Introduction to Aerospace Engineering
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Experience Early Aviation with Fully
REVIEW Maxford’s vintage- themed models look extremely authentic when they are in the air, although pilots EXPERIENCE EARLY will probably want to spring for the available optional pilot figures to more AVIATION WITH capably create a convincing scalelike profile. FULLY FUNCTIONING WATCH A VIDEO! WING WARPING Access additional Maxford USA 1/9 Rumpler Taube EP 64-Inch ARF content by visiting By Jon Barnes | [email protected] www.ModelAviation. Photos by the author com/bonuscontent. THERE IS NO DENYING the surfaces, which would in the the Etrich Taube. Why the logic behind man’s eager efforts future become the standard for seeming disparity? It is primarily to take to the sky in a flying almost all aircraft, was the yaw because, with no licensing fees, machine. Engineers of the early axis. at least 14 companies built vari- 20th century understandably Designed by Igo Etrich in 1909, ations of the initial design. The attempted to mimic the methods the Taube first flew in 1910. It two-seat Rumpler Taube ulti- used by birds to change direction would become the first mass-pro- mately proved to be the most and altitude. At least one early duced aircraft in Germany, and common type and thus most effort to imitate the eminently go on to be used for military pur- appropriately the subject of flexible tail and wing feathers of poses by several of the nations Maxford’s attention. a bird can be seen in a mono- embroiled that were in World Maxford USA’s propensity to plane known as the Taube. War I. -
The Bleriot Xi: a Study in Aerodynamics by Robert G
THE BLERIOT XI: A STUDY IN AERODYNAMICS BY ROBERT G. WALDVOGEL If you wished to study aerodynamics, you would only need to look at the very early aircraft designs, such as the Bleriot XI. There are no high bypass ratio turbofans, nor upper deck lounges, nor global positioning systems. Instead, the aircraft is a sheer expression of the design solutions needed to overcome the four forces of flight: lift, weight, thrust, and drag. One of these “studies” can be made at Cole Palen’s Old Rhinebeck Aerodrome in Rhinebeck, New York. The culmination of ten previous configurations built by Louis Bleriot, who had reinvested 60,000 French francs amassed during an automobile lamp manufacturing venture to develop a technologically successful airplane in a race with such names as the Wright Brothers, Henri Farman, Santos Dumont, and Glenn Curtiss, the Bleriot XI itself had become the world’s first practical monoplane. The Bleriot VII, providing its initial foundation, had appeared with a partially enclosed fuselage to house its single pilot; wings braced to a tubular cabane framework over the cockpit; a four-bladed, 50-hp Antoinette engine; a large, dual-elevon horizontal tail; a small rudder; and swivelable, independently-sprung wheels. Although it crashed on December 18, 1907, it had nevertheless provided the foundation for a later, definitive design. The Bleriot VIII, rapidly following, had retained the low-wing configuration, but had featured pivoting, wing tip ailerons and a tricycle undercarriage, each comprised of single wheels. Although the Bleriot IX had been a larger variant of the VIII, and the Bleriot X had introduced a pusher-propeller arrangement with triple canard rudders, these intermediate steps had offered little to the ultimate design and therefore had been quickly discarded. -
Subsonic Aircraft Wing Conceptual Design Synthesis and Analysis
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by GSSRR.ORG: International Journals: Publishing Research Papers in all Fields International Journal of Sciences: Basic and Applied Research (IJSBAR) ISSN 2307-4531 (Print & Online) http://gssrr.org/index.php?journal=JournalOfBasicAndApplied --------------------------------------------------------------------------------------------------------------------------- Subsonic Aircraft Wing Conceptual Design Synthesis and Analysis Abderrahmane BADIS Electrical and Electronic Communication Engineer from UMBB (Ex.INELEC) Independent Electronics, Aeronautics, Propulsion, Well Logging and Software Design Research Engineer Takerboust, Aghbalou, Bouira 10007, Algeria [email protected] Abstract This paper exposes a simplified preliminary conceptual integrated method to design an aircraft wing in subsonic speeds up to Mach 0.85. The proposed approach is integrated, as it allows an early estimation of main aircraft aerodynamic features, namely the maximum lift-to-drag ratio and the total parasitic drag. First, the influence of the Lift and Load scatterings on the overall performance characteristics of the wing are discussed. It is established that the optimization is achieved by designing a wing geometry that yields elliptical lift and load distributions. Second, the reference trapezoidal wing is considered the base line geometry used to outline the wing shape layout. As such, the main geometrical parameters and governing relations for a trapezoidal wing are -
