point of M = 0.8, CL approx = 0.3 was selected, for wings of aspect ratio equal to 2.2, and leading edge sweep angles of 45 and 50 deg. Winglet length is 15 percent of the wing semispan, with a cant angle of 15 deg, and a leading edge sweep of 50 deg. Winglet total area equals 2.25 percent of the wing reference area. This report summarizes the design process and the predicted transonic performance for each configuration.

  11. 46 CFR 116.435 - Doors.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... boundary in which the doors are fitted; (5) Door frames must be of rigid construction and provide at least... inches) square. A self-closing hinged or pivoted steel or equivalent material cover must be fitted in the...) A door in a bulkhead required to be A-60, A-30, or A-15 Class must be of hollow steel or equivalent...

  12. 46 CFR 116.435 - Doors.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... boundary in which the doors are fitted; (5) Door frames must be of rigid construction and provide at least... inches) square. A self-closing hinged or pivoted steel or equivalent material cover must be fitted in the...) A door in a bulkhead required to be A-60, A-30, or A-15 Class must be of hollow steel or equivalent...

  13. Haromyia, a new genus of long-legged flies from Dominica (Diptera: Dolichopodidae)

    Treesearch

    Justin B. Runyon

    2015-01-01

    The new micro-dolichopodid genus Haromyia gen. nov. and the type species H. iviei sp. nov. are described from the island of Dominica in the Lesser Antilles. Males and females of Haromyia are distinguished by the large setae on a bulging clypeus, minute size, and wing veins that are nearly straight and evenly diverging from wing base. Haromyia does not fit readily into...

  14. 76 FR 1990 - Airworthiness Directives; Pilatus Aircraft Ltd. Models PC-6, PC-6-H1, PC-6-H2, PC-6/350, PC-6/350...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-01-12

    ... eddy current and visual inspections of the upper wing strut fitting for evidence of cracks, wear and/or... permitted extending the intervals for the repetitive eddy current and visual inspections from 100 Flight... the applicability and to require repetitive eddy current and visual inspections of the upper wing...

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

    NASA Technical Reports Server (NTRS)

    Reuther, James; Jameson, Antony

    1995-01-01

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

  16. Assessing quality of life-shortening Wolbachia-infected Aedes aegypti mosquitoes in the field based on capture rates and morphometric assessments

    PubMed Central

    2014-01-01

    Background Recent releases have been carried out with Aedes aegypti mosquitoes infected with the wMelPop mosquito cell-line adapted (wMelPop-CLA) strain of Wolbachia. This infection introduced from Drosophila provides strong blockage of dengue and other arboviruses but also has large fitness costs in laboratory tests. The releases were used to evaluate the fitness of released infected mosquitoes, and (following termination of releases) to test for any effects of wMelPop-CLA on wing size and shape when mosquitoes were reared under field conditions. Methods We monitored gravid females via double sticky traps to assess the reproductive success of wMelPop-CLA-infected females and also sampled the overall mosquito population post-release using Biogent Sentinel traps. Morphometric analyses were used to evaluate infection effects on wing shape as well as size. Results Oviposition success as assessed through double sticky traps was unrelated to size of released mosquitoes. However, released mosquitoes with lower wing loading were more successful. Furthermore, wMelPop-CLA-infected mosquitoes had 38.3% of the oviposition success of uninfected mosquitoes based on the predicted infection frequency after release. Environmental conditions affected wing shape and particularly size across time in uninfected mosquitoes, but not in naturally-reared wMelPop-CLA-infected mosquitoes. Although the overall size and shape do not differ between naturally-reared wMelPop-CLA-infected and uninfected mosquitoes, the infected mosquitoes tended to have smaller wings than uninfected mosquitoes during the cooler November in comparison to December. Conclusion These results confirm the lower fitness of wMelPop-CLA infection under field conditions, helping to explain challenges associated with a successful invasion by this strain. In the long run, invasion may depend on releasing strains carrying insecticide resistance or egg desiccation resistance, combined with an active pre-release population suppression program. PMID:24495395

  17. Assessment and forecasting of lightning potential and its effect on launch operations at Cape Canaveral Air Force Station and John F. Kennedy Space Center

    NASA Technical Reports Server (NTRS)

    Weems, J.; Wyse, N.; Madura, J.; Secrist, M.; Pinder, C.

    1991-01-01

    Lightning plays a pivotal role in the operation decision process for space and ballistic launches at Cape Canaveral Air Force Station and Kennedy Space Center. Lightning forecasts are the responsibility of Detachment 11, 4th Weather Wing's Cape Canaveral Forecast Facility. These forecasts are important to daily ground processing as well as launch countdown decisions. The methodology and equipment used to forecast lightning are discussed. Impact on a recent mission is summarized.

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

    PubMed

    Hinson, Brian T; Morgansen, Kristi A

    2015-10-06

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

  19. Deployable reflector structure

    NASA Technical Reports Server (NTRS)

    Mikulas, Martin, Jr. (Inventor); Hoberman, Charles (Inventor)

    1993-01-01

    A deployable reflector structure is presented. The structure has a number of movable reflector panels pivotably supported on rigid arms. Several such arms are pivotably connected to a central structure. The arm can move in starburst fashion from a packaged stage, where all arms are vertical, to a deployed stage, where all arms are horizontal. All of the movable reflector panels are maintained at a predetermined angle to an axis of the reflector structure when the arms are pivoted. The reflector panels are stacked tightly on top of each other in the packaged state of the reflector structure. Simple mechanisms are used for avoiding interference between panels on different arms in the packaged stage and for fitting the movable panels together like tiles in the deployed stage.

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

    NASA Technical Reports Server (NTRS)

    1996-01-01

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

  1. Origin and diversification of wings: Insights from a neopteran insect.

    PubMed

    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.

  2. Euclidean perspective on the unfolding of azurin: angular correlations

    NASA Astrophysics Data System (ADS)

    Warren, Jeffrey J.; Gray, Harry B.; Winkler, Jay R.; Kozak, John J.

    2013-12-01

    The geometrical model introduced previously by the authors has been extended quantitatively to document changes in angular correlations between and among residues as azurin unfolds. In the early stages of denaturation, these changes are found to be more pronounced than changes in the spatial displacement of residues, a result that is also found for residues acting in concert, viz., α-helices, β-sheet residues and residues in 'turning regions.' Our analysis leads to a picture of the large-scale motion of the polypeptide chain as azurin denatures. Flanking a central 'ribbon' of residues whose orientation remains essentially invariant, we find that in the early stages of unfolding, left- and right-hand 'wings' adjacent to this stationary scaffolding pivot counterclockwise, while smaller regions on opposing ends of the β-barrel pivot clockwise. As spatial constraints characterising the native state are further relaxed, our calculations show that some regions reverse their orientational motion, reflecting the enhanced flexibility of the polypeptide chain in the denatured state.

  3. Spectrally tuned structural and pigmentary coloration of birdwing butterfly wing scales.

    PubMed

    Wilts, Bodo D; Matsushita, Atsuko; Arikawa, Kentaro; Stavenga, Doekele G

    2015-10-06

    The colourful wing patterns of butterflies play an important role for enhancing fitness; for instance, by providing camouflage, for interspecific mate recognition, or for aposematic display. Closely related butterfly species can have dramatically different wing patterns. The phenomenon is assumed to be caused by ecological processes with changing conditions, e.g. in the environment, and also by sexual selection. Here, we investigate the birdwing butterflies, Ornithoptera, the largest butterflies of the world, together forming a small genus in the butterfly family Papilionidae. The wings of these butterflies are marked by strongly coloured patches. The colours are caused by specially structured wing scales, which act as a chirped multilayer reflector, but the scales also contain papiliochrome pigments, which act as a spectral filter. The combined structural and pigmentary effects tune the coloration of the wing scales. The tuned colours are presumably important for mate recognition and signalling. By applying electron microscopy, (micro-)spectrophotometry and scatterometry we found that the various mechanisms of scale coloration of the different birdwing species strongly correlate with the taxonomical distribution of Ornithoptera species. © 2015 The Author(s).

  4. Spectrally tuned structural and pigmentary coloration of birdwing butterfly wing scales

    PubMed Central

    Wilts, Bodo D.; Matsushita, Atsuko; Arikawa, Kentaro; Stavenga, Doekele G.

    2015-01-01

    The colourful wing patterns of butterflies play an important role for enhancing fitness; for instance, by providing camouflage, for interspecific mate recognition, or for aposematic display. Closely related butterfly species can have dramatically different wing patterns. The phenomenon is assumed to be caused by ecological processes with changing conditions, e.g. in the environment, and also by sexual selection. Here, we investigate the birdwing butterflies, Ornithoptera, the largest butterflies of the world, together forming a small genus in the butterfly family Papilionidae. The wings of these butterflies are marked by strongly coloured patches. The colours are caused by specially structured wing scales, which act as a chirped multilayer reflector, but the scales also contain papiliochrome pigments, which act as a spectral filter. The combined structural and pigmentary effects tune the coloration of the wing scales. The tuned colours are presumably important for mate recognition and signalling. By applying electron microscopy, (micro-)spectrophotometry and scatterometry we found that the various mechanisms of scale coloration of the different birdwing species strongly correlate with the taxonomical distribution of Ornithoptera species. PMID:26446560

  5. Origin and diversification of wings: Insights from a neopteran insect

    PubMed Central

    Medved, Victor; Marden, James H.; Fescemyer, Howard W.; Der, Joshua P.; Liu, Jin; Mahfooz, Najmus; Popadić, Aleksandar

    2015-01-01

    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. PMID:26668365

  6. 76 FR 22311 - Airworthiness Directives; Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-04-21

    ... a report of fatigue cracking of the wing upper and lower rainbow fittings during durability testing... are susceptible to multiple site fatigue damage. We are issuing this AD to detect and correct such fatigue cracks, which could grow large and lead to the failure of the fitting and a catastrophic failure...

  7. Position-related differences in selected morphological body characteristics of top-level handball players.

    PubMed

    Sibila, Marko; Pori, Primoz

    2009-12-01

    We aimed to establish the main morphological characteristics of Slovenian junior and senior national handball team players. Morphological characteristics for various player subgroups (goalkeepers, wings, back players and pivots) were also determined so as to establish whether they had distinct profiles. The subjects were 78 handball players who were members of the Slovenian junior and senior national team in the period from 2000 to 2007. A standardised anthropometric protocol was used to assess the subjects' morphological characteristics. The measurements included 23 different anthropometric measures. Data were processed with the SPSS computer programme. First, basic statistical characteristics of anthropometric measures were obtained for all subjects together and then for each group separately. Somatotypes were determined using Heath-Carter's method. Endomorphic, mesomorphic and ectomorphic components were calculated by computer on the basis of formulas. In order to determine differences in the body composition and anthropometric data of the subjects playing in different positions, a one-way analysis of variance was employed. The results show that on average the wings differ the most from the other player groups in terms of their morphological body characteristics. The values of their body height, body mass and the quantity of subcutaneous fat are statistically significantly lower than those of players in the other groups. Goalkeepers are relatively tall, with high values of body mass and low values of transuersal measures. Their skin folds are the most pronounced among all groups on average and their share of subcutaneous fat in total body mass is the highest. Consequently, their endomorphic component of the somatotype is pronounced. Pivots and back players are becoming increasingly similar in terms of their morphological body characteristics. Pivots maintain greater robustness, have a higher quantity of muscle mass as well as more pronounced transversal measures and a mesomorphic component of the somatotype. The results of our study confirm that groups of handball players occupying different positions differ amongst themselves in terms of many measurements. This is a result of specific requirements of handball play which are to be fulfilled by players.

  8. Fortunes and misfortunes of political leaders reflected in the eyes of their electors.

    PubMed

    Porciello, Giuseppina; Liuzza, Marco Tullio; Minio-Paluello, Ilaria; Caprara, Gian Vittorio; Aglioti, Salvatore Maria

    2016-03-01

    Gaze-following is a pivotal social behaviour that, although largely automatic, is permeable to high-order variables like political affiliation. A few years ago we reported that the gaze of Italian right-wing voters was selectively captured by the gaze of their leader Silvio Berlusconi. This effect was particularly evident in voters who saw themselves as similar to Berlusconi. Two years later, we were able to run the present follow-up study because Berlusconi's popularity had drastically dropped due to sex and political scandals, and he resigned from office. In a representative subsample of our original group, we investigated whether perceived similarity and gaze-following reflected Berlusconi's loss in popularity. We were also able to test the same hypothesis in an independent group of right-wing voters when their leader, Renata Polverini, resigned as Governor of 'Regione Lazio' due to political scandals. Our results show that the leaders' fall in popularity paralleled the reduction of their gaze's attracting power, as well as the decrease in similarity perceived by their voters. The less similar right-wing voters felt to their leader, the less they followed his/her gaze. Thus, the present experimental findings suggest that gaze-following can be modulated by complex situational and dispositional factors such as leader's popularity and voter-leader perceived similarity.

  9. Active Control of Forward Swept Wings with Divergence and Flutter Aeroelastic Instabilities.

    DTIC Science & Technology

    1984-05-01

    instability) the range of k needed for the Padd fitting begins at zero and increases until it encompasses the expected flutter frequency. At this...34But if any of you lacks wisdom, he should pray to God, who will give it to him; because God gives generously and graciously to all." (James 1:5) This...C-11 i-" \\*i List of Tables Table Page 1 Generalized Aerodynamic Influence Coefficient Comparisons For The Wing

  10. Crash Testing of Helicopter Airframe Fittings

    NASA Technical Reports Server (NTRS)

    Clarke, Charles W.; Townsend, William; Boitnott, Richard

    2004-01-01

    As part of the Rotary Wing Structures Technology Demonstration (RWSTD) program, a surrogate RAH-66 seat attachment fitting was dynamically tested to assess its response to transient, crash impact loads. The dynamic response of this composite material fitting was compared to the performance of an identical fitting subjected to quasi-static loads of similar magnitude. Static and dynamic tests were conducted of both smaller bench level and larger full-scale test articles. At the bench level, the seat fitting was supported in a steel fixture, and in the full-scale tests, the fitting was integrated into a surrogate RAH-66 forward fuselage. Based upon the lessons learned, an improved method to design, analyze, and test similar composite material fittings is proposed.

  11. A Generalized Pivotal Quantity Approach to Analytical Method Validation Based on Total Error.

    PubMed

    Yang, Harry; Zhang, Jianchun

    2015-01-01

    The primary purpose of method validation is to demonstrate that the method is fit for its intended use. Traditionally, an analytical method is deemed valid if its performance characteristics such as accuracy and precision are shown to meet prespecified acceptance criteria. However, these acceptance criteria are not directly related to the method's intended purpose, which is usually a gurantee that a high percentage of the test results of future samples will be close to their true values. Alternate "fit for purpose" acceptance criteria based on the concept of total error have been increasingly used. Such criteria allow for assessing method validity, taking into account the relationship between accuracy and precision. Although several statistical test methods have been proposed in literature to test the "fit for purpose" hypothesis, the majority of the methods are not designed to protect the risk of accepting unsuitable methods, thus having the potential to cause uncontrolled consumer's risk. In this paper, we propose a test method based on generalized pivotal quantity inference. Through simulation studies, the performance of the method is compared to five existing approaches. The results show that both the new method and the method based on β-content tolerance interval with a confidence level of 90%, hereafter referred to as the β-content (0.9) method, control Type I error and thus consumer's risk, while the other existing methods do not. It is further demonstrated that the generalized pivotal quantity method is less conservative than the β-content (0.9) method when the analytical methods are biased, whereas it is more conservative when the analytical methods are unbiased. Therefore, selection of either the generalized pivotal quantity or β-content (0.9) method for an analytical method validation depends on the accuracy of the analytical method. It is also shown that the generalized pivotal quantity method has better asymptotic properties than all of the current methods. Analytical methods are often used to ensure safety, efficacy, and quality of medicinal products. According to government regulations and regulatory guidelines, these methods need to be validated through well-designed studies to minimize the risk of accepting unsuitable methods. This article describes a novel statistical test for analytical method validation, which provides better protection for the risk of accepting unsuitable analytical methods. © PDA, Inc. 2015.

  12. Transonic wind tunnel test of a 14 percent thick oblique wing

    NASA Technical Reports Server (NTRS)

    Kennelly, Robert A., Jr.; Kroo, Ilan M.; Strong, James M.; Carmichael, Ralph L.

    1990-01-01

    An experimental investigation was conducted at the ARC 11- by 11-Foot Transonic Wind Tunnel as part of the Oblique Wing Research Aircraft Program to study the aerodynamic performance and stability characteristics of a 0.087-scale model of an F-8 airplane fitted with an oblique wing designed by Rockwell International. The 10.3 aspect ratio, straight-tapered wing of 0.14 thickness/chord ratio was tested at two different mounting heights above the fuselage. Additional tests were conducted to assess low-speed behavior with and without flaps, aileron effectiveness at representative flight conditions, and transonic drag divergence with 0 degree wing sweep. Longitudinal stability data were obtained at sweep angles of 0, 30, 45, 60, and 65 degrees, at Mach numbers ranging from 0.25 to 1.40. Test Reynolds numbers varied from 3.2 to 6.6 x 10 exp 6/ft. and angle of attack ranged from -5 to +18 degrees. Most data were taken at zero sideslip, but a few runs were at sideslip angles of +/- 5 degrees. The raised wing position proved detrimental overall, although side force and yawing moment were reduced at some conditions. Maximum lift coefficient with the flaps deflected was found to fall short of the value predicted in the preliminary design document. The performance and trim characteristics of the present wing are generally inferior to those obtained for a previously tested wing designed at ARC.

  13. Three-Dimensional Piecewise-Continuous Class-Shape Transformation of Wings

    NASA Technical Reports Server (NTRS)

    Olson, Erik D.

    2015-01-01

    Class-Shape Transformation (CST) is a popular method for creating analytical representations of the surface coordinates of various components of aerospace vehicles. A wide variety of two- and three-dimensional shapes can be represented analytically using only a modest number of parameters, and the surface representation is smooth and continuous to as fine a degree as desired. This paper expands upon the original two-dimensional representation of airfoils to develop a generalized three-dimensional CST parametrization scheme that is suitable for a wider range of aircraft wings than previous formulations, including wings with significant non-planar shapes such as blended winglets and box wings. The method uses individual functions for the spanwise variation of airfoil shape, chord, thickness, twist, and reference axis coordinates to build up the complete wing shape. An alternative formulation parameterizes the slopes of the reference axis coordinates in order to relate the spanwise variation to the tangents of the sweep and dihedral angles. Also discussed are methods for fitting existing wing surface coordinates, including the use of piecewise equations to handle discontinuities, and mathematical formulations of geometric continuity constraints. A subsonic transport wing model is used as an example problem to illustrate the application of the methodology and to quantify the effects of piecewise representation and curvature constraints.

  14. Pressure distributions on a rectangular aspect-ratio-6, slotted supercritical airfoil wing with externally blown flaps

    NASA Technical Reports Server (NTRS)

    Johnson, W. G., Jr.

    1976-01-01

    An investigation was made in the 5.18 m (17 ft) test section of the Langley 300 MPH 7 by 10 foot tunnel on a rectangular, aspect ratio 6 wing which had a slotted supercritical airfoil section and externally blown flaps. The 13 percent thick wing was fitted with two high lift flap systems: single slotted and double slotted. The designations single slotted and double slotted do not include the slot which exists near the trailing edge of the basic slotted supercritical airfoil. Tests were made over an angle of attack range of -6 deg to 20 deg and a thrust-coefficient range up to 1.94 for a free-stream dynamic pressure of 526.7 Pa (11.0 lb/sq ft). The results of the investigation are presented as curves and tabulations of the chordwise pressure distributions at the midsemispan station for the wing and each flap element.

  15. Influence of a propagative plant virus on the fitness and wing dimorphism of infected and exposed insect vectors.

    PubMed

    Higashi, Clesson H V; Bressan, Alberto

    2013-07-01

    To maximize fitness, plant pathogenic viruses may manipulate their arthropod vectors through direct and indirect (via the host plant) interactions. For many virus-vector-plant associations, insect feeding does not always lead to virus acquisition. In fact, many plant viruses, especially those that propagate into their vectors, are acquired at low rates. Although the majority of insects colonizing an infected plant escape from viral infection, they are still exposed to the indirect effects (i.e. the effect of plant metabolism modification following virus infection). Little information has been reported on the effects of plant viruses on insects that become infected versus those that do not (here referred to as "exposed"). The effect that the Maize mosaic virus (MMV) (Rhabdoviridae) exerts on the fitness and wing dimorphism of the planthopper vector, Peregrinus maidis (Hemiptera, Delphacidae), that developed on leaves from either young or old corn plants was examined. MMV exerted non-consistent to minimal direct effects on developmental time, longevity, nymphal mortality and fecundity. In addition, some small yet significant fitness costs were encountered by exposed planthoppers to escape MMV infection. Furthermore, a significantly higher proportion of macropters over brachypters were produced on MMV-infected old leaves compared with healthy leaves of a similar age. We conclude that the virus influences the dispersal of the vector, promoting a larger production of macropters at the costs of brachypters at a late stage of the plant infection. Because MMV infection in planthoppers did not segregate by wing morphotype, our results indicate that the dispersal of both infected and exposed planthoppers was a likely consequence of the indirect effects of MMV.

  16. Radiation-damped profiles of extremely high column density neutral hydrogen: implications of cosmic reionization

    NASA Astrophysics Data System (ADS)

    Bach, Kiehunn

    2017-01-01

    Incorporating the time-dependent second-order perturbation theory for the Lyman scattering cross-section, we investigate the intergalactic absorption profiles of extremely high column density systems near the end of cosmic reionization. Assuming a representative set of the redshift distribution of neutral hydrogen, we quantitatively examined the impact of inhomogeneous density on the intrinsic absorption profiles. The cumulative absorption by neutral patches in the line of sight mainly affects the far off-centre region of the red damping wing, but the effect is not significant. The shape of the line centre can be modified by the near-zone distribution due to high opacities of the near-resonance scattering. On the other hand, the HWHM (half width at half-maximum) as an effective line width is relatively less sensitive to the local inhomogeneity. Specifically, when the two local damping wings of Lyα and Lyβ are close in spectra of the strongly damped systems, accurate profiles of both lines are required. In the case of N_{H I}≲ 10^{21} { cm^{-2}}, the two-level approximation is marginally applicable for the damping wing fit within 5 - 7 per cent errors. However, as the local column density reaches N_{H I}˜ 10^{22.3} { cm^{-2}}, this classical approximation yields a relative error of a 10 per cent overestimation in the red wing and a 20 per cent underestimation in the blue wing of Lyα. If severe extinction by the Lyα forests is carefully subtracted, the intrinsic absorption profile will provide a better constraint on the local ionized states. For practical applications, an analytic fitting function for the Lyβ scattering is derived.

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

    NASA Technical Reports Server (NTRS)

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

    2016-01-01

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

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

    NASA Technical Reports Server (NTRS)

    1996-01-01

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

  19. The Gaussian-Lorentzian Sum, Product, and Convolution (Voigt) functions in the context of peak fitting X-ray photoelectron spectroscopy (XPS) narrow scans

    NASA Astrophysics Data System (ADS)

    Jain, Varun; Biesinger, Mark C.; Linford, Matthew R.

    2018-07-01

    X-ray photoelectron spectroscopy (XPS) is arguably the most important vacuum technique for surface chemical analysis, and peak fitting is an indispensable part of XPS data analysis. Functions that have been widely explored and used in XPS peak fitting include the Gaussian, Lorentzian, Gaussian-Lorentzian sum (GLS), Gaussian-Lorentzian product (GLP), and Voigt functions, where the Voigt function is a convolution of a Gaussian and a Lorentzian function. In this article we discuss these functions from a graphical perspective. Arguments based on convolution and the Central Limit Theorem are made to justify the use of functions that are intermediate between pure Gaussians and pure Lorentzians in XPS peak fitting. Mathematical forms for the GLS and GLP functions are presented with a mixing parameter m. Plots are shown for GLS and GLP functions with mixing parameters ranging from 0 to 1. There are fundamental differences between the GLS and GLP functions. The GLS function better follows the 'wings' of the Lorentzian, while these 'wings' are suppressed in the GLP. That is, these two functions are not interchangeable. The GLS and GLP functions are compared to the Voigt function, where the GLS is shown to be a decent approximation of it. Practically, both the GLS and the GLP functions can be useful for XPS peak fitting. Examples of the uses of these functions are provided herein.

  20. Longer wings for faster springs - wing length relates to spring phenology in a long-distance migrant across its range.

    PubMed

    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.

  1. Computational design of low aspect ratio wing-winglet configurations for transonic wind-tunnel tests

    NASA Technical Reports Server (NTRS)

    Kuhlman, John M.; Brown, Christopher K.

    1989-01-01

    Computational designs were performed for three different low aspect ratio wing planforms fitted with nonplanar winglets; one of the three configurations was selected to be constructed as a wind tunnel model for testing in the NASA LaRC 8-foot transonic pressure tunnel. A design point of M = 0.8, C(sub L) is approximate or = to 0.3 was selected, for wings of aspect ratio equal to 2.2, and leading edge sweep angles of 45 deg and 50 deg. Winglet length is 15 percent of the wing semispan, with a cant angle of 15 deg, and a leading edge sweep of 50 deg. Winglet total area equals 2.25 percent of the wing reference area. The design process and the predicted transonic performance are summarized for each configuration. In addition, a companion low-speed design study was conducted, using one of the transonic design wing-winglet planforms but with different camber and thickness distributions. A low-speed wind tunnel model was constructed to match this low-speed design geometry, and force coefficient data were obtained for the model at speeds of 100 to 150 ft/sec. Measured drag coefficient reductions were of the same order of magnitude as those predicted by numerical subsonic performance predictions.

  2. 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.

  3. 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.

  4. Experimental Aerodynamic Characteristics of an Oblique Wing for the F-8 OWRA

    NASA Technical Reports Server (NTRS)

    Kennelly, Robert A., Jr.; Carmichael, Ralph L.; Smith, Stephen C.; Strong, James M.; Kroo, Ilan M.

    1999-01-01

    An experimental investigation was conducted during June-July 1987 in the NASA Ames 11-Foot Transonic Wind Tunnel to study the aerodynamic performance and stability and control characteristics of a 0.087-scale model of an F-8 airplane fitted with an oblique wing. This effort was part of the Oblique Wing Research Aircraft (OWRA) program performed in conjunction with Rockwell International. The Ames-designed, aspect ratio 10.47, tapered wing used specially designed supercritical airfoils with 0.14 thickness/chord ratio at the root and 0.12 at the 85% span location. The wing was tested at two different mounting heights above the fuselage. Performance and longitudinal stability data were obtained at sweep angles of 0deg, 30deg, 45deg, 60deg, and 65deg at Mach numbers ranging from 0.30 to 1.40. Reynolds number varied from 3.1 x 10(exp 6)to 5.2 x 10(exp 6), based on the reference chord length. Angle of attack was varied from -5deg to 18deg. The performance of this wing is compared with that of another oblique wing, designed by Rockwell International, which was tested as part of the same development program. Lateral-directional stability data were obtained for a limited combination of sweep angles and Mach numbers. Sideslip angle was varied from -5deg to +5deg. Landing flap performance was studied, as were the effects of cruise flap deflections to achieve roll trim and tailor wing camber for various flight conditions. Roll-control authority of the flaps and ailerons was measured. A novel, deflected wing tip was evaluated for roll-control authority at high sweep angles.

  5. Waiting in the wings: what can we learn about gene co-option from the diversification of butterfly wing patterns?

    PubMed

    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).

  6. Waiting in the wings: what can we learn about gene co-option from the diversification of butterfly wing patterns?

    PubMed Central

    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

  7. A pivot mutation impedes reverse evolution across an adaptive landscape for drug resistance in Plasmodium vivax.

    PubMed

    Ogbunugafor, C Brandon; Hartl, Daniel

    2016-01-25

    The study of reverse evolution from resistant to susceptible phenotypes can reveal constraints on biological evolution, a topic for which evolutionary theory has relatively few general principles. The public health catastrophe of antimicrobial resistance in malaria has brought these constraints on evolution into a practical realm, with one proposed solution: withdrawing anti-malarial medication use in high resistance settings, built on the assumption that reverse evolution occurs readily enough that populations of pathogens may revert to their susceptible states. While past studies have suggested limits to reverse evolution, there have been few attempts to properly dissect its mechanistic constraints. Growth rates were determined from empirical data on the growth and resistance from a set of combinatorially complete set of mutants of a resistance protein (dihydrofolate reductase) in Plasmodium vivax, to construct reverse evolution trajectories. The fitness effects of individual mutations were calculated as a function of drug environment, revealing the magnitude of epistatic interactions between mutations and genetic backgrounds. Evolution across the landscape was simulated in two settings: starting from the population fixed for the quadruple mutant, and from a polymorphic population evenly distributed between double mutants. A single mutation of large effect (S117N) serves as a pivot point for evolution to high resistance regions of the landscape. Through epistatic interactions with other mutations, this pivot creates an epistatic ratchet against reverse evolution towards the wild type ancestor, even in environments where the wild type is the most fit of all genotypes. This pivot mutation underlies the directional bias in evolution across the landscape, where evolution towards the ancestor is precluded across all examined drug concentrations from various starting points in the landscape. The presence of pivot mutations can dictate dynamics of evolution across adaptive landscape through epistatic interactions within a protein, leaving a population trapped on local fitness peaks in an adaptive landscape, unable to locate ancestral genotypes. This irreversibility suggests that the structure of an adaptive landscape for a resistance protein should be understood before considering resistance management strategies. This proposed mechanism for constraints on reverse evolution corroborates evidence from the field indicating that phenotypic reversal often occurs via compensatory mutation at sites independent of those associated with the forward evolution of resistance. Because of this, molecular methods that identify resistance patterns via single SNPs in resistance-associated markers might be missing signals for resistance and compensatory mutation throughout the genome. In these settings, whole genome sequencing efforts should be used to identify resistance patterns, and will likely reveal a more complicated genomic signature for resistance and susceptibility, especially in settings where anti-malarial medications have been used intermittently. Lastly, the findings suggest that, given their role in dictating the dynamics of evolution across the landscape, pivot mutations might serve as future targets for therapy.

  8. Reduction of structural loads using maneuver load control on the Advanced Fighter Technology Integration (AFTI)/F-111 mission adaptive wing

    NASA Technical Reports Server (NTRS)

    Thornton, Stephen V.

    1993-01-01

    A transonic fighter-bomber aircraft, having a swept supercritical wing with smooth variable-camber flaps was fitted with a maneuver load control (MLC) system that implements a technique to reduce the inboard bending moments in the wing by shifting the spanwise load distribution inboard as load factor increases. The technique modifies the spanwise camber distribution by automatically commanding flap position as a function of flap position, true airspeed, Mach number, dynamic pressure, normal acceleration, and wing sweep position. Flight test structural loads data were obtained for loads in both the wing box and the wing root. Data from uniformly deflected flaps were compared with data from flaps in the MLC configuration where the outboard segment of three flap segments was deflected downward less than the two inboard segments. The changes in the shear loads in the forward wing spar and at the roots of the stabilators also are presented. The camber control system automatically reconfigures the flaps through varied flight conditions. Configurations having both moderate and full trailing-edge flap deflection were tested. Flight test data were collected at Mach numbers of 0.6, 0.7, 0.8, and 0.9 and dynamic pressures of 300, 450, 600, and 800 lb/sq ft. The Reynolds numbers for these flight conditions ranged from 26 x 10(exp 6) to 54 x 10(exp 6) at the mean aerodynamic chord. Load factor increases of up to 1.0 g achieved with no increase in wing root bending moment with the MLC flap configuration.

  9. A CFD-informed quasi-steady model of flapping wing aerodynamics.

    PubMed

    Nakata, Toshiyuki; Liu, Hao; Bomphrey, Richard J

    2015-11-01

    Aerodynamic performance and agility during flapping flight are determined by the combination of wing shape and kinematics. The degree of morphological and kinematic optimisation is unknown and depends upon a large parameter space. Aimed at providing an accurate and computationally inexpensive modelling tool for flapping-wing aerodynamics, we propose a novel CFD (computational fluid dynamics)-informed quasi-steady model (CIQSM), which assumes that the aerodynamic forces on a flapping wing can be decomposed into the quasi-steady forces and parameterised based on CFD results. Using least-squares fitting, we determine a set of proportional coefficients for the quasi-steady model relating wing kinematics to instantaneous aerodynamic force and torque; we calculate power with the product of quasi-steady torques and angular velocity. With the quasi-steady model fully and independently parameterised on the basis of high-fidelity CFD modelling, it is capable of predicting flapping-wing aerodynamic forces and power more accurately than the conventional blade element model (BEM) does. The improvement can be attributed to, for instance, taking into account the effects of the induced downwash and the wing tip vortex on the force generation and power consumption. Our model is validated by comparing the aerodynamics of a CFD model and the present quasi-steady model using the example case of a hovering hawkmoth. It demonstrates that the CIQSM outperforms the conventional BEM while remaining computationally cheap, and hence can be an effective tool for revealing the mechanisms of optimization and control of kinematics and morphology in flapping-wing flight for both bio-flyers and unmanned air systems.

  10. A CFD-informed quasi-steady model of flapping wing aerodynamics

    PubMed Central

    Nakata, Toshiyuki; Liu, Hao; Bomphrey, Richard J.

    2016-01-01

    Aerodynamic performance and agility during flapping flight are determined by the combination of wing shape and kinematics. The degree of morphological and kinematic optimisation is unknown and depends upon a large parameter space. Aimed at providing an accurate and computationally inexpensive modelling tool for flapping-wing aerodynamics, we propose a novel CFD (computational fluid dynamics)-informed quasi-steady model (CIQSM), which assumes that the aerodynamic forces on a flapping wing can be decomposed into the quasi-steady forces and parameterised based on CFD results. Using least-squares fitting, we determine a set of proportional coefficients for the quasi-steady model relating wing kinematics to instantaneous aerodynamic force and torque; we calculate power with the product of quasi-steady torques and angular velocity. With the quasi-steady model fully and independently parameterised on the basis of high-fidelity CFD modelling, it is capable of predicting flapping-wing aerodynamic forces and power more accurately than the conventional blade element model (BEM) does. The improvement can be attributed to, for instance, taking into account the effects of the induced downwash and the wing tip vortex on the force generation and power consumption. Our model is validated by comparing the aerodynamics of a CFD model and the present quasi-steady model using the example case of a hovering hawkmoth. It demonstrates that the CIQSM outperforms the conventional BEM while remaining computationally cheap, and hence can be an effective tool for revealing the mechanisms of optimization and control of kinematics and morphology in flapping-wing flight for both bio-flyers and unmanned air systems. PMID:27346891

  11. Mathematical and Statistical Software Index.

    DTIC Science & Technology

    1986-08-01

    geometric) mean HMEAN - harmonic mean MEDIAN - median MODE - mode QUANT - quantiles OGIVE - distribution curve IQRNG - interpercentile range RANGE ... range mutliphase pivoting algorithm cross-classification multiple discriminant analysis cross-tabul ation mul tipl e-objecti ve model curve fitting...Statistics). .. .. .... ...... ..... ...... ..... .. 21 *RANGEX (Correct Correlations for Curtailment of Range ). .. .. .... ...... ... 21 *RUMMAGE II (Analysis

  12. The 3D Euler solutions using automated Cartesian grid generation

    NASA Technical Reports Server (NTRS)

    Melton, John E.; Enomoto, Francis Y.; Berger, Marsha J.

    1993-01-01

    Viewgraphs on 3-dimensional Euler solutions using automated Cartesian grid generation are presented. Topics covered include: computational fluid dynamics (CFD) and the design cycle; Cartesian grid strategy; structured body fit; grid generation; prolate spheroid; and ONERA M6 wing.

  13. Estimation of Supersonic Stage Separation Aerodynamics of Winged-Body Launch Vehicles Using Response Surface Methods

    NASA Technical Reports Server (NTRS)

    Erickson, Gary E.

    2010-01-01

    Response surface methodology was used to estimate the longitudinal stage separation aerodynamic characteristics of a generic, bimese, winged multi-stage launch vehicle configuration at supersonic speeds in the NASA LaRC Unitary Plan Wind Tunnel. The Mach 3 staging was dominated by shock wave interactions between the orbiter and booster vehicles throughout the relative spatial locations of interest. The inference space was partitioned into several contiguous regions within which the separation aerodynamics were presumed to be well-behaved and estimable using central composite designs capable of fitting full second-order response functions. The underlying aerodynamic response surfaces of the booster vehicle in belly-to-belly proximity to the orbiter vehicle were estimated using piecewise-continuous lower-order polynomial functions. The quality of fit and prediction capabilities of the empirical models were assessed in detail, and the issue of subspace boundary discontinuities was addressed. Augmenting the central composite designs to full third-order using computer-generated D-optimality criteria was evaluated. The usefulness of central composite designs, the subspace sizing, and the practicality of fitting lower-order response functions over a partitioned inference space dominated by highly nonlinear and possibly discontinuous shock-induced aerodynamics are discussed.

  14. Numerical computation of viscous flow around bodies and wings moving at supersonic speeds

    NASA Technical Reports Server (NTRS)

    Tannehill, J. C.

    1984-01-01

    Research in aerodynamics is discussed. The development of equilibrium air curve fits; computation of hypersonic rarefield leading edge flows; computation of 2-D and 3-D blunt body laminar flows with an impinging shock; development of a two-dimensional or axisymmetric real gas blunt body code; a study of an over-relaxation procedure forthe MacCormack finite-difference scheme; computation of 2-D blunt body turbulent flows with an impinging shock; computation of supersonic viscous flow over delta wings at high angles of attack; and computation of the Space Shuttle Orbiter flowfield are discussed.

  15. Cruising the rain forest floor: butterfly wing shape evolution and gliding in ground effect.

    PubMed

    Cespedes, Ann; Penz, Carla M; DeVries, Philip J

    2015-05-01

    Flight is a key innovation in the evolutionary success of insects and essential to dispersal, territoriality, courtship and oviposition. Wing shape influences flight performance and selection likely acts to maximize performance for conducting essential behaviours that in turn results in the evolution of wing shape. As wing shape also contributes to fitness, optimal shapes for particular flight behaviours can be assessed with aerodynamic predictions and placed in an ecomorphological context. Butterflies in the tribe Haeterini (Nymphalidae) are conspicuous members of understorey faunas in lowland Neotropical forests. Field observations indicate that the five genera in this clade differ in flight height and behaviour: four use gliding flight at the forest floor level, and one utilizes flapping flight above the forest floor. Nonetheless, the association of ground level gliding flight behaviour and wing shape has never been investigated in this or any other butterfly group. We used landmark-based geometric morphometrics to test whether wing shapes in Haeterini and their close relatives reflected observed flight behaviours. Four genera of Haeterini and some distantly related Satyrinae showed significant correspondence between wing shape and theoretical expectations in performance trade-offs that we attribute to selection for gliding in ground effect. Forewing shape differed between sexes for all taxa, and male wing shapes were aerodynamically more efficient for gliding flight than corresponding females. This suggests selection acts differentially on male and female wing shapes, reinforcing the idea that sex-specific flight behaviours contribute to the evolution of sexual dimorphism. Our study indicates that wing shapes in Haeterini butterflies evolved in response to habitat-specific flight behaviours, namely gliding in ground effect along the forest floor, resulting in ecomorphological partitions of taxa in morphospace. The convergent flight behaviour and wing morphology between tribes of Satyrinae suggest that the flight environment may offset phylogenetic constraints. Overall, this study provides a basis for exploring similar patterns of wing shape evolution in other taxa that glide in ground effect. © 2014 The Authors. Journal of Animal Ecology © 2014 British Ecological Society.

  16. The Influence of Sweep on the Aerodynamic Loading of an Oscillating NACA0012 Airfoil. Volume 2: Data Report

    NASA Technical Reports Server (NTRS)

    St.hilaire, A. O.; Carta, F. O.

    1979-01-01

    The effect of sweep on the dynamic response of the NACA 0012 airfoil was investigated. Unsteady chordwise distributed pressure data were obtained from a tunnel spanning wing equipped with 21 single surface transducers (13 on the suction side and 8 on the pressure side of the airfoil). The pressure data were obtained at pitching amplitudes of 8 and 10 degrees over a tunnel Mach number range of 0.10 to 0.46 and a pitching frequency range of 2.5 to 10.6 cycles per second. The wing was oscillated in the unswept and swept positions about the quarter-chord pivot axis relative to mean incidence angle settings of 0, 9, 12, and 15 degrees. A compilation of all the response data obtained during the test program is presented. These data are in the form of normal force, chord force, lift force, pressure drag, and moment hysteresis loops derived from chordwise integrations of the unsteady pressure distributions. The hysteresis loops are organized in two main sections. In the first section, the loop data are arranged to show the effect of sweep (lambda = 0 and 30 deg) for all available combinations of mean incidence angle, pitching amplitude, reduced frequency, and chordwise Mach number. The second section shows the effect of chordwise Mach number (MC = 0.30 and MC = 0.40) on the swept wing response for all available combinations of mean incidence angle, pitching amplitude, and reduced frequency.

  17. Wing Shape Sensing from Measured Strain

    NASA Technical Reports Server (NTRS)

    Pak, Chan-Gi

    2015-01-01

    A new two-step theory is investigated for predicting the deflection and slope of an entire structure using strain measurements at discrete locations. In the first step, a measured strain is fitted using a piecewise least-squares curve fitting method together with the cubic spline technique. These fitted strains are integrated twice to obtain deflection data along the fibers. In the second step, computed deflection along the fibers are combined with a finite element model of the structure in order to interpolate and extrapolate the deflection and slope of the entire structure through the use of the System Equivalent Reduction and Expansion Process. The theory is first validated on a computational model, a cantilevered rectangular plate wing. The theory is then applied to test data from a cantilevered swept-plate wing model. Computed results are compared with finite element results, results using another strain-based method, and photogrammetry data. For the computational model under an aeroelastic load, maximum deflection errors in the fore and aft, lateral, and vertical directions are -3.2 percent, 0.28 percent, and 0.09 percent, respectively; and maximum slope errors in roll and pitch directions are 0.28 percent and -3.2 percent, respectively. For the experimental model, deflection results at the tip are shown to be accurate to within 3.8 percent of the photogrammetry data and are accurate to within 2.2 percent in most cases. In general, excellent matching between target and computed values are accomplished in this study. Future refinement of this theory will allow it to monitor the deflection and health of an entire aircraft in real time, allowing for aerodynamic load computation, active flexible motion control, and active induced drag reduction..

  18. Wing Shape Sensing from Measured Strain

    NASA Technical Reports Server (NTRS)

    Pak, Chan-gi

    2015-01-01

    A new two-step theory is investigated for predicting the deflection and slope of an entire structure using strain measurements at discrete locations. In the first step, a measured strain is fitted using a piecewise least-squares curve fitting method together with the cubic spline technique. These fitted strains are integrated twice to obtain deflection data along the fibers. In the second step, computed deflection along the fibers are combined with a finite element model of the structure in order to interpolate and extrapolate the deflection and slope of the entire structure through the use of the System Equivalent Reduction and Expansion Process. The theory is first validated on a computational model, a cantilevered rectangular plate wing. The theory is then applied to test data from a cantilevered swept-plate wing model. Computed results are compared with finite element results, results using another strainbased method, and photogrammetry data. For the computational model under an aeroelastic load, maximum deflection errors in the fore and aft, lateral, and vertical directions are -3.2%, 0.28%, and 0.09%, respectively; and maximum slope errors in roll and pitch directions are 0.28% and -3.2%, respectively. For the experimental model, deflection results at the tip are shown to be accurate to within 3.8% of the photogrammetry data and are accurate to within 2.2% in most cases. In general, excellent matching between target and computed values are accomplished in this study. Future refinement of this theory will allow it to monitor the deflection and health of an entire aircraft in real time, allowing for aerodynamic load computation, active flexible motion control, and active induced drag reduction.

  19. The role of body size in host specificity: reciprocal transfer experiments with feather lice.

    PubMed

    Bush, Sarah E; Clayton, Dale H

    2006-10-01

    Although most parasites show at least some degree of host specificity, factors governing the evolution of specificity remain poorly understood. Many different groups of host-specific parasites show a striking correlation between parasite and host body size, suggesting that size reinforces specificity. We tested this hypothesis by measuring the relative fitness of host-specific feather lice transferred to pigeons and doves that differ in size by an order of magnitude. To test the general influence of size, we transferred unrelated groups of wing and body lice, which are specialized for different regions of the host. Lice were transferred in both directions, from a large native host species, the rock pigeon (Columba livia), to several progressively smaller hosts, and from a small native host species, the common ground dove (Columbina passerina), to several larger hosts. We measured the relative fitness (population size) of lice transferred to these novel host species after two louse generations. Neither wing lice nor body lice could survive on novel host species that were smaller in size than the native host. However, when host defense (preening behavior) was blocked, both groups survived and reproduced on all novel hosts tested. Thus, host defense interacted with host size to govern the ability of lice to establish on small hosts. Neither wing lice nor body lice could survive on larger hosts, even when preening was blocked. In summary, host size influenced the fitness of both types of feather lice, but through different mechanisms, depending on the direction of the transfer. Our results indicate that host switching is most likely between hosts of similar body size. This finding has important implications for studies of host-parasite coevolution at both the micro- and macroevolutionary scales.

  20. 46 CFR 72.05-25 - Doors, other than watertight.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... glass shall be fitted in steel or equivalent metal frames and shall be retained by steel or equivalent metal glazing beads or angles. (5) Where wire-inserted glass is required, and the single wire type is.... The cut for the hose port should be approximately 6 inches square. A hinged or pivoted steel or...

  1. 46 CFR 72.05-25 - Doors, other than watertight.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... glass shall be fitted in steel or equivalent metal frames and shall be retained by steel or equivalent metal glazing beads or angles. (5) Where wire-inserted glass is required, and the single wire type is.... The cut for the hose port should be approximately 6 inches square. A hinged or pivoted steel or...

  2. Design and Fabrication of the NASA Decoupler Pylon for the F-16 Aircraft

    NASA Technical Reports Server (NTRS)

    Clayton, J. D.; Haller, R. L.; Hassler, J. M., Jr.

    1985-01-01

    The NASA Decoupler Pylon is a passive means of suppressing wing-store flutter. The feasibility of demonstrating this concept on the F-16 aircraft was established through model wind tunnel tests and analyses. As a result of these tests and studies a ship set of Decoupler Pylons was designed and fabricated for a flight test demonstration on the F-16 aircraft. Basic design criteria were developed during the analysis study pertaining to pylon pitch stiffness, alignment system requirements, and damping requirements. A design was developed which utilized an electrical motor for the pylon alignment system. The design uses a four pin, two link pivot design which results in a remote pivot located at the center of gravity of the store when the store is in the aligned position. The pitch spring was fabricated from a tapered constant stress cantilevered beam. The pylon has the same external lines as the existing production pylon and is designed to use a MAU-12 ejection rack which is the same as the one used with the production pylon. The detailed design and fabrication was supported with a complete ground test of the pylon prior to shipment to NASA.

  3. Flow prediction for propfan engine installation effects on transport aircraft at transonic speeds

    NASA Technical Reports Server (NTRS)

    Samant, S. S.; Yu, N. J.

    1986-01-01

    An Euler-based method for aerodynamic analysis of turboprop transport aircraft at transonic speeds has been developed. In this method, inviscid Euler equations are solved over surface-fitted grids constructed about aircraft configurations. Propeller effects are simulated by specifying sources of momentum and energy on an actuator disc located in place of the propeller. A stripwise boundary layer procedure is included to account for the viscous effects. A preliminary version of an approach to embed the exhaust plume within the global Euler solution has also been developed for more accurate treatment of the exhaust flow. The resulting system of programs is capable of handling wing-body-nacelle-propeller configurations. The propeller disks may be tractors or pushers and may represent single or counterrotation propellers. Results from analyses of three test cases of interest (a wing alone, a wing-body-nacelle model, and a wing-nacelle-endplate model) are presented. A user's manual for executing the system of computer programs with formats of various input files, sample job decks, and sample input files is provided in appendices.

  4. Force balance in the take-off of a pierid butterfly: relative importance and timing of leg impulsion and aerodynamic forces.

    PubMed

    Bimbard, Gaëlle; Kolomenskiy, Dmitry; Bouteleux, Olivier; Casas, Jérôme; Godoy-Diana, Ramiro

    2013-09-15

    Up to now, the take-off stage has remained an elusive phase of insect flight that was relatively poorly explored compared with other maneuvers. An overall assessment of the different mechanisms involved in force production during take-off has never been explored. Focusing on the first downstroke, we have addressed this problem from a force balance perspective in butterflies taking off from the ground. In order to determine whether the sole aerodynamic wing force could explain the observed motion of the insect, we have firstly compared a simple analytical model of the wing force with the acceleration of the insect's center of mass estimated from video tracking of the wing and body motions. Secondly, wing kinematics were also used for numerical simulations of the aerodynamic flow field. Similar wing aerodynamic forces were obtained by the two methods. However, neither are sufficient, nor is the inclusion of the ground effect, to predict faithfully the body acceleration. We have to resort to the leg forces to obtain a model that best fits the data. We show that the median and hind legs display an active extension responsible for the initiation of the upward motion of the insect's body, occurring before the onset of the wing downstroke. We estimate that legs generate, at various times, an upward force that can be much larger than all other forces applied to the insect's body. The relative timing of leg and wing forces explains the large variability of trajectories observed during the maneuvers.

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

    NASA Astrophysics Data System (ADS)

    Malang, Yasir

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

  6. Evidence for a temperature rise in the outer layers of alpha Lyrae, from Copernicus observations of Lyman-alpha

    NASA Technical Reports Server (NTRS)

    Praderie, F.; Simonneau, E.; Snow, T. P., Jr.

    1975-01-01

    Copernicus satellite observations of the Ly-alpha profiles in alpha Lyrae (Vega) are used to determine whether classical radiative-equilibrium LTE model atmospheres can fit the thermal structure in the outer layers of that star. Two plane-parallel LTE model photospheres of alpha Lyrae are considered: a line-blanketed radiative-equilibrium model with an effective temperature of 9650 K and log g of 4.05, and the same model with a temperature of 9500 K and log g of 4.0. The profiles of the Ly-alpha wings are computed, and it is found that classical LTE models are unable to predict either the observed violet wing or the red wing longwards of 1239 A, regardless of the line source function. It is concluded that the electron temperature must increase outwards over the surface value reached in radiative equilibrium.

  7. Resume of the activities of the Aeronautical Experimental Institute, Rome, during the months of May, June, July and August 1921

    NASA Technical Reports Server (NTRS)

    1922-01-01

    This report is a listing of the different studies conducted by the Institute in May thru August of 1921. The aerodynamical section studied: the aerodynamical characteristics of a very thick concave-convex wing; the disturbance caused in a tunnel by the presence of a disk, placed in relation with a transversely infinite barrier; vertical pressure in a wing of low head resistance; the drag caused by two small doors in the sides of the fuselage. Some other studies conducted by the Institute included: depressions in the interior of the model of a wing; the influence of a conical casing fitted with helicoidal flanges centered on the hub of the propeller; the influence of the velocity of translation on the aerodynamical effects of the propeller; and the influence of a honeycomb placed in the tunnel.

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

    NASA Technical Reports Server (NTRS)

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

    1976-01-01

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

  9. Stereo-Video Data Reduction of Wake Vortices and Trailing Aircrafts

    NASA Technical Reports Server (NTRS)

    Alter-Gartenberg, Rachel

    1998-01-01

    This report presents stereo image theory and the corresponding image processing software developed to analyze stereo imaging data acquired for the wake-vortex hazard flight experiment conducted at NASA Langley Research Center. In this experiment, a leading Lockheed C-130 was equipped with wing-tip smokers to visualize its wing vortices, while a trailing Boeing 737 flew into the wake vortices of the leading airplane. A Rockwell OV-10A airplane, fitted with video cameras under its wings, flew at 400 to 1000 feet above and parallel to the wakes, and photographed the wake interception process for the purpose of determining the three-dimensional location of the trailing aircraft relative to the wake. The report establishes the image-processing tools developed to analyze the video flight-test data, identifies sources of potential inaccuracies, and assesses the quality of the resultant set of stereo data reduction.

  10. Some anthropologic characteristics of elite female handball players at different playing positions.

    PubMed

    Rogulj, Nenad; Srhoj, Vatromir; Nazor, Mirjana; Srhoj, Ljerka; Cavala, Marijana

    2005-12-01

    Differences in motor and psychologic variables according to playing positions were analyzed in a sample of 53 elite female handball players, members of junior and senior national team. Motor status included 8 variables for assessment of explosive strength of landing and throwing, agility, speed strength, movement frequency, and flexibility. Psychologic status was analyzed through 4 dimensions according to Eysenck: extroversion, psychotic behavior, neurotic behavior, and lie. The anthropologic features analyzed showed statistically significant differences. Considering motor abilities, differences were recorded in the variables for assessment of speed strength, agility and leg movement frequency, where wings predominated, whereas goalkeepers showed predominance in flexibility. In psychologic status, differences were present in the variable for assessment of extroversion, which was most pronounced in wings, whereas psychotic behavior was more expressed in those at pivot position. The differences were primarily consequential to the selection of players of a specific anthropologic profile for particular playing positions. The hypothesis of the impact of kinesiologic specificities of a particular playing position on the formation of the players' anthropologic profile should be scientifically tested. Study results may found application in training and contest practice, especially in forming anthropologic models for particular positions during the process of player selection.

  11. Preliminary design of nine high speed civil transports

    NASA Technical Reports Server (NTRS)

    Sandlin, Doral; Vantriet, Robert; Soban, Dani; Hoang, TY

    1992-01-01

    Sixty senior design students at Cal Poly, SLO have completed a year-long project to design the next generation of High Speed Civil Transports (HSCT). The design process was divided up into three distinct phases. The first third of the project was devoted entirely to research into the special problems associated with an HSCT. These included economic viability, airport compatibility, high speed aerodynamics, sonic boom minimization, environmental impact, and structures and materials. The result of this research was the development of nine separate Requests for Proposal (RFP) that outlined reasonable yet challenging design criteria for the aircraft. All were designed to be technically feasible in the year 2015. The next phase of the project divided the sixty students into nine design groups. Each group, with its own RFP, completed a Class 1 preliminary design of an HSCT. The nine configurations varied from conventional double deltas to variable geometry wings to a pivoting oblique wing design. The final phase of the project included a more detailed Class 2 sizing as well as performance and stability and control analysis. Cal Poly, San Luis Obispo presents nine unique solutions to the same problem: that of designing an economically viable, environmentally acceptable, safe and comfortable supersonic transport.

  12. Morphological, motor and situation-motor characteristics of elite female handball players according to playing performance and position.

    PubMed

    Cavala, Marijana; Katić, Ratko

    2010-12-01

    The aim of the study was to define biomotor characteristics that determine playing performance and position in female handball. A battery of 13 variables consisting of somatotype components (3 variables), basic motor abilities (5 variables) and specific motor abilities (5 variables) were applied in a sample of 52 elite female handball players. Differences in biomotor characteristics according to playing performance and position of female handball players were determined by use of the analysis of variance (ANOVA) and discriminative analysis. Study results showed the high-quality female handball players to predominantly differ from the less successful ones in the specific factor of throw strength and basic dash factor, followed by the specific abilities of movement without and with ball, basic coordination/agility and specific ability of ball manipulation, and a more pronounced mesomorphic component. Results also revealed the wing players to be superior in the speed of movement frequency (psychomotor speed), run (explosive strength) and speed of movement with ball as compared with players at other playing positions. Also, endomorphic component was less pronounced in players at the wing and back player positions as compared with goalkeeper and pivot positions, where endomorphic component was considerably more pronounced.

  13. Need for Closure and Political Orientation among German University Students.

    ERIC Educational Resources Information Center

    Kemmelmeier, Markus

    1997-01-01

    Tests competing hypotheses about the relationship between general political orientation and differences in cognitive functioning. Finds that a direct relationship between right-wing orientation and closed cognitive constructs best fits the data. Notes that these findings contradict other recent studies that support a curvilinear relationship…

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

    PubMed

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

    2015-01-01

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

  15. Experimental study of effects of forebody geometry on high angle of attack static and dynamic stability and control

    NASA Technical Reports Server (NTRS)

    Brandon, J. M.; Murri, D. G.; Nguyen, L. T.

    1986-01-01

    A series of low-speed wind tunnel tests on a generic airplane model with a cylindrical fuselage were made to investigate the effects of forebody shape and fitness ratio, and fuselage/wing proximity on static and dynamic lateral/directional stability. In addition, some preliminary testing to determine the effectiveness of deflectable forebody strakes for high angle of attack yaw control was conducted. During the stability investigation, 11 forebodies were tested including three different cross-sectional shapes with fineness ratios of 2, 3, and 4. In addition, the wing was tested at two longitudinal positions to provide a substantial variation in forebody/wing proximity. Conventional force tests were conducted to determine static stability characteristics, and single-degree-of-freedom free-to-roll tests were conducted to study the wing rock characteristics of the model with the various forebodies. Flow visualization data were obtained to aid in the analysis of the complex flow phenomena involved. The results show that the forebody cross-sectional shape and fineness ratio and forebody/wing proximity can strongly affect both static and dynamic (roll) stability at high angles of attack. These characteristics result from the impact of these factors on forebody vortex development, the behavior of the vortices in sideslip, and their interaction with the wing flow field. Preliminary results from the deflectable strake investigation indicated that forebody flow control using this concept can provide very large yaw control moments at stall and post-stall angles of attack.

  16. Teaching Intercultural English Learning/Teaching in World Englishes: Some Classroom Activities in South Korea

    ERIC Educational Resources Information Center

    Lee, Kang-Young

    2012-01-01

    This paper discusses what intercultural English learning/teaching (IELT) is in English as a world Englishes (WEes) and how IELT can contribute to the development of proficiency/competence among WEes and can be fitted into actual WEes classrooms. This is to claim that IELT be a pivotal contextual factor facilitating success in…

  17. Fitting Photometry of Blended Microlensing Events

    NASA Astrophysics Data System (ADS)

    Thomas, Christian L.; Griest, Kim

    2006-03-01

    We reexamine the usefulness of fitting blended light-curve models to microlensing photometric data. We find agreement with previous workers (e.g., Woźniak & Paczyński) that this is a difficult proposition because of the degeneracy of blend fraction with other fit parameters. We show that follow-up observations at specific point along the light curve (peak region and wings) of high-magnification events are the most helpful in removing degeneracies. We also show that very small errors in the baseline magnitude can result in problems in measuring the blend fraction and study the importance of non-Gaussian errors in the fit results. The biases and skewness in the distribution of the recovered blend fraction is discussed. We also find a new approximation formula relating the blend fraction and the unblended fit parameters to the underlying event duration needed to estimate microlensing optical depth.

  18. KSC-2012-5328

    NASA Image and Video Library

    2012-09-13

    VANDENBERG AFB, Calif. – Technicians perform a fit check on an Orbital Sciences Pegasus rocket as the launcher is processed for the Interface Region Imaging Spectrograph mission known as IRIS. The technicians are attaching the portion of the Pegasus that joins the wing to the fuselage, a piece called a fillet. Photo credit: VAFB/Randy Beaudoin

  19. KSC-2012-5326

    NASA Image and Video Library

    2012-09-13

    VANDENBERG AFB, Calif. – Technicians perform a fit check on an Orbital Sciences Pegasus rocket as the launcher is processed for the Interface Region Imaging Spectrograph mission known as IRIS. The technicians are attaching the portion of the Pegasus that joins the wing to the fuselage, a piece called a fillet. Photo credit: VAFB/Randy Beaudoin

  20. KSC-2012-5327

    NASA Image and Video Library

    2012-09-13

    VANDENBERG AFB, Calif. – Technicians perform a fit check on an Orbital Sciences Pegasus rocket as the launcher is processed for the Interface Region Imaging Spectrograph mission known as IRIS. The technicians are attaching the portion of the Pegasus that joins the wing to the fuselage, a piece called a fillet. Photo credit: VAFB/Randy Beaudoin

  1. KSC-2012-5325

    NASA Image and Video Library

    2012-09-13

    VANDENBERG AFB, Calif. – Technicians perform a fit check on an Orbital Sciences Pegasus rocket as the launcher is processed for the Interface Region Imaging Spectrograph mission known as IRIS. The technicians are attaching the portion of the Pegasus that joins the wing to the fuselage, a piece called a fillet. Photo credit: VAFB/Randy Beaudoin

  2. Weights of wild mallard Anas platyrhynchos, gadwall A. strepera, and blue-winged teal A. discors during the breeding season

    USGS Publications Warehouse

    Lokemoen, John T.; Johnson, Douglas H.; Sharp, David E.

    1990-01-01

    During 1976-81 we weighed several thousands of wild Mallard, Gadwall, and Blue-winged Teal in central North Dakota to examine duckling growth patterns, adult weights, and the factors influencing them. One-day-old Mallard and Gadwall averaged 32.4 and 30.4 g, respectively, a reduction of 34% and 29% from fresh egg weights. In all three species, the logistic growth curve provided a good fit for duckling growth patterns. Except for the asymptote, there was no difference in growth curves between males and females of a species. Mallard and Gadwall ducklings were heavier in years when wetland area was extensive or had increased from the previous year. Weights of after-second-year females were greater than yearlings for Mallard but not for Gadwall or Blue-winged Teal. Adult Mallard females lost weight continuously from late March to early July. Gadwall and Blue-winged Teal females, which nest later than Mallard, gained weight after spring arrival, lost weight from the onset of nesting until early July, and then regained some weight. Females of all species captured on nests were lighter than those captured off nests at the same time. Male Mallard weights decreased from spring arrival until late May. Male Gadwall and Blue-winged Teal weights increased after spring arrival, then declined until early June. Males of all three species then gained weight until the end of June. Among adults, female Gadwall and male Mallard and Blue-winged Teal were heavier in years when wetland area had increased from the previous year; female Blue-winged Teal were heavier in years with more wetland area.

  3. Summary of NASA Support of the F-111 Development Program. Part 1; December 1962 - December 1965

    NASA Technical Reports Server (NTRS)

    1966-01-01

    The F-111 is a biservice, multimission, tactical aircraft being developed for the Air Force and Navy by General Dynamics and Grumman. The general arrangement of the F-111 is shown in figure 1. This aircraft, through the use of the "variable sweep wing" concept, offers the possibility of combining a wide range of mission capabilities into a single aircraft. The F-111 is a direct outgrowth of the Langley Research Center's variable sweep research which began in 1947. The early research culminated in the X-5 variable sweep research airplane which demonstrated the advantage and feasibility of in-flight sweep variation The X-5 utilized the translating wing concept to offset the longitudinal stability variation with sweep changes. Later Langley research beginning in 1958 resulted in the "outboard pivot" concept which eliminated the need for wing translation and led .to the TFX (F-111) concept. A chronology of the NACA/NASA variable sweep research effort and direct suport of the TFX up to the awarding of the contract to General Dynamics/Grumman on November 24, 1962, is presented in refer'ence 1. Since the awarding of the contract, the Langley, Ames, Lewis, and Flight Research Centers have been actively supporting the F-111 development program. Because of the strong NASA interest in this aircraft and the large magnitude of NASA support involved, it was felt desirable to document this support. The purpose of this paper therefore is to present a brief summary of the NASA support, in chronological order, through December 1965, beginning with the awarding of the contract in November 1962.

  4. Red-winged blackbirds (Agelaius phoeniceus) with higher baseline glucocorticoids also invest less in incubation and clutch mass.

    PubMed

    Schoenle, Laura A; Dudek, Alana M; Moore, Ignacio T; Bonier, Frances

    2017-04-01

    Glucocorticoid hormones facilitate responses to environmental challenges by mediating diverse physiological and behavioral changes, including resource mobilization and altered reproductive effort. Elevated glucocorticoids might indicate that an individual is facing high levels of environmental challenges and thus, elevated concentrations might be associated with reduced fitness (CORT-fitness hypothesis). Alternatively, the energetic demands of reproduction might be a challenge that requires elevated glucocorticoids to mobilize resources to support reproductive effort, ultimately increasing reproductive investment and fitness (CORT-adaptation hypothesis). Investigations of glucocorticoid-fitness relationships have yielded mixed results. Variation in the direction of this relationship could be caused in part by differences in the contexts in which the relationship was assessed. Incorporating context, such as life history stage, could be key to understanding the role of glucocorticoids in influencing fitness outcomes. We investigated the relationship between corticosterone and reproductive effort and success within a single life history stage: incubation of eggs. In an observational study, we measured baseline corticosterone in incubating female red-winged blackbirds (Agelaius phoeniceus), monitored incubation behavior, and determined hatching success for each nest. Incubating birds with higher baseline corticosterone concentrations had more frequent, shorter incubation bouts and spent less time overall incubating their clutches of eggs than birds with lower corticosterone concentrations. Elevated corticosterone was also associated with lower clutch mass, but neither corticosterone nor incubation effort were correlated with hatching success. Although experimental tests are needed to establish causation, these results suggest that during the incubation period, corticosterone might shift resource investment towards self-maintenance, and away from current reproductive effort. Copyright © 2017 Elsevier Inc. All rights reserved.

  5. Mating flights select for symmetry in honeybee drones ( Apis mellifera)

    NASA Astrophysics Data System (ADS)

    Jaffé, Rodolfo; Moritz, Robin F. A.

    2010-03-01

    Males of the honeybee ( Apis mellifera) fly to specific drone congregation areas (DCAs), which virgin queens visit in order to mate. From the thousands of drones that are reared in a single colony, only very few succeed in copulating with a queen, and therefore, a strong selection is expected to act on adult drones during their mating flights. In consequence, the gathering of drones at DCAs may serve as an indirect mate selection mechanism, assuring that queens only mate with those individuals having a better flight ability and a higher responsiveness to the queen’s visual and chemical cues. Here, we tested this idea relying on wing fluctuating asymmetry (FA) as a measure of phenotypic quality. By recapturing marked drones at a natural DCA and comparing their size and FA with a control sample of drones collected at their maternal hives, we were able to detect any selection on wing size and wing FA occurring during the mating flights. Although we found no solid evidence for selection on wing size, wing FA was found to be significantly lower in the drones collected at the DCA than in those collected at the hives. Our results demonstrate the action of selection during drone mating flights for the first time, showing that developmental stability can influence the mating ability of honeybee drones. We therefore conclude that selection during honeybee drone mating flights may confer some fitness advantages to the queens.

  6. Mating flights select for symmetry in honeybee drones (Apis mellifera).

    PubMed

    Jaffé, Rodolfo; Moritz, Robin F A

    2010-03-01

    Males of the honeybee (Apis mellifera) fly to specific drone congregation areas (DCAs), which virgin queens visit in order to mate. From the thousands of drones that are reared in a single colony, only very few succeed in copulating with a queen, and therefore, a strong selection is expected to act on adult drones during their mating flights. In consequence, the gathering of drones at DCAs may serve as an indirect mate selection mechanism, assuring that queens only mate with those individuals having a better flight ability and a higher responsiveness to the queen's visual and chemical cues. Here, we tested this idea relying on wing fluctuating asymmetry (FA) as a measure of phenotypic quality. By recapturing marked drones at a natural DCA and comparing their size and FA with a control sample of drones collected at their maternal hives, we were able to detect any selection on wing size and wing FA occurring during the mating flights. Although we found no solid evidence for selection on wing size, wing FA was found to be significantly lower in the drones collected at the DCA than in those collected at the hives. Our results demonstrate the action of selection during drone mating flights for the first time, showing that developmental stability can influence the mating ability of honeybee drones. We therefore conclude that selection during honeybee drone mating flights may confer some fitness advantages to the queens.

  7. Trajectory fitting in function space with application to analytic modeling of surfaces

    NASA Technical Reports Server (NTRS)

    Barger, Raymond L.

    1992-01-01

    A theory for representing a parameter-dependent function as a function trajectory is described. Additionally, a theory for determining a piecewise analytic fit to the trajectory is described. An example is given that illustrates the application of the theory to generating a smooth surface through a discrete set of input cross-section shapes. A simple procedure for smoothing in the parameter direction is discussed, and a computed example is given. Application of the theory to aerodynamic surface modeling is demonstrated by applying it to a blended wing-fuselage surface.

  8. Large-Scale Boundary-Layer Control Tests on Two Wings in the NACA 20-Foot Wind Tunnel, Special Report

    NASA Technical Reports Server (NTRS)

    Freeman, Hugh B.

    1935-01-01

    Tests were made in the N.A.C.A. 20-foot wind tunnel on: (1) a wing, of 6.5-foot span, 5.5-foot chord, and 30 percent maximum thickness, fitted with large end plates and (2) a 16-foot span 2.67-foot chord wing of 15 percent maximum thickness to determine the increase in lift obtainable by removing the boundary layer and the power required for the blower. The results of the tests on the stub wing appeared more favorable than previous small-scale tests and indicated that: (1) the suction method was considerably superior to the pressure method, (2) single slots were more effective than multiple slots (where the same pressure was applied to all slots), the slot efficiency increased rapidly for increasing slot widths up to 2 percent of the wing chord and remained practically constant for all larger widths tested, (3) suction pressure and power requirements were quite low (a computation for a light airplane showed that a lift coefficient of 3.0 could be obtained with a suction as low as 2.3 times the dynamic pressure and a power expenditure less than 3 percent of the rated engine power), and (4) the volume of air required to be drawn off was quite high (approximately 0.5 cubic feet per second per unit wing area for an airplane landing at 40 miles per hour with a lift coefficient of 3,0), indicating that considerable duct area must be provided in order to prevent flow losses inside the wing and insure uniform distribution of suction along the span. The results from the tests of the large-span wing were less favorable than those on the stub wing. The reasons for this were, probably: (1) the uneven distribution of suction along the span, (2) the flow losses inside the wing, (3) the small radius of curvature of the leading edge of the wing section, and (4) the low Reynolds Number of these tests, which was about one half that of the stub wing. The results showed a large increase in the maximum lift coefficient with an increase in Reynolds Number in the range of the tests. The results of drag tests showed that the profile drag of the wing was reduced and the L/D ratio was increased throughout the range of lift coefficients corresponding to take-off and climb but that the minimum drag was increased. The slot arrangement that is best for low drag is not the same, however, as that for maximum lift.

  9. Full potential methods for analysis/design of complex aerospace configurations

    NASA Technical Reports Server (NTRS)

    Shankar, Vijaya; Szema, Kuo-Yen; Bonner, Ellwood

    1986-01-01

    The steady form of the full potential equation, in conservative form, is employed to analyze and design a wide variety of complex aerodynamic shapes. The nonlinear method is based on the theory of characteristic signal propagation coupled with novel flux biasing concepts and body-fitted mapping procedures. The resulting codes are vectorized for the CRAY XMP and the VPS-32 supercomputers. Use of the full potential nonlinear theory is demonstrated for a single-point supersonic wing design and a multipoint design for transonic maneuver/supersonic cruise/maneuver conditions. Achievement of high aerodynamic efficiency through numerical design is verified by wind tunnel tests. Other studies reported include analyses of a canard/wing/nacelle fighter geometry.

  10. KSC-00pp0886

    NASA Image and Video Library

    2000-06-19

    In a hangar at Cape Canaveral Air Force Station, a Cessna Citation aircraft has been fitted on the wings with devices that measure electric fields (black circles shown behind the open door) and with cloud physics probes (under the body and wings) that measure the size, shape and number of ice and water particles in clouds. The plane is being flown into anvil clouds in the KSC area as part of a study to review and possibly modify lightning launch commit criteria. The weather study could lead to improved lightning avoidance rules and fewer launch scrubs for the Space Shuttle and other launch vehicles on the Eastern and Western ranges.; More information about the study can be found in Release No. 56-00

  11. KSC00pp0886

    NASA Image and Video Library

    2000-06-19

    In a hangar at Cape Canaveral Air Force Station, a Cessna Citation aircraft has been fitted on the wings with devices that measure electric fields (black circles shown behind the open door) and with cloud physics probes (under the body and wings) that measure the size, shape and number of ice and water particles in clouds. The plane is being flown into anvil clouds in the KSC area as part of a study to review and possibly modify lightning launch commit criteria. The weather study could lead to improved lightning avoidance rules and fewer launch scrubs for the Space Shuttle and other launch vehicles on the Eastern and Western ranges.; More information about the study can be found in Release No. 56-00

  12. Nest sanitation does not elicit egg ejection in a brown-headed cowbird host.

    PubMed

    Peer, Brian D

    2017-03-01

    Most passerine birds practice nest sanitation whereby they remove debris from their nest. Nest sanitation has been posited as a pre-adaptation for egg ejection by hosts of avian brood parasites. However, relatively few North American hosts of the brood parasitic brown-headed cowbird (Molothrus ater) eject cowbird eggs to the detriment of their fitness. In this study, I added either a piece of flagging tape or a pine cone bract scale along with an artificial cowbird egg to nests of the red-winged blackbird (Agelaius phoeniceus) to determine whether the act of nest sanitation would elicit egg ejection. All red-winged blackbirds removed the debris within 24 h, but all individuals also accepted the cowbird eggs and this rate of ejection did not differ from that in nests that only received a cowbird egg. While nest cleaning and egg ejection are similar mechanically, they differ cognitively and egg ejection is not elicited in red-winged blackbirds during the act of removing debris from their nests.

  13. Wind-tunnel investigation of a Fowler flap and spoiler for an advanced general aviation wing

    NASA Technical Reports Server (NTRS)

    Paulson, J. W., Jr.

    1976-01-01

    The wing was tested without fuselage or empennage and was fitted with approximately three-quarter span Fowler flaps and half span spoilers. The spoilers were hinged at the 70 percent chord point and vented when the flaps were deflected. Static longitudinal and lateral aerodynamic data were obtained over an angle of attack range of -8 deg to 22 deg for various flap deflections and positions, spoiler geometries, and vent lip geometries. Lateral characteristics indicate that the spoilers are generally adequate for lateral control. In general, the spoiler effectiveness increases with increasing angle of attack, increases with increasing flap deflections, and is influenced by vent lip geometry. In addition, the data show that some two-dimensional effects on spoiler effectiveness are reduced in the three-dimensional case. Results also indicate significant increase in lift coefficient as the Fowler flaps are deflected; when the flap was fully deflected, the maximum wing lift coefficient was increased about 96 percent.

  14. Hyper III on ramp with single-piece pivot wing installed & Princeton sailwing on ground, with Da

    NASA Technical Reports Server (NTRS)

    1969-01-01

    The Hyper III's shape provided too little lift to land without some type of deployable wing. The single free flight was made using a simulated one-piece pivot wing, which was attached to the upper surface of the fuselage. This used a wing kit from an HP-11 sailplane, which was assembled by Daniel Garrabrant (shown in the photo). Another possible wing was the Flexible Princeton Sailwing. The piloted Hyper III flights were to be made using an SA-16B Albatross seaplane as the drop aircraft. The Hyper III would be carried under the SA-16B's wing on a drop-tank rack. Flight Research Center Director Paul Bikle asked NASA Headquarters for permission to exchange the Center's C-47 for the SA-16. Headquarters turned down this request, effectively ending the possibility of Hyper III flights with a pilot on board. The Flight Research Center (FRC--as Dryden was named from 1959 until 1976) already had experience with testing small-scale aircraft using model-airplane techniques, but the first true remotely piloted research vehicle was the Hyper III, which flew only once in December 1969. At that time, the Center was engaged in flight research with a variety of reentry shapes called lifting bodies, and there was a desire both to expand the flight research experience with maneuverable reentry vehicles, including a high-performance, variable-geometry craft, and to investigate a remotely piloted flight research technique that made maximum use of a research pilot's skill and experience by placing him 'in the loop' as if he were in the cockpit. (There have been, as yet, no female research pilots assigned to Dryden.) The Hyper III as originally conceived was a stiletto-shaped lifting body that had resulted from a study at NASA's Langley Research Center in Hampton, Virginia. It was one of a number of hypersonic, cross-range reentry vehicles studied at Langley. (Hypersonic means Mach 5--five times the speed of sound--or faster; cross-range means able to fly a considerable distance to the left or right of the initial reentry path.) The FRC added a small, deployable, skewed wing to compensate for the shape's extremely low glide ratio. Shop personnel built the 32-foot-long Hyper III and covered its tubular frame with dacron, aluminum, and fiberglass, for about $6,500. Hyper III employed the same '8-ball' attitude indicator developed for control-room use when flying the X-15, two model-airplane receivers to command the vehicle's hydraulic controls, and a telemetry system (surplus from the X-15 program) to transmit 12 channels of data to the ground not only for display and control but for data analysis. Dropped from a helicopter at 10,000 feet, Hyper III flew under the control of research pilot Milt Thompson to a near landing using instruments for control. When the vehicle was close to the ground, he handed the vehicle off to experienced model pilot Dick Fischer for a visual landing using standard controls. The flight demonstrated the feasibility of remotely piloting research vehicles and, among other things, that control of the vehicle in roll was much better than predicted and that the vehicle had a much lower lift-to-drag ratio than predicted (a maximum of 4.0 rather than 5.0). Pilot Milt Thompson exhibited some suprising reactions during the Hyper III flight; he behaved as if he were in the cockpit of an actual research aircraft. 'I was really stimulated emotionally and physically in exactly the same manner that I have been during actual first flights.' 'Flying the Hyper III from a ground cockpit was just as dramatic as an actual flight in any of the other vehicles....responsibility rather than fear of personal safety is the real emotional driver. I have never come out of a simulator emtionally and physically tired as is often the case after a test flight in a research aircraft. I was emotionally and physically tired after a 3-minute flight of the Hyper III.'

  15. Latitudinal distribution of soft X-ray flares and dispairty in butterfly diagram

    NASA Astrophysics Data System (ADS)

    Pandey, K. K.; Yellaiah, G.; Hiremath, K. M.

    2015-04-01

    We present statistical analysis of about 63000 soft X-ray flare (class≥C) observed by geostationary operational environmental satellite (GOES) during the period 1976-2008. Class wise occurrence of soft X-ray (SXR) flare is in declining trend since cycle 21. The distribution pattern of cycle 21 shows the transit of hemispheric dominance of flare activity from northern to southern hemisphere and remains there during cycle 22 and 23. During the three cycles, 0-100, 21-300 latitude belts in southern hemisphere (SH) and 31-400 latitude belt in northern hemisphere (NH) are mightier. The 11-200 latitude belt of both hemisphere is mightiest. Correlation coefficient between consecutive latitude appears to be increasing from equator to poleward in northern hemisphere whereas pole to equatorward in southern hemisphere. Slope of the regression line fitted with asymmetry time series of daily flare counts is negative in all three cycles for different classes of flares. The yearly asymmetry curve fitted by a sinusoidal function varies from 5.6 to 11 years period and depends upon the intensity of flare. Variation, of curve fitted with wings of butterfly diagram, from first to second order polynomial suggests that latitudinal migration of flare activity varies from cycle to cycle, northern to southern hemisphere. The variation in slope of the butterfly wing of different flare class indicates the non uniform migration of flare activity.

  16. Estimating on-orbit optical properties for GNSS satellites

    NASA Astrophysics Data System (ADS)

    Rodriguez Solano, M. Sc. Carlos Javier; Hugentobler, Urs; Steigenberger, Peter

    One of the major uncertainty sources affecting GNSS satellite orbits is the direct solar radiation pressure. Other important though smaller effects are caused by deviations of the satellite from nominal attitude, Earth radiation pressure and thermal re-radiation forces. To compensate such effects, the IGS Analysis Centers usually estimate empirical parameters which fit best the tracking data obtained from a global network of GNSS ground stations to compute orbits at an accuracy level of 2.5 cm for GPS and of 5 cm for GLONASS. On the other hand, there are also accurate physical models for the above mentioned non-conservative forces affecting the GNSS satellites such as the ROCK models for GPS satellites. However, current models fail to predict the real orbit behaviour with sufficient accuracy, mainly due to deviations from nominal attitude, from inaccurately known optical properties, or from aging of the satellite surfaces. In this context an analytical box-wing model has been derived based on the physical interaction between the direct solar radiation and a satellite consisting of a bus (box shape) and solar panels. Furthermore some of the parameters of the box-wing model can be adjusted to fit the GNSS tracking data, namely the fraction of reflected photons of the corresponding satellite surfaces. For this study GNSS orbits are generated based on one year of tracking data from the global IGS network and involving the box-wing model implemented into the Bernese GPS Software. The processing scheme was derived from the one used at the Center for Orbit Determination in Europe (CODE). The resulting satellite orbits are compared with CODE Final Orbits and validated using SLR (Satellite Laser Ranging) tracking data. Additionally, in the case of GPS satellites, the box-wing model and the obtained optical properties are compared directly with a priori models (e.g. ROCK), which deal with the direct solar radiation impacting the satellites.

  17. The outlook for advanced transport aircraft

    NASA Technical Reports Server (NTRS)

    Leavens, J. M., Jr.; Schaufele, R. D.; Jones, R. T.; Steiner, J. E.; Beteille, R.; Titcomb, G. A.; Coplin, J. F.; Rowe, B. H.; Lloyd-Jones, D. J.; Overend, W. J.

    1982-01-01

    The technological advances most likely to contribute to advanced aircraft designs and the efficiency, performance, and financial considerations driving the development directions for new aircraft are reviewed. Fuel-efficiency is perceived as the most critical factor for any new aircraft or component design, with most gains expected to come in areas of propulsion, aerodynamics, configurations, structural designs and materials, active controls, digital avionics, laminar flow control, and air-traffic control improvements. Any component area offers an efficiency improvement of 3-12%, with a maximum of 50% possible with a 4000 m range aircraft. Advanced turboprops have potential applications in short and medium haul subsonic aircraft, while a fuel efficient SST may be possible by the year 2000. Further discussion is devoted to the pivoted oblique wing aircraft, lightweight structures, and the necessity for short payback times.

  18. 75 FR 63045 - Airworthiness Directives; BAE SYSTEMS (OPERATIONS) LIMITED Model BAe 146 and Avro 146-RJ Airplanes

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-10-14

    ... the fitting and wing structure. Checking the nuts with a suitable torque spanner to the specifications in the torque figures shown in Table 2. of the Accomplishment Instructions of BAE SYSTEMS (OPERATIONS... installed, and Doing either an ultrasonic inspection for damaged bolts or torque check of the tension bolts...

  19. F-8 SCW in flight

    NASA Technical Reports Server (NTRS)

    1973-01-01

    A Vought F-8A Crusader was selected by NASA as the testbed aircraft (designated TF-8A) to install an experimental Supercritical Wing in place of the conventional wing. The unique design of the Supercritical Wing (SCW) reduces the effect of shock waves on the upper surface near Mach 1, which in turn reduces drag. In this photograph a Vought F-8A Crusader is shown being used as a flying testbed for an experimental Supercritical Wing airfoil. The smooth fairing of the fiberglass glove with the wing is illustrated in this view. This is the configuration of the F-8 SCW aircraft late in the program. The SCW team fitted the fuselage with bulges fore and aft of the wings. This was similar to the proposed shape of a near-sonic airliner. Both the SCW airfoil and the bulged-fuselage design were optimal for cruise at Mach 0.98. Dr. Whitcomb (designer of the SCW) had previously spent about four years working on supersonic transport designs. He concluded that these were impractical due to their high operating costs. The high drag at speeds above Mach 1 resulted in greatly increased costs. Following the fuel-price rises caused by the October 1973 oil embargo, airlines lost interest in near-sonic transports. Rather, they wanted a design that would have lower fuel consumption. Dr. Whitcomb developed a modified supercritical-wing shape that provided higher lift-to-drag ratios at the same speeds. He did this by using thicker airfoil sections and a reduced wing sweepback. This resulted in an increased aspect ratio without an increase in wing weight. In the three decades since the F-8 SCW flew, the use of such airfoils has become common. The F-8 Supercritical Wing was a flight research project designed to test a new wing concept designed by Dr. Richard Whitcomb, chief of the Transonic Aerodynamics Branch, Langley Research Center, Hampton, Virginia. Compared to a conventional wing, the supercritical wing (SCW) is flatter on the top and rounder on the bottom with a downward curve at the trailing edge. The Supercritical Wing was designed to delay the formation of and reduce the shock wave over the wing just below and above the speed of sound (transonic region of flight). Delaying the shock wave at these speeds results in less drag. Results of the NASA flight research at the Flight Research Center, Edwards, California, (later renamed the Dryden Flight Research Center) demonstrated that aircraft using the supercritical wing concept would have increased cruising speed, improved fuel efficiency, and greater flight range than those using conventional wings. As a result, supercritical wings are now commonplace on virtually every modern subsonic commercial transport. Results of the NASA project showed the SCW had increased the transonic efficiency of the F-8 as much as 15 percent and proved that passenger transports with supercritical wings, versus conventional wings, could save $78 million (in 1974 dollars) per year for a fleet of 280 200-passenger airliners. The F-8 Supercritical Wing (SCW) project flew from 1970 to 1973. Dryden engineer John McTigue was the first SCW program manager and Tom McMurtry was the lead project pilot. The first SCW flight took place on March 9, 1971. The last flight of the Supercritical wing was on May 23, 1973, with Ron Gerdes at the controls. Original wingspan of the F-8 is 35 feet, 2 inches while the wingspan with the supercritical wing was 43 feet, 1 inch. F-8 aircraft were powered by Pratt & Whitney J57 turbojet engines. The TF-8A Crusader was made available to the NASA Flight Research Center by the U.S. Navy. F-8 jet aircraft were built, originally, by LTV Aerospace, Dallas, Texas. Rockwell International's North American Aircraft Division received a $1.8 million contract to fabricate the supercritical wing, which was delivered to NASA in December 1969.

  20. Biased dispersal of Metrioptera bicolor, a wing dimorphic bush-cricket.

    PubMed

    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.

  1. Evolution of limited seed dispersal ability on gypsum islands.

    PubMed

    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.

  2. Nonbreeding isolation and population-specific migration patterns among three populations of Golden-winged Warblers

    USGS Publications Warehouse

    Kramer, Gunnar R.; Streby, Henry M.; Peterson, Sean M.; Lehman, Justin A.; Buehler, David A.; Wood, Petra B.; McNeil, Darin J.; Larkin, Jeffrey L.; Andersen, David E.

    2017-01-01

    Golden-winged Warblers (Vermivora chrysoptera) are Nearctic–Neotropical migrants experiencing varied regional population trends not fully explained by breeding-grounds factors such as nest success. A lack of detailed information on the nonbreeding distributions, migration routes, or timing of migration among populations hampers our ability to identify population processes outside the breeding period. We used geolocators to track annual movements of 21 Golden-winged Warblers from 3 North American breeding locations experiencing varying population trends to investigate the potential for nonbreeding site factors to influence breeding populations. We used the template-fit method to estimate locations of individual warblers throughout the year. Geolocator-marked warblers exhibited significant isolation among populations during migration and the nonbreeding period. During the nonbreeding period, Golden-winged Warblers from Minnesota, USA (n = 12) occurred in Central America from southern Mexico to central Nicaragua; warblers from Tennessee, USA (n = 7) occurred along the border of northern Colombia and Venezuela; and warblers from Pennsylvania, USA (n = 2) occurred in north-central Venezuela. Warblers travelled at slower rates over more days in fall migration than spring migration. Fall migration routes at the Gulf of Mexico were population-specific, whereas spring routes were more varied and overlapped among populations. Golden-winged Warblers from Pennsylvania migrated 4,000 and 5,000 km yr−1 farther than Tennessee and Minnesota warblers, respectively, and spent almost twice as long migrating in the fall compared to Minnesota warblers. Our results reveal nearly complete temporal and geographic isolation among 3 populations of Golden-winged Warblers throughout the annual cycle, resulting in opportunities for population- and site-specific factors to differentially influence populations outside the breeding period. Our findings highlight the need for monitoring multiple populations of migratory species to understand and better inform conservation strategies.

  3. Rational functional representation of flap noise spectra including correction for reflection effects

    NASA Technical Reports Server (NTRS)

    Miles, J. H.

    1974-01-01

    A rational function is presented for the acoustic spectra generated by deflection of engine exhaust jets for under-the-wing and over-the-wing versions of externally blown flaps. The functional representation is intended to provide a means for compact storage of data and for data analysis. The expressions are based on Fourier transform functions for the Strouhal normalized pressure spectral density, and on a correction for reflection effects based on Thomas' (1969) N-independent-source model extended by use of a reflected ray transfer function. Curve fit comparisons are presented for blown-flap data taken from turbofan engine tests and from large-scale cold-flow model tests. Application of the rational function to scrubbing noise theory is also indicated.

  4. 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.

  5. Sensitivity Analysis of the Static Aeroelastic Response of a Wing

    NASA Technical Reports Server (NTRS)

    Eldred, Lloyd B.

    1993-01-01

    A technique to obtain the sensitivity of the static aeroelastic response of a three dimensional wing model is designed and implemented. The formulation is quite general and accepts any aerodynamic and structural analysis capability. A program to combine the discipline level, or local, sensitivities into global sensitivity derivatives is developed. A variety of representations of the wing pressure field are developed and tested to determine the most accurate and efficient scheme for representing the field outside of the aerodynamic code. Chebyshev polynomials are used to globally fit the pressure field. This approach had some difficulties in representing local variations in the field, so a variety of local interpolation polynomial pressure representations are also implemented. These panel based representations use a constant pressure value, a bilinearly interpolated value. or a biquadraticallv interpolated value. The interpolation polynomial approaches do an excellent job of reducing the numerical problems of the global approach for comparable computational effort. Regardless of the pressure representation used. sensitivity and response results with excellent accuracy have been produced for large integrated quantities such as wing tip deflection and trim angle of attack. The sensitivities of such things as individual generalized displacements have been found with fair accuracy. In general, accuracy is found to be proportional to the relative size of the derivatives to the quantity itself.

  6. Design for approaching Cicada-wing reflectance in low- and high-index biomimetic nanostructures.

    PubMed

    Huang, Yi-Fan; Jen, Yi-Jun; Chen, Li-Chyong; Chen, Kuei-Hsien; Chattopadhyay, Surojit

    2015-01-27

    Natural nanostructures in low refractive index Cicada wings demonstrate ≤ 1% reflectance over the visible spectrum. We provide design parameters for Cicada-wing-inspired nanotip arrays as efficient light harvesters over a 300-1000 nm spectrum and up to 60° angle of incidence in both low-index, such as silica and indium tin oxide, and high-index, such as silicon and germanium, photovoltaic materials. Biomimicry of the Cicada wing design, demonstrating gradient index, onto these material surfaces, either by real electron cyclotron resonance microwave plasma processing or by modeling, was carried out to achieve a target reflectance of ∼ 1%. Design parameters of spacing/wavelength and length/spacing fitted into a finite difference time domain model could simulate the experimental reflectance values observed in real silicon and germanium or in model silica and indium tin oxide nanotip arrays. A theoretical mapping of the length/spacing and spacing/wavelength space over varied refractive index materials predicts that lengths of ∼ 1.5 μm and spacings of ∼ 200 nm in high-index and lengths of ∼ 200-600 nm and spacings of ∼ 100-400 nm in low-index materials would exhibit ≤ 1% target reflectance and ∼ 99% optical absorption over the entire UV-vis region and angle of incidence up to 60°.

  7. Comprehensive modeling and control of flexible flapping wing micro air vehicles

    NASA Astrophysics Data System (ADS)

    Nogar, Stephen Michael

    Flapping wing micro air vehicles hold significant promise due to the potential for improved aerodynamic efficiency, enhanced maneuverability and hover capability compared to fixed and rotary configurations. However, significant technical challenges exist to due the lightweight, highly integrated nature of the vehicle and coupling between the actuators, flexible wings and control system. Experimental and high fidelity analysis has demonstrated that aeroelastic effects can change the effective kinematics of the wing, reducing vehicle stability. However, many control studies for flapping wing vehicles do not consider these effects, and instead validate the control strategy with simple assumptions, including rigid wings, quasi-steady aerodynamics and no consideration of actuator dynamics. A control evaluation model that includes aeroelastic effects and actuator dynamics is developed. The structural model accounts for geometrically nonlinear behavior using an implicit condensation technique and the aerodynamic loads are found using a time accurate approach that includes quasi-steady, rotational, added mass and unsteady effects. Empirically based parameters in the model are fit using data obtained from a higher fidelity solver. The aeroelastic model and its ingredients are compared to experiments and computations using models of higher fidelity, and indicate reasonable agreement. The developed control evaluation model is implemented in a previously published, baseline controller that maintains stability using an asymmetric wingbeat, known as split-cycle, along with changing the flapping frequency and wing bias. The model-based controller determines the control inputs using a cycle-averaged, linear control design model, which assumes a rigid wing and no actuator dynamics. The introduction of unaccounted for dynamics significantly degrades the ability of the controller to track a reference trajectory, and in some cases destabilizes the vehicle. This demonstrates the importance of considering coupled aeroelastic and actuator dynamics in closed-loop control of flapping wings. A controller is developed that decouples the normal form of the vehicle dynamics, which accounts for coupling of the forces and moments acting on the vehicle and enables enhanced tuning capabilities. This controller, using the same control design model as the baseline controller, stabilizes the system despite the uncertainty between the control design and evaluation models. The controller is able to stabilize cases with significant wing flexibility and limited actuator capabilities, despite a reduction in control effectiveness. Additionally, to achieve a minimally actuated vehicle, the wing bias mechanism is removed. Using the same control design methodology, increased performance is observed compared to the baseline controller. However, due to the dependence on the split-cycle mechanism to generate a pitching moment instead of wing bias, the controller is more susceptible to instability from wing flexibility and limited actuator capacity. This work highlights the importance of coupled dynamics in the design and control of flapping wing micro air vehicles. Future enhancements to this work should focus on the reduced order structural and aerodynamics models. Applications include using the developed dynamics model to evaluate other kinematics and control schemes, ultimately enabling improved vehicle and control design.