Design and Flight Testing of Inflatable Wings with Wing Warping
05WAC-61 Design and Flight Testing of Inflatable Wings with Wing Warping Jamey D. Jacob, Andrew Simpson, and Suzanne Smith University of Kentucky, Lexington, KY 40506 Copyright c 2005 Society of Automotive Engineers, Inc. ABSTRACT The paper presents work on testing of inflatable wings for unmanned aerial vehicles (UAVs). Inflatable wing his- tory and recent research is discussed. Design and con- struction of inflatable wings is then covered, along with ground and flight testing. Discussions include predictions and correlations of the forces required to warp (twist) the wings to a particular shape and the aerodynamic forces generated by that shape change. The focus is on charac- terizing the deformation of the wings and development of a model to accurately predict deformation. Relations be- Figure 1: Goodyear Model GA-468 Inflatoplane. tween wing stiffness and internal pressure and the impact of external loads are presented. Mechanical manipula- tion of the wing shape on a test vehicle is shown to be an effective means of roll control. Possible benefits to aero- craft was developed as a military rescue plane that could dynamic efficiency are also discussed. be dropped behind enemy lines to rescue downed pilots. Technology development, including delivery of dozens of INFLATABLE WINGS aircraft, continued until the early 1970s. PREVIOUS WORK While the concept of inflatable The Apteron unmanned aerial vehicle with inflatable structures for flight originated centuries ago, inflatable wings was developed in the 1970s by ILC Dover, Inc. wings were only conceived and developed within the last The Apteron (Figure 2) had a 1.55 m (5.1 ft) wingspan, few decades. -
The Wright Stuff
1203cent.qxd 11/13/03 2:19 PM Page 1 n a chilly North Carolina edge. It is likely that this informa- Omorning 100 years ago, two tion became the basis for the design brothers from Dayton, Ohio, at- of their early gliders. It also led them tempted a feat others considered im- to contact Octave Chanute, an possible, and their success changed American engineer who was the world. leading the way for experiments in Today we take air travel for aeronautics. granted, and rarely give a second thought to our capability to fly liter- Three problems ally anywhere in the world. But one The Wrights realized from the be- hundred years ago, the endeavors ginning that they had to solve three of the Wrights and other aeronau- problems: tical pioneers were widely viewed • Balance and control. as foolhardy. Although some of the THE WRIGHT • Wing shape and resulting lift. world’s most creative minds were • Application of power to the converging on a solution to the flight structure. problem, well-respected scientists STUFF: Of the three, they correctly recog- such as Lord Kelvin thought flight Materials in the Wright Flyer nized that balance and control were impossible. the least understood and probably In fact, Simon Newcomb, pro- The flight of the Wright Flyer was the most critical. To solve that fessor of mathematics and as- the “first in the history of the world problem, they turned to gliding ex- tronomy at Johns Hopkins Univer- periments. sity and vice-president of the in which a machine carrying a man National Academy of Sciences, had had raised itself by its own power The 1900 glider declared only 18 months before the into the air in full flight, had sailed After a few preliminary experi- successful flight at Kitty Hawk, forward without reduction of speed, ments with small kites, they built “Flight by machines heavier than air and had finally landed at a point as their first glider in 1900. -
Redesign of the Gossamer Albatross Using a Boxwing Armando R