  8. Multidisciplinary design optimization for sonic boom mitigation

    NASA Astrophysics Data System (ADS)

    Ozcer, Isik A.

    Automated, parallelized, time-efficient surface definition and grid generation and flow simulation methods are developed for sharp and accurate sonic boom signal computation in three dimensions in the near and mid-field of an aircraft using Euler/Full-Potential unstructured/structured computational fluid dynamics. The full-potential mid-field sonic boom prediction code is an accurate and efficient solver featuring automated grid generation, grid adaptation and shock fitting, and parallel processing. This program quickly marches the solution using a single nonlinear equation for large distances that cannot be covered with Euler solvers due to large memory and long computational time requirements. The solver takes into account variations in temperature and pressure with altitude. The far-field signal prediction is handled using the classical linear Thomas Waveform Parameter Method where the switching altitude from the nonlinear to linear prediction is determined by convergence of the ground signal pressure impulse value. This altitude is determined as r/L ≈ 10 from the source for a simple lifting wing, and r/L ≈ 40 for a real complex aircraft. Unstructured grid adaptation and shock fitting methodology developed for the near-field analysis employs an Hessian based anisotropic grid adaptation based on error equidistribution. A special field scalar is formulated to be used in the computation of the Hessian based error metric which enhances significantly the adaptation scheme for shocks. The entire cross-flow of a complex aircraft is resolved with high fidelity using only 500,000 grid nodes after only about 10 solution/adaptation cycles. Shock fitting is accomplished using Roe's Flux-Difference Splitting scheme which is an approximate Riemann type solver and by proper alignment of the cell faces with respect to shock surfaces. Simple to complex real aircraft geometries are handled with no user-interference required making the simulation methods suitable tools for product design. The simulation tools are used to optimize three geometries for sonic boom mitigation. The first is a simple axisymmetric shape to be used as a generic nose component, the second is a delta wing with lift, and the third is a real aircraft with nose and wing optimization. The objectives are to minimize the pressure impulse or the peak pressure in the sonic boom signal, while keeping the drag penalty under feasible limits. The design parameters for the meridian profile of the nose shape are the lengths and the half-cone angles of the linear segments that make up the profile. The design parameters for the lifting wing are the dihedral angle, angle of attack, non-linear span-wise twist and camber distribution. The test-bed aircraft is the modified F-5E aircraft built by Northrop Grumman, designated the Shaped Sonic Boom Demonstrator. This aircraft is fitted with an optimized axisymmetric nose, and the wings are optimized to demonstrate optimization for sonic boom mitigation for a real aircraft. The final results predict 42% reduction in bow shock strength, 17% reduction in peak Deltap, 22% reduction in pressure impulse, 10% reduction in foot print size, 24% reduction in inviscid drag, and no loss in lift for the optimized aircraft. Optimization is carried out using response surface methodology, and the design matrices are determined using standard DoE techniques for quadratic response modeling.

  9. Climate variability slows evolutionary responses of Colias butterflies to recent climate change.

    PubMed

    Kingsolver, Joel G; Buckley, Lauren B

    2015-03-07

    How does recent climate warming and climate variability alter fitness, phenotypic selection and evolution in natural populations? We combine biophysical, demographic and evolutionary models with recent climate data to address this question for the subalpine and alpine butterfly, Colias meadii, in the southern Rocky Mountains. We focus on predicting patterns of selection and evolution for a key thermoregulatory trait, melanin (solar absorptivity) on the posterior ventral hindwings, which affects patterns of body temperature, flight activity, adult and egg survival, and reproductive success in Colias. Both mean annual summer temperatures and thermal variability within summers have increased during the past 60 years at subalpine and alpine sites. At the subalpine site, predicted directional selection on wing absorptivity has shifted from generally positive (favouring increased wing melanin) to generally negative during the past 60 years, but there is substantial variation among years in the predicted magnitude and direction of selection and the optimal absorptivity. The predicted magnitude of directional selection at the alpine site declined during the past 60 years and varies substantially among years, but selection has generally been positive at this site. Predicted evolutionary responses to mean climate warming at the subalpine site since 1980 is small, because of the variability in selection and asymmetry of the fitness function. At both sites, the predicted effects of adaptive evolution on mean population fitness are much smaller than the fluctuations in mean fitness due to climate variability among years. Our analyses suggest that variation in climate within and among years may strongly limit evolutionary responses of ectotherms to mean climate warming in these habitats. © 2015 The Author(s) Published by the Royal Society. All rights reserved.

  10. Physiological differences between female limited, alternative life history strategies: The Alba phenotype in the butterfly Colias croceus.

    PubMed

    Woronik, Alyssa; Stefanescu, Constanti; Käkelä, Reijo; Wheat, Christopher W; Lehmann, Philipp

    Across a wide range of taxa, individuals within populations exhibit alternative life history strategies (ALHS) where their phenotypes dramatically differ due to divergent investments in growth, reproduction and survivorship, with the resulting trade-offs directly impacting Darwinian fitness. Though the maintenance of ALHS within populations is fairly well understood, little is known regarding the physiological mechanisms that underlie ALHS and how environmental conditions can affect the evolution and expression of these phenotypes. One such ALHS, known as Alba, exists within females of many species in the butterfly genus Colias. Previous works in New World species not only found that female morphs differ in their wing color due to a reallocation of resources away from the synthesis of wing pigments to other areas of development, but also that temperature played an important role in these trade-offs. Here we build on previous work conducted in New World species by measuring life history traits and conducting lipidomics on individuals reared at hot and cold temperatures in the Old World species Colias croceus. Results suggest that the fitness of Alba and orange morphs likely varies with rearing temperature, where Alba females have higher fitness in cold conditions and orange in warm. Additionally shared traits between Old and New World species suggest the Alba mechanism is likely conserved across the genus. Finally, in the cold treatment we observe an intermediate yellow morph that may have decreased fitness due to slower larval development. This cost may manifest as disruptive selection in the field, thereby favoring the maintenance of the two discrete morphs. Taken together these results add insights into the evolution of, and the selection on, the Alba ALHS. Copyright © 2018 Elsevier Ltd. All rights reserved.

  11. What's in a Name? For A Million Bucks or So, You can Name that School

    ERIC Educational Resources Information Center

    Altbach, Philip G.

    2006-01-01

    Although "naming rights" have proliferated in American higher education for the past several decades, the phenomenon has recently expanded to extraordinary lengths. In this area, academe fits right in with the larger culture, which has named everything from AutoZone Park to Gillette Stadium to the children's wing of your local hospital. Anything…

  12. Generation of three-dimensional body-fitted coordinates using hyperbolic partial differential equations

    NASA Technical Reports Server (NTRS)

    Steger, J. L.; Rizk, Y. M.

    1985-01-01

    An efficient numerical mesh generation scheme capable of creating orthogonal or nearly orthogonal grids about moderately complex three dimensional configurations is described. The mesh is obtained by marching outward from a user specified grid on the body surface. Using spherical grid topology, grids have been generated about full span rectangular wings and a simplified space shuttle orbiter.

  13. Are elder siblings helpers or competitors? Antagonistic fitness effects of sibling interactions in humans

    PubMed Central

    Nitsch, Aïda; Faurie, Charlotte; Lummaa, Virpi

    2013-01-01

    Determining the fitness consequences of sibling interactions is pivotal for understanding the evolution of family living, but studies investigating them across lifetime are lacking. We used a large demographic dataset on preindustrial humans from Finland to study the effect of elder siblings on key life-history traits. The presence of elder siblings improved the chances of younger siblings surviving to sexual maturity, suggesting that despite a competition for parental resources, they may help rearing their younger siblings. After reaching sexual maturity however, same-sex elder siblings' presence was associated with reduced reproductive success in the focal individual, indicating the existence of competition among same-sex siblings. Overall, lifetime fitness was reduced by same-sex elder siblings' presence and increased by opposite-sex elder siblings' presence. Our study shows opposite effects of sibling interactions depending on the life-history stage, and highlights the need for using long-term fitness measures to understand the selection pressures acting on sibling interactions. PMID:23173210

  14. Estimation of Supersonic Stage Separation Aerodynamics of Winged-Body Launch Vehicles Using Response Surface Methods

    NASA Technical Reports Server (NTRS)

    Erickson, Gary E.; Deloach, Richard

    2008-01-01

    A collection of statistical and mathematical techniques referred to as response surface methodology was used to estimate the longitudinal stage separation aerodynamic characteristics of a generic, bimese, winged multi-stage launch vehicle configuration using data obtained on small-scale models at supersonic speeds in the NASA Langley Research Center Unitary Plan Wind Tunnel. The simulated Mach 3 staging was dominated by multiple shock wave interactions between the orbiter and booster vehicles throughout the relative spatial locations of interest. This motivated a partitioning of the overall inference space into several contiguous regions within which the separation aerodynamics were presumed to be well-behaved and estimable using cuboidal and spherical central composite designs capable of fitting full second-order response functions. The primary goal was to approximate the underlying overall aerodynamic response surfaces of the booster vehicle in belly-to-belly proximity to the orbiter vehicle using relatively simple, lower-order polynomial functions that were piecewise-continuous across the full independent variable ranges of interest. The quality of fit and prediction capabilities of the empirical models were assessed in detail, and the issue of subspace boundary discontinuities was addressed. The potential benefits of augmenting the central composite designs to full third order using computer-generated D-optimality criteria were also evaluated. The usefulness of central composite designs, the subspace sizing, and the practicality of fitting low-order response functions over a partitioned inference space dominated by highly nonlinear and possibly discontinuous shock-induced aerodynamics are discussed.

  15. Two-Component Fitting of Coronal-Hole and Quiet-Sun He I 1083 Spectra

    NASA Technical Reports Server (NTRS)

    Jones, Harrison P.; Malanushenko, Elena V.; Fisher, Richard R. (Technical Monitor)

    2001-01-01

    We present reduction techniques and first results for detailed fitting of solar spectra obtained with the NASA/National Solar Observatory Spectromagnetograph (NASA/NSO SPM over a 2 nm bandpass centered on the He 1 1083 nm line. The observation for this analysis was a spectra-spectroheliogram obtained at the NSO/Kitt Peak Vacuum Telescope (KPVT) on 00 Apr 17 at 21:46 UT spanning an area of 512 x 900 arc-seconds; the field of view included a coronal hole near disk center as well as surrounding quiet sun. Since the He I line is very weak and blended with nearby solar and telluric lines, accurate determination of the continuum intensity as a function of wavelength is crucial. We have modified the technique of Malanushenko {\\it et al.) (1992; {\\it AA) (\\bf 259), 567) to tie regions of continuua and the wings of spectral lines which show little variation over the image to standard reference spectra such as the NSO Fourier Transform Spectrometer atlas (Wallace {\\it et al). 1993; NSO Tech Report \\#93-001). We performed detailed least-squares fits of spectra from selected areas, accounting for all the known telluric and solar absorbers in the spectral bandpass. The best physically consistent fits to the Helium lines were obtained with Gaussian profiles from two components (one ''cool'', characteristic of the upper chromosphere; one ''hot'', representing the cool transition region at 2-3 x 10$^{4)$ K). In the coronal hole, the transition-region component, shifted by 6-7 km/s to the blue, is mildly dominant, consistent with mass outflow as suggested by Dupree {\\it et all. (1996; {\\it Ap. J.}-{\\bf 467), 121). In quiet-sun spectra there is less evidence of outward flow, and the chromospheric component is more important. All our fitted spectra show a very weak unidentified absorption feature at 1082.880 nm in the red wing of the nearby Si I line.

  16. Structural biomechanics determine spectral purity of bush-cricket calls.

    PubMed

    Chivers, Benedict D; Jonsson, Thorin; Soulsbury, Carl D; Montealegre-Z, Fernando

    2017-11-01

    Bush-crickets (Orthoptera: Tettigoniidae) generate sound using tegminal stridulation. Signalling effectiveness is affected by the widely varying acoustic parameters of temporal pattern, frequency and spectral purity (tonality). During stridulation, frequency multiplication occurs as a scraper on one wing scrapes across a file of sclerotized teeth on the other. The frequency with which these tooth-scraper interactions occur, along with radiating wing cell resonant properties, dictates both frequency and tonality in the call. Bush-cricket species produce calls ranging from resonant, tonal calls through to non-resonant, broadband signals. The differences are believed to result from differences in file tooth arrangement and wing radiators, but a systematic test of the structural causes of broadband or tonal calls is lacking. Using phylogenetically controlled structural equation models, we show that parameters of file tooth density and file length are the best-fitting predictors of tonality across 40 bush-cricket species. Features of file morphology constrain the production of spectrally pure signals, but systematic distribution of teeth alone does not explain pure-tone sound production in this family. © 2017 The Authors.

  17. Structural biomechanics determine spectral purity of bush-cricket calls

    PubMed Central

    2017-01-01

    Bush-crickets (Orthoptera: Tettigoniidae) generate sound using tegminal stridulation. Signalling effectiveness is affected by the widely varying acoustic parameters of temporal pattern, frequency and spectral purity (tonality). During stridulation, frequency multiplication occurs as a scraper on one wing scrapes across a file of sclerotized teeth on the other. The frequency with which these tooth–scraper interactions occur, along with radiating wing cell resonant properties, dictates both frequency and tonality in the call. Bush-cricket species produce calls ranging from resonant, tonal calls through to non-resonant, broadband signals. The differences are believed to result from differences in file tooth arrangement and wing radiators, but a systematic test of the structural causes of broadband or tonal calls is lacking. Using phylogenetically controlled structural equation models, we show that parameters of file tooth density and file length are the best-fitting predictors of tonality across 40 bush-cricket species. Features of file morphology constrain the production of spectrally pure signals, but systematic distribution of teeth alone does not explain pure-tone sound production in this family. PMID:29187608

  18. Water-vapor foreign-continuum absorption in the 8-12 and 3-5 μm atmospheric windows

    NASA Astrophysics Data System (ADS)

    Klimeshina, T. E.; Rodimova, O. B.

    2015-08-01

    The frequency and temperature dependence of the water vapor-nitrogen continuum in the 8-12 and 3-5 μm spectral regions obtained experimentally by CAVIAR and NIST is described with the use of the line contour constructed on the basis of asymptotic line shape theory. The parameters of the theory found from fitting the calculated values of the absorption coefficient to the pertinent experimental data enter into the expression for the classical potential describing the center-of-mass motion of interacting molecules and into the expression for the quantum potential of two interacting molecules. The frequency behavior of the line wing contours appears to depend on the band the lines of which make a major contribution to the absorption in a given spectral interval. The absorption coefficients in the wings of the band in question calculated with the line contours obtained for other bands are outside of experimental errors. The distinction in the line wing behavior may be explained by the difference in the quantum energies of molecules interacting in different vibrational states.

  19. Wing morphology and flight development in the short-nosed fruit bat Cynopterus sphinx.

    PubMed

    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.

  20. Three-dimensional transonic potential flow about complex 3-dimensional configurations

    NASA Technical Reports Server (NTRS)

    Reyhner, T. A.

    1984-01-01

    An analysis has been developed and a computer code written to predict three-dimensional subsonic or transonic potential flow fields about lifting or nonlifting configurations. Possible condfigurations include inlets, nacelles, nacelles with ground planes, S-ducts, turboprop nacelles, wings, and wing-pylon-nacelle combinations. The solution of the full partial differential equation for compressible potential flow written in terms of a velocity potential is obtained using finite differences, line relaxation, and multigrid. The analysis uses either a cylindrical or Cartesian coordinate system. The computational mesh is not body fitted. The analysis has been programmed in FORTRAN for both the CDC CYBER 203 and the CRAY-1 computers. Comparisons of computed results with experimental measurement are presented. Descriptions of the program input and output formats are included.

  1. Signature Tracking for Optimized Nutrition and Training (STRONG)

    DTIC Science & Technology

    2014-08-01

    manufacture , use, or sell any patented invention that may relate to them. This report was cleared for public release by the 88th Air Base Wing Public...Opportunities for performance augmentation include continuous performance feedback for self- improvement and individualized training regimens in the...the application of advanced physical training methods used by elite athletes to improve fitness in Special Operators; such as functional weight

  2. Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

    NASA Technical Reports Server (NTRS)

    1997-01-01

    Tom McMullen, Chief of Dryden's Experimental Fabrication Shop, makes adjustments to the new pylon for NASA's X-38 during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California, in 1997. The fit-check was the first time the 1,200-pound steel pylon was mated to the B-52 following fabrication at Dryden by the Center's Experimental Fabrication Shop. The pylon was built as an 'adapter' to allow the X-38 to be attached to and launched from the B-52's wing. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

  3. Shoulder Injuries in US Astronauts Related to EVA Suit Design

    NASA Technical Reports Server (NTRS)

    Scheuring, R. A.; McCulloch, P.; Van Baalen, Mary; Minard, Charles; Watson, Richard; Blatt, T.

    2011-01-01

    Introduction: For every one hour spent performing extravehicular activity (EVA) in space, astronauts in the US space program spend approximately six to ten hours training in the EVA spacesuit at NASA-Johnson Space Center's Neutral Buoyancy Lab (NBL). In 1997, NASA introduced the planar hard upper torso (HUT) EVA spacesuit which subsequently replaced the existing pivoted HUT. An extra joint in the pivoted shoulder allows increased mobility but also increased complexity. Over the next decade a number of astronauts developed shoulder problems requiring surgical intervention, many of whom performed EVA training in the NBL. This study investigated whether changing HUT designs led to shoulder injuries requiring surgical repair. Methods: US astronaut EVA training data and spacesuit design employed were analyzed from the NBL data. Shoulder surgery data was acquired from the medical record database, and causal mechanisms were obtained from personal interviews Analysis of the individual HUT designs was performed as it related to normal shoulder biomechanics. Results: To date, 23 US astronauts have required 25 shoulder surgeries. Approximately 48% (11/23) directly attributed their injury to training in the planar HUT, whereas none attributed their injury to training in the pivoted HUT. The planar HUT design limits shoulder abduction to 90 degrees compared to approximately 120 degrees in the pivoted HUT. The planar HUT also forces the shoulder into a forward flexed position requiring active retraction and extension to increase abduction beyond 90 degrees. Discussion: Multiple factors are associated with mechanisms leading to shoulder injury requiring surgical repair. Limitations to normal shoulder mechanics, suit fit, donning/doffing, body position, pre-existing injury, tool weight and configuration, age, in-suit activity, and HUT design have all been identified as potential sources of injury. Conclusion: Crewmembers with pre-existing or current shoulder injuries or certain anthropometric body types should conduct NBL EVA training in the pivoted HUT.

  4. Differences in anthropometric characteristics in relation to throwing velocity and competitive level in professional male team handball: a tool for talent profiling.

    PubMed

    Fieseler, Georg; Hermassi, Souhail; Hoffmeyer, Birgit; Schulze, Stephan; Irlenbusch, Lars; Bartels, Thomas; Delank, Karl-Stefan; Laudner, Kevin G; Schwesig, René

    2017-01-01

    The primary aim of the study was to examine the anthropometric characteristics as well as throwing and sprinting performance of professional handball players classified by playing position and competition level. 21 male players (age: 25.2±5.1 years) from the first German handball league (FGL) and 34 male players (age: 26.1±4.1 years) from the third German handball league (TGL) were categorized as backs, pivots, wings and goalkeepers. Measurements included anthropometric data (height, mass and body mass index (BMI)), throwing and sprinting performance selected out of a complex handball test (HBCT), which was conducted twice (2 rounds). During the HBCT, the subjects performed two sprints (10, 20 m), two standing throws with run-up (ST) and four vertical jump throws (VJT) over a hurdle (20 cm) with and without precision for goal shot. The anthropometric data revealed a significantly (P=0.038 and η2=0.079) shorter body height for TGL than for FGL players. In the cohort of first league athletes the pivots were the tallest (1.98±0.04 m), backs in the third league showed the maximum body height (1.90±0.05 m). Regarding body mass, pivots were the heaviest players independent from the league membership. The FGL players showed a significantly (P<0.05 and η2>0.10) higher throwing velocity in all type of throws. Body height was significantly related to ST (r=0.53) and VJT (r=0.52) in the first round of HBCT but only for the FGL athletes. Throwing velocity was also correlated with BMI (r=-0.50) among the TGL players. Substantial differences of body characteristics, throwing and sprinting performance between playing positions and competitive levels underline the importance of a careful scouting and position-specific training for professional handball players.

  5. Design and testing of an oblique all-wing supersonic transport

    NASA Technical Reports Server (NTRS)

    Lee, Christopher A.

    1994-01-01

    This report describes the preliminary design of an Oblique All-Wing (OAW) supersonic transport and a corresponding wind-tunnel model that was tested in the NASA Ames 9- by 7-Foot supersonic wind tunnel. The main goal was the determination of the cruise performance (lift/drag ratio) of a realistically configured OAW. To achieve an acceptable level of realism, it was necessary to consider many issues of design practicality such as the need for a viable propulsion system, adequate control surfaces, landing gear, provisions for 450 passengers, and fuel to fly 5,000 nautical miles. The aircraft had to be stable, structurally sound, and needed to fit into airports across the world. Support was directed primarily towards integration of the propulsion system, however, there were notable contributions to many aspects of the configuration design, wind tunnel model, and wind tunnel test.

  6. Rational function representation of flap noise spectra including correction for reflection effects. [acoustic properties of engine exhaust jets deflected for externally blown flaps

    NASA Technical Reports Server (NTRS)

    Miles, J. H.

    1974-01-01

    A rational function is presented for the acoustic spectra generated by deflection of engine exhaust jets for under-the-wing and over-the-wing versions of externally blown flaps. The functional representation is intended to provide a means for compact storage of data and for data analysis. The expressions are based on Fourier transform functions for the Strouhal normalized pressure spectral density, and on a correction for reflection effects based on the N-independent-source model of P. Thomas extended by use of a reflected ray transfer function. Curve fit comparisons are presented for blown flap data taken from turbofan engine tests and from large scale cold-flow model tests. Application of the rational function to scrubbing noise theory is also indicated.

  7. The detailed balance requirement and general empirical formalisms for continuum absorption

    NASA Technical Reports Server (NTRS)

    Ma, Q.; Tipping, R. H.

    1994-01-01

    Two general empirical formalisms are presented for the spectral density which take into account the deviations from the Lorentz line shape in the wing regions of resonance lines. These formalisms satisfy the detailed balance requirement. Empirical line shape functions, which are essential to provide the continuum absorption at different temperatures in various frequency regions for atmospheric transmission codes, can be obtained by fitting to experimental data.

  8. Joint Service Aircrew Mask (JSAM) Extended Wear Comfort Evaluation

    DTIC Science & Technology

    2009-10-01

    JSAM eyeglass frames containing his optical prescription. Comfort Questionnaire (CQ). The CQ was completed ten times as scheduled by the USAF...and comfort of the JSAM while wearing eyeglass frames was very acceptable. Their ability to see was reported as acceptable. No fogging of the...Performance Wing acceleration and altitude test subject panels. The subjects were male, ranged in age from 28-39 years, physically fit , and considered

  9. Surface fitting three-dimensional bodies

    NASA Technical Reports Server (NTRS)

    Dejarnette, F. R.

    1974-01-01

    The geometry of general three-dimensional bodies is generated from coordinates of points in several cross sections. Since these points may not be smooth, they are divided into segments and general conic sections are curve fit in a least-squares sense to each segment of a cross section. The conic sections are then blended in the longitudinal direction by fitting parametric cubic-spline curves through coordinate points which define the conic sections in the cross-sectional planes. Both the cross-sectional and longitudinal curves may be modified by specifying particular segments as straight lines and slopes at selected points. Slopes may be continuous or discontinuous and finite or infinite. After a satisfactory surface fit has been obtained, cards may be punched with the data necessary to form a geometry subroutine package for use in other computer programs. At any position on the body, coordinates, slopes and second partial derivatives are calculated. The method is applied to a blunted 70 deg delta wing, and it was found to generate the geometry very well.

  10. Structural mechanisms of DNA binding and unwinding in bacterial RecQ helicases

    DOE PAGES

    Manthei, Kelly A.; Hill, Morgan C.; Burke, Jordan E.; ...

    2015-03-23

    RecQ helicases unwind remarkably diverse DNA structures as key components of many cellular processes. How RecQ enzymes accommodate different substrates in a unified mechanism that couples ATP hydrolysis to DNA unwinding is unknown. In this paper, the X-ray crystal structure of the Cronobacter sakazakii RecQ catalytic core domain bound to duplex DNA with a 3' single-stranded extension identifies two DNA-dependent conformational rearrangements: a winged-helix domain pivots ~90° to close onto duplex DNA, and a conserved aromatic-rich loop is remodeled to bind ssDNA. These changes coincide with a restructuring of the RecQ ATPase active site that positions catalytic residues for ATPmore » hydrolysis. Complex formation also induces a tight bend in the DNA and melts a portion of the duplex. Finally, this bending, coupled with translocation, could provide RecQ with a mechanism for unwinding duplex and other DNA structures.« less

  11. Mass loss in the 96 day binary UU Cancri

    NASA Technical Reports Server (NTRS)

    Eaton, Joel A.; Hall, Douglas S.; Honeycutt, R. K.

    1991-01-01

    A series of 16 high-dispersion spectra at H-alpha have been obtained for the tidally distorted K giant-containing long-period binary UU Cnc, in order to both study the K giant's Doppler profiles and search for the effects of accretion onto the second component. While Doppler profiles of the system for a semidetached configuration fit the observations very well, those for existing overcontact light-curve solutions all yield poorer fits. Although the H-alpha line is always stronger than those of the common giants, its equivalent width is consistent with a K4 II classification reflective of the star's 50 solar radius size. Emission wings in H-alpha are possible evidence for an accretion disk.

  12. Probing the Inflow/Out-flow and Accretion Disk of Cyg X-1 in the High State with HETG/Chandra

    NASA Technical Reports Server (NTRS)

    Feng, Y. X.; Tennant, A. F.; Zhang, S. N.

    2003-01-01

    Cyg X- 1 was observed in the high state at the conjunction orbital phase (0) with HETG/Chandra. Strong and asymmetric absorption lines of highly ionized species were detected, such as Fe XXV, Fe XXIV, Fe XXIII, Si XIV, S XVI, Ne X, and etc. In the high state the profile of the absorption lines are composed of an extended red wing and a less extended blue wing. The red wings of higher ionized species are more extended than that of lower ionized species. The detection of these lines provides a way to probe the properties of the flow around the companion and the black hole in Cyg X-1 during the high state. A broad emission feature around 6.5 keV was significantly detected from the both spectra of HETG/Chandra and PCA/RXTE. This feature appears to be symmetric and can be fitted with a Gaussian function rather than the Laor disk line model of fluorescent Fe K$ \\alpha$ line from an accretion disk. The implications of these results on the structure of the accretion flow of Cyg X-1 in the high state are discussed.

  13. Transonic Dynamics Tunnel Force and Pressure Data Acquired on the HSR Rigid Semispan Model

    NASA Technical Reports Server (NTRS)

    Schuster, David M.; Rausch, Russ D.

    1999-01-01

    This report describes the aerodynamic data acquired on the High Speed Research Rigid Semispan Model (HSR-RSM) during NASA Langley Transonic Dynamics Tunnel (TDT) Test 520 conducted from 18 March to 4 April, 1996. The purpose of this test was to assess the aerodynamic character of a rigid high speed civil transport wing. The wing was fitted with a single trailing edge control surface which was both steadily deflected and oscillated during the test to investigate the response of the aerodynamic data to steady and unsteady control motion. Angle-of-attack and control surface deflection polars at subsonic, transonic and low-supersonic Mach numbers were obtained in the tunnel?s heavy gas configuration. Unsteady pressure and steady loads data were acquired on the wing, while steady pressures were measured on the fuselage. These data were reduced using a variety of methods, programs and computer systems. The reduced data was ultimately compiled onto a CD-ROM volume which was distributed to HSR industry team members in July, 1996. This report documents the methods used to acquire and reduce the data, and provides an assessment of the quality, repeatability, and overall character of the aerodynamic data measured during this test.

  14. X-31 Wing Storage for Shipping

    NASA Image and Video Library

    1995-05-18

    The right wing of the X-31 Enhanced Fighter Maneuverability Technology Demonstrator Aircraft is seen here being put into a shipping container May 18, 1995, at NASA's Dryden Flight Research Center, Edwards, California, by U.S. and German members of the program. To fit inside an Air Force Reserve C-5 transport, which was used to ferry the X-31 to Europe on May 22, 1995, the right wing had to be removed. Manching, Germany, was used as a staging base to prepare the aircraft for participation in the Paris Air Show. At the air show on June 11 through the 18th, the X-31 demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems to provide controlled flight at very high angles of attack. The aircraft arrived back at Edwards in an Air Force Reserve C-5 on June 25, 1995, and off loaded at Dryden the 27th. The X-31 aircraft was developed jointly by Rockwell International's North American Aircraft Division (now part of Boeing) and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm), under sponsorship by the U.S. Department of Defense and the German Federal Ministry of Defense.

  15. Surface photometry of WINGS galaxies with GASPHOT

    NASA Astrophysics Data System (ADS)

    D'Onofrio, M.; Bindoni, D.; Fasano, G.; Bettoni, D.; Cava, A.; Fritz, J.; Gullieuszik, M.; Kjærgaard, P.; Moretti, A.; Moles, M.; Omizzolo, A.; Poggianti, B. M.; Valentinuzzi, T.; Varela, J.

    2014-12-01

    Aims: We present the B, V, and K band surface photometry catalogs obtained by running the automatic software GASPHOT on galaxies from the WINGS cluster survey with isophotal areas larger than 200 pixels. The catalogs can be downloaded at the Centre de Données Astronomiques de Strasbourg. Methods: The luminosity growth curves of stars and galaxies in a given catalog relative to a given cluster image were obtained simultaneously by slicing the image with a fixed surface brightness step in several SExtractor runs. Then, using a single Sersic law convolved with a space-varying point spread function (PSF), GASPHOT performed a simultaneous χ2 best-fit of the major- and minor-axis luminosity growth curves of galaxies. We outline the GASPHOT performances and compare our surface photometry with that obtained by SExtractor, GALFIT, and GIM2D. This analysis is aimed at providing statistical information about the accuracy that is generally achieved by the softwares for automatic surface photometry of galaxies. Results: The GASPHOT catalogs provide the parameters of the Sersic law that fit the luminosity profiles for each galaxy and for each photometric band. They are the sky coordinates of the galaxy center (RA, Dec), the total magnitude (m), the semi-major axis of the effective isophote (Re), the Sersic index (n), the axis ratio (b/a), and a flag parameter (QFLAG) that generally indicates the fit quality. The WINGS-GASPHOT database includes 41 463 galaxies in the B band, 42 275 in the V band, and 71 687 in the K band. The bright early-type galaxies have higher Sersic indices and larger effective radii, as well as redder colors in their center. In general, the effective radii increase systematically from the K to the V and B band. Conclusions: The GASPHOT photometry agrees well with the surface photometry obtained by GALFIT and GIM2D, and with the aperture photometry provided by SExtractor. In particular, the direct comparison of structural parameters derived by different softwares for common galaxies indicates that the systematic differences are small in general. The only significant deviations are most likely due to the peculiar (and very accurate) image processing adopted by WINGS for large galaxies. The main advantages of GASPHOT with respect to other tools are (i) the automatic finding of the local PSF; (ii) the short CPU execution time; and (iii) the remarkable stability against the choice of the initial-guess parameters. All these characteristics make GASPHOT an ideal tool for blind surface photometry of large galaxy samples in wide-field CCD mosaics. Catalogs are only available at the CDS via anonymous ftp to http://cdsarc.u-strasbg.fr (ftp://130.79.128.5) or via http://cdsarc.u-strasbg.fr/viz-bin/qcat?J/A+A/572/A87

  16. Game Analysis of Olympic, World and European Championships in Men's Handball.

    PubMed

    Bilge, Murat

    2012-12-01

    The development of men's handball was analyzed using data from the Olympic, World and European Championships held within the last eight years. The most obvious change, especially within these last nine tournaments, was that men's handball was played more dynamically and rapidly, both in attack and defense, especially by European teams. The first aim of this study was to conduct a technical analysis of current handball and to determine factors related to success in this sport discipline. The second aim was to compare the data of European Championships with other tournaments, considering the success of European teams in Men's World Handball. The technical variables used to compare the tournaments included: the average number of attacks, the efficiency of attacks, the efficiency of goal throws, fast break goals per game, the efficiency of fast breaks, the efficiency of the goalkeeper, saves by the goalkeeper per game, number of turnovers per game, and the efficiency of position throws (wing, pivot, back court, break-through, fast break, and 7-meter). This technical analysis used cumulative statistics from the European Handball Federation and International Handball Federation. ANOVA revealed significant differences between the first eight teams in the European Championships and their counterparts in the other two tournaments (Olympics and World Championships) in terms of several technical variables. The results showed that the efficiency of fast break, pivot position and back court players affected the ranking in favor of the European teams in significant international tournaments.

  17. Technical match characteristics and influence of body anthropometry on playing performance in male elite team handball.

    PubMed

    Michalsik, Lars Bojsen; Madsen, Klavs; Aagaard, Per

    2015-02-01

    Modern team handball match-play imposes substantial physical and technical demands on elite players. However, only limited knowledge seems to exist about the specific working requirements in elite team handball. Thus, the purpose of this study was to examine the physical demands imposed on male elite team handball players in relation to playing position and body anthropometry. Based on continuous video recording of individual players during elite team handball match-play (62 tournament games, ∼4 players per game), computerized technical match analysis was performed in male elite team handball players along with anthropometric measurements over a 6 season time span. Technical match activities were distributed in 6 major types of playing actions (shots, breakthroughs, fast breaks, tackles, technical errors, and defense errors) and further divided into various subcategories (e.g., hard or light tackles, type of shot, claspings, screenings, and blockings). Players showed 36.9 ± 13.1 (group mean ± SD) high-intense technical playing actions per match with a mean total effective playing time of 53.85 ± 5.87 minutes. In offense, each player performed 6.0 ± 5.2 fast breaks, received 34.5 ± 21.3 tackles in total, and performed in defense 3.7 ± 3.5 blockings, 3.9 ± 3.0 claspings, and 5.8 ± 3.6 hard tackles. Wing players (84.5 ± 5.8 kg, 184.9 ± 5.7 cm) were less heavy and smaller (p < 0.001) than backcourt players (94.7 ± 7.1 kg, 191.9 ± 5.4 cm) and pivots (99.4 ± 6.2 kg, 194.8 ± 3.6 cm). In conclusion, modern male elite team handball match-play is characterized by a high number of short-term, high-intense intermittent technical playing actions. Indications of technical fatigue were observed. Physical demands differed between playing positions with wing players performing more fast breaks and less physical confrontations with opponent players than backcourt players and pivots. Body anthropometry seemed to have an important influence on playing performance because it is highly related to playing positions. The present observations suggest that male elite team handball players should implement more position-specific training regimens, while also focusing on anaerobic training and strength training.

  18. Supersonic Cruise/Transonic Maneuver Wing Section Development Study.

    DTIC Science & Technology

    1980-06-01

    duct. The inlet is contoured to fit the blended forebody and results in a high-aspect-ratio, minimum height duct which facilitates clearance of the...following. Most of the changes were directed toward reducing the supersonic wave drag. The winglet was removed to reduce supersonic volume and camber...drag and skin friction drag. The primary function of the winglet was to provide directional stability at high angles of attack. Analysis of the HiMAT

  19. The Thermal Evaluation of Air-Cooled Electronic Equipment

    DTIC Science & Technology

    1952-09-01

    of Unit with Case-Envelope Heat Exchanger 233 VII-7 Storking Plot for Evaluation of Case Heat Transfer of Unit with Integrated or Separate... wing . 1. Case Cooled by Free Convection and Radiation Equipment of this type which depends on the natural heat dissipative capacity of the outer...described application, a tightly-fitting spring- clip is placed around the component, such as a tube, with the two thermocouple lead wires spot-welded

  20. Tool for cutting insulation from electrical cables

    DOEpatents

    Harless, Charles E.; Taylor, Ward G.

    1978-01-01

    This invention is an efficient hand tool for precisely slitting the sheath of insulation on an electrical cable--e.g., a cable two inches in diameter--in a manner facilitating subsequent peeling or stripping of the insulation. The tool includes a rigid frame which is slidably fitted on an end section of the cable. The frame carries a rigidly affixed handle and an opposed, elongated blade-and-handle assembly. The blade-and-handle assembly is pivotally supported by a bracket which is slidably mounted on the frame for movement toward and away from the cable, thus providing an adjustment for the depth of cut. The blade-and-handle assembly is mountable to the bracket in two pivotable positions. With the assembly mounted in the first position, the tool is turned about the cable to slit the insulation circumferentially. With the assembly mounted in the second position, the tool is drawn along the cable to slit the insulation axially. When cut both circumferentially and axially, the insulation can easily be peeled from the cable.

  1. Prosthetic helping hand

    NASA Technical Reports Server (NTRS)

    Vest, Thomas W. (Inventor); Carden, James R. (Inventor); Norton, William E. (Inventor); Belcher, Jewell G. (Inventor)

    1992-01-01

    A prosthetic device for below-the-elbow amputees, having a C-shaped clamping mechanism for grasping cylindrical objects, is described. The clamping mechanism is pivotally mounted to a cuff that fits on the amputee's lower arm. The present invention is utilized by placing an arm that has been amputated below the elbow into the cuff. The clamping mechanism then serves as a hand whenever it becomes necessary for the amputee to grasp a cylindrical object such as a handle, a bar, a rod, etc. To grasp the cylindrical object, the object is jammed against the opening in the C-shaped spring, causing the spring to open, the object to pass to the center of the spring, and the spring to snap shut behind the object. Various sizes of clamping mechanisms can be provided and easily interchanged to accommodate a variety of diameters. With the extension that pivots and rotates, the clamping mechanism can be used in a variety of orientations. Thus, this invention provides the amputee with a clamping mechanism that can be used to perform a number of tasks.

  2. Age and performance at fledging are a cause and consequence of juvenile mortality between life stages

    PubMed Central

    2018-01-01

    Should they stay or should they leave? The age at which young transition between life stages, such as living in a nest versus leaving it, differs among species and the reasons why are unclear. We show that offspring of songbird species that leave the nest at a younger age have less developed wings that cause poorer flight performance and greater mortality after fledging. Experimentally delayed fledging verified that older age and better developed wings provide benefits of reduced juvenile mortality. Young are differentially constrained in the age that they can stay in the nest and enjoy these fitness benefits because of differences among species in opposing predation costs while in the nest. This tension between mortality in versus outside of the nest influences offspring traits and performance and creates an unrecognized conflict between parents and offspring that determines the optimal age to fledge.

  3. The DAST-1 remotely piloted research vehicle development and initial flight testing

    NASA Technical Reports Server (NTRS)

    Kotsabasis, A.

    1981-01-01

    The development and initial flight testing of the DAST (drones for aerodynamic and structural testing) remotely piloted research vehicle, fitted with the first aeroelastic research wing ARW-I are presented. The ARW-I is a swept supercritical wing, designed to exhibit flutter within the vehicle's flight envelope. An active flutter suppression system (FSS) designed to increase the ARW-I flutter boundary speed by 20 percent is described. The development of the FSS was based on prediction techniques of structural and unsteady aerodynamic characteristics. A description of the supporting ground facilities and aircraft systems involved in the remotely piloted research vehicle (RPRV) flight test technique is given. The design, specification, and testing of the remotely augmented vehicle system are presented. A summary of the preflight and flight test procedures associated with the RPRV operation is given. An evaluation of the blue streak test flight and the first and second ARW-I test flights is presented.

  4. Erythrodiplax ana sp. nov. (Odonata: Libellulidae) from Brazilian palm swamps.

    PubMed

    Guillermo-Ferreira, Rhainer; Vilela, Diogo S; Del-Claro, Kleber; Bispo, Pitágoras C

    2016-08-29

    Erythrodiplax ana sp. nov. (male holotype, six male and three female paratypes), collected in Vereda wetlands (a unique Neotropical savanna environment) in Uberlândia (Minas Gerais) and Chapada dos Guimarães (Mato Grosso), Brazil, is described and illustrated. The new species fits in Borror's Basalis Group, and can be distinguished from other species by the combination of the following traits: blue pruinosity dorsally on thorax and third to eighth abdominal segments; sides of the thorax olive-green; face ivory or olive-green; wings hyaline with a small apical brown spot on all four wings, well defined in females; male genitalia with sclerotized erectile posterior lobe and inflatable sac-like median process. Last instar larvae were reared in the laboratory, resulting in the description of the larva. We also followed this population for 13 months and present resulting biological notes and comments on ontogenetic color change in males, as well as longevity.

  5. Theoretical Calculation of the Power Spectra of the Rolling and Yawing Moments on a Wing in Random Turbulence

    NASA Technical Reports Server (NTRS)

    Eggleston, John M; Diederich, Franklin W

    1957-01-01

    The correlation functions and power spectra of the rolling and yawing moments on an airplane wing due to the three components of continuous random turbulence are calculated. The rolling moments to the longitudinal (horizontal) and normal (vertical) components depend on the spanwise distributions of instantaneous gust intensity, which are taken into account by using the inherent properties of symmetry of isotropic turbulence. The results consist of expressions for correlation functions or spectra of the rolling moment in terms of the point correlation functions of the two components of turbulence. Specific numerical calculations are made for a pair of correlation functions given by simple analytic expressions which fit available experimental data quite well. Calculations are made for four lift distributions. Comparison is made with the results of previous analyses which assumed random turbulence along the flight path and linear variations of gust velocity across the span.

  6. Morphological Profiles of Playing Positions in Defense and Offense in Professional Men's Handball.

    PubMed

    Ante, Burger; Nikola, Foretić; Marijana Čavala

    2015-07-01

    The main scope of the study is concerned with the morphological profiles of playing positions in defense, offense and the combinations of these two phases of the game. Furthermore, study attempted to identify the difference between the morphological profiles of the individual playing positions. Entity sample of the study consist of the 148 players that participated in 45 matches of the World Men's Handball Championship which took place in Croatia in 2009. The study dealt with the differences between playing positions concerning basic morphological characteristics which are due to the selection based on roles and tasks that need to be carried out in each position. Moreover, morphological similarity of playing positions in offense and defense was noticed. It was determined that wing players play dominantly in the position of left back, external players in the position of right and center back whereas pivots participate in the positions of center, back and center forward positions in defense. Morphological profiles of playing positions in defense, offense and in the combination of these two phases of the game were determined. Identical positions on different sides in offense (left-right wing player, left-right back player) have shown that these positions are quite similar when it comes to morphological profile and playing position in defense. It can be concluded that some playing positions in offense are accompanied by the respective positions in defense. All positions are characterized by one or two morphological profiles.

  7. NACA Aircraft in hangar 1953 - clockwise from front center: YF-84A, D-558-1, D-558-2, B-47, X-1 ship

    NASA Technical Reports Server (NTRS)

    1953-01-01

    In the center foreground of this 1953 hanger photo is the YF-84A (NACA 134/Air Force 45-59490) used for vortex generator research. It arrived on November 28, 1949, and departed on April 21, 1954. Beside it is the third D-558-1 aircraft (NACA 142/Navy 37972). This aircraft was used for a total of 78 transonic research flights from April 1949 to June 1954. It replaced the second D-558-1, lost in the crash which killed Howard Lilly. Just visible on the left edge is the nose of the first D-558-2 (NACA 143/Navy 37973). Douglas turned the aircraft over to NACA on August 31, 1951, after the contractor had completed its initial test flights. NACA only made a single flight with the aircraft, on September 17, 1956, before the program was cancelled. In the center of the photo is the B-47A (NACA 150/Air Force 49-1900). The B-47 jet bomber, with its thin, swept-back wings, and six podded engines, represented the state of the art in aircraft design in the early 1950s. The aircraft undertook a number of research activities between May 1953 and its 78th and final research flight on November 22, 1957. The tests showed that the aircraft had a buffeting problem at speeds above Mach 0.8. Among the pilots who flew the B-47 were later X-15 pilots Joe Walker, A. Scott Crossfield, John B. McKay, and Neil A. Armstrong. On the right side of the B-47 is NACA's X-1 (Air Force 46-063). The second XS-1 aircraft built, it was fitted with a thicker wing than that on the first aircraft, which had exceeded Mach 1 on October 14, 1947. Flight research by NACA pilots indicated that this thicker wing produced 30 percent more drag at transonic speeds compared to the thinner wing on the first X-1. After a final flight on October 23, 1951, the aircraft was grounded due to the possibility of fatigue failure of the nitrogen spheres used to pressurize the fuel tanks. At the time of this photo, in 1953, the aircraft was in storage. In 1955, the aircraft was extensively modified, becoming the X-1E. In front of the X-1 is the XF-92A (Air Force 46-682). Unlike the X-1 and D-558 aircraft, the XF-92A was not designed as a research aircraft, but as the prototype of a delta-wing fighter. While the effort was unsuccessful, the XF-92A offered the chance to test a delta wing aircraft. A brief series of 25 flights were made using the aircraft in 1953. These showed the aircraft had violent pitch-up tendencies during turns. Despite the problems, the XF-92A contributed to later delta wing aircraft, like the F-102, F-106, and B-58. Behind the B-47, in the back of the hangar, are four other aircraft. From left to right, they are the second X-4 (Air Force 46-677) research aircraft. It was operated by the NACA from May 8, 1950, to March 22, 1954, when it left the High-Speed Flight Research Station for the U.S. Air Force Museum. It was designed to test the use of swept wings but no horizontal stabilizers. This proved to have poor transonic stability. Next to it is the ETF-51D Mustang (NACA 148/Air Force 44-84958) used for low-speed chase missions, as well as support and liaison flights. On the right side of the B-47 is the first D-558-1. Originally given the Navy number 37970, it was flown as part of the Douglas contractor program. When this was completed, the aircraft was turned over to the NACA on April 11, 1949. Although the aircraft was designation 'NACA 140,' it was never flown again. Instead, it was used to provide spare parts to keep the third D-558-1 in operation. In this photo the aircraft is partially disassembled. The final aircraft is the first X-5 (Air Force 50-1838). This was a research aircraft used to test the concept of pivoting wings which could change their sweep angle in flight. The results were mixed; the X-5 had vicious stall behavior due to the poor position of the tail and stabilizers. The mechanism used by the 'variable-sweep wing' was also complex, which limited its usefulness. Despite these problems, the X-5's primary advantage was that it was equivalent to a whole family of research aircraft. It could provide transonic data at sweep angles up to 60 degrees--the same as the delta wing XF-92A. The Dryden Flight Research Center, NASA's premier installation for aeronautical flight research, celebrated its 50th anniversary in 1996. Dryden is the 'Center of Excellence' for atmospheric flight operations. The Center's charter is to research, develop, verify, and transfer advanced aeronautics, space, and related technologies. It is located at Edwards, Calif., on the western edge of the Mojave Desert, 80 miles north of Los Angeles. Dryden's history dates back to the early fall of 1946, when a group of five aeronautical engineers arrived at what is now Edwards from the NACA's Langley Memorial Aeronautical Laboratory, Hampton, Va. Their goal was to prepare for the X-l supersonic research flights in a joint NACA-U.S. Army Air Forces-Bell Aircraft Corp. program. NACA--the National Advisory Committee for Aeronautics--was the predecessor of today's NASA. Since the days of the X-l, the first aircraft to fly faster than the speed of sound, the installation has grown in size and significance and is associated with many important developments in aviation -- supersonic and hypersonic flight, wingless lifting bodies, digital fly-by-wire, supercritical and forward-swept wings, and the space shuttles. Its name has changed many times over the years. From 14 November 1949 to 1 July 1954 it bore the name NACA High-Speed Flight Research Station.

  8. When the seasons don't fit: speedy molt as a routine carry-over cost of reproduction.

    PubMed

    Dietz, Maurine W; Rogers, Ken G; Piersma, Theunis

    2013-01-01

    The failure of animals to fit all life-cycle stages into an annual cycle could reduce the chances of successful breeding. In some cases, non-optimal strategies will be adopted in order to maintain the life-cycle within the scope of one year. We studied trade-offs made by a High Arctic migrant shorebird, the red knot Calidris canutus islandica, between reproduction and wing feather molt carried out in the non-breeding period in the Dutch Wadden Sea. We compared primary molt duration between birds undertaking the full migratory and breeding schedule with birds that forego breeding because they are young or are maintained in captivity. Molt duration was ca. 71 days in breeding adults, which was achieved by an accelerated feather replacement strategy. Second-year birds and captive adults took ca. 22% and 27% longer, respectively. Second-year birds start molt in late June, more than four weeks before captive adults, and almost seven weeks before adults that return from breeding in late July-August. Adults finish molt in October when steeply increasing thermostatic costs and reductions in food availability occur. Primary molt duration was longer in female than in male knots (all ages), which was accordance with the somewhat larger body size of females. Since fast growth leads to lower quality feathers, the speedy wing molt shown by Arctic-breeding birds may represent a time constraint that is an unavoidable and routine cost of reproduction. So far it was hypothesized that only birds over 1 kg would have difficulty fitting molt within a year. Here we show that in birds an order of magnitude smaller, temporal imperatives may impose the adoption of non-optimal life-cycle routines in the entire actively breeding population.

  9. 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.

  10. Fitness variation in response to artificial selection for reduced cell area, cell number and wing area in natural populations of Drosophila melanogaster.

    PubMed

    Trotta, Vincenzo; Calboli, Federico C F; Ziosi, Marcello; Cavicchi, Sandro

    2007-08-16

    Genetically based body size differences are naturally occurring in populations of Drosophila melanogaster, with bigger flies in the cold. Despite the cosmopolitan nature of body size clines in more than one Drosophila species, the actual selective mechanisms controlling the genetic basis of body size variation are not fully understood. In particular, it is not clear what the selective value of cell size and cell area variation exactly is. In the present work we determined variation in viability, developmental time and larval competitive ability in response to crowding at two temperatures after artificial selection for reduced cell area, cell number and wing area in four different natural populations of D. melanogaster. No correlated effect of selection on viability or developmental time was observed among all selected populations. An increase in competitive ability in one thermal environment (18 degrees C) under high larval crowding was observed as a correlated response to artificial selection for cell size. Viability and developmental time are not affected by selection for the cellular component of body size, suggesting that these traits only depend on the contingent genetic makeup of a population. The higher larval competitive ability shown by populations selected for reduced cell area seems to confirm the hypothesis that cell area mediated changes have a relationship with fitness, and might be the preferential way to change body size under specific circumstances.

  11. Modeling wetland blackbird populations as a function of waterfowl abundance in the prairie pothole region of the United States and Canada

    USGS Publications Warehouse

    Forcey, G.M.; Linz, G.M.; Thogmartin, W.E.; Bleier, W.J.

    2008-01-01

    Blackbirds share wetland habitat with many waterfowl species in Bird Conservation Region 11 (BCR 11), the prairie potholes. Because of similar habitat preferences, there may be associations between blackbird populations and populations of one or more species of waterfowl in BCR11. This study models populations of red-winged blackbirds and yellow-headed blackbirds as a function of multiple waterfowl species using data from the North American Breeding Bird Survey within BCR11. For each blackbird species, we created a global model with blackbird abundance modeled as a function of 11 waterfowl species; nuisance effects (year, route, and observer) also were included in the model. Hierarchical Poisson regression models were fit using Markov chain Monte Carlo methods in WinBUGS 1.4.1. Waterfowl abundances were weakly associated with blackbird numbers, and no single waterfowl species showed a strong correlation with any blackbird species. These findings suggest waterfowl abundance from a single species is not likely a good bioindicator of blackbird abundance; however, a global model provided good fit for predicting red-winged blackbird abundance. Increased model complexity may be required for accurate predictions of blackbird abundance; the amount of data required to construct appropriate models may limit this approach for predicting blackbird abundance in the prairie potholes. Copyright ?? Taylor & Francis Group, LLC.

  12. Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

    NASA Technical Reports Server (NTRS)

    1997-01-01

    Dryden Experimental Fabrication Shop's Andy Blua and Jeff Doughty make sure the new pylon for the X-38 fits precisely during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California in 1997. The 1,200-pound steel pylon, fabricated at Dryden, was an 'adapter' to allow the X-38 research vehicle to be carried aloft and launched from the bomber. The X-38 was a designed as a technology demonstrator to help develop an emergency Crew Return Vehicle for the International Space Station. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

  13. Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

    NASA Technical Reports Server (NTRS)

    1997-01-01

    The new pylon for the X-38 following a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California, in 1997. The fit-check was the first time the 1,200-pound steel pylon was mated to the B-52 following fabrication at Dryden by the Center's Experimental Fabrication Shop. The pylon was built as an 'adapter' to allow the X-38 research vehicle to be carried aloft and launched from the B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

  14. Aerostructural Shape and Topology Optimization of Aircraft Wings

    NASA Astrophysics Data System (ADS)

    James, Kai

    A series of novel algorithms for performing aerostructural shape and topology optimization are introduced and applied to the design of aircraft wings. An isoparametric level set method is developed for performing topology optimization of wings and other non-rectangular structures that must be modeled using a non-uniform, body-fitted mesh. The shape sensitivities are mapped to computational space using the transformation defined by the Jacobian of the isoparametric finite elements. The mapped sensitivities are then passed to the Hamilton-Jacobi equation, which is solved on a uniform Cartesian grid. The method is derived for several objective functions including mass, compliance, and global von Mises stress. The results are compared with SIMP results for several two-dimensional benchmark problems. The method is also demonstrated on a three-dimensional wingbox structure subject to fixed loading. It is shown that the isoparametric level set method is competitive with the SIMP method in terms of the final objective value as well as computation time. In a separate problem, the SIMP formulation is used to optimize the structural topology of a wingbox as part of a larger MDO framework. Here, topology optimization is combined with aerodynamic shape optimization, using a monolithic MDO architecture that includes aerostructural coupling. The aerodynamic loads are modeled using a three-dimensional panel method, and the structural analysis makes use of linear, isoparametric, hexahedral elements. The aerodynamic shape is parameterized via a set of twist variables representing the jig twist angle at equally spaced locations along the span of the wing. The sensitivities are determined analytically using a coupled adjoint method. The wing is optimized for minimum drag subject to a compliance constraint taken from a 2 g maneuver condition. The results from the MDO algorithm are compared with those of a sequential optimization procedure in order to quantify the benefits of the MDO approach. While the sequentially optimized wing exhibits a nearly-elliptical lift distribution, the MDO design seeks to push a greater portion of the load toward the root, thus reducing the structural deflection, and allowing for a lighter structure. By exploiting this trade-off, the MDO design achieves a 42% lower drag than the sequential result.

  15. Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

    NASA Technical Reports Server (NTRS)

    1997-01-01

    Andy Blua and Jeff Doughty of Dryden's Experimental Fabrication Shop, along with B-52 Crew Chief Dan Bains and assistant Mark Thompson, all eye the new X-38 pylon during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California. The fit-check was the first time the 1,200-pound steel pylon, which was fabricated at Dryden, was mated to the B-52. The pylon served as an 'adapter' that allowed the X-38 to be attached to the B-52's wing. Earlier flight research vehicles had used the X-15 pylon for attachment to and launch from the B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

  16. Correlated evolution of host and parasite body size: tests of Harrison's rule using birds and lice.

    PubMed

    Johnson, Kevin P; Bush, Sarah E; Clayton, Dale H

    2005-08-01

    Large-bodied species of hosts often harbor large-bodied parasites, a pattern known as Harrison's rule. Harrison's rule has been documented for a variety of animal parasites and herbivorous insects, yet the adaptive basis of the body-size correlation is poorly understood. We used phylogenetically independent methods to test for Harrison's rule across a large assemblage of bird lice (Insecta: Phthiraptera). The analysis revealed a significant relationship between louse and host size, despite considerable variation among taxa. We explored factors underlying this variation by testing Harrison's rule within two groups of feather-specialist lice that share hosts (pigeons and doves). The two groups, wing lice (Columbicola spp.) and body lice (Physconelloidinae spp.), have similar life histories, despite spending much of their time on different feather tracts. Wing lice showed strong support for Harrison's rule, whereas body lice showed no significant correlation with host size. Wing louse size was correlated with wing feather size, which was in turn correlated with overall host size. In contrast, body louse size showed no correlation with body feather size, which also was not correlated with overall host size. The reason why body lice did not fit Harrison's rule may be related to the fact that different species of body lice use different microhabitats within body feathers. More detailed measurements of body feathers may be needed to explore the precise relationship of body louse size to relevant components of feather size. Whatever the reason, Harrison's rule does not hold in body lice, possibly because selection on body size is mediated by community-level interactions between body lice.

  17. Prediction of in-depth gap heating ratios from wing glove model test data. [space shuttle orbiter

    NASA Technical Reports Server (NTRS)

    1977-01-01

    In-depth gap heating ratios were predicted down RSI tile sidewalls based on temperature measurements obtained from the JSC arc-jet Wing Glove model tests in order to develop gap heating ratios which resulted in the best possible fit of test data and to produce a set of engineering verification heating ratios similar in shape to one another which could be used at various body points on the Orbiter during reentry. The Rockwell TPS Multidimensional heat conduction program was used to perform 3-D thermal analyses using a 3.0 in. thick section of a curved RSI tile with 283 nodal points. Correlation with test data shows that the predicted heating ratios were significantly higher down in the gap than the zero pressure values for T/C stacks 39 and 38 on the Wing Glove model. For stack 37 (in a low pressure region), the baseline heating ratio overpredicted the temperature data. This analysis, which showed that the heating ratios were a strong function of the product of pressure and pressure gradient, will be used to compare with recent Gap/Step and Ames Double Wedge test/analysis results in the effort to identify the Orbiter gap response to high delta P flight environment.

  18. Probing the Inflow/Outflow and Accretion Disk of Cygnus X-1 in the High State with the Chandra High Energy Transmission Grating

    NASA Technical Reports Server (NTRS)

    Feng, Y. X.; Tennant, A. F.; Zhang, S. N.

    2003-01-01

    Cygnus X-1 was observed in the high state at the conjunction orbital phase (0) with Chandra High Energy Transmission Grating (HETG). Strong and asymmetric absorption lines of highly ionized species were detected, such as Fe xxv, Fe xxiv, Fe xxiii, Si xiv, S xvi, Ne x, etc. In the high state the profile of the absorption lines is composed of an extended red wing and a less extended blue wing. The red wings of higher ionized species are more extended than those of lower ionized species. The detection of these lines provides a way to probe the properties of the flow around the companion and the black hole in Cyg X-1 during the high state. A broad emission feature around 6.5 keV was significantly detected from the spectra of both the Chandra/HETG and the RXTE/Proportional Counter Array. This feature appears to be symmetric and can be fitted with a Gaussian function rather than the Laor disk line model of the fluorescent Fe K(alpha) line from an accretion disk. The implications of these results on the structure of the accretion flow of Cyg X-1 in the high state are discussed.

  19. BATS RECOVERING FROM WHITE-NOSE SYNDROME ELEVATE METABOLIC RATE DURING WING HEALING IN SPRING.

    PubMed

    Meierhofer, Melissa B; Johnson, Joseph S; Field, Kenneth A; Lumadue, Shayne S; Kurta, Allen; Kath, Joseph A; Reeder, DeeAnn M

    2018-04-04

      Host responses to infection with novel pathogens are costly and require trade-offs among physiologic systems. One such pathogen is the fungus Pseudogymnoascus destructans (Pd) that causes white-nose syndrome (WNS) and has led to mass mortality of hibernating bats in eastern North America. Although infection with Pd does not always result in death, we hypothesized that bats that survive infection suffer significant consequences that negatively impact the ability of females to reproduce. To understand the physiologic consequences of surviving infection with Pd, we assessed differences in wing damage, mass-specific resting metabolic rate, and reproductive rate between little brown myotis ( Myotis lucifugus) that survived a winter in captivity after inoculation with Pd (WNS survivors) and comparable, uninfected bats. Survivors of WNS had significantly more damaged wing tissue and displayed elevated mass-specific metabolic rates compared with Pd-uninfected bats after emergence from hibernation. The WNS survivors and Pd-uninfected bats did not significantly differ in their reproductive capacity, at least in captivity. However, our metabolic data demonstrated greater energetic costs during spring in WNS survivors compared with uninfected bats, which may have led to other consequences for postpartum fitness. We suggest that, after surviving the energetic constraints of winter, temperate hibernating bats infected with Pd faced a second energetic bottleneck after emerging from hibernation.

  20. JEFF: Air transport system design simulation

    NASA Technical Reports Server (NTRS)

    1992-01-01

    Jeff is a remotely piloted vehicle designed by the Blue Team, a division of AE441, Inc., to fulfill the mission proposed by G-Dome Enterprises: to build a cost efficient aircraft to service Aeroworld with overnight cargo delivery. The design of Jeff was most significantly influenced by the need to minimize costs. This objective was pursued by building fewer large planes as opposed to many small planes. Thus, by building an aircraft with a large payload capacity, G-Dome Enterprises will be able to minimize the large costs and the large number of cycles that are associated with a large fleet. Another factor which had a significant influence on our design was the constraint that our design had to fit into a 2'x2'x5' storage container. This constraint meant that unless we wanted to build foldable wings that Jeff's span would be limited to 10 feet. Since this was not enough lifting surface to suit our needs a canard configuration was chosen to get the needed lifting surface and avoid the structural dilemma of foldable wings. The aircraft is constructed mainly of balsa, with spruce wing and canard spars and a monokote covering. It was designed to support a maximum payload weight of 35 oz. (total aircraft weight of 108 oz.) and withstand a maximum load factor of 2.5.

  1. A mathematical model of an active control landing gear for load control during impact and roll-out

    NASA Technical Reports Server (NTRS)

    Mcgehee, J. R.; Carden, H. D.

    1976-01-01

    A mathematical model of an active control landing gear (ACOLAG) was developed and programmed for operation on a digital computer. The mathematical model includes theoretical subsonic aerodynamics; first-mode wing bending and torsional characteristics; oleo-pneumatic shock strut with fit and binding friction; closed-loop, series-hydraulic control; empirical tire force-deflection characteristics; antiskid braking; and sinusoidal or random runway roughness. The mathematical model was used to compute the loads and motions for a simulated vertical drop test and a simulated landing impact of a conventional (passive) main landing gear designed for a 2268-kg (5000-lbm) class airplane. Computations were also made for a simply modified version of the passive gear including a series-hydraulic active control system. Comparison of computed results for the passive gear with experimental data shows that the active control landing gear analysis is valid for predicting the loads and motions of an airplane during a symmetrical landing. Computed results for the series-hydraulic active control in conjunction with the simply modified passive gear show that 20- to 30-percent reductions in wing force, relative to those occurring with the modified passive gear, can be obtained during the impact phase of the landing. These reductions in wing force could result in substantial increases in fatigue life of the structure.

  2. Simulating the effect of high column density absorbers on the one-dimensional Lyman α forest flux power spectrum

    NASA Astrophysics Data System (ADS)

    Rogers, Keir K.; Bird, Simeon; Peiris, Hiranya V.; Pontzen, Andrew; Font-Ribera, Andreu; Leistedt, Boris

    2018-03-01

    We measure the effect of high column density absorbing systems of neutral hydrogen (H I) on the one-dimensional (1D) Lyman α forest flux power spectrum using cosmological hydrodynamical simulations from the Illustris project. High column density absorbers (which we define to be those with H I column densities N(H I) > 1.6 × 10^{17} atoms cm^{-2}) cause broadened absorption lines with characteristic damping wings. These damping wings bias the 1D Lyman α forest flux power spectrum by causing absorption in quasar spectra away from the location of the absorber itself. We investigate the effect of high column density absorbers on the Lyman α forest using hydrodynamical simulations for the first time. We provide templates as a function of column density and redshift, allowing the flexibility to accurately model residual contamination, i.e. if an analysis selectively clips out the largest damping wings. This flexibility will improve cosmological parameter estimation, for example, allowing more accurate measurement of the shape of the power spectrum, with implications for cosmological models containing massive neutrinos or a running of the spectral index. We provide fitting functions to reproduce these results so that they can be incorporated straightforwardly into a data analysis pipeline.

  3. X-31 wing removal

    NASA Image and Video Library

    1995-05-18

    U.S. and German personnel of the X-31 Enhanced Fighter Maneuverability Technology Demonstrator aircraft program removing the right wing of the aircraft, which was ferried from Edwards Air Force Base, California, to Europe on May 22, 1995 aboard an Air Force Reserve C-5 transport. The X-31, based at the NASA Dryden Flight Research Center was ferried to Europe and flown in the Paris Air Show in June. The wing of the X-31 was removed on May 18, 1995, to allow the aircraft to fit inside the C-5 fuselage. Officials of the X-31 project used Manching, Germany, as a staging base to prepare the aircraft for the flight demonstration. At the air show, the X-31 demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with advanced flight control systems to provide controlled flight at very high angles of attack. The aircraft arrived back at Edwards in a Air Force Reserve C-5 on June 25, 1995 and off loaded at Dryden June 27. The X-31 aircraft was developed jointly by Rockwell International's North American Aircraft Division (now part of Boeing) and Daimler-Benz Aerospace (formerly Messerschmitt-Bolkow-Blohm), under sponsorship by the U.S. Department of Defense and the German Federal Ministry of Defense.

  4. VENUS Atmospheric Exploration by Solar Aircraft

    NASA Astrophysics Data System (ADS)

    Landis, G. A.; Lamarre, C.; Colozza, A.

    2002-01-01

    much easier than on planets such as Mars. Above the clouds, solar energy is available in abundance on Venus. Venus has a solar flux of 2600 W/m2, compared to Earth's 1370 W/m2. The solar intensity is 20 to 50% of the exoatmospheric intensity (depending on wavelength) at the bottom of the cloud layer at 50 km, and increases to nearly 95% of the exoatmospheric intensity at 65 km, the top of the main cloud layer, and the slow rotation of Venus allows an airplane to be designed for flight within continuous sunlight, eliminating the need for energy storage for nighttime flight. challenge for a Venus aircraft will be the fierce winds and caustic atmosphere. The wind reaches a speed of about 95m/s at the cloud top level, and in order to remain on the sunlit side of Venus, an exploration aircraft will have to be capable of sustained flight at or above the wind speed. desirable that the number of moving parts be minimized. Figure 1 shows a concept for a Venus airplane design that requires only two folds to fold the wing into an aeroshell, and no folds to deploy the tail. Because of the design constraint that the two- fold wing is to fit into a small aeroshell, the wing area is maximum at extremely low aspect ratio, and higher aspect ratios can be achieved only by reducing the wing area. To fit the circular aeroshell, the resulting design trade-off increases wing area by accepting the design compromise of an extremely short tail moment and small tail area (stabilizer area 9% of wing area). In terms of flight behavior, the aircraft is essentially a flying wing design with the addition of a small control surface. A more conventional aircraft design can be made by folding or telescoping the tail boom as well as the wing. Typical flight altitudes for analysis were 65 to 75 km above the surface. For exploration of lower altitudes, it is feasible to glide down to low altitudes for periods of several hours, accepting the fact that the airplane ground track will blow downwind, and then climb back to higher altitudes and fly upwind to the original point, allowing both high and low altitudes to be probed. Analysis of flight using battery storage shows that it is not feasible to keep the aircraft aloft on battery power alone during the passage across the night side of the planet. Likewise, the unpowered glide range of the aircraft is not high enough for it to glide around the night side of the planet and re-emerge into sunlight. Therefore, if the mission duration is to be unlimited, the mission is restricted to the daylight side of the planet, and to altitudes high enough that the aircraft can equal or exceed the wind speed. would be a powerful tool for exploration. By learning how Venus can be so similar to Earth, and yet so different, we will learn to better understand the climate and geological history of the Earth. The success of a prototype solar airplane could lead to the development of a fleet of solar-powered airplanes flying across the Venus cloud tops, taking simultaneous measurements to develop a "snapshot" of the climate across the face of the planet. Fleets of solar-powered aircraft could provide an architecture for efficient and low-cost comprehensive coverage for a variety of scientific missions, both atmospheric and geological science via surface imaging and radar. Exploratory planetary mapping and atmospheric sampling can lead to a greater understanding of the greenhouse effect not only on Venus but on Earth as well.

  5. The aerodynamics of flight in an insect flight-mill

    PubMed Central

    Barkan, Shay; Soroker, Victoria

    2017-01-01

    Predicting the dispersal of pest insects is important for pest management schemes. Flight-mills provide a simple way to evaluate the flight potential of insects, but there are several complications in relating tethered-flight to natural flight. We used high-speed video to evaluate the effect of flight-mill design on flight of the red palm weevil (Rynchophorous ferruginneus) in four variants of a flight-mill. Two variants had the rotating radial arm pivoted on the main shaft of the rotation axis, allowing freedom to elevate the arm as the insect applied lift force. Two other variants had the pivot point fixed, restricting the radial arm to horizontal motion. Beetles were tethered with their lateral axis horizontal or rotated by 40°, as in a banked turn. Flight-mill type did not affect flight speed or wing-beat frequency, but did affect flapping kinematics. The wingtip internal to the circular trajectory was always moved faster relative to air, suggesting that the beetles were attempting to steer in the opposite direction to the curved trajectory forced by the flight-mill. However, banked beetles had lower flapping asymmetry, generated higher lift forces and lost more of their body mass per time and distance flown during prolonged flight compared to beetles flying level. The results indicate, that flapping asymmetry and low lift can be rectified by tethering the beetle in a banked orientation, but the flight still does not correspond directly to free-flight. This should be recognized and taken into account when designing flight-mills and interoperating their data. PMID:29091924

  6. The aerodynamics of flight in an insect flight-mill.

    PubMed

    Ribak, Gal; Barkan, Shay; Soroker, Victoria

    2017-01-01

    Predicting the dispersal of pest insects is important for pest management schemes. Flight-mills provide a simple way to evaluate the flight potential of insects, but there are several complications in relating tethered-flight to natural flight. We used high-speed video to evaluate the effect of flight-mill design on flight of the red palm weevil (Rynchophorous ferruginneus) in four variants of a flight-mill. Two variants had the rotating radial arm pivoted on the main shaft of the rotation axis, allowing freedom to elevate the arm as the insect applied lift force. Two other variants had the pivot point fixed, restricting the radial arm to horizontal motion. Beetles were tethered with their lateral axis horizontal or rotated by 40°, as in a banked turn. Flight-mill type did not affect flight speed or wing-beat frequency, but did affect flapping kinematics. The wingtip internal to the circular trajectory was always moved faster relative to air, suggesting that the beetles were attempting to steer in the opposite direction to the curved trajectory forced by the flight-mill. However, banked beetles had lower flapping asymmetry, generated higher lift forces and lost more of their body mass per time and distance flown during prolonged flight compared to beetles flying level. The results indicate, that flapping asymmetry and low lift can be rectified by tethering the beetle in a banked orientation, but the flight still does not correspond directly to free-flight. This should be recognized and taken into account when designing flight-mills and interoperating their data.

  7. Evaluation of Next Generation Thermal Stability-Improving Additives for JP-8, Phase 2 - Specification, Materials, Filtration, and Fit-For-Purpose Evaluations

    DTIC Science & Technology

    2013-12-01

    varnishes and hard carbon deposits in various parts of the fuel system and are commonly referred to as coke or fouling. Depending upon the temperature...this coke . Coke present in an aircraft system, particularly the engine, lowers the on-wing time of engines and can result in significant damage to...engine hot section components. Even with proper scheduled maintenance, the presence of coke in any part of the aircraft or engine system has a

  8. Development of a composite repair and the associated inspection intervals for the F-111C stiffener runout region

    NASA Technical Reports Server (NTRS)

    Jones, R.; Molent, L.; Paul, J.; Saunders, T.; Chiu, W. K.

    1994-01-01

    This paper presents an overview of the structural aspects of the design and development of a local reinforcement designed to lower the stresses in a region of the F-111C wing fitting which is prone to cracking. The stress analysis, with particular emphasis on the use of a unified constitutive model for the cyclic inelastic response of the structure, representative specimen testing, thermal analysis and full scale static testing of this design are summarized.

  9. Bio-Inspired Flexible Cellular Actuating Systems

    DTIC Science & Technology

    2013-11-21

    spline . 4) Finally, the control law does not require that a, b, or M be known for the purpose of regulation. We only need to know bounds on a and M to...would have to be modeled as plates rather than beams. Although several MAV wings do have aspect ratios smaller than 3 (such as the one built by the... spline fitting. Such an array of sensors is light and cheap enough to implement in a practical setting, and more so compared with a distributed actuation

  10. Application of Powered High Lift Systems to STOL Aircraft Design.

    DTIC Science & Technology

    1979-09-01

    century by da Vinci, an English - man named Sir George Cayley first attempted to integrate the features of the helicopter and the airplane. In 1843 his...horizontal flight Jun 1959 WEIGHT: 6500 LBS ENGINES: (1) SNECMA ATAR 101 E.V. Turbojet of 8155 lbs thrust LAYOUT: See Fig. 21 COMMENTS: SNECMA was engaged...34 ATAR VOLANT" test vehicle fitted with an annular wing to permit transition to horizontal flight. The aircraft was controlled from a tilting ejec- tion

  11. Effect of Frontal Gusts and Stroke Deviation in Forward Flapping Flight and Deconstructing the Aerodynamics of a Fruit Bat

    NASA Astrophysics Data System (ADS)

    Viswanath, Kamal

    This dissertation broadly seeks to understand the effect different kinematic parameters, external forces, and dynamic wing conformation have on the fluid dynamics of flapping flight. The primary motivation is to better grasp the fundamental fluid phenomena driving efficient flapping flight in the Reynolds number regime of birds, bats, and man made fliers of similar scale. The CFD solver (GenIDLEST) used is a Navier-Stokes solver in a finite volume formulation on non-staggered structured multiblock meshes. It has the capability for both body-fitted moving grid simulations and Immersed Boundary Method (IBM) for simulating complex bodies moving within a fluid. To that purpose we investigate the response of a rigid flapping thin surface planar wing in forward flight, at Re=10,000, subjected to frontal gusts. Gusts are a common ecological hazard for flapping fliers, especially in crowded environments. Among the various temporal and spatial scales of gust possible, we look at the phasing and duration of very large spatial scale gusts and their impact on the unsteady fluid dynamics of flapping within a single flapping cycle. The gust is characterized by a step function with time scale much smaller than the flapping time period. Having the advantage of prescribing the motion, as well as the timing and duration of the gust, this allowed the observation of the effect of angle of attack (AOA) and wing rotation on the evolution of the Leading Edge Vortex (LEV) and, hence the instantaneous lift and thrust profiles, by varying the parameters. During the downstroke, frontal gusts accelerated the flow development resulting in early separation of existing LEVs and formation of new ones on the wing surface which influenced the force generation by increasing the lift and thrust. These phenomena underscored the importance of the unsteady vortex structures as the primary force generators in flapping flight. The effect of the gust is observed to be diminished when it occurs during rapid supination of the wing. Unlike the influence of the vortices during the downstroke, the upstroke primarily reacted to effective AOA changes. A key characteristic of the kinematics of fliers in nature is stroke deviation. We investigate this phenomenon using a similar framework as above on a rigid thin surface flat-plate flapping wing in forward flight. Stroke deviation happens due to a variety of factors including wing flexion, wing lateral translation, and wing area change and here we investigate the different stroke deviation trajectories. Various trajectories were analyzed to assess the different capabilities that such kinematics might offer. The instantaneous lift and thrust profiles were observed to be influenced by a combination of the Leading Edge Vortex (LEV) and the Trailing Edge Vortex (TEV) structures existing in the flow at any given time. As an index of the cost of performance across all cases, the power requirements for the different cases, based on the fluid torques, are analyzed. Anti-clockwise figure-of-eight-cycle deviation is shown to be very complex with high power costs while having better performance. The clockwise elliptic-cycle held promise in being utilized as a viable stroke deviation trajectory for forward flight over the base non stroke deviation case. Armed with insight gained from these simple flapping structures, we are able to conduct the analysis of the flapping flight data obtained on a fruit bat. Understanding the full complexity of bat flight and the ways in which bat flight differs from that of other vertebrate flight requires attention to the intricate functional mechanics and architecture of the wings and the resulting unsteady transient mechanisms of the flow around the wings. We extract the detailed kinematic motion of the bat wing from the recorded data and then simulate the bat wing motion in the CFD framework for a range of Reynolds numbers. The Strouhal number calculated from the data is high indicating that the flow physics is dominated by the oscillatory motion. From the data the bat exhibits fine control of its mechanics by actively varying wing camber, wing area, torsional rotation of the wing, forward and backward translational sweep of the wing, and wing conformation to dictate the fluid dynamics. As is common in flapping flight, the primary force generation is through the attached unsteady vortices on the wing surface. This force output is modulated by the bat through varying wing camber and the wing area. Proper orthogonal decomposition of the wing kinematics is undertaken to compile a simpler set of kinematic modes that can approximate the original motion used by the fruit bat. These modes are then analyzed based on aerodynamic performance and power cost for more efficient flight. Understanding the physics of these modes will help us use them as prescribed kinematics for mechanical flappers as well as improve upon them from nature.

  12. Preclinical Studies for Cartilage Repair

    PubMed Central

    Hurtig, Mark B.; Buschmann, Michael D.; Fortier, Lisa A.; Hoemann, Caroline D.; Hunziker, Ernst B.; Jurvelin, Jukka S.; Mainil-Varlet, Pierre; McIlwraith, C. Wayne; Sah, Robert L.; Whiteside, Robert A.

    2011-01-01

    Investigational devices for articular cartilage repair or replacement are considered to be significant risk devices by regulatory bodies. Therefore animal models are needed to provide proof of efficacy and safety prior to clinical testing. The financial commitment and regulatory steps needed to bring a new technology to clinical use can be major obstacles, so the implementation of highly predictive animal models is a pressing issue. Until recently, a reductionist approach using acute chondral defects in immature laboratory species, particularly the rabbit, was considered adequate; however, if successful and timely translation from animal models to regulatory approval and clinical use is the goal, a step-wise development using laboratory animals for screening and early development work followed by larger species such as the goat, sheep and horse for late development and pivotal studies is recommended. Such animals must have fully organized and mature cartilage. Both acute and chronic chondral defects can be used but the later are more like the lesions found in patients and may be more predictive. Quantitative and qualitative outcome measures such as macroscopic appearance, histology, biochemistry, functional imaging, and biomechanical testing of cartilage, provide reliable data to support investment decisions and subsequent applications to regulatory bodies for clinical trials. No one model or species can be considered ideal for pivotal studies, but the larger animal species are recommended for pivotal studies. Larger species such as the horse, goat and pig also allow arthroscopic delivery, and press-fit or sutured implant fixation in thick cartilage as well as second look arthroscopies and biopsy procedures. PMID:26069576

  13. F-16XL Ship #2 during last flight viewed from tanker showing titanium laminar flow glove on left win

    NASA Technical Reports Server (NTRS)

    1996-01-01

    Dryden research pilot Dana Purifoy drops NASA F-16XL #848 away from the tanker in the 44th flight in the Supersonic Laminar Flow Control program recently. The flight test portion of the program ended with the 45th and last data collection flight Nov. 26, 1996. The project demonstrated that laminar--or smooth--airflow could be achieved over a major portion of a wing at supersonic speeds by use of a suction system. The system drew turbulent boundary-layer air through millions of tiny laser-drilled holes in a titanium 'glove' fitted to the upper left wing. About 90 hours of flight time were logged by the unique aircraft during the 13-month flight research program, much of it at speeds of Mach 2. Data acquired during the program will be used to develop a design code calibration database which could assist designers in reducing aerodynamic drag of a proposed second-generation supersonic transport.

  14. F/A-18 1/9th scale model tail buffet measurements

    NASA Technical Reports Server (NTRS)

    Martin, C. A.; Glaister, M. K.; Maclaren, L. D.; Meyn, L. A.; Ross, J.

    1991-01-01

    Wind tunnel tests were carried out on a 1/9th scale model of the F/A-18 at high angles of attack to investigate the characteristics of tail buffet due to bursting of the wing leading edge extension (LEX) vortices. The tests were carried out at the Aeronautical Research Laboratory low-speed wind tunnel facility and form part of a collaborative activity with NASA Ames Research Center, organized by The Technical Cooperative Program (TTCP). Information from the program will be used in the planning of similar collaborative tests, to be carried out at NASA Ames, on a full-scale aircraft. The program covered the measurement of unsteady pressures and fin vibration for cases with and without the wing LEX fences fitted. Fourier transform methods were used to analyze the unsteady data, and information on the spatial and temporal content of the vortex burst pressure field was obtained. Flow visualization of the vortex behavior was carried out using smoke and a laser light sheet technique.

  15. Characterization of Omega-WINGS galaxy clusters. I. Stellar light and mass profiles

    NASA Astrophysics Data System (ADS)

    Cariddi, S.; D'Onofrio, M.; Fasano, G.; Poggianti, B. M.; Moretti, A.; Gullieuszik, M.; Bettoni, D.; Sciarratta, M.

    2018-02-01

    Context. Galaxy clusters are the largest virialized structures in the observable Universe. Knowledge of their properties provides many useful astrophysical and cosmological information. Aims: Our aim is to derive the luminosity and stellar mass profiles of the nearby galaxy clusters of the Omega-WINGS survey and to study the main scaling relations valid for such systems. Methods: We merged data from the WINGS and Omega-WINGS databases, sorted the sources according to the distance from the brightest cluster galaxy (BCG), and calculated the integrated luminosity profiles in the B and V bands, taking into account extinction, photometric and spatial completeness, K correction, and background contribution. Then, by exploiting the spectroscopic sample we derived the stellar mass profiles of the clusters. Results: We obtained the luminosity profiles of 46 galaxy clusters, reaching r200 in 30 cases, and the stellar mass profiles of 42 of our objects. We successfully fitted all the integrated luminosity growth profiles with one or two embedded Sérsic components, deriving the main clusters parameters. Finally, we checked the main scaling relation among the clusters parameters in comparison with those obtained for a selected sample of early-type galaxies (ETGs) of the same clusters. Conclusions: We found that the nearby galaxy clusters are non-homologous structures such as ETGs and exhibit a color-magnitude (CM) red-sequence relation very similar to that observed for galaxies in clusters. These properties are not expected in the current cluster formation scenarios. In particular the existence of a CM relation for clusters, shown here for the first time, suggests that the baryonic structures grow and evolve in a similar way at all scales.

  16. Retirement investment theory explains patterns in songbird nest-site choice

    USGS Publications Warehouse

    Streby, Henry M.; Refsnider, Jeanine M.; Peterson, Sean M.; Andersen, David E.

    2014-01-01

    When opposing evolutionary selection pressures act on a behavioural trait, the result is often stabilizing selection for an intermediate optimal phenotype, with deviations from the predicted optimum attributed to tracking a moving target, development of behavioural syndromes or shifts in riskiness over an individual's lifetime. We investigated nest-site choice by female golden-winged warblers, and the selection pressures acting on that choice by two fitness components, nest success and fledgling survival. We observed strong and consistent opposing selection pressures on nest-site choice for maximizing these two fitness components, and an abrupt, within-season switch in the fitness component birds prioritize via nest-site choice, dependent on the time remaining for additional nesting attempts. We found that females consistently deviated from the predicted optimal behaviour when choosing nest sites because they can make multiple attempts at one fitness component, nest success, but only one attempt at the subsequent component, fledgling survival. Our results demonstrate a unique natural strategy for balancing opposing selection pressures to maximize total fitness. This time-dependent switch from high to low risk tolerance in nest-site choice maximizes songbird fitness in the same way a well-timed switch in human investor risk tolerance can maximize one's nest egg at retirement. Our results also provide strong evidence for the adaptive nature of songbird nest-site choice, which we suggest has been elusive primarily due to a lack of consideration for fledgling survival.

  17. Observations, Roche Lobe Analysis, and Period Study of the Eclipsing Contact Binary System GM Canum Venaticorum

    NASA Astrophysics Data System (ADS)

    Alton, K. B.; Nelson, R. H.

    2018-06-01

    GM CVn is an eclipsing W UMa binary system (P = 0.366984 d) which has been largely neglected since its variability was first detected during the ROTSE campaign (1999-2000). Other than a single unfiltered light curve (LC) no other photometric data have been published. LC data collected in three bandpasses (B, V, and Rc) at UnderOak Observatory (UO) produced three new times of minimum for GM CVn. These along with other eclipse timings from the literature were used to update the linear ephemeris. Roche modeling to produce synthetic LC fits to the observed data was accomplished using binary maker 3, wdwint56a, and phoebe v.31a. Newly acquired radial velocity data were pivotal to defining the absolute and geometric parameters for this partially eclipsing binary system. An unspotted solution achieved the best Roche model fits for the multi-color LCs collected in 2013.

  18. ACL reconstruction using bone-patella tendon-bone autograft: press-fit technique vs. interference screw fixation.

    PubMed

    Sarzaeem, M M; Najafi, F; Razi, M; Najafi, M A

    2014-07-01

    The gold standard in ACL reconstructions has been the bone-patellar tendon-bone autograft fixed with interference screws. This prospective, randomized clinical trial aimed to compare two methods of fixation for BPTB grafts: press-fit fixation vs. interference screw, over a 12-month follow-up interval. 158 patients with an average age of 29.8 years, between 2011 and 2012, were treated for torn ACL. 82 patients underwent reconstruction with BPTB autograft with a press fit fixation technique, and in 76 cases an interference screw was used. At the time of final follow-up, 71 patients in press-fit group and 65 patients in interference screw group were evaluated in terms of return to pre-injury activity level, pain, knee stability, range of motion, IKDC score and complications. At 12-month follow-up, 59 (83 %) and 55 (85 %) in press-fit and screw group, respectively had good-to-excellent IKDC score (p > 0.05). The mean laxity assessed using a KT-1000 arthrometer improved to 2.7 and 2.5 mm in press-fit and screw group, respectively. Regarding Lachman and pivot shift test, there was a statistically significant improvement in the integrity of the ACL in both the groups, but no significant differences was noted between groups. There were no significant differences in terms of femur circumference difference, effusion, knee range of motion, pain and complications. The press-fit technique is an efficient procedure. Its outcome was comparable with the interference screw group. Furthermore it has unlimited bone-to-bone healing, no need for removal of hardware, ease for revision and cost effectiveness.

  19. High-Fidelity Aerostructural Design Optimization of Transport Aircraft with Continuous Morphing Trailing Edge Technology

    NASA Astrophysics Data System (ADS)

    Burdette, David A., Jr.

    Adaptive morphing trailing edge technology offers the potential to decrease the fuel burn of transonic commercial transport aircraft by allowing wings to dynamically adjust to changing flight conditions. Current configurations allow flap and aileron droop; however, this approach provides limited degrees of freedom and increased drag produced by gaps in the wing's surface. Leading members in the aeronautics community including NASA, AFRL, Boeing, and a number of academic institutions have extensively researched morphing technology for its potential to improve aircraft efficiency. With modern computational tools it is possible to accurately and efficiently model aircraft configurations in order to quantify the efficiency improvements offered by mor- phing technology. Coupled high-fidelity aerodynamic and structural solvers provide the capability to model and thoroughly understand the nuanced trade-offs involved in aircraft design. This capability is important for a detailed study of the capabilities of morphing trailing edge technology. Gradient-based multidisciplinary design opti- mization provides the ability to efficiently traverse design spaces and optimize the trade-offs associated with the design. This thesis presents a number of optimization studies comparing optimized config- urations with and without morphing trailing edge devices. The baseline configuration used throughout this work is the NASA Common Research Model. The first opti- mization comparison considers the optimal fuel burn predicted by the Breguet range equation at a single cruise point. This initial singlepoint optimization comparison demonstrated a limited fuel burn savings of less than 1%. Given the effectiveness of the passive aeroelastic tailoring in the optimized non-morphing wing, the singlepoint optimization offered limited potential for morphing technology to provide any bene- fit. To provide a more appropriate comparison, a number of multipoint optimizations were performed. With a 3-point stencil, the morphing wing burned 2.53% less fuel than its optimized non-morphing counterpart. Expanding further to a 7-point stencil, the morphing wing used 5.04% less fuel. Additional studies demonstrate that the size of the morphing device can be reduced without sizable performance reductions, and that as aircraft wings' aspect ratios increase, the effectiveness of morphing trailing edge devices increases. The final set of studies in this thesis consider mission analy- sis, including climb, multi-altitude cruise, and descent. These mission analyses were performed with a number of surrogate models, trained with O(100) optimizations. These optimizations demonstrated fuel burn reductions as large as 5% at off-design conditions. The fuel burn predicted by the mission analysis was up to 2.7% lower for the morphing wing compared to the conventional configuration.

  20. Physiological capacity and physical testing in male elite team handball.

    PubMed

    Michalsik, L B; Madsen, K; Aagaard, P

    2015-05-01

    The aim of the present study was to examine the physical demands placed on male elite team handball players in relation to playing position. Male elite team handball field players were evaluated during match-play over a six season time span using physiological measurements and by subsequent physical testing. Mean heart rate and relative workload during match-play (N.=41) were 163 ± 5 beats·min⁻¹ (group means±SD) and 70.9 ± 6.0% of VO(2-max), respectively. Relative workload was lower (P<0.01) in the second half vs. the first (66.3 ± 5.9% vs. 75.4 ± 5.6% of VO(2-max)). Post-match blood lactate concentration was 4.8 ± 1.9 mM (range: 2.8-10.8 mM). Mean fluid loss was 0.81 ± 0.41 l pr. match. Mean VO(2max) was 5.18 ± 0.66 l O2·min-1 corresponding to 57.0 ± 4.1 mL O₂·min⁻¹·kg⁻¹. Mean total running distance in the Yo-Yo intermittent recovery test (level 2) was 895 ± 184 m (range: 520-1360 m), which was greater in wing players (975 ± 123 m) than backcourt players (897 ± 108 m) and pivots (827 ± 264 m) (P<0.05). Fastest 30-m sprint time was 4.09 ± 0.12 s (range: 3.87-4.28 s). The repeated sprint test (7 x 30 m) yielded a mean fatigue index of -8.1 ± 2.7 %. Maximal jumping height in "Jump and Reach" testing was 0.71 ± 0.08 m (range: 0.61-0.86 m). Maximal ball throwing speed was observed using the set shot with 3-step run-up (92.8 ± 5.3 km·h⁻¹, range: 75.8-108.2 km·h⁻¹). Modern male elite team handball imposes moderate-to-high demands on the aerobic energy system and high demands on the anaerobic energy systems during certain periods of the match. Indications of temporary fatigue and a subsequent decline in performance were observed, since the relative workload decreased both in the first and in the second half of the match. Physiological profiles and physical test results differed between playing positions, with wing players covering a greater total distance in the Yo-Yo test and showing superior jumping performance and repeated sprint running capacity than backcourt players and pivots.

  1. Improvement of the cruise performances of a wing by means of aerodynamic optimization. Validation with a Far-Field method

    NASA Astrophysics Data System (ADS)

    Jiménez-Varona, J.; Ponsin Roca, J.