Redesign of the Gossamer Albatross using a Boxwing Armando R. Collazo Garcia III, Undergraduate Student-Aerospace Engineering, Embry-Riddle Aeronautical University, Daytona Beach, FL 32114, [email protected] April 12, 2017 ABSTRACT Historically, human powered aircraft (HPA) have been known to have very large wingspans; the main reason being for aerodynamic performance. During low speeds, the predominant type of drag is the induced drag which is a by-product of large wing tip vortices generated at higher lift coefficients. In order to reduce this phenomenon, higher aspect ratio wings are used which is the reason behind the very large wingspans for HPA. Due to its high Oswald efficiency factor, the boxwing configuration is presented as a possible solution to decrease the wingspan while not affecting the aerodynamic performance of the airplane. The new configuration is analyzed through the use of VLAERO+©. The parasitic drag was estimated using empirical methods based on the friction drag of a flat plate. The structural weight changes in the boxwing design were estimated using “area weights” derived from the original Gossamer Albatross. The two aircraft were compared at a cruise velocity of 22 ft./s where the boxwing configuration showed a net drag reduction of approximately 0.36 lb., which can be deduced from a decrease of 0.81 lb. of the induced drag plus an increase of the parasite drag of around 0.45 lb. Therefore, for an aircraft with approximately half the wingspan, easier to handle, and more practical, the drag is essentially reduced by 4.4%. INTRODUCTION METHODOLOGY RESULTS Because of the availability of information and data, the Gossamer A boxwing of roughly half the span of the Albatross with the same airfoil, root chord, fuselage and taper ratio was modeled in VLAERO+©. -
Design and Flight Testing of a Warping Wing for Autonomous Flight Control
University of Kentucky UKnowledge Theses and Dissertations--Mechanical Engineering Mechanical Engineering 2012 DESIGN AND FLIGHT TESTING OF A WARPING WING FOR AUTONOMOUS FLIGHT CONTROL Edward Brady Doepke University of Kentucky, [email protected] Right click to open a feedback form in a new tab to let us know how this document benefits ou.y Recommended Citation Doepke, Edward Brady, "DESIGN AND FLIGHT TESTING OF A WARPING WING FOR AUTONOMOUS FLIGHT CONTROL" (2012). Theses and Dissertations--Mechanical Engineering. 20. https://uknowledge.uky.edu/me_etds/20 This Master's Thesis is brought to you for free and open access by the Mechanical Engineering at UKnowledge. It has been accepted for inclusion in Theses and Dissertations--Mechanical Engineering by an authorized administrator of UKnowledge. For more information, please contact [email protected]. STUDENT AGREEMENT: I represent that my thesis or dissertation and abstract are my original work. Proper attribution has been given to all outside sources. I understand that I am solely responsible for obtaining any needed copyright permissions. I have obtained and attached hereto needed written permission statements(s) from the owner(s) of each third-party copyrighted matter to be included in my work, allowing electronic distribution (if such use is not permitted by the fair use doctrine). I hereby grant to The University of Kentucky and its agents the non-exclusive license to archive and make accessible my work in whole or in part in all forms of media, now or hereafter known. I agree that the document mentioned above may be made available immediately for worldwide access unless a preapproved embargo applies. -
THE WRIGHT BROTHERS A. Define, Describe, Or Identify
THE WRIGHT BROTHERS A. Define, Describe, or Identify: 1. Strut – a vertical post. (p. 32) 2. Bracing – support. (p. 32) 3. Warp – twist. (p. 32) 4. Lateral – sideways. (p. 33) 5. Pitch – movement up or down. (p. 33) 6. Elevator – a movable, horizontal surface that controls motion up and down. (p. 33) 7. Canard configuration – an elevator that sits in front of the wings. (p. 33) 8. Airfoil – a wing’s profile. (p. 34) 9. Center of pressure – the focal point of lift. (p. 34) 10. Angle of attack – the angle between the relative wind and the airfoil. (p. 36) 11. Relative wind – the flow of air. (p. 36) 12. Spars – the main, lengthwise pieces of the wing. (p. 38) 13. Ribs – parts that give shape to the wings. (p. 38) 14. Skids – long, thin runners, like a pair of skis. (p. 39) 15. Yaw – a sideways movement. (p. 39) 16. Bid – an offer or proposal with a price attached. (p. 41) B. Multiple Choice: Circle the letter that provides the best answer. 1. Which was not a factor in the Wright brothers’ success? a. Their ability to learn from the experiences of others. b. Their abilities as creative problem solvers. c. Their artistic temperament kept their associates on their toes.* (p. 30) d. Their patience. 2. In striving to solve the problem of flight, the Wright brothers’ approach was to: a. Focus on the problem of power first, and then turn to control. b. Focus on control first, and then turn to power.* (p. 31) c. Have Orville focus on power and have Wilbur focus on control. -
What's Wing Warping?