    2015-06-01

    Under a contract with AIRBUS MILITARY (AI-M), an exercise to analyze the potential of optimization techniques to improve the wing performances at cruise conditions has been carried out by using an in-house design code. The original wing was provided by AI-M and several constraints were posed for the redesign. To maximize the aerodynamic efficiency at cruise, optimizations were performed using the design techniques developed internally at INTA under a research program (Programa de Termofluidodinámica). The code is a gradient-based optimizaa tion code, which uses classical finite differences approach for gradient computations. Several techniques for search direction computation are implemented for unconstrained and constrained problems. Techniques for geometry modifications are based on different approaches which include perturbation functions for the thickness and/or mean line distributions and others by Bézier curves fitting of certain degree. It is very e important to afford a real design which involves several constraints that reduce significantly the feasible design space. And the assessment of the code is needed in order to check the capabilities and the possible drawbacks. Lessons learnt will help in the development of future enhancements. In addition, the validation of the results was done using also the well-known TAU flow solver and a far-field drag method in order to determine accurately the improvement in terms of drag counts.

  2. Unsteady Aerodynamic Force Sensing from Measured Strain

    NASA Technical Reports Server (NTRS)

    Pak, Chan-Gi

    2016-01-01

    A simple approach for computing unsteady aerodynamic forces from simulated measured strain data is proposed in this study. First, the deflection and slope of the structure are computed from the unsteady strain using the two-step approach. Velocities and accelerations of the structure are computed using the autoregressive moving average model, on-line parameter estimator, low-pass filter, and a least-squares curve fitting method together with analytical derivatives with respect to time. Finally, aerodynamic forces over the wing are computed using modal aerodynamic influence coefficient matrices, a rational function approximation, and a time-marching algorithm. A cantilevered rectangular wing built and tested at the NASA Langley Research Center (Hampton, Virginia, USA) in 1959 is used to validate the simple approach. Unsteady aerodynamic forces as well as wing deflections, velocities, accelerations, and strains are computed using the CFL3D computational fluid dynamics (CFD) code and an MSC/NASTRAN code (MSC Software Corporation, Newport Beach, California, USA), and these CFL3D-based results are assumed as measured quantities. Based on the measured strains, wing deflections, velocities, accelerations, and aerodynamic forces are computed using the proposed approach. These computed deflections, velocities, accelerations, and unsteady aerodynamic forces are compared with the CFL3D/NASTRAN-based results. In general, computed aerodynamic forces based on the lifting surface theory in subsonic speeds are in good agreement with the target aerodynamic forces generated using CFL3D code with the Euler equation. Excellent aeroelastic responses are obtained even with unsteady strain data under the signal to noise ratio of -9.8dB. The deflections, velocities, and accelerations at each sensor location are independent of structural and aerodynamic models. Therefore, the distributed strain data together with the current proposed approaches can be used as distributed deflection, velocity, and acceleration sensors. This research demonstrates the feasibility of obtaining induced drag and lift forces through the use of distributed sensor technology with measured strain data. An active induced drag control system thus can be designed using the two computed aerodynamic forces, induced drag and lift, to improve the fuel efficiency of an aircraft. Interpolation elements between structural finite element grids and the CFD grids and centroids are successfully incorporated with the unsteady aeroelastic computation scheme. The most critical technology for the success of the proposed approach is the robust on-line parameter estimator, since the least-squares curve fitting method depends heavily on aeroelastic system frequencies and damping factors.

  3. Effects of pivoting neuromuscular training on pivoting control and proprioception.

    PubMed

    Lee, Song Joo; Ren, Yupeng; Chang, Alison H; Geiger, François; Zhang, Li-Qun

    2014-07-01

    Pivoting neuromuscular control and proprioceptive acuity may play an important role in anterior cruciate ligament injuries. The goal of this study was to investigate whether pivoting off-axis intensity adjustable neuromuscular control training (POINT) could improve pivoting neuromuscular control, proprioceptive acuity, and functional performance. Among 41 subjects, 21 subjects participated in 18 sessions of POINT (three sessions per week for 6 wk), and 20 subjects served as controls who did their regular workout. Both groups received pre-, mid-, and postintervention evaluations. Propensity score analysis with multivariable regression adjustment was used to investigate the effect of training on pivoting neuromuscular control (pivoting instability, leg pivoting stiffness, maximum internal, and external pivoting angles), proprioceptive acuity, and functional performance in both groups. Compared with the control group, the training group significantly improved pivoting neuromuscular control as reduced pivoting instability, reduced maximum internal and external pivoting angles, increased leg pivoting stiffness, and decreased entropy of time to peak EMG in the gluteus maximus and lateral gastrocnemius under pivoting perturbations. Furthermore, the training group enhanced weight-bearing proprioceptive acuity and improved the single leg hop distance. Improvement of pivoting neuromuscular control in functional weight-bearing activities and task performances after POINT may help develop lower limb injury prevention and rehabilitation methods to reduce anterior cruciate ligament and other musculoskeletal injuries associated with pivoting sports.

  4. Effects of Pivoting Neuromuscular Training on Pivoting Control and Proprioception

    PubMed Central

    Lee, Song Joo; Ren, Yupeng; Chang, Alison H.; Geiger, François; Zhang, Li-Qun

    2014-01-01

    Purpose Pivoting neuromuscular control and proprioceptive acuity may play an important role in ACL injuries. The goal of this study was to investigate whether pivoting neuromuscular training on an offaxis elliptical trainer (POINT) could improve pivoting neuromuscular control, proprioceptive acuity, and functional performance. Methods Among 41 subjects, 21 subjects participated in 18 sessions of POINT (3 sessions/week for 6 weeks), and 20 subjects served as controls who did their regular workout. Both groups received pre-, mid-, and post-intervention evaluations. Propensity score analysis with multivariable regression adjustment was used to investigate the effect of training on pivoting neuromuscular control (pivoting instability, leg pivoting stiffness, maximum internal and external pivoting angles), proprioceptive acuity, and functional performance in both groups. Results Compared to the control group, the training group significantly improved pivoting neuromuscular control as reduced pivoting instability, reduced maximum internal and external pivoting angles, increased leg pivoting stiffness, and decreased entropy of time to peak EMG in the gluteus maximus and lateral gastrocnemius under pivoting perturbations. Furthermore, the training group enhanced weight-bearing proprioceptive acuity and improved the single leg hop distance. Conclusion Improvement of pivoting neuromuscular control in functional weight-bearing activities and task performances following POINT may help develop lower limb injury prevention and rehabilitation methods to reduce ACL and other musculoskeletal injuries associated with pivoting sports. PMID:24389517

  5. Phase aberration compensation of digital holographic microscopy based on least squares surface fitting

    NASA Astrophysics Data System (ADS)

    Di, Jianglei; Zhao, Jianlin; Sun, Weiwei; Jiang, Hongzhen; Yan, Xiaobo

    2009-10-01

    Digital holographic microscopy allows the numerical reconstruction of the complex wavefront of samples, especially biological samples such as living cells. In digital holographic microscopy, a microscope objective is introduced to improve the transverse resolution of the sample; however a phase aberration in the object wavefront is also brought along, which will affect the phase distribution of the reconstructed image. We propose here a numerical method to compensate for the phase aberration of thin transparent objects with a single hologram. The least squares surface fitting with points number less than the matrix of the original hologram is performed on the unwrapped phase distribution to remove the unwanted wavefront curvature. The proposed method is demonstrated with the samples of the cicada wings and epidermal cells of garlic, and the experimental results are consistent with that of the double exposure method.

  6. Full two-dimensional transient solutions of electrothermal aircraft blade deicing

    NASA Technical Reports Server (NTRS)

    Masiulaniec, K. C.; Keith, T. G., Jr.; Dewitt, K. J.; Leffel, K. L.

    1985-01-01

    Two finite difference methods are presented for the analysis of transient, two-dimensional responses of an electrothermal de-icer pad of an aircraft wing or blade with attached variable ice layer thickness. Both models employ a Crank-Nicholson iterative scheme, and use an enthalpy formulation to handle the phase change in the ice layer. The first technique makes use of a 'staircase' approach, fitting the irregular ice boundary with square computational cells. The second technique uses a body fitted coordinate transform, and maps the exact shape of the irregular boundary into a rectangular body, with uniformally square computational cells. The numerical solution takes place in the transformed plane. Initial results accounting for variable ice layer thickness are presented. Details of planned de-icing tests at NASA-Lewis, which will provide empirical verification for the above two methods, are also presented.

  7. Unsteady Aerodynamic Force Sensing from Strain Data

    NASA Technical Reports Server (NTRS)

    Pak, Chan-Gi

    2017-01-01

    A simple approach for computing unsteady aerodynamic forces from simulated measured strain data is proposed in this study. First, the deflection and slope of the structure are computed from the unsteady strain using the two-step approach. Velocities and accelerations of the structure are computed using the autoregressive moving average model, on-line parameter estimator, low-pass filter, and a least-squares curve fitting method together with analytical derivatives with respect to time. Finally, aerodynamic forces over the wing are computed using modal aerodynamic influence coefficient matrices, a rational function approximation, and a time-marching algorithm.

  8. Evolution of the Ureteral Stent: The Pivotal Role of the Gibbons Ureteral Catheter.

    PubMed

    Donahue, Ryan P; Stamm, Andrew W; Gibbons, Robert P; Porter, Christopher R; Kobashi, Kathleen C; Corman, John M; Lee, Una J

    2018-05-01

    To review the pioneering contributions of Dr. Robert Gibbons of Virginia Mason Medical Center to the evolution and development of the modern ureteral stent. We reviewed Dr. Gibbons' extensive work through primary sources, including interviews, projector slides, radiology images, stent prototypes, his personal writings, and archived documents. In addition, we performed a review of historical texts and manuscripts describing important innovations in the development of the ureteral stent. In 1972, motivated by a desire to provide his patients with a long-term alternative to open nephrostomy and inspired by Drs. David Davis and Paul Zimskind, who in 1967 had described the use of indwelling ureteral silicone tubing, Dr. Gibbons began to experiment with modifications to improve upon existing stents. To address distal migration, Dr. Gibbons added "wings" that collapsed as the stent was advanced and expanded once in proper position to secure the stent in place. Barium was embedded into the proximal tip to facilitate radiographic visualization. A flange was added to the distal end, preventing proximal migration and minimizing trigonal irritation, and a tail was attached to aid in stent removal. The result was the original Gibbons stent, the first commercially available ureteral stent, and the establishment of Current Procedural Terminology code 52332, still used today. The ureteral stent is a fundamental component of urologic practice. In developing the Gibbons stent, Dr. Gibbons played a pivotal role in addressing the challenge of internal urinary diversion particularly for those who needed long-term management. Urologists and the patients they serve owe Dr. Gibbons and other surgeon-inventors a debt of gratitude for their innovative work. Copyright © 2018 Elsevier Inc. All rights reserved.

  9. Multi-Pivot Quicksort: an Experiment with Single, Dual, Triple, Quad, and Penta-Pivot Quicksort Algorithms in Python

    NASA Astrophysics Data System (ADS)

    Budiman, M. A.; Zamzami, E. M.; Rachmawati, D.

    2017-03-01

    Dual-pivot quicksort, which was proposed by Yaroslavsky, has been experimentally proven to be more efficient than the classical single-pivot quicksort under the Java Virtual Machine [6]. Moreover, Kushagara, López-Ortiz, and Munro [4] has shown that triple-pivot quicksort runs 7-8% faster than dual-pivot quicksort in C, mutatis mutandis. In this research, we implement and experiment with single, dual, triple, quad, and penta-pivot quicksort algorithms in Python. Our experimental results are as follows. Firstly, the quicksort with single pivot is the slowest among the five variants. Secondly, at least until five (penta) pivots are being used, it is proven that the more pivots are used in a quicksort algorithm, the faster its performance becomes. Thirdly, the increase of speed resulted by adding more pivots tends to decrease gradually.

  10. Application of pneumatic lift and control surface technology to advanced transport aircraft

    NASA Technical Reports Server (NTRS)

    Englar, Robert J.

    1996-01-01

    The application of pneumatic (blown) aerodynamic technology to both the lifting and the control surfaces of advanced transport aircraft can provide revolutionary changes in the performance and operation of these vehicles, ranging in speed regime from Advanced Subsonic Transports to the High Speed Civil Transport, and beyond. This technology, much of it based on the Circulation Control Wing blown concepts, can provide aerodynamic force augmentations of 80 to 100 (i.e., return of 80-100 pounds of force per pound of input momentum from the blowing jet). This can be achieved without use of external mechanical surfaces. Clever application of this technology can provide no-moving-part lifting surfaces (wings/tails) integrated into the control system to greatly simplify aircraft designs while improving their aerodynamic performance. Lift/drag ratio may be pneumatically tailored to fit the current phase of the flight, and takeoff/landing performance can be greatly improved by reducing ground roll distances and liftoff/touchdown speeds. Alternatively, great increases in liftoff weights and payloads are possible, as are great reductions in wing and tail planform size, resulting in optimized cruise wing designs. Furthermore, lift generation independent of angle of attack provides much promise for increased safety of flight in the severe updrafts/downdrafts of microbursts and windshears, which is further augmented by the ability to sustain flight at greatly reduced airspeeds. Load-tailored blown wings can also reduce tip vorticity during highlift operations and the resulting vortex wake hazards near terminal areas. Reduced noise may also be possible as these jets can be made to operate at low pressures. The planned presentation will support the above statements through discussions of recent experimental and numerical (CFD) research and development of these advanced blown aerodynamic surfaces, portions of which have been conducted for NASA. Also to be presented will be predicted performance of advanced transports resulting from these devices. Suggestions will be presented for additional innovative high-payoff research leading to further confirmation of these concepts and their application to advanced efficient commercial transport aircraft.

  11. Galactic cold cores. VII. Filament formation and evolution: Methods and observational constraints

    NASA Astrophysics Data System (ADS)

    Rivera-Ingraham, A.; Ristorcelli, I.; Juvela, M.; Montillaud, J.; Men'shchikov, A.; Malinen, J.; Pelkonen, V.-M.; Marston, A.; Martin, P. G.; Pagani, L.; Paladini, R.; Paradis, D.; Ysard, N.; Ward-Thompson, D.; Bernard, J.-P.; Marshall, D. J.; Montier, L.; Tóth, L. V.

    2016-06-01

    Context. The association of filaments with protostellar objects has made these structures a priority target in star formation studies. However, little is known about the link between filament properties and their local environment. Aims: The datasets from the Herschel Galactic Cold cores key programme allow for a statistical study of filaments with a wide range of intrinsic and environmental characteristics. Characterisation of this sample can therefore be used to identify key physical parameters and quantify the role of the environment in the formation of supercritical filaments. These results are necessary to constrain theoretical models of filament formation and evolution. Methods: Filaments were extracted from fields at distance D< 500 pc with the getfilaments algorithm and characterised according to their column density profiles and intrinsic properties. Each profile was fitted with a beam-convolved Plummer-like function, and the filament structure was quantified based on the relative contributions from the filament "core", represented by a Gaussian, and "wing" component, dominated by the power-law behaviour of the Plummer-like function. These filament parameters were examined for populations associated with different background levels. Results: Filaments increase their core (Mline,core) and wing (Mline,wing) contributions while increasing their total linear mass density (Mline,tot). Both components appear to be linked to the local environment, with filaments in higher backgrounds having systematically more massive Mline,core and Mline,wing. This dependence on the environment supports an accretion-based model of filament evolution in the local neighbourhood (D ≤ 500 pc). Structures located in the highest backgrounds develop the highest central AV, Mline,core, and Mline,wing as Mline,tot increases with time, favoured by the local availability of material and the enhanced gravitational potential. Our results indicate that filaments acquiring a significantly massive central region with Mline,core≳Mcrit/2 may become supercritical and form stars. This translates into a need for filaments to become at least moderately self-gravitating to undergo localised star formation or become star-forming filaments. Herschel is an ESA space observatory with science instruments provided by European-led Principal Investigator consortia and with important participation from NASA.

  12. Pivoting neuromuscular control and proprioception in females and males.

    PubMed

    Lee, Song Joo; Ren, Yupeng; Kang, Sang Hoon; Geiger, François; Zhang, Li-Qun

    2015-04-01

    Noncontact ACL injuries occur most commonly in pivoting sports and are much more frequent in females than in males. However, information on sex differences in proprioceptive acuity under weight-bearing and leg neuromuscular control in pivoting is scarce. The objective of this study was to investigate sex differences in pivoting neuromuscular control during strenuous stepping tasks and proprioceptive acuity under weight-bearing. 21 male and 22 female subjects were recruited to evaluate pivoting proprioceptive acuity under weight-bearing, and pivoting neuromuscular control (in terms of leg pivoting instability, stiffness, maximum internal and external pivoting angles, and entropy of time-to-peak EMG in lower limb muscles) during strenuous stepping tasks performed on a novel offaxis elliptical trainer. Compared to males, females had significantly lower proprioceptive acuity under weight-bearing in both internal and external pivoting directions, higher pivoting instability, larger maximum internal pivoting angle, lower leg pivoting stiffness, and higher entropy of time-to-peak EMG in the gastrocnemius muscles during strenuous stepping tasks with internal and external pivoting perturbations. Results of this study may help us better understand factors contributing to ACL injuries in females and males, develop training strategies to improve pivoting neuromuscular control and proprioceptive acuity, and potentially reduce ACL and lower-limb musculoskeletal injuries.

  13. Retirement investment theory explains patterns in songbird nest-site choice

    PubMed Central

    Streby, Henry M.; Refsnider, Jeanine M.; Peterson, Sean M.; Andersen, David E.

    2014-01-01

    When opposing evolutionary selection pressures act on a behavioural trait, the result is often stabilizing selection for an intermediate optimal phenotype, with deviations from the predicted optimum attributed to tracking a moving target, development of behavioural syndromes or shifts in riskiness over an individual's lifetime. We investigated nest-site choice by female golden-winged warblers, and the selection pressures acting on that choice by two fitness components, nest success and fledgling survival. We observed strong and consistent opposing selection pressures on nest-site choice for maximizing these two fitness components, and an abrupt, within-season switch in the fitness component birds prioritize via nest-site choice, dependent on the time remaining for additional nesting attempts. We found that females consistently deviated from the predicted optimal behaviour when choosing nest sites because they can make multiple attempts at one fitness component, nest success, but only one attempt at the subsequent component, fledgling survival. Our results demonstrate a unique natural strategy for balancing opposing selection pressures to maximize total fitness. This time-dependent switch from high to low risk tolerance in nest-site choice maximizes songbird fitness in the same way a well-timed switch in human investor risk tolerance can maximize one's nest egg at retirement. Our results also provide strong evidence for the adaptive nature of songbird nest-site choice, which we suggest has been elusive primarily due to a lack of consideration for fledgling survival. PMID:24403320

  14. The effect of line damping, magneto-optics and parasitic light on the derivation of sunspot vector magnetic fields

    NASA Technical Reports Server (NTRS)

    Skumanich, A.; Lites, B. W.

    1985-01-01

    The least square fitting of Stokes observations of sunspots using a Milne-Eddington-Unno model appears to lead, in many circumstances, to various inconsistencies such as anomalously large doppler widths and, hence, small magnetic fields which are significantly below those inferred solely from the Zeeman splitting in the intensity profile. It is found that the introduction of additional physics into the model such as the inclusion of damping wings and magneto-optic birefrigence significantly improves the fit to Stokes parameters. Model fits excluding the intensity profile, i.e., of both magnitude as well as spectral shape of the polarization parameters alone, suggest that parasitic light in the intensity profile may also be a source of inconsistencies. The consequences of the physical changes on the vector properties of the field derived from the Fe I lambda 6173 line for the 17 November 1975 spot as well as on the thermodynamic state are discussed. A Doppler width delta lambda (D) - 25mA is bound to be consistent with a low spot temperature and microturbulence, and a damping constant of a = 0.2.

  15. Dryden F-8 Research Aircraft Fleet 1973 in flight, DFBW and SCW

    NASA Technical Reports Server (NTRS)

    1973-01-01

    F-8 Digital Fly-By-Wire (left) and F-8 Supercritical Wing in flight. These two aircraft fundamentally changed the nature of aircraft design. The F-8 DFBW pioneered digital flight controls and led to such computer-controlled airacrft as the F-117A, X-29, and X-31. Airliners such as the Boeing 777 and Airbus A320 also use digital fly-by-wire systems. The other aircraft is a highly modified F-8A fitted with a supercritical wing. Dr. Richard T. Whitcomb of Langley Research Center originated the supercritical wing concept in the late 1960s. (Dr. Whitcomb also developed the concept of the 'area rule' in the early 1950s. It singificantly reduced transonic drag.) The F-8 Digital Fly-By-Wire (DFBW) flight research project validated the principal concepts of all-electric flight control systems now used on nearly all modern high-performance aircraft and on military and civilian transports. The first flight of the 13-year project was on May 25, 1972, with research pilot Gary E. Krier at the controls of a modified F-8C Crusader that served as the testbed for the fly-by-wire technologies. The project was a joint effort between the NASA Flight Research Center, Edwards, California, (now the Dryden Flight Research Center) and Langley Research Center. It included a total of 211 flights. The last flight was December 16, 1985, with Dryden research pilot Ed Schneider at the controls. The F-8 DFBW system was the forerunner of current fly-by-wire systems used in the space shuttles and on today's military and civil aircraft to make them safer, more maneuverable, and more efficient. Electronic fly-by-wire systems replaced older hydraulic control systems, freeing designers to design aircraft with reduced in-flight stability. Fly-by-wire systems are safer because of their redundancies. They are more maneuverable because computers can command more frequent adjustments than a human pilot can. For airliners, computerized control ensures a smoother ride than a human pilot alone can provide. Digital-fly-by-wire is more efficient because it is lighter and takes up less space than the hydraulic systems it replaced. This either reduces the fuel required to fly or increases the number of passengers or pounds of cargo the aircraft can carry. Digital fly-by-wire is currently used in a variety of aircraft ranging from F/A-18 fighters to the Boeing 777. The DFBW research program is considered one of the most significant and most successful NASA aeronautical programs since the inception of the agency. F-8 aircraft were built originally for the U.S. Navy by LTV Aerospace of Dallas, Texas. The aircraft had a wingspan of 35 feet, 2 inches; was 54 feet, 6 inches long; and was powered by a Pratt & Whitney J57 turbojet engine. The F-8 Supercritical Wing was a flight research project designed to test a new wing concept designed by Dr. Richard Whitcomb, chief of the Transonic Aerodynamics Branch, Langley Research Center, Hampton, Virginia. Compared to a conventional wing, the supercritical wing (SCW) is flatter on the top and rounder on the bottom with a downward curve at the trailing edge. The Supercritical Wing was designed to delay the formation of and reduce the shock wave over the wing just below and above the speed of sound (transonic region of flight). Delaying the shock wave at these speeds results in less drag. Results of the NASA flight research at the Flight Research Center, Edwards, California, (later renamed the Dryden Flight Research Center) demonstrated that aircraft using the supercritical wing concept would have increased cruising speed, improved fuel efficiency, and greater flight range than those using conventional wings. As a result, supercritical wings are now commonplace on virtually every modern subsonic commercial transport. Results of the NASA project showed the SCW had increased the transonic efficiency of the F-8 as much as 15 percent and proved that passenger transports with supercritical wings, versus conventional wings, could save $78 million (in 1974 dollars) per year for a fleet of 280 200-passenger airliners. The F-8 Supercritical Wing (SCW) project flew from 1970 to 1973. Dryden engineer John McTigue was the first SCW program manager and Tom McMurtry was the lead project pilot. The first SCW flight took place on March 9, 1971. The last flight of the Supercritical wing was on May 23, 1973, with Ron Gerdes at the controls. Original wingspan of the F-8 is 35 feet, 2 inches while the wingspan with the supercritical wing was 43 feet, 1 inch. F-8 aircraft were powered by Pratt & Whitney J57 turbojet engines. The TF-8A Crusader was made available to the NASA Flight Research Center by the U.S. Navy. F-8 jet aircraft were built, originally, by LTV Aerospace, Dallas, Texas. Rockwell International's North American Aircraft Division received a $1.8 million contract to fabricate the supercritical wing, which was delivered to NASA in December 1969.

  16. Trade-off between thermal tolerance and insecticide resistance in Plutella xylostella.

    PubMed

    Zhang, Lin Jie; Wu, Zhao Li; Wang, Kuan Fu; Liu, Qun; Zhuang, Hua Mei; Wu, Gang

    2015-01-01

    Fitness costs associated with resistance to insecticides have been well documented, usually at normal temperature conditions, in many insect species. In this study, using chlorpyrifos-resistant homozygote (RR) and chlorpyrifos-susceptible homozygote (SS) of resistance ace1 allele of Plutella xylostella (DBM), we confirmed firstly that high temperature experience in pupal stage influenced phenotype of wing venation in insecticide-resistant and insecticide-susceptible Plutella xylostella, and SS DBM showed significantly higher thermal tolerance and lower damages of wing veins under heat stress than RR DBM. As compared to SS DBM, RR DBM displayed significantly lower AChE sensitivity to chlorpyrifos, higher basal GSTs activity and P450 production at 25°C, but higher inhibitions on the enzyme activities and P450 production as well as reduced resistance to chlorpyrifos under heat stress. Furthermore, RR DBM displayed significantly higher basal expressions of hsp69s, hsp72s, hsp20,hsp90,Apaf-1, and caspase-7 at 25°C, but lower induced expressions of hsps and higher induced expressions of Apaf-1,caspase-9, and caspase-7 under heat stress. These results suggest that fitness costs of chlorpyrifos resistance in DBM may partly attribute to excess consumption of energy caused by over production of detoxification enzymes and hsps when the proteins are less demanded at conducive environments but reduced expressions when they are highly demanded by the insects to combat environmental stresses, or to excess expressions of apoptotic genes under heat stress, which results in higher apoptosis. The evolutionary and ecological implications of these findings at global warming are discussed.

  17. Recalculating the quasar luminosity function of the extended Baryon Oscillation Spectroscopic Survey

    NASA Astrophysics Data System (ADS)

    Caditz, David M.

    2017-12-01

    Aims: The extended Baryon Oscillation Spectroscopic Survey (eBOSS) of the Sloan Digital Sky Survey provides a uniform sample of over 13 000 variability selected quasi-stellar objects (QSOs) in the redshift range 0.68

  18. Leader empowering behaviours, staff nurse empowerment and work engagement/burnout.

    PubMed

    Greco, Paula; Laschinger, Heather K Spence; Wong, Carol

    2006-12-01

    Efforts to improve nursing working conditions are critical to retaining nurses currently in the system and attracting newcomers to the profession (Laschinger et al. 2003b). The nurse leader's empowering behaviours can be pivotal in the way nurses react to their work environment. The purpose of this study was to test a model examining the relationship between nurse leaders' empowerment behaviours, perceptions of staff empowerment, areas of work life and work engagement using Kanter's theory of structural power in organizations. A cross-sectional correlational survey design tested the model in a random sample of 322 staff nurses in acute care hospitals across Ontario. Overall, staff nurses perceived their leaders' behaviours to be somewhat empowering and their work environment to be moderately empowering. Fifty-three percent reported severe levels of burnout. Leader empowering behaviour had an indirect effect on emotional exhaustion (burnout) through structural empowerment and overall fit in the six areas of work life. The final model statistics revealed a good fit (chi(2)=30.4, chi=3, chi=0.96, chi=0.95, chi=0.95). These findings suggest that the Leader's empowering behaviours can enhance person-job fit and prevent burnout. These findings have important implications in the current nursing shortage.

  19. Flights of Discovery: 50 Years at the NASA Dryden Flight Research Center

    NASA Technical Reports Server (NTRS)

    Wallace, Lance E.

    1996-01-01

    As part of the NASA History Series, this report (NASA SP-4309) describes fifty years of aeronautical research at the NASA Dryden Flight Research Center. Starting with early efforts to exceed the speed of sound with the X-1 aircraft, and continuing through to the X-31 research aircraft, the report covers the flight activities of all of the major research aircraft and lifting bodies studied by NASA. Chapter One, 'A Place for Discovery', describes the facility itself and the surrounding Mojave Desert. Chapter Two, 'The Right Stuff', is about the people involved in the flight research programs. Chapter Three, 'Higher, Faster' summarizes the early years of transonic flight testing and the development of several lifting bodies. Chapter Four, 'Improving Efficiency, Maneuverability & Systems', outlines the development of aeronautical developments such as the supercritical wing, the mission adaptive wing, and various techniques for improving maneuverability fo winged aircraft. Chapter 5, 'Supporting National Efforts', shows how the research activities carried out at Dryden fit into NASA's programs across the country in supporting the space program, in safety and in problem solving related to aircraft design and aviation safety in general. Chapter Six, ' Future Directions' looks to future research building on the fifty year history of aeronautical research at the Dryden Flight Research Center. A glossary of acronyms and an appendix covering concepts and innovations are included. The report also contains many photographs providing a graphical perspective to the historical record.

  20. Geometric Model for a Parametric Study of the Blended-Wing-Body Airplane

    NASA Technical Reports Server (NTRS)

    Mastin, C. Wayne; Smith, Robert E.; Sadrehaghighi, Ideen; Wiese, Micharl R.

    1996-01-01

    A parametric model is presented for the blended-wing-body airplane, one concept being proposed for the next generation of large subsonic transports. The model is defined in terms of a small set of parameters which facilitates analysis and optimization during the conceptual design process. The model is generated from a preliminary CAD geometry. From this geometry, airfoil cross sections are cut at selected locations and fitted with analytic curves. The airfoils are then used as boundaries for surfaces defined as the solution of partial differential equations. Both the airfoil curves and the surfaces are generated with free parameters selected to give a good representation of the original geometry. The original surface is compared with the parametric model, and solutions of the Euler equations for compressible flow are computed for both geometries. The parametric model is a good approximation of the CAD model and the computed solutions are qualitatively similar. An optimal NURBS approximation is constructed and can be used by a CAD model for further refinement or modification of the original geometry.

  1. A Sizing Methodology for the Conceptual Design of Blended-Wing-Body Transports. Degree awarded by George Washington Univ.

    NASA Technical Reports Server (NTRS)

    Kimmel, William M. (Technical Monitor); Bradley, Kevin R.

    2004-01-01

    This paper describes the development of a methodology for sizing Blended-Wing-Body (BWB) transports and how the capabilities of the Flight Optimization System (FLOPS) have been expanded using that methodology. In this approach, BWB transports are sized based on the number of passengers in each class that must fit inside the centerbody or pressurized vessel. Weight estimation equations for this centerbody structure were developed using Finite Element Analysis (FEA). This paper shows how the sizing methodology has been incorporated into FLOPS to enable the design and analysis of BWB transports. Previous versions of FLOPS did not have the ability to accurately represent or analyze BWB configurations in any reliable, logical way. The expanded capabilities allow the design and analysis of a 200 to 450-passenger BWB transport or the analysis of a BWB transport for which the geometry is already known. The modifications to FLOPS resulted in differences of less than 4 percent for the ramp weight of a BWB transport in this range when compared to previous studies performed by NASA and Boeing.

  2. Discovery of the Red-Skewed K-alpha Iron Line in Cyg X-2 with Suzaku

    NASA Technical Reports Server (NTRS)

    Shaposhnikov, Nikolai; Titarchuk, Lev; Laurent, Philippe

    2008-01-01

    We report on the Suzaku observation of neutron star low-mass X-ray binary Cygnus X-2 which reveals strong iron K-alpha emission line. The line profile shows a prominent red wing extending down to 4 keV. This discovery increases the number of neutron star sources where red-skewed iron lines were observed and strongly suggests that this phenomenon is common not only in black holes but also in other types of compact objects. We examine the line profile by fitting it with the model which attributes its production to the relativistic effects due to disk reflection of X-ray radiation. We also apply an alternative model where the red wing is a result of down-scattering effect of the first order with respect to electron velocity in the wind outflow. Both models describe adequately the observed line profile. However, the X-ray variability in a state similar to that in the Suzaku observation which we establish by analysing RXTE observation favors the wind origin of the line formation.

  3. Aeromagnetic Surveying with a Rotary-Wing Unmanned Aircraft System: A Case Study from a Zinc Deposit in Nash Creek, New Brunswick, Canada

    NASA Astrophysics Data System (ADS)

    Cunningham, Michael; Samson, Claire; Wood, Alan; Cook, Ian

    2017-12-01

    Unmanned aircraft systems (UASs) have been under rapid development for applications in the mineral exploration industry, mainly for aeromagnetic surveying. They provide improved detection of smaller, deeper and weaker magnetic targets. A traditional system flying an altitude of 100 m above ground level (AGL) can detect a spherical ore body with a radius of 16 m and a magnetic susceptibility of 10-4 buried at a depth of 40 m. A UAS flying at an altitude of 50 or 2 m AGL would require the radius to be 11 or 5 m, respectively. A demonstration survey was performed using the SkyLance rotary-wing UAS instrumented with a cesium vapour magnetometer in Nash Creek, New Brunswick, Canada. The UAS flew over a zinc deposit featuring three magnetic anomalies. It acquired repeatable data that compared well with upward continuation maps of ground magnetic data. Dykes or faults that are dipping eastward at 25° and are approximately 1.5 m wide fit the observed response of the three anomalies captured on the UAS magnetic data.

  4. SLUG HANDLING DEVICES

    DOEpatents

    Gentry, J.R.

    1958-09-16

    A device is described for handling fuel elements of a neutronic reactor. The device consists of two concentric telescoped contalners that may fit about the fuel element. A number of ratchet members, equally spaced about the entrance to the containers, are pivoted on the inner container and spring biased to the outer container so thnt they are forced to hear against and hold the fuel element, the weight of which tends to force the ratchets tighter against the fuel element. The ratchets are released from their hold by raising the inner container relative to the outer memeber. This device reduces the radiation hazard to the personnel handling the fuel elements.

  5. [Implementation of a web based software for documentation and control of quality of an acute pain service].

    PubMed

    Pawlik, Michael T; Abel, Reinhard; Abt, Gregor; Kieninger, Martin; Graf, Bernhard Martin; Taeger, Kai; Ittner, Karl Peter

    2009-07-01

    Providing an acute pain service means accumulation of a large amount of data. The alleviation of data collection, improvement of data quality and data analysis plays a pivotal role. The electronic medical record (EMR) is gaining more and more importance in this context and is continuously spreading in clinical practice. Up to now only a few commercial softwares are available that specifically fit to the needs of an acute pain service. Here we report the development and implementation of such a program (Schmerzvisite, Medlinq, Hamburg, Germany) in the acute pain service of a University Hospital.

  6. Folding chair

    DOEpatents

    Cornell, Howell N.

    1985-08-20

    A foldable chair of the lawn chair type has ground-engaging front and rear legs, attached to and carrying a back frame and seat frame, the back frame and seat frame being pivotally attached to a spreader rod which extends beyond the back and seat frames to bear against one of the leg members when the chair is unfolded. A contact pad mounted on the extending portion of the spreader rod is formed as an externally-contoured bushing fit over the spreader rod and adapted to engage the leg member to restrict side-to-side movement of the spreader rod, with respect to the leg member, when the chair is unfolded.

  7. History of United States Army physical fitness and physical readiness training.

    PubMed

    Knapik, Joseph J; East, Whitfield B

    2014-01-01

    This article traces the history of US Army physical fitness assessments from the first test developed for Cadets at the US Military Academy in 1858 through efforts to revise the current Army Physical Fitness Test (APFT). The first "Individual Efficiency Test" (1920) for all Soldiers consisted of a 100-yard run, running broad jump, wall climb, hand grenade throw, and obstacle course. The first scientific efforts involved testing of 400 Soldiers and a factor analysis of 25 individual test items. In 1944, this resulted in a 7-item test (pull-up, burpee, squat jump, push-up, man-carry, sit-up and 300-yard run) with a 100-point scoring system. In 1943, women were encouraged to take a "self-assessment" consisting of push-ups, bent knee sit-ups, wing lifts, squat thrusts, running, and a stork stand. In 1946, age-adjusted standards were introduced and in 1965 semiannual fitness assessments were mandated. The number of tests proliferated in the 1969-1973 period with 7 separate assessments. The current APFT consisting of push-ups, sit-ups, and a 2-mile run was introduced in 1980 and alternative tests for those with physical limitations in 1982. Current efforts to revise the assessment involve systematic literature reviews and validating the relationship between test items and common Soldiering tasks.

  8. Sagittal focusing Laue monochromator

    DOEpatents

    Zhong,; Zhong, Hanson [Stony Brook, NY; Jonathan, Hastings [Wading River, NY; Jerome, Kao [Stanford, CA; Chi-Chang, Lenhard [Setauket, NY; Anthony, Siddons [Medford, NY; David Peter, Zhong [Cutchogue, NY; Hui, [Coram, NY

    2009-03-24

    An x-ray focusing device generally includes a slide pivotable about a pivot point defined at a forward end thereof, a rail unit fixed with respect to the pivotable slide, a forward crystal for focusing x-rays disposed at the forward end of the pivotable slide and a rearward crystal for focusing x-rays movably coupled to the pivotable slide and the fixed rail unit at a distance rearward from the forward crystal. The forward and rearward crystals define reciprocal angles of incidence with respect to the pivot point, wherein pivoting of the slide about the pivot point changes the incidence angles of the forward and rearward crystals while simultaneously changing the distance between the forward and rearward crystals.

  9. Molecular characterization of a family 5 glycoside hydrolase suggests an induced-fit enzymatic mechanism.

    PubMed

    Liberato, Marcelo V; Silveira, Rodrigo L; Prates, Érica T; de Araujo, Evandro A; Pellegrini, Vanessa O A; Camilo, Cesar M; Kadowaki, Marco A; Neto, Mario de O; Popov, Alexander; Skaf, Munir S; Polikarpov, Igor

    2016-04-01

    Glycoside hydrolases (GHs) play fundamental roles in the decomposition of lignocellulosic biomaterials. Here, we report the full-length structure of a cellulase from Bacillus licheniformis (BlCel5B), a member of the GH5 subfamily 4 that is entirely dependent on its two ancillary modules (Ig-like module and CBM46) for catalytic activity. Using X-ray crystallography, small-angle X-ray scattering and molecular dynamics simulations, we propose that the C-terminal CBM46 caps the distal N-terminal catalytic domain (CD) to establish a fully functional active site via a combination of large-scale multidomain conformational selection and induced-fit mechanisms. The Ig-like module is pivoting the packing and unpacking motions of CBM46 relative to CD in the assembly of the binding subsite. This is the first example of a multidomain GH relying on large amplitude motions of the CBM46 for assembly of the catalytically competent form of the enzyme.

  10. Molecular characterization of a family 5 glycoside hydrolase suggests an induced-fit enzymatic mechanism

    NASA Astrophysics Data System (ADS)

    Liberato, Marcelo V.; Silveira, Rodrigo L.; Prates, Érica T.; de Araujo, Evandro A.; Pellegrini, Vanessa O. A.; Camilo, Cesar M.; Kadowaki, Marco A.; Neto, Mario De O.; Popov, Alexander; Skaf, Munir S.; Polikarpov, Igor

    2016-04-01

    Glycoside hydrolases (GHs) play fundamental roles in the decomposition of lignocellulosic biomaterials. Here, we report the full-length structure of a cellulase from Bacillus licheniformis (BlCel5B), a member of the GH5 subfamily 4 that is entirely dependent on its two ancillary modules (Ig-like module and CBM46) for catalytic activity. Using X-ray crystallography, small-angle X-ray scattering and molecular dynamics simulations, we propose that the C-terminal CBM46 caps the distal N-terminal catalytic domain (CD) to establish a fully functional active site via a combination of large-scale multidomain conformational selection and induced-fit mechanisms. The Ig-like module is pivoting the packing and unpacking motions of CBM46 relative to CD in the assembly of the binding subsite. This is the first example of a multidomain GH relying on large amplitude motions of the CBM46 for assembly of the catalytically competent form of the enzyme.

  11. STS-31 Hubble Space Telescope (HST) pre-deployment procedures aboard OV-103

    NASA Image and Video Library

    1990-04-24

    During STS-31, the Hubble Space Telescope (HST) grappled by the remote manipulator system (RMS) end effector is held in appendage deploy position above Discovery, Orbiter Vehicle (OV) 103. The solar array (SA) bistem cassette has been released from its latch fittings. The bistem spreader bars begin to unfurl the SA wing. The secondary deployment mechanism (SDM) handle is visible at the SA end. Stowed against either side of the HST System Support Module (SSM) forward shell are the high-gain antennae (HGA). Puerto Rico and the Dominican Republic are recognizable at the left of the frame.

  12. Using frequency-domain methods to identify XV-15 aeroelastic modes

    NASA Technical Reports Server (NTRS)

    Acree, C. W., Jr.; Tischler, Mark B.

    1987-01-01

    The XV-15 Tilt-Rotor wing has six major aeroelastic modes that are close in frequency. To precisely excite individual modes during flight test, dual flaperon exciters with automatic frequency-sweep controls were installed. The resulting structural data were analyzed in the frequency domain (Fourier transformed) with cross spectral and transfer function methods. Modal frequencies and damping were determined by performing curve fits to transfer function magnitude and phase data and to cross spectral magnitude data. Results are given for the XV-15 with its original metal rotor blades. Frequency and damping values are also compared with earlier predictions.

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

    NASA Technical Reports Server (NTRS)

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

    1997-01-01

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

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

    PubMed

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

    2011-09-01

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

  15. Insect Wing Membrane Topography Is Determined by the Dorsal Wing Epithelium

    PubMed Central

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

    2013-01-01

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

  16. What Controls the Magnetic Exchange and Anisotropy in a Family of Tetranuclear {Mn2IIMn2III} Single-Molecule Magnets?

    PubMed

    Vignesh, Kuduva R; Langley, Stuart K; Gartshore, Christopher J; Moubaraki, Boujemaa; Murray, Keith S; Rajaraman, Gopalan

    2017-02-20

    Twelve heterovalent, tetranuclear manganese(II/III) planar diamond or "butterfly" complexes, 1-12, have been synthesized and structurally characterized, and their magnetic properties have been probed using experimental and theoretical techniques. The 12 structures are divided into two distinct "classes". Compounds 1-8 place the Mn(III), S = 2, ions in the body positions of the butterfly metallic core, while the Mn(II), S = 5/2, ions occupy the outer wing sites and are described as "Class 1". Compounds 9-12 display the reverse arrangement of ions and are described as "Class 2". Direct current susceptibility measurements for 1-12 reveal ground spin states ranging from S = 1 to S = 9, with each complex displaying unique magnetic exchange parameters (J). Alternating current susceptibility measurements found that that slow magnetic relaxation is observed for all complexes, except for 10 and 12, and display differing anisotropy barriers to magnetization reversal. First, we determined the magnitude of the magnetic exchange parameters for all complexes. Three exchange coupling constants (J bb , J wb , and J ww ) were determined by DFT methods which are found to be in good agreement with the experimental fits. It was found that the orientation of the Jahn-Teller axes and the Mn-Mn distances play a pivotal role in determining the sign and strength of the J bb parameter. Extensive magneto-structural correlations have been developed for the two classes of {Mn II 2 Mn III 2 } butterfly complexes by varying the Mn b -O distance, Mn w -O distance, Mn b -O-Mn b angle (α), Mn b -O-Mn b -O dihedral angle (γ), and out-of-plane shift of the Mn w atoms (β). For the magnetic anisotropy the DFT calculations yielded larger negative D value for complexes 2, 3, 4, and 6 compared to the other complexes. This is found to be correlated to the electron-donating/withdrawing substituents attached to the ligand moiety and suggests a possible way to fine tune the magnetic anisotropy in polynuclear Mn ion complexes.

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

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

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

  18. The influence of age, playing position, anthropometry and fitness on career attainment outcomes in rugby league.

    PubMed

    Till, Kevin; Cobley, Steve; Morley, David; O'hara, John; Chapman, Chris; Cooke, Carlton

    2016-01-01

    This study evaluated the influence of annual-age category, relative age, playing position, anthropometry and fitness on the career attainment outcomes of junior rugby league players originally selected for a talent identification and development (TID) programme. Junior rugby league players (N = 580) were grouped retrospectively according to their career attainment level (i.e., amateur, academy and professional). Anthropometric (height, sitting height, body mass, sum of four skinfolds), maturational (age at peak height velocity; PHV) and fitness (power, speed, change of direction speed, estimated[Formula: see text]) characteristics were assessed at the Under 13s, 14s and 15s annual-age categories. Relative age (Q2 = 8.5% vs. Q4 = 25.5%) and playing position (Pivots = 19.5% vs. Props = 5.8%) influenced the percentage of players attaining professional status. Anthropometry and fitness had a significant effect on career attainment at the Under 14 (P = 0.002, η(2) = 0.16) and 15 (P = 0.01, η(2) = 0.12) annual-age categories. Findings at the Under 14s showed future professional players were significantly later maturing compared to academy and amateur players. Findings suggest that relative age, playing position, anthropometry and fitness can influence the career attainment of junior rugby league players. TID programmes within rugby league, and other related team sports, should be aware and acknowledge the factors influencing long-term career attainment, and not delimit development opportunities during early adolescence.

  19. Inclusive fitness analysis of cumulative cultural evolution in an island-structured population.

    PubMed

    Ohtsuki, Hisashi; Wakano, Joe Yuichiro; Kobayashi, Yutaka

    2017-06-01

    The success of humans on the globe is largely supported by our cultural excellence. Our culture is cumulative, meaning that it is improved from generation to generation. Previous works have revealed that two modes of learning, individual learning and social learning, play pivotal roles in the accumulation of culture. However, under the trade-off between learning and reproduction, one's investment into learning is easily exploited by those who copy the knowledge of skillful individuals and selfishly invest more efforts in reproduction. It has been shown that in order to prevent such a breakdown, the rate of vertical transmission (i.e. transmission from parents to their offspring) of culture must be unrealistically close to one. Here we investigate what if the population is spatially structured. In particular, we hypothesize that spatial structure should favor highly cumulative culture through endogenously arising high kinship. We employ Wright's island model and assume that cultural transmission occurs within a local island. Our inclusive fitness analysis reveals combined effects of direct fitness of the actor, indirect fitness through relatives in the current generation, and indirect fitness through relatives in future generations. The magnitude of those indirect benefits is measured by intergenerational coefficients of genetic relatedness. Our result suggests that the introduction of spatial structure raises the stationary level of culture in the population, but that the extent of its improvement compared with a well-mixed population is marginal unless spatial localization is extreme. Overall, our model implies that we need an alternative mechanism to explain highly cumulative culture of modern humans. Copyright © 2017 Elsevier Inc. All rights reserved.

  20. Dominance Genetic Variance for Traits Under Directional Selection in Drosophila serrata

    PubMed Central

    Sztepanacz, Jacqueline L.; Blows, Mark W.

    2015-01-01

    In contrast to our growing understanding of patterns of additive genetic variance in single- and multi-trait combinations, the relative contribution of nonadditive genetic variance, particularly dominance variance, to multivariate phenotypes is largely unknown. While mechanisms for the evolution of dominance genetic variance have been, and to some degree remain, subject to debate, the pervasiveness of dominance is widely recognized and may play a key role in several evolutionary processes. Theoretical and empirical evidence suggests that the contribution of dominance variance to phenotypic variance may increase with the correlation between a trait and fitness; however, direct tests of this hypothesis are few. Using a multigenerational breeding design in an unmanipulated population of Drosophila serrata, we estimated additive and dominance genetic covariance matrices for multivariate wing-shape phenotypes, together with a comprehensive measure of fitness, to determine whether there is an association between directional selection and dominance variance. Fitness, a trait unequivocally under directional selection, had no detectable additive genetic variance, but significant dominance genetic variance contributing 32% of the phenotypic variance. For single and multivariate morphological traits, however, no relationship was observed between trait–fitness correlations and dominance variance. A similar proportion of additive and dominance variance was found to contribute to phenotypic variance for single traits, and double the amount of additive compared to dominance variance was found for the multivariate trait combination under directional selection. These data suggest that for many fitness components a positive association between directional selection and dominance genetic variance may not be expected. PMID:25783700

  1. Non-Maxwellian Analysis of the Transition-region Line Profiles Observed by the Interface Region Imaging Spectrograph

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

    Dudík, Jaroslav; Dzifčáková, Elena; Polito, Vanessa

    2017-06-10

    We investigate the nature of the spectral line profiles for transition-region (TR) ions observed with the Interface Region Imaging Spectrograph (IRIS) . In this context, we analyzed an active-region observation performed by IRIS in its 1400 Å spectral window. The TR lines are found to exhibit significant wings in their spectral profiles, which can be well fitted with a non-Maxwellian κ distribution. The fit with a κ distribution can perform better than a double-Gaussian fit, especially for the strongest line, Si iv 1402.8 Å. Typical values of κ found are about 2, occurring in a majority of spatial pixels wheremore » the TR lines are symmetric, i.e., the fit can be performed. Furthermore, all five spectral lines studied (from Si iv, O iv, and S iv) appear to have the same full-width at half-maximum irrespective of whether the line is an allowed or an intercombination transition. A similar value of κ is obtained for the electron distribution by the fitting of the line intensities relative to Si iv 1402.8 Å, if photospheric abundances are assumed. The κ distributions, however, do not remove the presence of non-thermal broadening. Instead, they actually increase the non-thermal width. This is because, for κ distributions, TR ions are formed at lower temperatures. The large observed non-thermal width lowers the opacity of the Si iv line sufficiently enough for this line to become optically thin.« less

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

    PubMed

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

    2016-07-08

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

  3. Site Registration

    Science.gov Websites

    Please select at least one (1) and up to five (5) keywords that describe your site from the list below : Air Control Wing Air Expeditionary Wing Air Force Air Mobility Wing Air Refueling Group Air Refueling Wing Airlift Wing Bomb Wing Combat Communications Group Combat Support Wing Command and Control Wing

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

    NASA Astrophysics Data System (ADS)

    Bluman, James Edward

    Insect wings are flexible. However, the influence of wing flexibility on the flight dynamics of insects and flapping wing micro air vehicles is unknown. Most studies in the literature consider rigid wings and conclude that the hover equilibrium is unstable. This dissertation shows that a flapping wing flyer with flexible wings exhibits stable natural modes of the open loop system in hover, never reported before. The free-flight insect flight dynamics is modeled for both flexible and rigid wings. Wing mass and inertia are included in the nonlinear equations of motion. The flapping wing aerodynamics are modeled using a quasi-steady model, a well-validated two dimensional Navier Stokes model, and a coupled, two dimensional Navier Stokes - Euler Bernoulli beam model that accurately models the fluid-structure interaction of flexible wings. Hover equilibrium is systematically and efficiently determined with a coupled quasi-steady and Navier-Stokes equation trimmer. The power and stability are reported at hover while parametrically varying the pitch axis location for rigid wings and the structural stiffness for flexible wings. The results indicate that the rigid wings possess an unstable oscillatory mode mainly due to their pitch sensitivity to horizontal velocity perturbations. The flexible wings stabilize this mode primarily by adjusting their wing shape in the presence of perturbations. The wing's response to perturbations generates significantly more horizontal velocity damping and pitch rate damping than in rigid wings. Furthermore, the flexible wings experience substantially less wing wake interaction, which, for rigid wings, is destabilizing. The power required to hover a fruit fly with actively rotating rigid wings varies between 16.9 and 34.2 W/kg. The optimal power occurs when the pitch axis is located at 30% chord, similar to some biological observations. Flexible wings require 23.1 to 38.5 W/kg. However, flexible wings exhibit more stable system dynamics and allow for simpler and lighter designs since they do not require pitch actuation mechanisms. This study is the first to evaluate the impact of wing flexibility on the hovering stability of flapping flyers, which can explain the ranges of flexibility seen in insects and can inform designs of synthetic flapping wing robots.

  5. Experimental Space Shuttle Orbiter Studies to Acquire Data for Code and Flight Heating Model Validation

    NASA Technical Reports Server (NTRS)

    Wadhams, T. P.; Holden, M. S.; MacLean, M. G.; Campbell, Charles

    2010-01-01

    In an experimental study to obtain detailed heating data over the Space Shuttle Orbiter, CUBRC has completed an extensive matrix of experiments using three distinct models and two unique hypervelocity wind tunnel facilities. This detailed data will be employed to assess heating augmentation due to boundary layer transition on the Orbiter wing leading edge and wind side acreage with comparisons to computational methods and flight data obtained during the Orbiter Entry Boundary Layer Flight Experiment and HYTHIRM during STS-119 reentry. These comparisons will facilitate critical updates to be made to the engineering tools employed to make assessments about natural and tripped boundary layer transition during Orbiter reentry. To achieve the goals of this study data was obtained over a range of Mach numbers from 10 to 18, with flight scaled Reynolds numbers and model attitudes representing key points on the Orbiter reentry trajectory. The first of these studies were performed as an integral part of Return to Flight activities following the accident that occurred during the reentry of the Space Shuttle Columbia (STS-107) in February of 2003. This accident was caused by debris, which originated from the foam covering the external tank bipod fitting ramps, striking and damaging critical wing leading edge heating tiles that reside in the Orbiter bow shock/wing interaction region. During investigation of the accident aeroheating team members discovered that only a limited amount of experimental wing leading edge data existed in this critical peak heating area and a need arose to acquire a detailed dataset of heating in this region. This new dataset was acquired in three phases consisting of a risk mitigation phase employing a 1.8% scale Orbiter model with special temperature sensitive paint covering the wing leading edge, a 0.9% scale Orbiter model with high resolution thin-film instrumentation in the span direction, and the primary 1.8% scale Orbiter model with detailed thin-film resolution in both the span and chord direction in the area of peak heating. Additional objectives of this first study included: obtaining natural or tripped turbulent wing leading edge heating levels, assessing the effectiveness of protuberances and cavities placed at specified locations on the orbiter over a range of Mach numbers and Reynolds numbers to evaluate and compare to existing engineering and computational tools, obtaining cavity floor heating to aid in the verification of cavity heating correlations, acquiring control surface deflection heating data on both the main body flap and elevons, and obtain high speed schlieren videos of the interaction of the orbiter nose bow shock with the wing leading edge. To support these objectives, the stainless steel 1.8% scale orbiter model in addition to the sensors on the wing leading edge was instrumented down the windward centerline, over the wing acreage on the port side, and painted with temperature sensitive paint on the starboard side wing acreage. In all, the stainless steel 1.8% scale Orbiter model was instrumented with over three-hundred highly sensitive thin-film heating sensors, two-hundred of which were located in the wing leading edge shock interaction region. Further experimental studies will also be performed following the successful acquisition of flight data during the Orbiter Entry Boundary Layer Flight Experiment and HYTHIRM on STS-119 at specific data points simulating flight conditions and geometries. Additional instrumentation and a protuberance matching the layout present during the STS-119 boundary layer transition flight experiment were added with testing performed at Mach number and Reynolds number conditions simulating conditions experienced in flight. In addition to the experimental studies, CUBRC also performed a large amount of CFD analysis to confirm and validate not only the tunnel freestream conditions, but also 3D flows over the orbiter acreage, wing leading edge, and controlurfaces to assess data quality, shock interaction locations, and control surface separation regions. This analysis is a standard part of any experimental program at CUBRC, and this information was of key importance for post-test data quality analysis and understanding particular phenomena seen in the data. All work during this effort was sponsored and paid for by the NASA Space Shuttle Program Office at the Johnson Space Center in Houston, Texas.

  6. 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.

  7. The effect of inbreeding and larval feeding regime on immature development of Aedes albopictus.

    PubMed

    Jong, Zheng-Wei; Kassim, Nur Faeza A; Naziri, Muhammad Aiman; Webb, Cameron E

    2017-06-01

    The fundamental approach to the biological control of Aedes albopictus requires the mass rearing of mosquitoes and the release of highly competitive adults in the field. As the fitness of adults is highly dependent on the development of immatures, we aimed to identify the minimum feeding regime required to produce viable and competitive adults by evaluating three response parameters: development duration, immature mortality, and adult wing length. Our study suggests at least 0.60 mg/larva/day of larval diet composed of dog food, dried beef liver, yeast, and milk powder in a weight ratio of 2:1:1:1 is required to maximize adult fitness. With standardized protocols in mass rearing, intensive studies can be readily conducted on mosquito colonies to facilitate comparisons across laboratories. This study also evaluated the differences in response of laboratory and field strains under different feeding regimes. We found that strain alone did not exert substantial effects on all response parameters. However, the field strain exhibited significantly lower immature mortality than the laboratory strain under the minimum feeding regime. Females and males of the laboratory strain had longer wing lengths under nutritional constraint due to the higher mortality that resulted in reduced interactions with the remaining larvae. Meanwhile, the field strain exhibited heterogeneous duration of immature development compared with the laboratory strain. The disparities demonstrated by the two strains in this study suggest the effect of inbreeding surfaced after a long term of laboratory colonization. Despite the trade-offs resulting from laboratory colonization, the competitiveness of the laboratory strain of Ae. albopictus is comparable to the field strain, provided the larvae are fed optimally. © 2017 The Society for Vector Ecology.

  8. The VMC survey - XXXI. The spatially resolved star formation history of the main body of the Small Magellanic Cloud

    NASA Astrophysics Data System (ADS)

    Rubele, Stefano; Pastorelli, Giada; Girardi, Léo; Cioni, Maria-Rosa L.; Zaggia, Simone; Marigo, Paola; Bekki, Kenji; Bressan, Alessandro; Clementini, Gisella; de Grijs, Richard; Emerson, Jim; Groenewegen, Martin A. T.; Ivanov, Valentin D.; Muraveva, Tatiana; Nanni, Ambra; Oliveira, Joana M.; Ripepi, Vincenzo; Sun, Ning-Chen; van Loon, Jacco Th

    2018-05-01

    We recover the spatially resolved star formation history across the entire main body and Wing of the Small Magellanic Cloud (SMC), using fourteen deep tile images from the VISTA survey of the Magellanic Clouds (VMC), in the YJK_s filters. The analysis is performed on 168 subregions of size 0.143 deg2, covering a total contiguous area of 23.57 deg2. We apply a colour-magnitude diagram (CMD) reconstruction method that returns the best-fitting star formation rate SFR(t), age-metallicity relation, distance and mean reddening, together with their confidence intervals, for each subregion. With respect to previous analyses, we use a far larger set of VMC data, updated stellar models, and fit the two available CMDs (Y-K_s versus K_s and J-K_s versus K_s) independently. The results allow us to derive a more complete and more reliable picture of how the mean distances, extinction values, star formation rate, and metallicities vary across the SMC, and provide a better description of the populations that form its Bar and Wing. We conclude that the SMC has formed a total mass of (5.31 ± 0.05) × 108 M⊙ in stars over its lifetime. About two thirds of this mass is expected to be still locked in stars and stellar remnants. 50 per cent of the mass was formed prior to an age of 6.3 Gyr, and 80 per cent was formed between 8 and 3.5 Gyr ago. We also illustrate the likely distribution of stellar ages and metallicities in different parts of the CMD, to aid the interpretation of data from future astrometric and spectroscopic surveys of the SMC.

  9. PAHFIT: Properties of PAH Emission

    NASA Astrophysics Data System (ADS)

    Smith, J. D.; Draine, Bruce

    2012-10-01

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

  10. AVION: A detailed report on the preliminary design of a 79-passenger, high-efficiency, commercial transport aircraft

    NASA Technical Reports Server (NTRS)

    Mayfield, William; Perkins, Brett; Rogan, William; Schuessler, Randall; Stockert, Joe

    1990-01-01

    The Avion is the result of an investigation into the preliminary design for a high-efficiency commercial transport aircraft. The Avion is designed to carry 79 passengers and a crew of five through a range of 1,500 nm at 455 kts (M=0.78 at 32,000 ft). It has a gross take-off weight of 77,000 lb and an empty weight of 42,400 lb. Currently there are no American-built aircraft designed to fit the 60 to 90 passenger, short/medium range marketplace. The Avion gathers the premier engineering achievements of flight technology and integrates them into an aircraft which will challenge the current standards of flight efficiency, reliability, and performance. The Avion will increase flight efficiency through reduction of structural weight and the improvement of aerodynamic characteristics and propulsion systems. Its design departs from conventional aircraft design tradition with the incorporation of a three-lifting-surface (or tri-wing) configuration. Further aerodynamic improvements are obtained through modest main wing forward sweeping, variable incidence canards, aerodynamic coupling between the canard and main wing, leading edge extensions, winglets, an aerodynamic tailcone, and a T-tail empennage. The Avion is propelled by propfans, which are one of the most promising developments for raising propulsive efficiencies at high subsonic Mach numbers. Special attention is placed on overall configuration, fuselage layout, performance estimations, component weight estimations, and planform design. Leading U.S. technology promises highly efficient flight for the 21st century; the Avion will fulfill this promise to passenger transport aviation.

  11. Characterizing the thermal distributions of warm molecular hydrogen in protoplanetary disks

    NASA Astrophysics Data System (ADS)

    Hoadley, Keri; France, Kevin

    2016-01-01

    Probing the surviving molecular gas within the inner regions of protoplanetary disks (PPDs) around T Tauri stars (1 - 10 Myr) provides insight into the conditions in which planet formation and migration occurs while the gas disk is still present. Recent studies done by Hoadley et al. 2015 and Banzatti & Pontipoddan 2015 suggest that gas in the inner disks of PPDs appear to "respond" to the loss of small dust grains with evolving PPD stage, and IR-CO emission may either be thermally or photo-excited by stellar UV radiation, depending on PPD evolutionary stage. Because far-UV H2 emission lines are dominantly photo-excited by stellar HI-Lyman alpha photons, we observe H2 absorption features against the stellar Lyman alpha wings in a large sample of PPDs at various evolutionary stages. We aim to characterize whether the inner disk H2 environment is in thermal equilibrium at various stages of PPD evolution. We use a sophisticated first-principles approach to fitting multiple absorption features along the red- and blue-wings of the observed stellar Lyman alpha profiles to extract column density estimates of H2 along the line of sight to the target. We find that the high kinetic energy H2 observed in absorption against the LyA wing may be described as a part of the thermal distribution with high kinetic temperature - a potential indication of an inner disk molecular hazy "envelope" around the cooler bulk disk. Ongoing research may help determine the state of the gas and whether it evolves with disk evolutionary stage.

  12. Analysis of facial motion patterns during speech using a matrix factorization algorithm

    PubMed Central

    Lucero, Jorge C.; Munhall, Kevin G.

    2008-01-01

    This paper presents an analysis of facial motion during speech to identify linearly independent kinematic regions. The data consists of three-dimensional displacement records of a set of markers located on a subject’s face while producing speech. A QR factorization with column pivoting algorithm selects a subset of markers with independent motion patterns. The subset is used as a basis to fit the motion of the other facial markers, which determines facial regions of influence of each of the linearly independent markers. Those regions constitute kinematic “eigenregions” whose combined motion produces the total motion of the face. Facial animations may be generated by driving the independent markers with collected displacement records. PMID:19062866

  13. Effect of wing flexibility in dragonfly hovering flight

    NASA Astrophysics Data System (ADS)

    Naidu, Vishal; Young, John; Lai, Joseph

    2011-11-01

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

  14. 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.

  15. Induced drag ideal efficiency factor of arbitrary lateral-vertical wing forms

    NASA Technical Reports Server (NTRS)

    Deyoung, J.

    1980-01-01

    A relatively simple equation is presented for estimating the induced drag ideal efficiency factor e for arbitrary cross sectional wing forms. This equation is based on eight basic but varied wing configurations which have exact solutions. The e function which relates the basic wings is developed statistically and is a continuous function of configuration geometry. The basic wing configurations include boxwings shaped as a rectangle, ellipse, and diamond; the V-wing; end-plate wing; 90 degree cruciform; circle dumbbell; and biplane. Example applications of the e equations are made to many wing forms such as wings with struts which form partial span rectangle dumbbell wings; bowtie, cruciform, winglet, and fan wings; and multiwings. Derivations are presented in the appendices of exact closed form solutions found of e for the V-wing and 90 degree cruciform wing and for an asymptotic solution for multiwings.

  16. 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.

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

    PubMed

    Du, Gang; Sun, Mao

    2012-05-07

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

  18. Wing-wake interaction reduces power consumption in insect tandem wings

    NASA Astrophysics Data System (ADS)

    Lehmann, Fritz-Olaf

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

  19. Wing-wake interaction reduces power consumption in insect tandem wings

    NASA Astrophysics Data System (ADS)

    Lehmann, Fritz-Olaf

    2009-05-01

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

  20. Method and system for dual resolution translation stage

    DOEpatents

    Halpin, John Michael

    2014-04-22

    A dual resolution translation stage includes a stage assembly operable to receive an optical element and a low resolution adjustment device mechanically coupled to the stage assembly. The dual resolution stage also includes an adjustable pivot block mechanically coupled to the stage assembly. The adjustable pivot block includes a pivot shaft. The dual resolution stage further includes a lever arm mechanically coupled to the adjustable pivot block. The lever arm is operable to pivot about the pivot shaft. The dual resolution stage additionally includes a high resolution adjustment device mechanically coupled to the lever arm and the stage assembly.

  1. Artificial insect wings with biomimetic wing morphology and mechanical properties.

    PubMed

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

    2017-09-26

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

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

    PubMed

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

    2017-03-06

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

  3. The wing pattern of Moerarchis Durrant, 1914 (Lepidoptera: Tineidae) clarifies transitions between predictive models

    PubMed Central

    2017-01-01

    The evolution of wing pattern in Lepidoptera is a popular area of inquiry but few studies have examined microlepidoptera, with fewer still focusing on intraspecific variation. The tineid genus Moerarchis Durrant, 1914 includes two species with high intraspecific variation of wing pattern. A subset of the specimens examined here provide, to my knowledge, the first examples of wing patterns that follow both the ‘alternating wing-margin’ and ‘uniform wing-margin’ models in different regions along the costa. These models can also be evaluated along the dorsum of Moerarchis, where a similar transition between the two models can be seen. Fusion of veins is shown not to effect wing pattern, in agreement with previous inferences that the plesiomorphic location of wing veins constrains the development of colour pattern. The significant correlation between wing length and number of wing pattern elements in Moerarchis australasiella shows that wing size can act as a major determinant of wing pattern complexity. Lastly, some M. australasiella specimens have wing patterns that conform entirely to the ‘uniform wing-margin’ model and contain more than six bands, providing new empirical insight into the century-old question of how wing venation constrains wing patterns with seven or more bands. PMID:28405390

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

    NASA Technical Reports Server (NTRS)

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

    2000-01-01

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

  5. Butterflies regulate wing temperatures using radiative cooling

    NASA Astrophysics Data System (ADS)

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

    2017-09-01

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

  6. Inlet flowfield investigation. Part 2: Computation of the flow about a supercruise forebody at supersonic speeds

    NASA Technical Reports Server (NTRS)

    Paynter, G. C.; Salemann, V.; Strom, E. E. I.

    1984-01-01

    A numerical procedure which solves the parabolized Navier-Stokes (PNS) equations on a body fitted mesh was used to compute the flow about the forebody of an advanced tactical supercruise fighter configuration in an effort to explore the use of a PNS method for design of supersonic cruise forebody geometries. Forebody flow fields were computed at Mach numbers of 1.5, 2.0, and 2.5, and at angles-of-attack of 0 deg, 4 deg, and 8 deg. at each Mach number. Computed results are presented at several body stations and include contour plots of Mach number, total pressure, upwash angle, sidewash angle and cross-plane velocity. The computational analysis procedure was found reliable for evaluating forebody flow fields of advanced aircraft configurations for flight conditions where the vortex shed from the wing leading edge is not a dominant flow phenomenon. Static pressure distributions and boundary layer profiles on the forebody and wing were surveyed in a wind tunnel test, and the analytical results are compared to the data. The current status of the parabolized flow flow field code is described along with desirable improvements in the code.

  7. Two-parameter model of total solar irradiance variation over the solar cycle

    NASA Technical Reports Server (NTRS)

    Pap, Judit M.; Willson, Richard C.; Donnelly, Richard F.

    1991-01-01

    Total solar irradiance measured by the SMM/ACRIM radiometer is modelled from the Photometric Sunspot Index and the Mg II core-to-wing ratio with multiple regression analysis. Considering that the formation of the Mg II line is very similar to that of the Ca II K line, the Mg II core-to-wing ratio, measured by the Nimbus-7 and NOAA9 satellites, is used as a proxy for the bright magnetic elements, including faculae and the magnetic network. It is shown that the relationship between the variations in total solar irradiance and the above solar activity indices depends upon the phase of the solar cycle. Thus, a better fit between total irradiance and its model estimates can be achieved if the irradiance models are calculated for the declining portion and minimum of solar cycle 21, and the rising portion of solar cycle 22, respectively. There is an indication that during the rising portion of solar cycle 22, similar to the maximum time of solar cycle 21, the modelled total irradiance values underestimate the measured values. This suggests that there is an asymmetry in the long-term total irradiance variability.

  8. KSC-2009-2016

    NASA Image and Video Library

    2009-03-10

    CAPE CANAVERAL, Fla. – In the Operations and Checkout Building at NASA's Kennedy Space Center in Florida, STS-119 Mission Specialist Steve Swanson has the final fitting of his launch and entry suit. Swanson is making his second shuttle flight. The 14-day mission is the 28th to the International Space Station and the 125th space shuttle flight. Discovery will deliver the final pair of power-generating solar array wings and the S6 truss segment. Installation of S6 will signal the station's readiness to house a six-member crew for conducting increased science. Liftoff of Discovery is scheduled for 9:20 p.m. EDT on March 11. Photo credit: NASA/Kim Shiflett

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

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

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

  10. Investigation of co-flow jet flow control and its applications

    NASA Astrophysics Data System (ADS)

    Lefebvre, Alexis M.

    This thesis investigates the performance of co-flow jet (CFJ) flow control and its applications using experimental testing and computational fluid dynamics (CFD) simulations. For a stationary airfoil and wing, CFJ increases the lift coefficient (CL), reduces the drag and may produce thrust at a low angle of attack (AoA). The maximum lift coefficient is substantially increased for a 2D CFJ airfoil and reaches a value of 4.8 at Cmicro = 0.30. The power consumption of the CFJ pump, measured by the power coefficient (Pc), is influenced by a variety of parameters, including the momentum coefficient (C micro ), the AoA, the injection slot location, and the internal cavity configuration. A low Cmicro of 0.04 produces a rather small Pc in the range of 0.01--0.02 while a higher Cmicro rapidly increases the Pc. Due to the stronger leading edge suction effect, increasing the AoA decreases the Pc. That is until the flow is near separation, within about 2°--3° of the stall AoA. An injection slot location within 2%--5% chord from the leading edge very effectively reduces the power coefficient. An internal cavity design with no separation is crucial to minimize the CFJ power consumption. Overall, the CFJ effectiveness is enhanced with an increasing Mach number as long as the flow remains subsonic, typically with free stream Mach number less than 0.4. Two pitching airfoil oscillations with dynamic stall are studied in this thesis, namely the mild dynamic stall and the deep dynamic stall. At Mach 0.3, the CFJ with a relatively low Cmicro of 0.08 removes the mild dynamic stall. Thereby, the time-averaged lift is increased by 32% and the time-averaged drag is decreased by 80%. The resulting time-averaged aerodynamic (L/D)ave, which does not take the pumping power into account, reaches 118.3. When C micro is increased, the time-averaged drag becomes negative, which demonstrates the feasibility of a CFJ to propel helicopter blades using its pump as the only source of power. The deep-stall is mitigated at Cmicro = 0.12 and completely removed at C micro = 0.20 with a great L/D)ave increase. At Mach 0.4, the CFJ mitigates the mild dynamic stall. However, the energy consumption is higher than at Mach 0.3 due to the appearance of shock waves in the flow. A 3D CFJ wing based on NACA 6415 airfoil with an aspect ratio of 20 produces a maximum L/D of 38.5 at a remarkably high cruise CL of 1.20 with an AoA of 5.0° and a low Cmicro of 0.04. The takeoff and landing performance is also excellent with a maximum C L of 4.7 achieved atCmicro of 0.28 and AoA of 40.0°. When the wing thickness is increased from 15% to 21%, not only the lift is increased by about 5% but the structural strength is also improved. Overall the CFJ wing efficiency is found to be similar to that of conventional wings, but the lift coefficient at cruise condition is much higher, typically by 2--3 times. In the final study of this thesis, a CFJ Electric Aircraft (CFJ-EA) is designed for the general aviation. The aircraft has a high wing loading so that it can carry more battery and reach a longer range with a relatively small wing size. The CFJ-EA cruises at a very high C L of 1.3, which produces a wing loading of 182.3kg /m2, about 3 times higher than that of a conventional general aviation airplane. To determine the aircraft range and endurance, we introduce the corrected aerodynamic efficiency ( L/D)c defined as (L/D) c = L/(D+P/V infinity), where the L and D are the aerodynamic lift and drag, P is the CFJ pumping power and Vinfinity is the free stream velocity. The (L/D)c of the CFJ-EA is excellent with a cruise value of 23.5 at a low C micro of 0.04. Takeoff and landing distances are also good due to a very high maximum CL of 4.8, achieved with a high Cmicro of 0.28. During takeoff and landing, the wing pivots around its 1/4 chord axis so that it can achieve an AoA of 25.0° with the fuselage rotated by only 5.0°. Based on a measure of merit defined as MPS=Miles*Passengers/S, where S is the wing planform area, the MPS of the present EA design is about half that of a conventional reciprocating engine general aviation airplane, and is 1.5 to 2.5 times greater than the MPS of the state of the art EA. (Abstract shortened by UMI.).

  11. A new non-resonant laser-induced fluorescence instrument for the airborne in situ measurement of formaldehyde

    NASA Astrophysics Data System (ADS)

    St. Clair, Jason M.; Swanson, Andrew K.; Bailey, Steven A.; Wolfe, Glenn M.; Marrero, Josette E.; Iraci, Laura T.; Hagopian, John G.; Hanisco, Thomas F.

    2017-12-01

    A new in situ instrument for gas-phase formaldehyde (HCHO), COmpact Formaldehyde FluorescencE Experiment (COFFEE), is presented. COFFEE utilizes non-resonant laser-induced fluorescence (NR-LIF) to measure HCHO, with 300 mW of 40 kHz 355 nm laser output exciting multiple HCHO absorption features. The resulting HCHO fluorescence is collected at 5 ns resolution, and the fluorescence time profile is fit to yield the ambient HCHO mixing ratio. Typical 1σ precision at ˜ 0 pptv HCHO is 150 pptv for 1 s data. The compact instrument was designed to operate with minimal in-flight operator interaction and infrequent maintenance (1-2 times per year). COFFEE fits in the wing pod of the Alpha Jet stationed at the NASA Ames Research Center and has successfully collected HCHO data on 27 flights through 2017 March. The frequent flights, combined with a potentially long-term data set, makes the Alpha Jet a promising platform for validation of satellite-based column HCHO.

  12. The intrinsic far-UV spectrum of the high-redshift quasar B1422+231

    NASA Astrophysics Data System (ADS)

    O'Dowd, M.; Bate, N. F.; Webster, R. L.; Labrie, K.; King, A. L.; Yong, S.-. Y.

    2018-02-01

    We present new spectroscopy of the z = 3.62 gravitationally lensed quasar B1422+117 from the Gemini North GMOS integral field spectrograph. We observe significant differential magnifications between the broad emission lines and the continuum, as well as across the velocity structure of the Lyman-α line. We take advantage of this differential microlensing to algebraically decompose the quasar spectrum into the absorbed broad emission line and absorbed continuum components. We use the latter to derive the intrinsic Ly α forest absorption spectrum. The proximity effect is clearly detected, with a proximity zone edge of 8.6-17.3 Mpc from the quasar, implying (perhaps intermittent) activity over at least 28 Myr. The Ly α line profile exhibits a blue excess that is inconsistent with a symmetric fit to the unabsorbed red side. This has important implications for the use of this fitting technique in estimating the absorbed blue Ly α wings of Gunn-Peterson trough quasars.

  13. A New Non-Resonant Laser-Induced Fluorescence Instrument for the Airborne in Situ Measurement of Formaldehyde

    NASA Technical Reports Server (NTRS)

    St. Clair, Jason M.; Swanson, Andrew K.; Bailey, Steven A.; Wolfe, Glenn M.; Marrero, Josette E.; Iraci, Laura T.; Hagopian, John G.; Hanisco, Thomas F.

    2017-01-01

    A new in situ instrument for gas-phase formaldehyde (HCHO), COmpact Formaldehyde FluorescencE Experiment (COFFEE), is presented. COFFEE utilizes nonresonant laser-induced fluorescence (NR-LIF) to measure HCHO, with 300 mW of 40 kHz 355 nm laser output exciting multiple HCHO absorption features. The resulting HCHO fluorescence is collected at 5 ns resolution, and the fluorescence time profile is fit to yield the ambient HCHO mixing ratio. Typical 1 sigma precision at approximately 0 pptv HCHO is 150 pptv for 1 s data. The compact instrument was designed to operate with minimal in-flight operator interaction and infrequent maintenance (1-2 times per year). COFFEE fits in the wing pod of the Alpha Jet stationed at the NASA Ames Research Center and has successfully collected HCHO data on 27 flights through 2017 March. The frequent flights, combined with a potentially long-term data set, makes the Alpha Jet a promising platform for validation of satellite-based column HCHO.

  14. A geometry package for generation of input data for a three-dimensional potential-flow program

    NASA Technical Reports Server (NTRS)

    Halsey, N. D.; Hess, J. L.

    1978-01-01

    The preparation of geometric data for input to three-dimensional potential flow programs was automated and simplified by a geometry package incorporated into the NASA Langley version of the 3-D lifting potential flow program. Input to the computer program for the geometry package consists of a very sparse set of coordinate data, often with an order of magnitude of fewer points than required for the actual potential flow calculations. Isolated components, such as wings, fuselages, etc. are paneled automatically, using one of several possible element distribution algorithms. Curves of intersection between components are calculated, using a hybrid curve-fit/surface-fit approach. Intersecting components are repaneled so that adjacent elements on either side of the intersection curves line up in a satisfactory manner for the potential-flow calculations. Many cases may be run completely (from input, through the geometry package, and through the flow calculations) without interruption. Use of the package significantly reduces the time and expense involved in making three-dimensional potential flow calculations.

  15. An individually fitted physical barrier device as a tool to restrict the birds' spatial access: can their use alter behavioral responses?

    PubMed

    Pellegrini, S; Marin, R H; Guzman, D A

    2015-10-01

    Social interactions have been extensively studied in poultry in a variety of environmental situations. Many studies allow full social contacts between birds, but there are others in which the interactions are tested through barriers (wire mesh or glass). Thus a situation where, according to their needs, some birds can get access to physical contact with conspecifics while others cannot, would be useful to expand the testing options for social interaction studies. We developed an individual physical barrier device (IPB) that is fitted on the birds to delimit their ambulation areas by preventing them from passing across metal mesh boundaries that IPB free counterparts can easily overcome. The prototypes showing greater efficacy consisted of a small metal bar placed in the bird's back perpendicular to the sagittal plane that slightly exceeds body width, held with a harness fitted by 2 elastic fabric bands around the wings' base. To be useful, the IPB should allow natural movements and not affect the expression of behaviors (non-invasive). This study assessed whether the IPB may alter adult Japanese quail behavioral responses using 4 classical test situations: Open-Field, Runway, Time Budget in Home Box, and Mating Interactions. Open-field ambulatory behaviors were affected 1 h, but not 7 d, after IPB was fitted, suggesting that 7 d (or less) are required to habituate to the device. After that time period, IPB fitted birds showed no differences in any of the behaviors registered in the other 3 tests situations when compared to non IPB fitted birds. Findings suggest that after habituation, the IPB does not affect main behaviors in adult quail. Its application could be expanded if an IPB device is also found suitable for other poultry species. © 2015 Poultry Science Association Inc.

  16. Effect of canard position and wing leading-edge flap deflection on wing buffet at transonic speeds

    NASA Technical Reports Server (NTRS)

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

    1974-01-01

    A generalized wind-tunnel model, with canard and wing planform typical of highly maneuverable aircraft, was tested. The addition of a canard above the wing chord plane, for the configuration with leading-edge flaps undeflected, produced substantially higher total configuration lift coefficients before buffet onset than the configuration with the canard off and leading-edge flaps undeflected. The wing buffet intensity was substantially lower for the canard-wing configuration than the wing-alone configuration. The low-canard configuration generally displayed the poorest buffet characteristics. Deflecting the wing leading-edge flaps substantially improved the wing buffet characteristics for canard-off configurations. The addition of the high canard did not appear to substantially improve the wing buffet characteristics of the wing with leading-edge flaps deflected.

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

    PubMed Central

    Nakata, Toshiyuki; Liu, Hao

    2012-01-01

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

  18. What does it take to have a high-grade pivot shift?

    PubMed

    Tanaka, M; Vyas, D; Moloney, G; Bedi, A; Pearle, A D; Musahl, V

    2012-04-01

    The pivot shift is the most specific clinical test to assess pathological knee joint rotatory laxity following ACL injury. This article attempts to describe the anatomic structures responsible for creating a high-grade pivot shift and their potential role in customizing ACL reconstruction. A review of the literature demonstrates that disruption of the secondary stabilizers of anterior translation of the lateral compartment including the lateral meniscus, anterolateral capsule, and IT band contributes to a high-grade pivot shift in the ACL-deficient knee. The morphology of the lateral tibial plateau, including increased posteroinferior tibial slope and small size, can also contribute to high-grade pivot shift. Factors that may decrease the grade of the pivot shift include medial compartment injury, MCL injury, patient guarding, and osteoarthritis. In conclusion, a high-grade pivot shift in the ACL-deficient knee is often associated with incompetence of the lateral soft tissue envelope. Rotatory laxity as assessed by the pivot shift may also be falsely underestimated by concomitant injuries. IV.

  19. The effects of artificial wing wear on the flight capacity of the honey bee Apis mellifera.

    PubMed

    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.

  20. Analysis of Low-Speed Stall Aerodynamics of a Swept Wing with Laminar-Flow Glove

    NASA Technical Reports Server (NTRS)

    Bui, Trong T.

    2014-01-01

    Reynolds-Averaged Navier-Stokes (RANS) computational fluid dynamics (CFD) analysis was conducted to study the low-speed stall aerodynamics of a GIII aircraft's swept wing modified with a laminar-flow wing glove. The stall aerodynamics of the gloved wing were analyzed and compared with the unmodified wing for the flight speed of 120 knots and altitude of 2300 ft above mean sea level (MSL). The Star-CCM+ polyhedral unstructured CFD code was first validated for wing stall predictions using the wing-body geometry from the First American Institute of Aeronautics and Astronautics (AIAA) CFD High-Lift Prediction Workshop. It was found that the Star-CCM+ CFD code can produce results that are within the scattering of other CFD codes considered at the workshop. In particular, the Star-CCM+ CFD code was able to predict wing stall for the AIAA wing-body geometry to within 1 degree of angle of attack as compared to benchmark wind-tunnel test data. Current results show that the addition of the laminar-flow wing glove causes the gloved wing to stall much earlier than the unmodified wing. Furthermore, the gloved wing has a different stall characteristic than the clean wing, with no sharp lift drop-off at stall for the gloved wing.

  1. Analysis of Low Speed Stall Aerodynamics of a Swept Wing with Laminar Flow Glove

    NASA Technical Reports Server (NTRS)

    Bui, Trong T.

    2014-01-01

    Reynolds-Averaged Navier-Stokes (RANS) computational fluid dynamics (CFD) analysis was conducted to study the low-speed stall aerodynamics of a GIII aircraft's swept wing modified with a laminar-flow wing glove. The stall aerodynamics of the gloved wing were analyzed and compared with the unmodified wing for the flight speed of 120 knots and altitude of 2300 ft above mean sea level (MSL). The Star-CCM+ polyhedral unstructured CFD code was first validated for wing stall predictions using the wing-body geometry from the First American Institute of Aeronautics and Astronautics (AIAA) CFD High-Lift Prediction Workshop. It was found that the Star-CCM+ CFD code can produce results that are within the scattering of other CFD codes considered at the workshop. In particular, the Star-CCM+ CFD code was able to predict wing stall for the AIAA wing-body geometry to within 1 degree of angle of attack as compared to benchmark wind-tunnel test data. Current results show that the addition of the laminar-flow wing glove causes the gloved wing to stall much earlier than the unmodified wing. Furthermore, the gloved wing has a different stall characteristic than the clean wing, with no sharp lift drop-off at stall for the gloved wing.

  2. Experimental study on thrust and power of flapping-wing system based on rack-pinion mechanism.

    PubMed

    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.

  3. Design and demonstration of a small expandable morphing wing

    NASA Astrophysics Data System (ADS)

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

    2005-05-01

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

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

    NASA Technical Reports Server (NTRS)

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

    1982-01-01

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

  5. Challenges, Ideas, and Innovations of Joined-Wing Configurations: A Concept from the Past, an Opportunity for the Future

    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.

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

    NASA Technical Reports Server (NTRS)

    Wolkovitch, J.

    1985-01-01

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

  7. 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.

  8. Does press-fit technique reduce tunnel volume enlargement after anterior cruciate ligament reconstruction with autologous hamstring tendons? A prospective randomized computed tomography study.

    PubMed

    Hwang, Dae-Hee; Shetty, Gautam M; Kim, Jong In; Kwon, Jae Ho; Song, Jae-Kwang; Muñoz, Michael; Lee, Jun Seop; Nha, Kyung-Wook

    2013-01-01

    The purpose of this prospective, randomized, computed tomography-based study was to investigate whether the press-fit technique reduces tunnel volume enlargement (TVE) and improves the clinical outcome after anterior cruciate ligament reconstruction at a minimum follow-up of 1 year compared with conventional technique. Sixty-nine patients undergoing primary ACL reconstruction using hamstring autografts were randomly allocated to either the press-fit technique group (group A) or conventional technique group (group B). All patients were evaluated for TVE and tunnel widening using computed tomography scanning, for functional outcome using International Knee Documentation Committee and Lysholm scores, for rotational stability using the pivot-shift test, and for anterior laxity using the KT-2000 arthrometer at a minimum of 1-year follow-up. There were no significant differences in TVE between the 2 groups. In group A, in which the press-fit technique was used, mean volume enlargement in the femoral tunnel was 65% compared with 71.5% in group B (P = .84). In group A, 57% (20 of 35) of patients developed femoral TVE compared with 67% (23 of 34) of patients in group B (P = .27). Both groups showed no significant difference for functional outcome (mean Lysholm score P = .73, International Knee Documentation Committee score P = .15), or knee laxity (anterior P = .78, rotational P = .22) at a minimum follow-up of 1 year. In a comparison of press-fit and conventional techniques, there were no significant differences in TVE and clinical outcome at short-term follow-up. Level II, therapeutic study, prospective randomized clinical trial. Copyright © 2013 Arthroscopy Association of North America. Published by Elsevier Inc. All rights reserved.

  9. Dominance genetic variance for traits under directional selection in Drosophila serrata.

    PubMed

    Sztepanacz, Jacqueline L; Blows, Mark W

    2015-05-01

    In contrast to our growing understanding of patterns of additive genetic variance in single- and multi-trait combinations, the relative contribution of nonadditive genetic variance, particularly dominance variance, to multivariate phenotypes is largely unknown. While mechanisms for the evolution of dominance genetic variance have been, and to some degree remain, subject to debate, the pervasiveness of dominance is widely recognized and may play a key role in several evolutionary processes. Theoretical and empirical evidence suggests that the contribution of dominance variance to phenotypic variance may increase with the correlation between a trait and fitness; however, direct tests of this hypothesis are few. Using a multigenerational breeding design in an unmanipulated population of Drosophila serrata, we estimated additive and dominance genetic covariance matrices for multivariate wing-shape phenotypes, together with a comprehensive measure of fitness, to determine whether there is an association between directional selection and dominance variance. Fitness, a trait unequivocally under directional selection, had no detectable additive genetic variance, but significant dominance genetic variance contributing 32% of the phenotypic variance. For single and multivariate morphological traits, however, no relationship was observed between trait-fitness correlations and dominance variance. A similar proportion of additive and dominance variance was found to contribute to phenotypic variance for single traits, and double the amount of additive compared to dominance variance was found for the multivariate trait combination under directional selection. These data suggest that for many fitness components a positive association between directional selection and dominance genetic variance may not be expected. Copyright © 2015 by the Genetics Society of America.

  10. An analysis of available data on effects of wing-fuselage-tail and wing-nacelle interference on the distribution of the air load among components of airplanes

    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.

  11. Aeroelastic Wing Shaping Using Distributed Propulsion

    NASA Technical Reports Server (NTRS)

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

    2017-01-01

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

  12. How wing compliance drives the efficiency of self-propelled flapping flyers.

    PubMed

    Thiria, Benjamin; Godoy-Diana, Ramiro

    2010-07-01

    Wing flexibility governs the flying performance of flapping-wing flyers. Here, we use a self-propelled flapping-wing model mounted on a "merry go round" to investigate the effect of wing compliance on the propulsive efficiency of the system. Our measurements show that the elastic nature of the wings can lead not only to a substantial reduction in the consumed power, but also to an increment of the propulsive force. A scaling analysis using a flexible plate model for the wings points out that, for flapping flyers in air, the time-dependent shape of the elastic bending wing is governed by the wing inertia. Based on this prediction, we define the ratio of the inertial forces deforming the wing to the elastic restoring force that limits the deformation as the elastoinertial number N(ei). Our measurements with the self-propelled model confirm that it is the appropriate structural parameter to describe flapping flyers with flexible wings.

  13. 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.

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

    PubMed

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

    2009-09-01

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

  15. Reynolds number scalability of bristled wings performing clap and fling

    NASA Astrophysics Data System (ADS)

    Jacob, Skyler; Kasoju, Vishwa; Santhanakrishnan, Arvind

    2017-11-01

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

  16. Physics-based Morphology Analysis and Adjoint Optimization of Flexible Flapping Wings

    DTIC Science & Technology

    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

  17. Analysis of Mach number 0.8 turboprop slipstream wing/nacelle interactions

    NASA Technical Reports Server (NTRS)

    Welge, H. R.; Neuhart, D. H.; Dahlin, J. A.

    1981-01-01

    Data from wind tunnel tests of a powered propeller and nacelle mounted on a supercritical wing are analyzed. Installation of the nacelle significantly affected the wing flow and the flow on the upper surface of the wing is separated near the leading edge under powered conditions. Comparisons of various theories with the data indicated that the Neumann surface panel solution and the Jameson transonic solution gave results adequate for design purposes. A modified wing design was developed (Mod 3) which reduces the wing upper surface pressure coefficients and section lift coefficients at powered conditions to levels below those of the original wing without nacelle or power. A contoured over the wing nacelle that can be installed on the original wing without any appreciable interference to the wing upper surface pressure is described.

  18. 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.

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

    PubMed Central

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

    2017-01-01

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

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

    PubMed

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

    2017-02-06

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

  1. On the autorotation of animal wings

    PubMed Central

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

    2017-01-01

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

  2. Analytic study of the conditions required for longitudinal stability of dual-wing aircraft

    DOE PAGES

    Andrews, Stephen Arthur; Perez, Ruben E.

    2017-05-11

    Recent studies of new, fuel-efficient transport aircraft have considered designs, which make use of two principal lifting surfaces to provide the required lift as well as trim and static stability. Such designs include open tandem-wings as well as closed joined and box-wings. As a group, these aircraft can be termed dual-wing designs. Our study developed a new analytic model, which takes into account the downwash from the two main wings and is sensitive to three important design variables: the relative areas of each wing, the streamwise separation of the wings, and the center of gravity position. This model was usedmore » to better understand trends in the dual-wing geometry on the stability, maneuverability, and lift-to-drag ratio of the aircraft. Dual-wing aircraft have been shown to have reduced the induced drag compared to the conventional designs. In addition, further drag reductions can be realized as the horizontal tail can be removed if the dual-wings have sufficient streamwise stagger to provide the moments necessary for trim and longitudinal stability. As both wings in a dual-wing system carry a significant fraction of the total lift, trends in such designs that led to longitudinal stability can differ from those of the conventional aircraft and have not been the subject of detailed investigation. Results from the analytic model showed that the longitudinal stability required either a reduction of the fore wing area or shifting the center of gravity forward from the midpoint of both wings' aerodynamic centers. Additionally, for wing configurations of approximately equal fore and aft wing areas, increasing the separation between the two wings decreased the stability of the aircraft. The source of this unusual behavior was the asymmetric distribution of downwash upstream and downstream of the wing. These relationships between dual-wing geometry and stability will provide initial guidance on the conceptual design of dual-wing aircraft and aid in the understanding of the results of more complex studies of such designs, furthering the development of future transport aircraft.« less

  3. Analytic study of the conditions required for longitudinal stability of dual-wing aircraft

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

    Andrews, Stephen Arthur; Perez, Ruben E.

    Recent studies of new, fuel-efficient transport aircraft have considered designs, which make use of two principal lifting surfaces to provide the required lift as well as trim and static stability. Such designs include open tandem-wings as well as closed joined and box-wings. As a group, these aircraft can be termed dual-wing designs. Our study developed a new analytic model, which takes into account the downwash from the two main wings and is sensitive to three important design variables: the relative areas of each wing, the streamwise separation of the wings, and the center of gravity position. This model was usedmore » to better understand trends in the dual-wing geometry on the stability, maneuverability, and lift-to-drag ratio of the aircraft. Dual-wing aircraft have been shown to have reduced the induced drag compared to the conventional designs. In addition, further drag reductions can be realized as the horizontal tail can be removed if the dual-wings have sufficient streamwise stagger to provide the moments necessary for trim and longitudinal stability. As both wings in a dual-wing system carry a significant fraction of the total lift, trends in such designs that led to longitudinal stability can differ from those of the conventional aircraft and have not been the subject of detailed investigation. Results from the analytic model showed that the longitudinal stability required either a reduction of the fore wing area or shifting the center of gravity forward from the midpoint of both wings' aerodynamic centers. Additionally, for wing configurations of approximately equal fore and aft wing areas, increasing the separation between the two wings decreased the stability of the aircraft. The source of this unusual behavior was the asymmetric distribution of downwash upstream and downstream of the wing. These relationships between dual-wing geometry and stability will provide initial guidance on the conceptual design of dual-wing aircraft and aid in the understanding of the results of more complex studies of such designs, furthering the development of future transport aircraft.« less

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

    NASA Astrophysics Data System (ADS)

    Ali, Md. Nesar; Alam, Mahbubul

    2017-06-01

    A finite wing is a three-dimensional body, and consequently the flow over the finite wing is three-dimensional; that is, there is a component of flow in the span wise direction. The physical mechanism for generating lift on the wing is the existence of a high pressure on the bottom surface and a low pressure on the top surface. The net imbalance of the pressure distribution creates the lift. As a by-product of this pressure imbalance, the flow near the wing tips tends to curl around the tips, being forced from the high-pressure region just underneath the tips to the low-pressure region on top. This flow around the wing tips is shown in the front view of the wing. As a result, on the top surface of the wing, there is generally a span wise component of flow from the tip toward the wing root, causing the streamlines over the top surface to bend toward the root. On the bottom surface of the wing, there is generally a span wise component of flow from the root toward the tip, causing the streamlines over the bottom surface to bend toward the tip. Clearly, the flow over the finite wing is three-dimensional, and therefore we would expect the overall aerodynamic properties of such a wing to differ from those of its airfoil sections. The tendency for the flow to "leak" around the wing tips has another important effect on the aerodynamics of the wing. This flow establishes a circulatory motion that trails downstream of the wing; that is, a trailing vortex is created at each wing tip. The aerodynamics of finite wings is analyzed using the classical lifting line model. This simple model allows a closed-form solution that captures most of the physical effects applicable to finite wings. The model is based on the horseshoe-shaped vortex that introduces the concept of a vortex wake and wing tip vortices. The downwash induced by the wake creates an induced drag that did not exist in the two-dimensional analysis. Furthermore, as wingspan is reduced, the wing lift slope decreases, and the induced drag increases, reducing overall efficiency. To complement the high aspect ratio wing case, a slender wing model is formulated so that the lift and drag can be estimated for this limiting case as well. We analyze the stability performance of F-22 raptor, Supermarine Spitfire, F-7 BG Aircraft wing by using experimental method and simulation software. The experimental method includes fabrication of F-22 raptor, Supermarine Spitfire, F-7 BG Aircraft wing which making material is Gamahr wood. Testing this model wing in wind tunnel test and after getting expected data we also compared this value with analyzing software data for furthermore experiment.

  5. Evidence of selection on phenotypic plasticity and cost of plasticity in response to host-feeding sources in the major Chagas disease vector Triatoma infestans.

    PubMed

    Nattero, Julieta; Leonhard, Gustavo; Gürtler, Ricardo E; Crocco, Liliana B

    2015-12-01

    Phenotypic plasticity is the ability of a genotype to display alternative phenotypes in different environments. Understanding how plasticity evolves and the factors that favor and constrain its evolution have attracted great interest. We investigated whether selection on phenotypic plasticity and costs of plasticity affect head and wing morphology in response to host-feeding sources in the major Chagas disease vector Triatoma infestans. Full-sib families were assigned to blood-feeding on either live pigeons or guinea pigs throughout their lives. We measured diet-induced phenotypic plasticity on wing and head size and shape; characterized selection on phenotypic plasticity for female and male fecundity rates, and evaluated costs of plasticity. Wing size and shape variables exhibited significant differences in phenotypic plasticity associated with host-feeding source in female and male bugs. Evidence of selection on phenotypic plasticity was detected in head size and shape for guinea pig-fed females. A lower female fecundity rate was detected in more plastic families for traits that showed selection on plasticity. These results provide insights into the morphological phenotypic plasticity of T. infestans, documenting fitness advantages of head size and shape for females fed on guinea pigs. This vector species showed measurable benefits of responding plastically to environmental variation rather than adopting a fixed development plan. The presence of cost of plasticity suggests constraints on the evolution of plasticity. Our study indicates that females fed on guinea pigs (and perhaps on other suitable mammalian hosts) have greater chances of evolving under selection on phenotypic plasticity subject to some constraints. Copyright © 2015 Elsevier B.V. All rights reserved.

  6. Parachuting with bristled wings

    NASA Astrophysics Data System (ADS)

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

    2017-11-01

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

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

    PubMed

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

    2018-03-14

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

  8. Numerical prediction of the interference drag of a streamlined strut intersecting a surface in transonic flow

    NASA Astrophysics Data System (ADS)

    Tetrault, Philippe-Andre

    2000-10-01

    In transonic flow, the aerodynamic interference that occurs on a strut-braced wing airplane, pylons, and other applications is significant. The purpose of this work is to provide relationships to estimate the interference drag of wing-strut, wing-pylon, and wing-body arrangements. Those equations are obtained by fitting a curve to the results obtained from numerous Computational Fluid Dynamics (CFD) calculations using state-of-the-art codes that employ the Spalart-Allmaras turbulence model. In order to estimate the effect of the strut thickness, the Reynolds number of the flow, and the angle made by the strut with an adjacent surface, inviscid and viscous calculations are performed on a symmetrical strut at an angle between parallel walls. The computations are conducted at a Mach number of 0.85 and Reynolds numbers of 5.3 and 10.6 million based on the strut chord. The interference drag is calculated as the drag increment of the arrangement compared to an equivalent two-dimensional strut of the same cross-section. The results show a rapid increase of the interference drag as the angle of the strut deviates from a position perpendicular to the wall. Separation regions appear for low intersection angles, but the viscosity generally provides a positive effect in alleviating the strength of the shock near the junction and thus the drag penalty. When the thickness-to-chord ratio of the strut is reduced, the flowfield is disturbed only locally at the intersection of the strut with the wall. This study provides an equation to estimate the interference drag of simple intersections in transonic flow. In the course of performing the calculations associated with this work, an unstructured flow solver was utilized. Accurate drag prediction requires a very fine grid and this leads to problems associated with the grid generator. Several challenges facing the unstructured grid methodology are discussed: slivers, grid refinement near the leading edge and at the trailing edge, grid convergence studies, volume grid generation, and other practical matters concerning such calculations.

  9. Elastic deformation and energy loss of flapping fly wings.

    PubMed

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

    2011-09-01

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

  10. 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.

  11. 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.

  12. Airplane wing vibrations due to atmospheric turbulence

    NASA Technical Reports Server (NTRS)

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

    1981-01-01

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

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

    PubMed

    Ohde, Takahiro; Yaginuma, Toshinobu; Niimi, Teruyuki

    2014-04-01

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

  14. Landing gear energy absorption system

    NASA Technical Reports Server (NTRS)

    Hansen, Christopher P. (Inventor)

    1994-01-01

    A landing pad system is described for absorbing horizontal and vertical impact forces upon engagement with a landing surface where circumferentially arranged landing struts respectively have a clevis which receives a slidable rod member and where the upper portion of a slidable rod member is coupled to the clevis by friction washers which are force fit onto the rod member to provide for controlled constant force energy absorption when the rod member moves relative to the clevis. The lower end of the friction rod is pivotally attached by a ball and socket to a support plate where the support plate is arranged to slide in a transverse direction relative to a housing which contains an energy absorption material for absorbing energy in a transverse direction.

  15. A Method for Determining Cloud-Droplet Impingement on Swept Wings

    NASA Technical Reports Server (NTRS)

    Dorsch, Robert G.; Brun, Rinaldo J.

    1953-01-01

    The general effect of wing sweep on cloud-droplet trajectories about swept wings of high aspect ratio moving at subsonic speeds is discussed. A method of computing droplet trajectories about yawed cylinders and swept wings is presented, and illustrative droplet trajectories are computed. A method of extending two-dimensional calculations of droplet impingement on nonswept wings to swept wings is presented. It is shown that the extent of impingement of cloud droplets on an airfoil surface, the total rate of collection of water, and the local rate of impingement per unit area of airfoil surface can be found for a swept wing from two-dimensional data for a nonswept wing. The impingement on a swept wing is obtained from impingement data for a nonswept airfoil section which is the same as the section in the normal plane of the swept wing by calculating all dimensionless parameters with respect to flow conditions in the normal plane of the swept wing.

  16. 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.

  17. 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.

  18. Parallel pivoting combined with parallel reduction

    NASA Technical Reports Server (NTRS)

    Alaghband, Gita

    1987-01-01

    Parallel algorithms for triangularization of large, sparse, and unsymmetric matrices are presented. The method combines the parallel reduction with a new parallel pivoting technique, control over generations of fill-ins and a check for numerical stability, all done in parallel with the work being distributed over the active processes. The parallel technique uses the compatibility relation between pivots to identify parallel pivot candidates and uses the Markowitz number of pivots to minimize fill-in. This technique is not a preordering of the sparse matrix and is applied dynamically as the decomposition proceeds.

  19. Right-wing authoritarianism and stereotype-driven expectations interact in shaping intergroup trust in one-shot vs multiple-round social interactions

    PubMed Central

    Aglioti, Salvatore Maria; Liuzza, Marco Tullio

    2017-01-01

    Trust towards unrelated individuals is often conditioned by information about previous social interactions that can be derived from either personal or vicarious experience (e.g., reputation). Intergroup stereotypes can be operationalized as expectations about other groups’ traits/attitudes/behaviors that heavily influence our behavioral predictions when interacting with them. In this study we investigated the role of perceived social dimensions of the Stereotype Content Model (SCM)–Warmth (W) and Competence (C)—in affecting trusting behavior towards different European national group members during the Trust Game. Given the well-known role of ideological attitudes in regulating stereotypes, we also measured individual differences in right-wing authoritarianism (RWA). In Experiment 1, we designed an online survey to study one-shot intergroup trust decisions by employing putative members of the European Union states which were also rated along SCM dimensions. We found that low-RWA participants’ trusting behavior was driven by perceived warmth (i.e., the dimension signaling the benevolence of social intentions) when interacting with low-C groups. In Experiment 2, we investigated the dynamics of trust in a multiple-round version of the European Trust Game. We found that in low-RWA participants trusting behavior decreased over time when interacting with high-W groups (i.e., expected to reciprocate trust), but did not change when interacting with low-W groups (i.e., expected not to reciprocate trust). Moreover, we found that high-RWA participants’ trusting behavior decreased when facing low-W groups but not high-W ones. This suggests that low-RWA individuals employ reputational priors but are also permeable to external evidence when learning about others’ trustworthiness. In contrast, high-RWA individuals kept relying on stereotypes despite contextual information. These results confirm the pivotal role played by reputational priors triggered by perceived warmth in shaping social interactions. PMID:29284019

  20. Right-wing authoritarianism and stereotype-driven expectations interact in shaping intergroup trust in one-shot vs multiple-round social interactions.

    PubMed

    Ponsi, Giorgia; Panasiti, Maria Serena; Aglioti, Salvatore Maria; Liuzza, Marco Tullio

    2017-01-01

    Trust towards unrelated individuals is often conditioned by information about previous social interactions that can be derived from either personal or vicarious experience (e.g., reputation). Intergroup stereotypes can be operationalized as expectations about other groups' traits/attitudes/behaviors that heavily influence our behavioral predictions when interacting with them. In this study we investigated the role of perceived social dimensions of the Stereotype Content Model (SCM)-Warmth (W) and Competence (C)-in affecting trusting behavior towards different European national group members during the Trust Game. Given the well-known role of ideological attitudes in regulating stereotypes, we also measured individual differences in right-wing authoritarianism (RWA). In Experiment 1, we designed an online survey to study one-shot intergroup trust decisions by employing putative members of the European Union states which were also rated along SCM dimensions. We found that low-RWA participants' trusting behavior was driven by perceived warmth (i.e., the dimension signaling the benevolence of social intentions) when interacting with low-C groups. In Experiment 2, we investigated the dynamics of trust in a multiple-round version of the European Trust Game. We found that in low-RWA participants trusting behavior decreased over time when interacting with high-W groups (i.e., expected to reciprocate trust), but did not change when interacting with low-W groups (i.e., expected not to reciprocate trust). Moreover, we found that high-RWA participants' trusting behavior decreased when facing low-W groups but not high-W ones. This suggests that low-RWA individuals employ reputational priors but are also permeable to external evidence when learning about others' trustworthiness. In contrast, high-RWA individuals kept relying on stereotypes despite contextual information. These results confirm the pivotal role played by reputational priors triggered by perceived warmth in shaping social interactions.

  1. Physiological trade-off between cellular immunity and flight capability in the wing-dimorphic cricket, Gryllus firmus

    USDA-ARS?s Scientific Manuscript database

    The sand cricket, Gryllus firmus, is a wing-dimorphic species with long-wing (LW) and short wing (LW) morphs. The LW forms have very well developed wings and flight muscles and their SW counterparts have reduced wings and flight muscles, coupled with greater resource allocations to reproduction. Thi...

  2. Wing loading in 15 species of North American owls

    Treesearch

    David H. Johnson

    1997-01-01

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

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

    NASA Technical Reports Server (NTRS)

    Henderson, W. P.

    1978-01-01

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

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

    NASA Technical Reports Server (NTRS)

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

    1985-01-01

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

  5. Structure analysis of the wing of a dragonfly

    NASA Astrophysics Data System (ADS)

    Machida, Kenji; Shimanuki, J.

    2005-04-01

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

  6. Theory of wing rock

    NASA Technical Reports Server (NTRS)

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

    1985-01-01

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

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

    PubMed

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

    2017-02-06

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

  8. A bio-inspired study on tidal energy extraction with flexible flapping wings.

    PubMed

    Liu, Wendi; Xiao, Qing; Cheng, Fai

    2013-09-01

    Previous research on the flexible structure of flapping wings has shown an improved propulsion performance in comparison to rigid wings. However, not much is known about this function in terms of power efficiency modification for flapping wing energy devices. In order to study the role of the flexible wing deformation in the hydrodynamics of flapping wing energy devices, we computationally model the two-dimensional flexible single and twin flapping wings in operation under the energy extraction conditions with a large Reynolds number of 106. The flexible motion for the present study is predetermined based on a priori structural result which is different from a passive flexibility solution. Four different models are investigated with additional potential local distortions near the leading and trailing edges. Our simulation results show that the flexible structure of a wing is beneficial to enhance power efficiency by increasing the peaks of lift force over a flapping cycle, and tuning the phase shift between force and velocity to a favourable trend. Moreover, the impact of wing flexibility on efficiency is more profound at a low nominal effective angle of attack (AoA). At a typical flapping frequency f * = 0.15 and nominal effective AoA of 10°, a flexible integrated wing generates 7.68% higher efficiency than a rigid wing. An even higher increase, around six times that of a rigid wing, is achievable if the nominal effective AoA is reduced to zero degrees at feathering condition. This is very attractive for a semi-actuated flapping energy system, where energy input is needed to activate the pitching motion. The results from our dual-wing study found that a parallel twin-wing device can produce more power compared to a single wing due to the strong flow interaction between the two wings.

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

    PubMed Central

    2017-01-01

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

  10. Wing shape allometry and aerodynamics in calopterygid damselflies: a comparative approach.

    PubMed

    Outomuro, David; Adams, Dean C; Johansson, Frank

    2013-06-07

    Wing size and shape have important aerodynamic implications on flight performance. We explored how wing size was related to wing shape in territorial males of 37 taxa of the damselfly family Calopterygidae. Wing coloration was also included in the analyses because it is sexually and naturally selected and has been shown to be related to wing shape. We studied wing shape using both the non-dimensional radius of the second moment of wing area (RSM) and geometric morphometrics. Lower values of the RSM result in less energetically demanding flight and wider ranges of flight speed. We also re-analyzed previously published data on other damselflies and dragonflies. The RSM showed a hump-shaped relationship with wing size. However, after correcting for phylogeny using independent contrast, this pattern changed to a negative linear relationship. The basal genus of the study family, Hetaerina, was mainly driving that change. The obtained patterns were specific for the study family and differed from other damselflies and dragonflies. The relationship between the RSM and wing shape measured by geometric morphometrics was linear, but relatively small changes along the RSM axis can result in large changes in wing shape. Our results also showed that wing coloration may have some effect on RSM. We found that RSM showed a complex relationship with size in calopterygid damselflies, probably as a result of other selection pressures besides wing size per se. Wing coloration and specific behavior (e.g. courtship) are potential candidates for explaining the complexity. Univariate measures of wing shape such as RSM are more intuitive but lack the high resolution of other multivariate techniques such as geometric morphometrics. We suggest that the relationship between wing shape and size are taxa-specific and differ among closely-related insect groups.

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

    PubMed Central

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

    2015-01-01

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

  12. 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.

  13. Comparison between prediction and experiment for all-movable wing and body combinations at supersonic speeds : lift, pitching moment, and hinge moment

    NASA Technical Reports Server (NTRS)

    Nielsen, Jack N; Kaattari, George E; Drake, William C

    1952-01-01

    A simple method is presented for estimating lift, pitching-moment, and hinge-moment characteristics of all-movable wings in the presence of a body as well as the characteristics of wing-body combinations employing such wings. In general, good agreement between the method and experiment was obtained for the lift and pitching moment of the entire wing-body combination and for the lift of the wing in the presence of the body. The method is valid for moderate angles of attack, wing deflection angles, and width of gap between wing and body. The method of estimating hinge moment was not considered sufficiently accurate for triangular all-movable wings. An alternate procedure is proposed based on the experimental moment characteristics of the wing alone. Further theoretical and experimental work is required to substantiate fully the proposed procedure.

  14. 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.

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

    NASA Technical Reports Server (NTRS)

    Gainer, Thomas G.

    2002-01-01

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

  16. Nonlinear Aerodynamics and the Design of Wing Tips

    NASA Technical Reports Server (NTRS)

    Kroo, Ilan

    1991-01-01

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

  17. Implications of New Methane Absorption Coefficients on Uranus Vertical Structure Derived from Near-IR Spectra

    NASA Astrophysics Data System (ADS)

    Fry, Patrick M.; Sromovsky, L. A.

    2009-09-01

    Using new methane absorption coefficients from Karkoschka and Tomasko (2009, submitted to Icarus, "Methane Absorption Coefficients for the Jovian Planets from Laboratory, Huygens, and HST Data"), we fit Uranus near-IR spectra previously analyzed in Sromovsky et al. (2006, Icarus 182, 577-593, Fink and Larson, 1979 J- and H-band), Sromovsky and Fry (2008, Icarus 193, 252-266, 2006 NIRC2 J- and H-band, 2006 SpeX) using Irwin et al. (2006, Icarus 181, 309-319) methane absorption coefficients. Because the new absorption coefficients usually result in higher opacities at the low temperatures seen in Uranus' upper troposphere, our previously derived cloud altitudes are expected to generally rise to higher altitudes. For example, using Lindal et al. (1987, JGR 92, 14987-15001) model D temperature and methane abundance profiles, we are better able to fit the J-band 43-deg. south bright band with the new coefficients (chi-square=205, vs. 315 for Irwin), with the pressure of the upper tropospheric cloud decreasing to 1.6 bars (from 2.4 bars using Irwin coefficients). Improvements in fitting H-band spectra from the same latitude are not as readily obtained. Derived upper tropospheric cloud pressures are very similar using the two absorption datasets (1.6-1.7 bars), but the character of the fits differs. New Karkoschka and Tomasko coefficients better fit some details in the 1.5-1.58 micron region, but Irwin fits the broad absorption band wing at 1.61-1.62 microns better, and the fit chi-square values are similar (K&T: 243, Irwin: 220). Results for a higher methane concentration (Lindal et al. model F) were similar. Whether the new coefficients will simply raise derived altitudes across the planet or will result in fundamental changes in structure is as yet unclear. This work was suported by NASA planetary astronomy and planetary atmospheres programs.

  18. Mass motion in upper solar chromosphere detected from solar eclipse observation

    NASA Astrophysics Data System (ADS)

    Li, Zhi; Qu, Zhongquan; Yan, Xiaoli; Dun, Guangtao; Chang, Liang

    2016-05-01

    The eclipse-observed emission lines formed in the upper solar atmosphere can be used to diagnose the atmosphere dynamics which provides an insight to the energy balance of the outer atmosphere. In this paper, we analyze the spectra formed in the upper chromospheric region by a new instrument called Fiber Arrayed Solar Optic Telescope (FASOT) around the Gabon total solar eclipse on November 3, 2013. The double Gaussian fits of the observed profiles are adopted to show enhanced emission in line wings, while red-blue (RB) asymmetry analysis informs that the cool line (about 104 K) profiles can be decomposed into two components and the secondary component is revealed to have a relative velocity of about 16-45 km s^{-1}. The other profiles can be reproduced approximately with single Gaussian fits. From these fittings, it is found that the matter in the upper solar chromosphere is highly dynamic. The motion component along the line-of-sight has a pattern asymmetric about the local solar radius. Most materials undergo significant red shift motions while a little matter show blue shift. Despite the discrepancy of the motion in different lines, we find that the width and the Doppler shifts both are function of the wavelength. These results may help us to understand the complex mass cycle between chromosphere and corona.

  19. Flexible flapping wings with self-organized microwrinkles.

    PubMed

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

    2015-06-29

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

  20. 3D reconstruction and analysis of wing deformation in free-flying dragonflies.

    PubMed

    Koehler, Christopher; Liang, Zongxian; Gaston, Zachary; Wan, Hui; Dong, Haibo

    2012-09-01

    Insect wings demonstrate elaborate three-dimensional deformations and kinematics. These deformations are key to understanding many aspects of insect flight including aerodynamics, structural dynamics and control. In this paper, we propose a template-based subdivision surface reconstruction method that is capable of reconstructing the wing deformations and kinematics of free-flying insects based on the output of a high-speed camera system. The reconstruction method makes no rigid wing assumptions and allows for an arbitrary arrangement of marker points on the interior and edges of each wing. The resulting wing surfaces are projected back into image space and compared with expert segmentations to validate reconstruction accuracy. A least squares plane is then proposed as a universal reference to aid in making repeatable measurements of the reconstructed wing deformations. Using an Eastern pondhawk (Erythimus simplicicollis) dragonfly for demonstration, we quantify and visualize the wing twist and camber in both the chord-wise and span-wise directions, and discuss the implications of the results. In particular, a detailed analysis of the subtle deformation in the dragonfly's right hindwing suggests that the muscles near the wing root could be used to induce chord-wise camber in the portion of the wing nearest the specimen's body. We conclude by proposing a novel technique for modeling wing corrugation in the reconstructed flapping wings. In this method, displacement mapping is used to combine wing surface details measured from static wings with the reconstructed flapping wings, while not requiring any additional information be tracked in the high speed camera output.

  1. The Effects of a Highly Cambered Low-Drag Wing and of Auxiliary Flaps on the High-Speed Aerodynamic Characteristics of a Twin-Engine Pursuit Airplane Model

    NASA Technical Reports Server (NTRS)

    Ganzer, Victor M

    1944-01-01

    Results are presented for tests of two wings, an NACA 230-series wing and a highly-cambered NACA 66-series wing on a twin-engine pursuit airplane. Auxiliary control flaps were tested in combinations with each wing. Data showing comparison of high-speed aerodynamic characteristics of the model when equipped with each wing, the effect of the auxiliary control flaps on aerodynamic characteristics, and elevator effectiveness for the model with the 66-series wing are presented. High-speed aerodynamic characteristics of the model were improved with the 66-series wing.

  2. Flight in hairy and sticky situations

    NASA Astrophysics Data System (ADS)

    Santhanakrishnan, Arvind

    2017-11-01

    The smallest flying insects such as thrips and fairyflies have body lengths less than 1 mm. Despite their ecological importance, the fluid dynamic mechanisms that enable very tiny insects to generate lift at Reynolds number (Re) on the order of 10 remain unclear. Flapping motion in tiny insects is often characterized by `clap and fling' wing-wing interaction. Further, these insects possess wings consisting of a thin solid membrane with long bristles on the fringes. Why is there a noted biological preference in almost all tiny insects to employ interacting bristled wings under highly viscous conditions that would require large forces to peel the wings apart? In this talk, I will present numerical and experimental studies examining the role of bristled wings in clap and fling aerodynamics. At Re = 10, bristled wings are observed to reduce both lift and drag forces as compared to geometrically equivalent solid (non-bristled) wings. Recirculating flow through the bristles leads to disproportionally larger drag reduction by bristled wings, as compared to lift reduction between bristled and solid wings. The impact of alterations to bristled wing design variables, including spacing between bristles and ratio of solid membrane to total wing areas, on aerodynamic force coefficients and scalability with Re will be discussed.

  3. 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.

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

    NASA Technical Reports Server (NTRS)

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

    2002-01-01

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

  5. SMA actuators for morphing wings

    NASA Astrophysics Data System (ADS)

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

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

  6. [Transverse folding and the evolution of hind wings in beetles (Insecta, Coleoptera)].

    PubMed

    Fedorenko, D N

    2013-01-01

    Strong intensification of the protective function of the fore wing in Coleoptera has made their flight apparatus a posteromotoric one and invited an apparatus responsible for folding the hindwings beneath the elytra to develop. Folding apparatus could hardly develop without higher deformability of veins or their parts, which diminished strength properties of the wing support. The effect was stressed by folds that intersected veins. Organization of the folds into a system confined this negative influence to a few wing regions and some veinal sections. This having happened, wing support and folding pattern evolved interrelated, the former into being more flexible, with no or minimum loss of rigidity, and the latter towards being less harmful for the supporting elements, especially axial ones. Monofunctionality, together with very simple structure and little specialization of constituent parts, made the folding pattern very labile during evolution. The folding pattern evolved more rapidly than wing venation, thus defining transformations of the latter. Evolutionary conservatism of wing venation stemmed from that many veins were strongly specialized in performing two conflicting functions. An adaptive compromise was necessary for the conflict to be solved, which determined the wing to orthogenetic development. The main evolutionary trends for wing venation and folding pattern were those towards simplification and a higher complexity, respectively. The beetle wing has passed through two main evolutionary stages. Among them, the first resulted in the development of the "Archostemata" wing type, the second started from the "cantharoid" structural plan. The main evolutionary factors were the infancies of wing posteromotorism at the first stage while the wing strongly influenced by size evolution, with the main trend towards miniaturization, at the second. The archostematan and "cantharoid" morphofunctional wing types differ fundamentally. In the wing of the former kind, folding and flight apparatus, because of considerably overlapping supporting systems, constitute a lasting coadaptive ensemble, with only minor deviations from the ground-plan occurring through evolution. The uprise of the "cantharoid" wing type was an upgrade of morpho-functional organization. The region of maximum transverse deformations having been extruded from the remigium basal part, chief supporting axes of the wing increased their rigid properties. The supporting systems of the two wing apparatus became more autonomous, having been separated. This expanded the adaptive zone for the wing strongly, which a great variety of derived wing types have emerged from.

  7. Micromechanisms with floating pivot

    DOEpatents

    Garcia, Ernest J.

    2001-03-06

    A new class of tilting micromechanical mechanisms have been developed. These new mechanisms use floating pivot structures to relieve some of the problems encountered in the use of solid flexible pivots.

  8. Kinematic compensation for wing loss in flying damselflies.

    PubMed

    Kassner, Ziv; Dafni, Eyal; Ribak, Gal

    2016-02-01

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

  9. Assembly and insertion of a self-fitting hearing aid: design of effective instruction materials.

    PubMed

    Caposecco, Andrea; Hickson, Louise; Meyer, Carly

    2011-12-01

    A self-fitting hearing aid has been proposed as a viable option to meet the need for rehabilitation in areas where audiology services are unreliable. A successful outcome with a self-fitting hearing aid pivots in part on the clarity of the instructions accompanying the device. The aims of this article are (a) to review the literature to determine features that should be incorporated into written health-care materials and factors to consider in the design process when developing written instructions for a target audience of older adults and (b) to apply this information to the development of a set of written instructions as the first step in self-fitting of a hearing aid, assembling four parts and inserting the aid into the ear. The method involved a literature review of published peer reviewed research. The literature revealed four steps in the development of written health-care materials: planning, design, assessment of suitability, and pilot testing. Best practice design principles for each step were applied in the development of instructions for how to assemble and insert a hearing aid. Separate booklets were developed for the left and right aids and the content of each consisted of simple line drawings accompanied by captions. The reading level was Grade 3.5 equivalent and the Flesch Reading Ease Score was 91.1 indicating that the materials were "very easy" to read. It is essential to follow best practice design principles when developing written health-care materials to motivate the reader, maximize comprehension, and increase the likelihood of successful application of the content.

  10. Assembly and Insertion of a Self-Fitting Hearing Aid

    PubMed Central

    Hickson, Louise; Meyer, Carly

    2011-01-01

    A self-fitting hearing aid has been proposed as a viable option to meet the need for rehabilitation in areas where audiology services are unreliable. A successful outcome with a self-fitting hearing aid pivots in part on the clarity of the instructions accompanying the device. The aims of this article are (a) to review the literature to determine features that should be incorporated into written health-care materials and factors to consider in the design process when developing written instructions for a target audience of older adults and (b) to apply this information to the development of a set of written instructions as the first step in self-fitting of a hearing aid, assembling four parts and inserting the aid into the ear. The method involved a literature review of published peer reviewed research. The literature revealed four steps in the development of written health-care materials: planning, design, assessment of suitability, and pilot testing. Best practice design principles for each step were applied in the development of instructions for how to assemble and insert a hearing aid. Separate booklets were developed for the left and right aids and the content of each consisted of simple line drawings accompanied by captions. The reading level was Grade 3.5 equivalent and the Flesch Reading Ease Score was 91.1 indicating that the materials were “very easy” to read. It is essential to follow best practice design principles when developing written health-care materials to motivate the reader, maximize comprehension, and increase the likelihood of successful application of the content. PMID:22389434

  11. 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.

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

    PubMed Central

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

    2004-01-01

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

  13. Wing flexibility improves bumblebee flight stability.

    PubMed

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

    2016-11-01

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

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

    NASA Astrophysics Data System (ADS)

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

    2014-11-01

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

  15. Gliding Swifts Attain Laminar Flow over Rough Wings

    PubMed Central

    Lentink, David; de Kat, Roeland

    2014-01-01

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

  16. WASP (Write a Scientific Paper) using Excel - 2: Pivot tables.

    PubMed

    Grech, Victor

    2018-02-01

    Data analysis at the descriptive stage and the eventual presentation of results requires the tabulation and summarisation of data. This exercise should always precede inferential statistics. Pivot tables and pivot charts are one of Excel's most powerful and underutilised features, with tabulation functions that immensely facilitate descriptive statistics. Pivot tables permit users to dynamically summarise and cross-tabulate data, create tables in several dimensions, offer a range of summary statistics and can be modified interactively with instant outputs. Large and detailed datasets are thereby easily manipulated making pivot tables arguably the best way to explore, summarise and present data from many different angles. This second paper in the WASP series in Early Human Development provides pointers for pivot table manipulation in Excel™. Copyright © 2018 Elsevier B.V. All rights reserved.

  17. Experimental Investigation of Aerodynamics of Feather-Covered Flapping Wing.

    PubMed

    Yang, Wenqing; Song, Bifeng

    2017-01-01

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

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

    PubMed

    Hawkes, Elliot W; Lentink, David

    2016-10-01

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

  19. 4D metrology of flapping-wing micro air vehicle based on fringe projection

    NASA Astrophysics Data System (ADS)

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

    2013-06-01

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

  20. Thermostructural Analysis of Unconventional Wing Structures of a Hyper-X Hypersonic Flight Research Vehicle for the Mach 7 Mission

    NASA Technical Reports Server (NTRS)

    Ko, William L.; Gong, Leslie

    2001-01-01

    Heat transfer, thermal stresses, and thermal buckling analyses were performed on the unconventional wing structures of a Hyper-X hypersonic flight research vehicle (designated as X-43) subjected to nominal Mach 7 aerodynamic heating. A wing midspan cross section was selected for the heat transfer and thermal stress analyses. Thermal buckling analysis was performed on three regions of the wing skin (lower or upper); 1) a fore wing panel, 2) an aft wing panel, and 3) a unit panel at the middle of the aft wing panel. A fourth thermal buckling analysis was performed on a midspan wing segment. The unit panel region is identified as the potential thermal buckling initiation zone. Therefore, thermal buckling analysis of the Hyper-X wing panels could be reduced to the thermal buckling analysis of that unit panel. "Buckling temperature magnification factors" were established. Structural temperature-time histories are presented. The results show that the concerns of shear failure at wing and spar welded sites, and of thermal buckling of Hyper-X wing panels, may not arise under Mach 7 conditions.

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

    PubMed Central

    Lentink, David

    2016-01-01

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

  2. Additional records for Stenosagola newtoni Park & Carlton, 2013 (Staphylinidae: Pselaphinae: Faronitae), with notes on aedeagal morphology

    PubMed Central

    2014-01-01

    Abstract The purpose of this short note is to identify morphospecies sp. 0471 of the Hope River Forest Fragmentation Project. It is Stenosagola newtoni Park & Carlton, 2013. The material listed herein raises the number of published specimen records for Stenosagola newtoni from 2 to 51. All additional 49 specimens are fully winged males, collected in flight intercept traps (FITs), from the South Island of New Zealand. Examination of the new material has resulted in the detection of an error in the original description of Stenosagola newtoni, whereby the mirror image of the aedeagus was inadvertently illustrated. It is not a case of genitalic antisymmetry. PMID:25425940

  3. Linearity versus Nonlinearity of Offspring-Parent Regression: An Experimental Study of Drosophila Melanogaster

    PubMed Central

    Gimelfarb, A.; Willis, J. H.

    1994-01-01

    An experiment was conducted to investigate the offspring-parent regression for three quantitative traits (weight, abdominal bristles and wing length) in Drosophila melanogaster. Linear and polynomial models were fitted for the regressions of a character in offspring on both parents. It is demonstrated that responses by the characters to selection predicted by the nonlinear regressions may differ substantially from those predicted by the linear regressions. This is true even, and especially, if selection is weak. The realized heritability for a character under selection is shown to be determined not only by the offspring-parent regression but also by the distribution of the character and by the form and strength of selection. PMID:7828818

  4. KSC-2009-2017

    NASA Image and Video Library

    2009-03-10

    CAPE CANAVERAL, Fla. – In the Operations and Checkout Building at NASA's Kennedy Space Center in Florida, STS-119 Mission Specialist Richard Arnold gets help from a suit technician in the final fitting of his launch and entry suit. Arnold will be making his first shuttle flight. The 14-day mission is the 28th to the International Space Station and the 125th space shuttle flight. Discovery will deliver the final pair of power-generating solar array wings and the S6 truss segment. Installation of S6 will signal the station's readiness to house a six-member crew for conducting increased science. Liftoff of Discovery is scheduled for 9:20 p.m. EDT on March 11. Photo credit: NASA/Kim Shiflett

  5. KSC-2009-2018

    NASA Image and Video Library

    2009-03-10

    CAPE CANAVERAL, Fla. – In the Operations and Checkout Building at NASA's Kennedy Space Center in Florida, STS-119 Mission Specialist John Phillips has a final fitting of his launch and entry suit and the helmet. Phillips is making his third shuttle flight. The 14-day mission is the 28th to the International Space Station and the 125th space shuttle flight. Discovery will deliver the final pair of power-generating solar array wings and the S6 truss segment. Installation of S6 will signal the station's readiness to house a six-member crew for conducting increased science. Liftoff of Discovery is scheduled for 9:20 p.m. EDT on March 11. Photo credit: NASA/Kim Shiflett

  6. KSC-2009-2013

    NASA Image and Video Library

    2009-03-10

    CAPE CANAVERAL, Fla. – – In the Operations and Checkout Building at NASA's Kennedy Space Center in Florida, STS-119 Mission Specialist Joseph Acaba has a final fitting of his launch and entry suit. Acaba is making his first shuttle flight. The 14-day mission is the 28th to the International Space Station and the 125th space shuttle flight. Discovery will deliver the final pair of power-generating solar array wings and the S6 truss segment. Installation of S6 will signal the station's readiness to house a six-member crew for conducting increased science. Liftoff of Discovery is scheduled for 9:20 p.m. EDT on March 11. Photo credit: NASA/Kim Shiflett

  7. KSC-2009-2012

    NASA Image and Video Library

    2009-03-10

    CAPE CANAVERAL, Fla. – In the Operations and Checkout Building at NASA's Kennedy Space Center in Florida, STS-119 Mission Specialist Richard Arnold signals he is ready for launch during the final fitting of his launch and entry suit. Arnold is making his first shuttle flight. The 14-day mission is the 28th to the International Space Station and the 125th space shuttle flight. Discovery will deliver the final pair of power-generating solar array wings and the S6 truss segment. Installation of S6 will signal the station's readiness to house a six-member crew for conducting increased science. Liftoff of Discovery is scheduled for 9:20 p.m. EDT on March 11. Photo credit: NASA/Kim Shiflett

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

    PubMed Central

    Ribak, Gal

    2017-01-01

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

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

    PubMed

    Meresman, Yonatan; Ribak, Gal

    2017-10-01

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

  10. Low Reynolds Number Wing Transients in Rotation and Translation

    NASA Astrophysics Data System (ADS)

    Jones, Anya; Schlueter, Kristy

    2012-11-01

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

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

    NASA Technical Reports Server (NTRS)

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

    1988-01-01

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

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

    NASA Technical Reports Server (NTRS)

    Bui, Trong

    2016-01-01

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

  13. Aircraft control system

    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.

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

    NASA Technical Reports Server (NTRS)

    Adams, Gaynor J; DUGAN DUANE W

    1952-01-01

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

  15. Avian Wings

    NASA Technical Reports Server (NTRS)

    Liu, Tianshu; Kuykendoll, K.; Rhew, R.; Jones, S.

    2004-01-01

    This paper describes the avian wing geometry (Seagull, Merganser, Teal and Owl) extracted from non-contact surface measurements using a three-dimensional laser scanner. The geometric quantities, including the camber line and thickness distribution of airfoil, wing planform, chord distribution, and twist distribution, are given in convenient analytical expressions. Thus, the avian wing surfaces can be generated and the wing kinematics can be simulated. The aerodynamic characteristics of avian airfoils in steady inviscid flows are briefly discussed. The avian wing kinematics is recovered from videos of three level-flying birds (Crane, Seagull and Goose) based on a two-jointed arm model. A flapping seagull wing in the 3D physical space is re-constructed from the extracted wing geometry and kinematics.

  16. Aerodynamic performance and particle image velocimetery of piezo actuated biomimetic manduca sexta engineered wings towards the design and application of a flapping wing flight vehicle

    NASA Astrophysics Data System (ADS)

    DeLuca, Anthony M.

    Considerable research and investigation has been conducted on the aerodynamic performance, and the predominate flow physics of the Manduca Sexta size of biomimetically designed and fabricated wings as part of the AFIT FWMAV design project. Despite a burgeoning interest and research into the diverse field of flapping wing flight and biomimicry, the aerodynamics of flapping wing flight remains a nebulous field of science with considerable variance into the theoretical abstractions surrounding aerodynamic mechanisms responsible for aerial performance. Traditional FWMAV flight models assume a form of a quasi-steady approximation of wing aerodynamics based on an infinite wing blade element model (BEM). An accurate estimation of the lift, drag, and side force coefficients is a critical component of autonomous stability and control models. This research focused on two separate experimental avenues into the aerodynamics of AFIT's engineered hawkmoth wings|forces and flow visualization. 1. Six degree of freedom force balance testing, and high speed video analysis was conducted on 30°, 45°, and 60° angle stop wings. A novel, non-intrusive optical tracking algorithm was developed utilizing a combination of a Gaussian Mixture Model (GMM) and ComputerVision (OpenCV) tools to track the wing in motion from multiple cameras. A complete mapping of the wing's kinematic angles as a function of driving amplitude was performed. The stroke angle, elevation angle, and angle of attack were tabulated for all three wings at driving amplitudes ranging from A=0.3 to A=0.6. The wing kinematics together with the force balance data was used to develop several aerodynamic force coefficient models. A combined translational and rotational aerodynamic model predicted lift forces within 10%, and vertical forces within 6%. The total power consumption was calculated for each of the three wings, and a Figure of Merit was calculated for each wing as a general expression of the overall efficiency of the wing. Th 60° angle stop wing achieved the largest total stroke angle and generated the most lift for the lowest power consumption of the wings tested. 2. Phase averaged stereo Particle Image Velocimetry (PIV) data was collected at eight phases through the flap cycle on the 30°, 45°, and 60° angle stop wings. Wings were mounted transverse and parallel to the interrogating laser sheet, and planar velocity intersections at the wing mid-span, one chord below the wing, were compared to one another to verify data fidelity. A Rankine-Froude actuator disk model was adapted to calculate the approximate vertical thrust generated from the total momentum flux through the flapping semi-disk using the velocity field measurements. Three component stereo u, v, and w-velocity contour measurements confirmed the presence of extensive vortical structures in the vicinity of the wing. The leading edge vortex was successfully tracked through the stroke cycle appearing at approximately 25% span, increasing in circulatory strength and translational velocity down the span toward the tip, and dissipating just after 75% span. Thrust calculations showed the vertically mounted wing more accurately represented the vertical forces when compared to its corresponding force balance measurement than the horizontally mounted wing. The mid-span showed the highest vertical velocity profile below the wing; and hence, was the location responsible for the majority of lift production along the span.

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

    NASA Technical Reports Server (NTRS)

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

    1990-01-01

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

  18. Aeroelastic tailoring and structural optimization of joined-wing configurations

    NASA Astrophysics Data System (ADS)

    Lee, Dong-Hwan

    2002-08-01

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

  19. Characteristics of the flow around tandem flapping wings

    NASA Astrophysics Data System (ADS)

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

    2014-11-01

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

  20. Functional Gustatory Role of Chemoreceptors in Drosophila Wings.

    PubMed

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

    2016-05-17

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

  1. Flow visualization study of a vortex-wing interaction

    NASA Technical Reports Server (NTRS)

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

    1984-01-01

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

  2. 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.

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

    PubMed

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

    2017-12-13

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

  4. Effects of biotic and abiotic factors on phenotypic partitioning of wing morphology and development in Sclerodermus pupariae (Hymenoptera: Bethylidae).

    PubMed

    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.

  5. Aerodynamic consequences of wing morphing during emulated take-off and gliding in birds.

    PubMed

    Klaassen van Oorschot, Brett; Mistick, Emily A; Tobalske, Bret W

    2016-10-01

    Birds morph their wings during a single wingbeat, across flight speeds and among flight modes. Such morphing may allow them to maximize aerodynamic performance, but this assumption remains largely untested. We tested the aerodynamic performance of swept and extended wing postures of 13 raptor species in three families (Accipitridae, Falconidae and Strigidae) using a propeller model to emulate mid-downstroke of flapping during take-off and a wind tunnel to emulate gliding. Based on previous research, we hypothesized that (1) during flapping, wing posture would not affect maximum ratios of vertical and horizontal force coefficients (C V :C H ), and that (2) extended wings would have higher maximum C V :C H when gliding. Contrary to each hypothesis, during flapping, extended wings had, on average, 31% higher maximum C V :C H ratios and 23% higher C V than swept wings across all biologically relevant attack angles (α), and, during gliding, maximum C V :C H ratios were similar for the two postures. Swept wings had 11% higher C V than extended wings in gliding flight, suggesting flow conditions around these flexed raptor wings may be different from those in previous studies of swifts (Apodidae). Phylogenetic affiliation was a poor predictor of wing performance, due in part to high intrafamilial variation. Mass was only significantly correlated with extended wing performance during gliding. We conclude that wing shape has a greater effect on force per unit wing area during flapping at low advance ratio, such as take-off, than during gliding. © 2016. Published by The Company of Biologists Ltd.

  6. Structural dynamics and aerodynamics measurements of biologically inspired flexible flapping wings.

    PubMed

    Wu, P; Stanford, B K; Sällström, E; Ukeiley, L; Ifju, P G

    2011-03-01

    Flapping wing flight as seen in hummingbirds and insects poses an interesting unsteady aerodynamic problem: coupling of wing kinematics, structural dynamics and aerodynamics. There have been numerous studies on the kinematics and aerodynamics in both experimental and computational cases with both natural and artificial wings. These studies tend to ignore wing flexibility; however, observation in nature affirms that passive wing deformation is predominant and may be crucial to the aerodynamic performance. This paper presents a multidisciplinary experimental endeavor in correlating a flapping micro air vehicle wing's aeroelasticity and thrust production, by quantifying and comparing overall thrust, structural deformation and airflow of six pairs of hummingbird-shaped membrane wings of different properties. The results show that for a specific spatial distribution of flexibility, there is an effective frequency range in thrust production. The wing deformation at the thrust-productive frequencies indicates the importance of flexibility: both bending and twisting motion can interact with aerodynamic loads to enhance wing performance under certain conditions, such as the deformation phase and amplitude. By measuring structural deformations under the same aerodynamic conditions, beneficial effects of passive wing deformation can be observed from the visualized airflow and averaged thrust. The measurements and their presentation enable observation and understanding of the required structural properties for a thrust effective flapping wing. The intended passive responses of the different wings follow a particular pattern in correlation to their aerodynamic performance. Consequently, both the experimental technique and data analysis method can lead to further studies to determine the design principles for micro air vehicle flapping wings.

  7. 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.

  8. Standardized pivot shift test improves measurement accuracy.

    PubMed

    Hoshino, Yuichi; Araujo, Paulo; Ahlden, Mattias; Moore, Charity G; Kuroda, Ryosuke; Zaffagnini, Stefano; Karlsson, Jon; Fu, Freddie H; Musahl, Volker

    2012-04-01

    The variability of the pivot shift test techniques greatly interferes with achieving a quantitative and generally comparable measurement. The purpose of this study was to compare the variation of the quantitative pivot shift measurements with different surgeons' preferred techniques to a standardized technique. The hypothesis was that standardizing the pivot shift test would improve consistency in the quantitative evaluation when compared with surgeon-specific techniques. A whole lower body cadaveric specimen was prepared to have a low-grade pivot shift on one side and high-grade pivot shift on the other side. Twelve expert surgeons performed the pivot shift test using (1) their preferred technique and (2) a standardized technique. Electromagnetic tracking was utilized to measure anterior tibial translation and acceleration of the reduction during the pivot shift test. The variation of the measurement was compared between the surgeons' preferred technique and the standardized technique. The anterior tibial translation during pivot shift test was similar between using surgeons' preferred technique (left 24.0 ± 4.3 mm; right 15.5 ± 3.8 mm) and using standardized technique (left 25.1 ± 3.2 mm; right 15.6 ± 4.0 mm; n.s.). However, the variation in acceleration was significantly smaller with the standardized technique (left 3.0 ± 1.3 mm/s(2); right 2.5 ± 0.7 mm/s(2)) compared with the surgeons' preferred technique (left 4.3 ± 3.3 mm/s(2); right 3.4 ± 2.3 mm/s(2); both P < 0.01). Standardizing the pivot shift test maneuver provides a more consistent quantitative evaluation and may be helpful in designing future multicenter clinical outcome trials. Diagnostic study, Level I.

  9. 78 FR 79599 - Airworthiness Directives; Various Aircraft Equipped With Wing Lift Struts

    Federal Register 2010, 2011, 2012, 2013, 2014

    2013-12-31

    ... Airworthiness Directives; Various Aircraft Equipped With Wing Lift Struts AGENCY: Federal Aviation... wing lift struts. The list of affected airplanes in the Applicability section is incorrect. Several... wing lift struts for corrosion; repetitively inspecting the wing lift strut forks for cracks; replacing...

  10. Evaluating a Pivot-Based Approach for Bilingual Lexicon Extraction

    PubMed Central

    Kim, Jae-Hoon; Kwon, Hong-Seok; Seo, Hyeong-Won

    2015-01-01

    A pivot-based approach for bilingual lexicon extraction is based on the similarity of context vectors represented by words in a pivot language like English. In this paper, in order to show validity and usability of the pivot-based approach, we evaluate the approach in company with two different methods for estimating context vectors: one estimates them from two parallel corpora based on word association between source words (resp., target words) and pivot words and the other estimates them from two parallel corpora based on word alignment tools for statistical machine translation. Empirical results on two language pairs (e.g., Korean-Spanish and Korean-French) have shown that the pivot-based approach is very promising for resource-poor languages and this approach observes its validity and usability. Furthermore, for words with low frequency, our method is also well performed. PMID:25983745

  11. Challenging shock models with SOFIA OH observations in the high-mass star-forming region Cepheus A

    NASA Astrophysics Data System (ADS)

    Gusdorf, A.; Güsten, R.; Menten, K. M.; Flower, D. R.; Pineau des Forêts, G.; Codella, C.; Csengeri, T.; Gómez-Ruiz, A. I.; Heyminck, S.; Jacobs, K.; Kristensen, L. E.; Leurini, S.; Requena-Torres, M. A.; Wampfler, S. F.; Wiesemeyer, H.; Wyrowski, F.

    2016-01-01

    Context. OH is a key molecule in H2O chemistry, a valuable tool for probing physical conditions, and an important contributor to the cooling of shock regions around high-mass protostars. OH participates in the re-distribution of energy from the protostar towards the surrounding Interstellar Medium. Aims: Our aim is to assess the origin of the OH emission from the Cepheus A massive star-forming region and to constrain the physical conditions prevailing in the emitting gas. We thus want to probe the processes at work during the formation of massive stars. Methods: We present spectrally resolved observations of OH towards the protostellar outflows region of Cepheus A with the GREAT spectrometer onboard the Stratospheric Observatory for Infrared Astronomy (SOFIA) telescope. Three triplets were observed at 1834.7 GHz, 1837.8 GHz, and 2514.3 GHz (163.4 μm, 163.1 μm between the 2Π1/2 J = 1/2 states, and 119.2 μm, a ground transition between the 2Π3/2 J = 3/2 states), at angular resolutions of 16.̋3, 16.̋3, and 11.̋9, respectively. We also present the CO (16-15) spectrum at the same position. We compared the integrated intensities in the redshifted wings to the results of shock models. Results: The two OH triplets near 163 μm are detected in emission, but with blending hyperfine structure unresolved. Their profiles and that of CO (16-15) can be fitted by a combination of two or three Gaussians. The observed 119.2 μm triplet is seen in absorption, since its blending hyperfine structure is unresolved, but with three line-of-sight components and a blueshifted emission wing consistent with that of the other lines. The OH line wings are similar to those of CO, suggesting that they emanate from the same shocked structure. Conclusions: Under this common origin assumption, the observations fall within the model predictions and within the range of use of our model only if we consider that four shock structures are caught in our beam. Overall, our comparisons suggest that all the observations might be consistently fitted by a J-type shock model with a high pre-shock density (nH> 105 cm-3), a high shock velocity (νs ≳ 25 km s-1), and with a filling factor of the order of unity. Such a high pre-shock density is generally found in shocks associated to high-mass protostars, contrary to low-mass ones.

  12. An airborne intensive care facility (fixed wing).

    PubMed

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

    1996-04-01

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

  13. Mechanical power curve measured in the wake of pied flycatchers indicates modulation of parasite power across flight speeds.

    PubMed

    Johansson, L Christoffer; Maeda, Masateru; Henningsson, Per; Hedenström, Anders

    2018-01-01

    How aerodynamic power required for animal flight varies with flight speed determines optimal speeds during foraging and migratory flight. Despite its relevance, aerodynamic power provides an elusive quantity to measure directly in animal flight. Here, we determine the aerodynamic power from wake velocity fields, measured using tomographical particle image velocimetry, of pied flycatchers flying freely in a wind tunnel. We find a shallow U-shaped power curve, which is flatter than expected by theory. Based on how the birds vary body angle with speed, we speculate that the shallow curve results from increased body drag coefficient and body frontal area at lower flight speeds. Including modulation of body drag in the model results in a more reasonable fit with data than the traditional model. From the wake structure, we also find a single starting vortex generated from the two wings during the downstroke across flight speeds (1-9 m s -1 ). This is accomplished by the arm wings interacting at the beginning of the downstroke, generating a unified starting vortex above the body of the bird. We interpret this as a mechanism resulting in a rather uniform downwash and low induced power, which can help explain the higher aerodynamic performance in birds compared with bats. © 2018 The Author(s).

  14. KSC-98pc1189

    NASA Image and Video Library

    1998-09-30

    KENNEDY SPACE CENTER, FLA. -- Deep Space 1 rests on its work platform after being fitted with thermal insulation. The reflective insulation is designed to protect the spacecraft as this side faces the sun. At either side of the spacecraft are its solar wings, folded for launch. When fully extended, the wings measure 38.6 feet from tip to tip. The first flight in NASA's New Millennium Program, Deep Space 1 is designed to validate 12 new technologies for scientific space missions of the next century. Onboard experiments include a solar-powered ion propulsion engine and software that tracks celestial bodies so the spacecraft can make its own navigation decisions without the intervention of ground controllers. The ion propulsion engine is the first non-chemical propulsion to be used as the primary means of propelling a spacecraft. Deep Space 1 will complete most of its mission objectives within the first two months, but may also do a flyby of a near-Earth asteroid, 1992 KD, in July 1999. Deep Space 1 will be launched aboard a Boeing Delta 7326 rocket from Launch Pad 17A, Cape Canaveral Air Station, in October. Delta II rockets are medium capacity expendable launch vehicles derived from the Delta family of rockets built and launched since 1960. Since then there have been more than 245 Delta launches

  15. KSC-98pc1190

    NASA Image and Video Library

    1998-09-30

    KENNEDY SPACE CENTER, FLA. -- Deep Space 1 rests on its work platform after being fitted with thermal insulation. The dark insulation is designed to protect the side of the spacecraft that faces away from the sun. At either side of the spacecraft are its solar wings, folded for launch. When fully extended, the wings measure 38.6 feet from tip to tip. The first flight in NASA's New Millennium Program, Deep Space 1 is designed to validate 12 new technologies for scientific space missions of the next century. Onboard experiments include a solar-powered ion propulsion engine and software that tracks celestial bodies so the spacecraft can make its own navigation decisions without the intervention of ground controllers. The ion propulsion engine is the first non-chemical propulsion to be used as the primary means of propelling a spacecraft. Deep Space 1 will complete most of its mission objectives within the first two months, but may also do a flyby of a near-Earth asteroid, 1992 KD, in July 1999. Deep Space 1 will be launched aboard a Boeing Delta 7326 rocket from Launch Pad 17A, Cape Canaveral Air Station, in October. Delta II rockets are medium capacity expendable launch vehicles derived from the Delta family of rockets built and launched since 1960. Since then there have been more than 245 Delta launches

  16. Speech intelligibility with helicopter noise: tests of three helmet-mounted communication systems.

    PubMed

    Ribera, John E; Mozo, Ben T; Murphy, Barbara A

    2004-02-01

    Military aviator helmet communications systems are designed to enhance speech intelligibility (SI) in background noise and reduce exposure to harmful levels of noise. Some aviators, over the course of their aviation career, develop noise-induced hearing loss that may affect their ability to perform required tasks. New technology can improve SI in noise for aviators with normal hearing as well as those with hearing loss. SI in noise scores were obtained from 40 rotary-wing aviators (20 with normal hearing and 20 with hearing-loss waivers). There were three communications systems evaluated: a standard SPH-4B, an SPH-4B aviator helmet modified with communications earplug (CEP), and an SPH-4B modified with active noise reduction (ANR). Subjects' SI was better in noise with newer technologies than with the standard issue aviator helmet. A significant number of aviators on waivers for hearing loss performed within the range of their normal hearing counterparts when wearing the newer technology. The rank order of perceived speech clarity was 1) CEP, 2) ANR, and 3) unmodified SPH-4B. To insure optimum SI in noise for rotary-wing aviators, consideration should be given to retrofitting existing aviator helmets with new technology, and incorporating such advances in communication systems of the future. Review of standards for determining fitness to fly is needed.

  17. Experimental trim drag values for conventional and supercritical wings. M.S. Thesis

    NASA Technical Reports Server (NTRS)

    Jacobs, P. F.

    1981-01-01

    Supercritical wings were studied to determine whether they incur higher trim drag values at cruise conditions than wide body technology wings. Relative trim drag increments were measured in an experimental wind tunnel investigation. The tests utilized high aspect ratio supercritical wing and a wide body wing in conjunction with five different horizontal tail configurations, mounted on a representative wide body fuselage. The three low tail configurations and two T tail configurations were chosen to measure the effects on horizontal tail size, location, and camber on the trim drag increments for the two wings. The increase in performance (lift to drag ratio) for supercritical wing over the wide body wing was 11 percent for both the optimum low tail and T tail configurations.

  18. Deformation behavior of dragonfly-inspired nodus structured wing in gliding flight through experimental visualization approach.

    PubMed

    Zhang, Sheng; Sunami, Yuta; Hashimoto, Hiromu

    2018-04-10

    Dragonfly has excellent flight performance and maneuverability due to the complex vein structure of wing. In this research, nodus as an important structural element of the dragonfly wing is investigated through an experimental visualization approach. Three vein structures were fabricated as, open-nodus structure, closed-nodus structure (with a flex-limiter) and rigid wing. The samples were conducted in a wind tunnel with a high speed camera to visualize the deformation of wing structure in order to study the function of nodus structured wing in gliding flight. According to the experimental results, nodus has a great influence on the flexibility of the wing structure. Moreover, the closed-nodus wing (with a flex-limiter) enables the vein structure to be flexible without losing the strength and rigidity of the joint. These findings enhance the knowledge of insect-inspired nodus structured wing and facilitate the application of Micro Air Vehicle (MAV) in gliding flight.

  19. F-8 supercritical wing flight pressure, Boundary layer, and wake measurements and comparisons with wind tunnel data

    NASA Technical Reports Server (NTRS)

    Montoya, L. C.; Banner, R. D.

    1977-01-01

    Data for speeds from Mach 0.50 to Mach 0.99 are presented for configurations with and without fuselage area-rule additions, with and without leading-edge vortex generators, and with and without boundary-layer trips on the wing. The wing pressure coefficients are tabulated. Comparisons between the airplane and model data show that higher second velocity peaks occurred on the airplane wing than on the model wing. The differences were attributed to wind tunnel wall interference effects that caused too much rear camber to be designed into the wing. Optimum flow conditions on the outboard wing section occurred at Mach 0.98 at an angle of attack near 4 deg. The measured differences in section drag with and without boundary-layer trips on the wing suggested that a region of laminar flow existed on the outboard wing without trips.

  20. Parametric analysis of swept-wing geometry with sheared wing tips

    NASA Technical Reports Server (NTRS)

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

    1990-01-01

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

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

    NASA Astrophysics Data System (ADS)

    Suzuki, Kosuke; Okada, Iori; Yoshino, Masato

    2016-11-01

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

  2. Canard-wing lift interference related to maneuvering aircraft at subsonic speeds

    NASA Technical Reports Server (NTRS)

    Gloss, B. B.; Mckinney, L. W.

    1973-01-01

    An investigation was conducted at Mach numbers of 0.7 and 0.9 to determine the lift interference effect of canard location on wing planforms typical of maneuvering fighter configurations. The canard had an exposed area of 16.0 percent of the wing reference area and was located in the plane of the wing or in a position 18.5 percent of the wing mean geometric chord above the wing plane. In addition, the canard could be located at two longitudinal stations. Two different wing planforms were tested: one with a leading-edge sweep angle of 60 deg and the other with a leading-edge sweep angle of 44 deg. The results indicated that although downwash from the canard reduced the wing lift at angles of attack up to approximately 16 deg, the total lift was substantially greater with the canard on than with the canard off. At angles of attack above 16 deg, the canard delayed the wing stall. Changing canard deflection had essentially no effect on the total lift, since the additional lift generated by the canard deflection was lost on the wing due to an increased downwash at the wing from the canard.

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

    NASA Astrophysics Data System (ADS)

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

    2008-03-01

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

  4. Forward flight of swallowtail butterfly with simple flapping motion.

    PubMed

    Tanaka, Hiroto; Shimoyama, Isao

    2010-06-01

    Unlike other flying insects, the wing motion of swallowtail butterflies is basically limited to flapping because their fore wings partly overlap their hind wings, structurally restricting the feathering needed for active control of aerodynamic force. Hence, it can be hypothesized that the flight of swallowtail butterflies is realized with simple flapping, requiring little feedback control of the feathering angle. To verify this hypothesis, we fabricated an artificial butterfly mimicking the wing motion and wing shape of a swallowtail butterfly and analyzed its flights using images taken with a high-speed video camera. The results demonstrated that stable forward flight could be realized without active feathering or feedback control of the wing motion. During the flights, the artificial butterfly's body moved up and down passively in synchronization with the flapping, and the artificial butterfly followed an undulating flight trajectory like an actual swallowtail butterfly. Without feedback control of the wing motion, the body movement is directly affected by change of aerodynamic force due to the wing deformation; the degree of deformation was determined by the wing venation. Unlike a veinless wing, a mimic wing with veins generated a much higher lift coefficient during the flapping flight than in a steady flow due to the large body motion.

  5. Comparison of box-wing and conventional aircraft mission performance using multidisciplinary analysis and optimization

    DOE PAGES

    Andrews, Stephen A.; Perez, Ruben E.

    2018-06-04

    Box-wing aircraft designs have the potential to achieve significant reductions in fuel consumption. Closed non-planar wing designs have been shown to reduce induced drag and the statically indeterminate wing structure can lead to reduced wing weight. In addition, the streamwise separation of the two main wings can provide the moments necessary for static stability and control, eliminating the weight and aerodynamic drag of a horizontal tail. Proper assessment of the disciplinary interactions in box-wing designs is essential to determine any realistic performance benefits arising from the use of such a configuration. This study analyzes both box-wing and conventional aircraft designedmore » for representative regional-jet missions. A preliminary parametric investigation shows a lift-to-drag ratio advantage for box-wing designs, while a more detailed multidisciplinary study indicates that the requirement to carry the mission fuel in the wings leads to an increase of between 5% and 1% in total fuel burn compared to conventional designs. Furthermore, the multidisciplinary study identified operating conditions where the box-wing can have superior performance to conventional aircraft despite the fuel volume constraint.« less

  6. Comparison of box-wing and conventional aircraft mission performance using multidisciplinary analysis and optimization

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

    Andrews, Stephen A.; Perez, Ruben E.

    Box-wing aircraft designs have the potential to achieve significant reductions in fuel consumption. Closed non-planar wing designs have been shown to reduce induced drag and the statically indeterminate wing structure can lead to reduced wing weight. In addition, the streamwise separation of the two main wings can provide the moments necessary for static stability and control, eliminating the weight and aerodynamic drag of a horizontal tail. Proper assessment of the disciplinary interactions in box-wing designs is essential to determine any realistic performance benefits arising from the use of such a configuration. This study analyzes both box-wing and conventional aircraft designedmore » for representative regional-jet missions. A preliminary parametric investigation shows a lift-to-drag ratio advantage for box-wing designs, while a more detailed multidisciplinary study indicates that the requirement to carry the mission fuel in the wings leads to an increase of between 5% and 1% in total fuel burn compared to conventional designs. Furthermore, the multidisciplinary study identified operating conditions where the box-wing can have superior performance to conventional aircraft despite the fuel volume constraint.« less

  7. 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.

  8. Design of a hydraulically-driven bionic folding wing.

    PubMed

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

    2018-06-01

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

  9. Experimental Investigation of Aerodynamics of Feather-Covered Flapping Wing

    PubMed Central

    Song, Bifeng

    2017-01-01

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

  10. Quantifying the dynamic wing morphing of hovering hummingbird

    PubMed Central

    Nakata, Toshiyuki; Kitamura, Ikuo; Tanaka, Hiroto

    2017-01-01

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

  11. Effect of canard location and size on canard-wing interference and aerodynamic center shift related to maneuvering aircraft at transonic speeds

    NASA Technical Reports Server (NTRS)

    Gloss, B. B.

    1974-01-01

    A generalized wind-tunnel model, typical of highly maneuverable aircraft, was tested in the Langley 8-foot transonic pressure tunnel at Mach numbers from 0.70 to 1.20 to determine the effects of canard location and size on canard-wing interference effects and aerodynamic center shift at transonic speeds. The canards had exposed areas of 16.0 and 28.0 percent of the wing reference area and were 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. Two different wing planforms were tested, one with leading-edge sweep of 60 deg and the other 44 deg; both wings had the same reference area and span. The results indicated that the largest benefits in lift and drag were obtained with the canard above the wing chord plane for both wings tested. The low canard configuration for the 60 deg swept wing proved to be more stable and produced a more linear pitching-moment curve than the high and coplanar canard configurations for the subsonic test Mach numbers.

  12. The effects of winglets on low aspect ratio wings at supersonic Mach numbers. M.S. Thesis Report Feb. 1989 - Apr. 1991

    NASA Technical Reports Server (NTRS)

    Keenan, James A.; Kuhlman, John M.

    1991-01-01

    A computational study was conducted on two wings, of aspect ratios 1.244 and 1.865, each having 65 degree leading edge sweep angles, to determine the effects of nonplanar winglets at supersonic Mach numbers. A Mach number of 1.62 was selected as the design value. The winglets studied were parametrically varied in alignment, length, sweep, camber, thickness, and dihedral angle to determine which geometry had the best predicted performance. For the computational analysis, an available Euler marching technique was used. The results indicated that the possibility existed for wing-winglet geometries to equal the performance of wing-alone bodies in supersonic flows with both bodies having the same semispan. The first wing with winglet used NACA 1402 airfoils for the base wing and was shown to have lift-to-pressure drag ratios within 0.136 percent to 0.360 percent of the NACA 1402 wing-alone. The other base wing was a natural flow wing which was previously designed specifically for a Mach number of 1.62. The results obtained showed that the natural wing-alone had a slightly higher lift-to-pressure drag than the natural wing with winglets.

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

    NASA Astrophysics Data System (ADS)

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

    2010-08-01

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

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

    NASA Technical Reports Server (NTRS)

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

    1993-01-01

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

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

    NASA Astrophysics Data System (ADS)

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

    2017-08-01

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

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

    PubMed Central

    Muir, Rowan Eveline; Arredondo-Galeana, Abel

    2017-01-01

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

  17. Application of the joined wing to tiltrotor aircraft

    NASA Technical Reports Server (NTRS)

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

    1989-01-01

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

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

    PubMed

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

    2017-08-01

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

  19. Preset pivotal tool holder

    DOEpatents

    Asmanes, Charles

    1979-01-01

    A tool fixture is provided for precise pre-alignment of a radiused edge cutting tool in a tool holder relative to a fixed reference pivot point established on said holder about which the tool holder may be selectively pivoted relative to the fixture base member to change the contact point of the tool cutting edge with a workpiece while maintaining the precise same tool cutting radius relative to the reference pivot point.

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

    PubMed

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

    2014-09-01

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

  1. A computational study on the influence of insect wing geometry on bee flight mechanics

    PubMed Central

    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

  2. A computational study on the influence of insect wing geometry on bee flight mechanics.

    PubMed

    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.

  3. Time-varying wing-twist improves aerodynamic efficiency of forward flight in butterflies.

    PubMed

    Zheng, Lingxiao; Hedrick, Tyson L; Mittal, Rajat

    2013-01-01

    Insect wings can undergo significant chordwise (camber) as well as spanwise (twist) deformation during flapping flight but the effect of these deformations is not well understood. The shape and size of butterfly wings leads to particularly large wing deformations, making them an ideal test case for investigation of these effects. Here we use computational models derived from experiments on free-flying butterflies to understand the effect of time-varying twist and camber on the aerodynamic performance of these insects. High-speed videogrammetry is used to capture the wing kinematics, including deformation, of a Painted Lady butterfly (Vanessa cardui) in untethered, forward flight. These experimental results are then analyzed computationally using a high-fidelity, three-dimensional, unsteady Navier-Stokes flow solver. For comparison to this case, a set of non-deforming, flat-plate wing (FPW) models of wing motion are synthesized and subjected to the same analysis along with a wing model that matches the time-varying wing-twist observed for the butterfly, but has no deformation in camber. The simulations show that the observed butterfly wing (OBW) outperforms all the flat-plate wings in terms of usable force production as well as the ratio of lift to power by at least 29% and 46%, respectively. This increase in efficiency of lift production is at least three-fold greater than reported for other insects. Interestingly, we also find that the twist-only-wing (TOW) model recovers much of the performance of the OBW, demonstrating that wing-twist, and not camber is key to forward flight in these insects. The implications of this on the design of flapping wing micro-aerial vehicles are discussed.

  4. Time-Varying Wing-Twist Improves Aerodynamic Efficiency of Forward Flight in Butterflies

    PubMed Central

    Zheng, Lingxiao; Hedrick, Tyson L.; Mittal, Rajat

    2013-01-01

    Insect wings can undergo significant chordwise (camber) as well as spanwise (twist) deformation during flapping flight but the effect of these deformations is not well understood. The shape and size of butterfly wings leads to particularly large wing deformations, making them an ideal test case for investigation of these effects. Here we use computational models derived from experiments on free-flying butterflies to understand the effect of time-varying twist and camber on the aerodynamic performance of these insects. High-speed videogrammetry is used to capture the wing kinematics, including deformation, of a Painted Lady butterfly (Vanessa cardui) in untethered, forward flight. These experimental results are then analyzed computationally using a high-fidelity, three-dimensional, unsteady Navier-Stokes flow solver. For comparison to this case, a set of non-deforming, flat-plate wing (FPW) models of wing motion are synthesized and subjected to the same analysis along with a wing model that matches the time-varying wing-twist observed for the butterfly, but has no deformation in camber. The simulations show that the observed butterfly wing (OBW) outperforms all the flat-plate wings in terms of usable force production as well as the ratio of lift to power by at least 29% and 46%, respectively. This increase in efficiency of lift production is at least three-fold greater than reported for other insects. Interestingly, we also find that the twist-only-wing (TOW) model recovers much of the performance of the OBW, demonstrating that wing-twist, and not camber is key to forward flight in these insects. The implications of this on the design of flapping wing micro-aerial vehicles are discussed. PMID:23341923

  5. Pilot Emergency Tutoring System for F-4 Aircraft Fuel System Malfunction Using Means-Ends Analysis

    DTIC Science & Technology

    1990-06-01

    pulled , and wing transfer pressure is normal. What operator do you choose? For example: type look_at INDICATOR for looked_at(INDICATOR) type set...cb internal wing transfer is pulled , and wing transfer pressure is normal. What operator do you choose? For example: type look_at INDICATOR for...at, external transfer is off, internal wing transfer is stop trans, refuel probe is extended, cb internal wing transfer is pulled ,and wing

  6. Parametric weight evaluation of joined wings by structural optimization

    NASA Technical Reports Server (NTRS)

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

    1988-01-01

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

  7. 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.

  8. AST Composite Wing Program: Executive Summary

    NASA Technical Reports Server (NTRS)

    Karal, Michael

    2001-01-01

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

  9. Wing planform effects at supersonic speeds for an advanced fighter configuration

    NASA Technical Reports Server (NTRS)

    Wood, R. M.; Miller, D. S.

    1984-01-01

    Four advanced fighter configurations, which differed in wing planform and airfoil shape, were investigated in the Langley Unitary Plan Wind Tunnel at Mach numbers of 1.60, 1.80, 2.00, and 2.16. Supersonic data were obtained on the four uncambered wings, which were each attached to a single fighter fuselage. The fuselage geometry varied in cross-sectional shape and had two side-mounted, flow-through, half-axisymmetric inlets. Twin vertical tails were attached to the fuselage. The four planforms tested were a 65 deg delta wing, a combination of a 20 deg trapezoidal wing and a 45 deg horizontal tail, a 70 deg/30 deg cranked wing, and a 70 deg/66 deg crank wing, where the angle values refer to the leading-edge sweep angle of the lifting-surface planform. Planform effects on a single fuselage representative of an advanced fighter aircraft were studied. Results show that the highly swept cranked wings exceeded the aerodynamic performance levels, at low lift coefficients, of the 65 deg delta wing and the 20 deg trapezoidal wing at trimmed and untrimmed conditions.

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

    NASA Technical Reports Server (NTRS)

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

    1954-01-01

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

  11. A Study about the Taboo of Rotation Timing for the Flapping Wing Flight

    NASA Astrophysics Data System (ADS)

    Wang, An-Bang; Hsueh, Chia-Hsien; Chen, Shih-Shen

    2004-11-01

    Influence of rotation timing for flapping wing flight on the flying lift has been experimentally investigated in this study. Since the insects cannot extend and shrink their wings like birds, the rotation timing of wings becomes the major influential factor to affect the flying lift of the flapping wing flight. The results reveal that rotation timing has significant influence on the flying lift. The averaged flying lift increases for high rotation wing velocity. Based on the comparisons of flying lift, too late A-rotation (connecting from wing downward motion to upward one) is the most serious taboo for the motion design of the micro air vehicles with flapping wings. Too late B-rotation (connection from upward motion to downward one) should also be avoided.

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

    NASA Technical Reports Server (NTRS)

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

    1972-01-01

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

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

    NASA Technical Reports Server (NTRS)

    Zimmer, H.

    1987-01-01

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

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

    PubMed

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

    2015-10-09

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

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

    NASA Astrophysics Data System (ADS)

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

    2015-06-01

    Currently, flapping wing unmanned aerial vehicles (a.k.a., ornithopters or robotic birds) sustain very short duration flight due to limited on-board energy storage capacity. Therefore, energy harvesting elements, such as flexible solar cells, need to be used as materials in critical components, such as wing structures, to increase operational performance. In this paper, we describe a layered fabrication method that was developed for realizing multifunctional composite wings for a unique robotic bird we developed, known as Robo Raven, by creating compliant wing structure from flexible solar cells. The deformed wing shape and aerodynamic lift/thrust loads were characterized throughout the flapping cycle to understand wing mechanics. A multifunctional performance analysis was developed to understand how integration of solar cells into the wings influences flight performance under two different operating conditions: (1) directly powering wings to increase operation time, and (2) recharging batteries to eliminate need for external charging sources. The experimental data is then used in the analysis to identify a performance index for assessing benefits of multifunctional compliant wing structures. The resulting platform, Robo Raven III, was the first demonstration of a robotic bird that flew using energy harvested from solar cells. We developed three different versions of the wing design to validate the multifunctional performance analysis. It was also determined that residual thrust correlated to shear deformation of the wing induced by torsional twist, while biaxial strain related to change in aerodynamic shape correlated to lift. It was also found that shear deformation of the solar cells induced changes in power output directly correlating to thrust generation associated with torsional deformation. Thus, it was determined that multifunctional solar cell wings may be capable of three functions: (1) lightweight and flexible structure to generate aerodynamic forces, (2) energy harvesting to extend operational time and autonomy, and (3) sensing of an aerodynamic force associated with wing deformation.

  16. Correlational selection leads to genetic integration of body size and an attractive plumage trait in dark-eyed juncos.

    PubMed

    McGlothlin, Joel W; Parker, Patricia G; Nolan, Val; Ketterson, Ellen D

    2005-03-01

    When a trait's effect on fitness depends on its interaction with other traits, the resultant selection is correlational and may lead to the integration of functionally related traits. In relation to sexual selection, when an ornamental trait interacts with phenotypic quality to determine mating success, correlational sexual selection should generate genetic correlations between the ornament and quality, leading to the evolution of honest signals. Despite its potential importance in the evolution of signal honesty, correlational sexual selection has rarely been measured in natural populations. In the dark-eyed junco (Junco hyemalis), males with experimentally elevated values of a plumage trait (whiteness in the tail or "tail white") are more attractive to females and dominant in aggressive encounters over resources. We used restricted maximum-likelihood analysis of a long-term dataset to measure the heritability of tail white and two components of body size (wing length and tail length), as well as genetic correlations between pairs of these traits. We then used multiple regression to assess directional, quadratic, and correlational selection as they acted on tail white and body size via four components of lifetime fitness (juvenile and adult survival, mating success, and fecundity). We found a positive genetic correlation between tail white and body size (as measured by wing length), which indicates past correlational selection. Correlational selection, which was largely due to sexual selection on males, was also found to be currently acting on the same pair of traits. Larger males with whiter tails sired young with more females, most likely due to a combination of female choice, which favors males with whiter tails, and male-male competition, which favors both tail white and larger body size. To our knowledge, this is the first study to show both genetic correlations between sexually selected traits and currently acting correlational sexual selection, and we suggest that correlational sexual selection frequently may be an important mechanism for maintaining the honesty of sexual signals.

  17. Kappa Group: The initial guess. A proposal in response to a commercial air transportation study

    NASA Technical Reports Server (NTRS)

    1991-01-01

    Kappa Aerospace presents their Aeroworld Aircraft, the Initial Guess (IG). This aircraft is designed to generate profit in the market which is currently controlled by the train and boat industry. The main priority of the design team was to develop an extremely efficient aircraft that could be sold at a reasonable price. The IG offers a quick and safe alternative to the existing means of transportation at a competitive price. The cruise velocity of 28 ft/sec. allows all flights to be between 20 and 45 minutes, which is a remarkable savings in time compared to travel by boat or train. The IG is propelled by a single Astro-05 engine with a Zinger 10-6 propeller. The Astro-05 is not an extremely powerful engine; however, it provides enough thrust to meet the design and safety requirements. The major advantage of the Astro-05 is that it is the most efficient engine available. The fuel efficiency of the Astro-05 is what puts the aircraft ahead of the competition. The money saved on an efficient engine can be passed on as lower ticket prices or increased revenue. The IG has a payload of 56 passengers and a wingspan of 7 ft. The 7 ft. wingspan allows the aircraft to fit into the gates of all of the cities that are targeted. Future endeavors of Kappa Aerospace will include fitting a stretch version of the IG with a larger propulsion system. This derivative aircraft will be able to carry more passengers and will be placed on the routes which have the greatest demand for travel. The fuselage and empennage are made of a wooden truss configuration, while the wing is made of a rib/spare configuration. The stress carrying elements are made of spruce, the nonstress carrying elements are made of balsa. The wing is removable for easy access into the fuselage. The easy access to the batteries will keep maintenance costs down.

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

    NASA Technical Reports Server (NTRS)

    Vanaken, Johannes M.

    1986-01-01

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

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

    PubMed

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

    2016-05-19

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

  20. Biomechanical basis of wing and haltere coordination in flies

    PubMed Central

    Deora, Tanvi; Singh, Amit Kumar; Sane, Sanjay P.

    2015-01-01

    The spectacular success and diversification of insects rests critically on two major evolutionary adaptations. First, the evolution of flight, which enhanced the ability of insects to colonize novel ecological habitats, evade predators, or hunt prey; and second, the miniaturization of their body size, which profoundly influenced all aspects of their biology from development to behavior. However, miniaturization imposes steep demands on the flight system because smaller insects must flap their wings at higher frequencies to generate sufficient aerodynamic forces to stay aloft; it also poses challenges to the sensorimotor system because precise control of wing kinematics and body trajectories requires fast sensory feedback. These tradeoffs are best studied in Dipteran flies in which rapid mechanosensory feedback to wing motor system is provided by halteres, reduced hind wings that evolved into gyroscopic sensors. Halteres oscillate at the same frequency as and precisely antiphase to the wings; they detect body rotations during flight, thus providing feedback that is essential for controlling wing motion during aerial maneuvers. Although tight phase synchrony between halteres and wings is essential for providing proper timing cues, the mechanisms underlying this coordination are not well understood. Here, we identify specific mechanical linkages within the thorax that passively mediate both wing–wing and wing–haltere phase synchronization. We demonstrate that the wing hinge must possess a clutch system that enables flies to independently engage or disengage each wing from the mechanically linked thorax. In concert with a previously described gearbox located within the wing hinge, the clutch system enables independent control of each wing. These biomechanical features are essential for flight control in flies. PMID:25605915

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

    NASA Technical Reports Server (NTRS)

    Lim, Hock-Bin

    1994-01-01

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

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

    NASA Technical Reports Server (NTRS)

    Bui, Trong T.

    2016-01-01

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

  3. Comparison of treatment effect sizes from pivotal and postapproval trials of novel therapeutics approved by the FDA based on surrogate markers of disease: a meta-epidemiological study.

    PubMed

    Wallach, Joshua D; Ciani, Oriana; Pease, Alison M; Gonsalves, Gregg S; Krumholz, Harlan M; Taylor, Rod S; Ross, Joseph S

    2018-03-21

    The U.S. Food and Drug Administration (FDA) often approves new drugs based on trials that use surrogate markers for endpoints, which involve certain trade-offs and may risk making erroneous inferences about the medical product's actual clinical effect. This study aims to compare the treatment effects among pivotal trials supporting FDA approval of novel therapeutics based on surrogate markers of disease with those observed among postapproval trials for the same indication. We searched Drugs@FDA and PubMed to identify published randomized superiority design pivotal trials for all novel drugs initially approved by the FDA between 2005 and 2012 based on surrogate markers as primary endpoints and published postapproval trials using the same surrogate markers or patient-relevant outcomes as endpoints. Summary ratio of odds ratios (RORs) and difference between standardized mean differences (dSMDs) were used to quantify the average difference in treatment effects between pivotal and matched postapproval trials. Between 2005 and 2012, the FDA approved 88 novel drugs for 90 indications based on one or multiple pivotal trials using surrogate markers of disease. Of these, 27 novel drugs for 27 indications were approved based on pivotal trials using surrogate markers as primary endpoints that could be matched to at least one postapproval trial, for a total of 43 matches. For nine (75.0%) of the 12 matches using the same non-continuous surrogate markers as trial endpoints, pivotal trials had larger treatment effects than postapproval trials. On average, treatment effects were 50% higher (more beneficial) in the pivotal than the postapproval trials (ROR 1.5; 95% confidence interval CI 1.01-2.23). For 17 (54.8%) of the 31 matches using the same continuous surrogate markers as trial endpoints, pivotal trials had larger treatment effects than the postapproval trials. On average, there was no difference in treatment effects between pivotal and postapproval trials (dSMDs 0.01; 95% CI -0.15-0.16). Many postapproval drug trials are not directly comparable to previously published pivotal trials, particularly with respect to endpoint selection. Although treatment effects from pivotal trials supporting FDA approval of novel therapeutics based on non-continuous surrogate markers of disease are often larger than those observed among postapproval trials using surrogate markers as trial endpoints, there is no evidence of difference between pivotal and postapproval trials using continuous surrogate markers.

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

    NASA Technical Reports Server (NTRS)

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

    1976-01-01

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

  5. 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.

  6. 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.

  7. The influence of applied internal and external rotation on the pivot shift phenomenon.

    PubMed

    Kopf, Sebastian; Musahl, Volker; Perka, Carsten; Kauert, Ralf; Hoburg, Arnd; Becker, Roland

    2017-04-01

    The pivot shift test is performed in different techniques and the rotation of the tibia seems to have a significant impact on the amount of the pivot shift phenomenon. It has been hypothesised that external rotation will increase the phenomenon due to less tension at the iliotibial band in knee extension. Twenty-four patients with unilateral anterior cruciate ligament insufficiency were included prospectively. The pivot shift test was performed bilaterally in internal and external tibial rotation under general anaesthesia. Knee motion was captured using a femoral and a tibial inertial sensor. The difference between positive and negative peak values in Euclidean norm of acceleration was calculated to evaluate the amount of the pivot shift phenomenon. The pivot shift phenomenon was significantly increased in patients with ACL insufficiency when the test was performed in external [mean 5.2 ms - 2 (95% CI 4.3-6.0)] compared to internal tibial rotation [mean 4.4 ms - 2 (95% CI 3.5-5.4)] (p = 0.002). In healthy, contralateral knees did not show any difference between external [mean 4.0 ms - 2 (95% CI 3.3-4.7)] and internal tibial rotation [mean 4.0 ms - 2 (95% CI 3.4-4.6)] (ns). The pivot shift phenomenon was increased with external rotation in ACL-insufficient knees, and therefore, one should perform the pivot shift test, rather, in external rotation to easily evoke the, sometimes difficult to detect, pivot shift phenomenon. I (diagnostic study).

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

    NASA Astrophysics Data System (ADS)

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

    2017-11-01

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

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

    PubMed

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

    2015-03-06

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

  10. Experimental trim drag values and flow-field measurements for a wide-body transport model with conventional and supercritical wings

    NASA Technical Reports Server (NTRS)

    Jacobs, P. F.

    1982-01-01

    The purpose of this study was to determine if advanced supercritical wings incur higher trim drag values at cruise conditions than current wide body technology wings. Relative trim drag increments were measured in an experimental wind tunnel investigation conducted in the Langley 8 Foot Transonic Pressure Tunnel. The tests utilized a high aspect ratio supercritical wing and a wide body aircraft wing, in conjunction with five different horizontal tail configurations, mounted on a representative wide body fuselage. The three low tail and two T-tail configurations were designed to measure the effects of horizontal tail size, location, and camber on the trim drag increments for the two wings. Longitudinal force and moment data were taken at a Mach number of 0.82 and design cruise lift coefficients for the wide body and supercritical wings of 0.45 and 0.55, respectively. The data indicate that the supercritical wing does not have significantly higher trim drag than the wide body wing. A reduction in tail size, combined with relaxed static stability, produced trim drag reductions for both wings. The cambered tails had higher trim drag increments than the symmetrical tails for both wings, and the T-tail configurations had lower trim drag increments than the low tail configurations.

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

    PubMed Central

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

    2015-01-01

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

  12. Pressure distributions on a cambered wing body configuration at subsonic Mach numbers

    NASA Technical Reports Server (NTRS)

    Henderson, W. P.

    1975-01-01

    An investigation was conducted in the Langley high-speed 7- by 10-foot tunnel at Mach numbers of 0.20 and 0.40 and angles of attack up to about 22 deg to measure the pressure distributions on two cambered-wing configurations. The wings had the same planform (aspect ratio of 2.5 and a leading-edge-sweep angle of 44 deg) but differed in amounts of camber and twist (wing design lift coefficient of 0.35 and 0.70). The effects of wing strake on the wing pressure distributions were also studied. The results indicate that the experimental chordwise pressure distribution agrees reasonably well with the design distribution over the forward 60 percent of nearly all the airfoil sections for the lower cambered wing. The measured lifting pressures are slightly less than the design pressures over the aft part of the airfoil. For the highly cambered wing, there is a significant difference between the experimental and the design pressure level. The experimental distribution, however, is still very similar to the prescribed distribution. At angles of attack above 12 deg, the addition of a wing-fuselage strake results in a significant increase in lifting pressure coefficient at all wing stations outboard of the strake-wing intersection.

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

    NASA Technical Reports Server (NTRS)

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

    2001-01-01

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

  14. Upstroke wing flexion and the inertial cost of bat flight

    PubMed Central

    Riskin, Daniel K.; Bergou, Attila; Breuer, Kenneth S.; Swartz, Sharon M.

    2012-01-01

    Flying vertebrates change the shapes of their wings during the upstroke, thereby decreasing wing surface area and bringing the wings closer to the body than during downstroke. These, and other wing deformations, might reduce the inertial cost of the upstroke compared with what it would be if the wings remained fully extended. However, wing deformations themselves entail energetic costs that could exceed any inertial energy savings. Using a model that incorporates detailed three-dimensional wing kinematics, we estimated the inertial cost of flapping flight for six bat species spanning a 40-fold range of body masses. We estimate that folding and unfolding comprises roughly 44 per cent of the inertial cost, but that the total inertial cost is only approximately 65 per cent of what it would be if the wing remained extended and rigid throughout the wingbeat cycle. Folding and unfolding occurred mostly during the upstroke; hence, our model suggests inertial cost of the upstroke is not less than that of downstroke. The cost of accelerating the metacarpals and phalanges accounted for around 44 per cent of inertial costs, although those elements constitute only 12 per cent of wing weight. This highlights the energetic benefit afforded to bats by the decreased mineralization of the distal wing bones. PMID:22496186

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

    NASA Technical Reports Server (NTRS)

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

    1973-01-01

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

  16. Waterproof and translucent wings at the same time: problems and solutions in butterflies.

    PubMed

    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.

  17. Elastically Shaped Wing Optimization and Aircraft Concept for Improved Cruise Efficiency

    NASA Technical Reports Server (NTRS)

    Nguyen, Nhan; Trinh, Khanh; Reynolds, Kevin; Kless, James; Aftosmis, Michael; Urnes, James, Sr.; Ippolito, Corey

    2013-01-01

    This paper presents the findings of a study conducted tn 2010 by the NASA Innovation Fund Award project entitled "Elastically Shaped Future Air Vehicle Concept". The study presents three themes in support of meeting national and global aviation challenges of reducing fuel burn for present and future aviation systems. The first theme addresses the drag reduction goal through innovative vehicle configurations via non-planar wing optimization. Two wing candidate concepts have been identified from the wing optimization: a drooped wing shape and an inflected wing shape. The drooped wing shape is a truly biologically inspired wing concept that mimics a seagull wing and could achieve about 5% to 6% drag reduction, which is aerodynamically significant. From a practical perspective, this concept would require new radical changes to the current aircraft development capabilities for new vehicles with futuristic-looking wings such as this concept. The inflected wing concepts could achieve between 3% to 4% drag reduction. While the drag reduction benefit may be less, the inflected-wing concept could have a near-term impact since this concept could be developed within the current aircraft development capabilities. The second theme addresses the drag reduction goal through a new concept of elastic wing shaping control. By aeroelastically tailoring the wing shape with active control to maintain optimal aerodynamics, a significant drag reduction benefit could be realized. A significant reduction in fuel burn for long-range cruise from elastic wing shaping control could be realized. To realize the potential of the elastic wing shaping control concept, the third theme emerges that addresses the drag reduction goal through a new aerodynamic control effector called a variable camber continuous trailing edge flap. Conventional aerodynamic control surfaces are discrete independent surfaces that cause geometric discontinuities at the trailing edge region. These discontinuities promote vorticities which result in drag rises as well as noise sources. The variable camber trailing edge flap concept could provide a substantial drag reduction benefit over a conventional discrete flap system. Aerodynamic simulations show a drag reduction of over 50% could be achieved with the flap concept over a conventional discrete flap system.

  18. 167th Airlift Wing > Home

    Science.gov Websites

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

  19. The Reproductive System.

    PubMed

    Pask, Andrew

    2016-01-01

    Correct sexual development is arguably the most important trait in an organism's life history since it is directly related to its genetic fitness. The developing gonad houses the germ cells, the only legacy we pass on to subsequent generations. Given the pivotal importance of correct reproductive function, it is confounding that disorders of sex development (DSDs) are among the most common congenital abnormalities in humans (Lee et al. J Pediatr Urol 8(6):611-615, 2012). Urogenital development is a highly complex process involving coordinated interactions between molecular and hormonal pathways in a tightly regulated order. The controls that regulate some of the key events in this process are beginning to be unraveled. This chapter provides an overview of our understanding of urogenital development from the gonads to the urogenital ducts and external genitalia.

  20. Therapeutic jurisprudence and outpatient commitment law: Kendra's Law and case study.

    PubMed

    Perlin, Michael L

    2003-01-01

    This article considers the implications of assisted outpatient commitment laws (OPC), with specific focus on New York's "Kendra's Law" through the lens of therapeutic jurisprudence (TJ). In this article, the author offers perspectives on the relationship between involuntary civil commitment, outpatient commitment, and the concept of the "least restrictive alternative"; considers pertinent empirical research, and looks at OPC's controversial relationship to forced drugging. Here, the civil libertarian critique is briefly considered, as well as the MacArthur Research Network research. Finally, the author looks closely at Kendra's Law, providing a brief overview of the law itself, and identifying some "pressure points" and pivotal issues, and considers the TJ implications of Kendra's Law, to determine how it "fits" into the public's "take" on all of mental disability law.

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