® Wright Brothers’ Flying Machine Student Handout What’s Wing Warping? Wing warping is the twisting, or 4 Attach a paper clip to the nose. warping, of plane wings to control Slide it forward or backward to the roll of the plane. The Wright adjust the center of gravity. brothers first thought of this Sharply score the wing tips along system and used cables to control the fold lines so that they can be the up-and-down movement of easily repositioned. their wing tips to roll their aircraft 5 To steer your plane, decide to the right or left. In this activity, whether the wing tips should be you will build paper airplanes and up or down on the leading and adjust the wing tips up or down to trailing edges of the plane’s Questions simulate wing warping. Then you wings. Write your answers on a separate will test how it affects the flight of 6 Your first challenge is to work sheet of paper. your craft. with your team member to make 1 How can you make the plane your plane fly straight. Then turn to the right? How can you Procedure change the way you fold the flaps make it dive? 1 Cut out the paper airplane to make it curve to the right. 2 If you move the paper clip, how template. Trace this pattern on a Finally, make it dive down. Throw does that affect the flight path? piece of tag board. Copy the fold your plane gently when you con- 3 Of the two adjustable wing lines from the template onto the duct your trials. -
The Voisin Biplane by Robert G
THE VOISIN BIPLANE BY ROBERT G. WALDVOGEL A single glance at the Voisin Biplane reveals exactly what one would expect of a vintage aircraft: a somewhat ungainly design with dual, fabric-covered wings; a propeller; an aerodynamic surface protruding ahead of its airframe; and a boxy, kite-resembling tail. But, by 1907 standards, it had been considered “advanced.” Its designer, Gabriel Voisin, son of a provincial engineer, was born in Belleville, France, in 1880, initially demonstrating mechanical and aeronautical aptitude through his boat, automobile, and kite interests. An admirer of Clement Ader, he trained as an architect and draftsman at the Ecole des Beaux-Arts in Lyon, and was later introduced to Ernest Archdeacon, a wealthy lawyer and aviation enthusiast, who subsequently commissioned him to design a glider. Using inaccurate and incomplete drawings of the Wright Brothers’ 1902 glider published in L’Aerophile, the Aero-Club’s journal, Voisin constructed an airframe in January of 1904 which only bore a superficial resemblance to its original. Sporting dual wings subdivided by vertical partitions, a forward elevating plane, and a two-cell box-kite tail, it was devoid of the Wright-devised wing- warping method, and therefore had no means by which lateral control could be exerted. Two-thirds the size of the original, it was 40 pounds lighter. Supported by floats and tethered to a Panhard-engined racing boat, the glider attempted its first fight from the Seine River on June 8, 1905, as described by Voisin himself. “Gradually and cautiously, (the helmsman) took up the slack of my towing cable…” he had written. -
DESIGN, ANALYSIS and DEVELOPMENT of a MORPHABLE WING STRUCTURE for UNMANNED AERIAL VEHICLE PERFORMANCE AUGMENTATION by ABHIJIT
DESIGN, ANALYSIS AND DEVELOPMENT OF A MORPHABLE WING STRUCTURE FOR UNMANNED AERIAL VEHICLE PERFORMANCE AUGMENTATION by ABHIJIT HIRAMAN SUPEKAR Presented to the Faculty of the Graduate School of The University of Texas at Arlington in Partial Fulfillment of the Requirements for the Degree of MASTER OF SCIENCE IN MECHANICAL ENGINEERING THE UNIVERSITY OF TEXAS AT ARLINGTON May 2007 Copyright © by Abhijit Hiraman Supekar 2007 All Rights Reserved DEDICATION My thesis is entirely dedicated to my most loving family and friends in India. I have missed a lot of precious moments due to my studies abroad. My father and my mother have supported and constantly encouraged me to work hard to achieve my goals. My elder sister Ashwini and her husband Prashant along with their most adorable kids Shambhavi and Swanandi have always cheered me up. And my role models, my sister Amruta and her husband Kedar have been the invincible source of encouragement. Their motto “Be Focused and Work Smart” has shore me up till date. Last but not the least my friend, Malavika, has been the most understandable friend and has played an important role in the achievement of my career objectives. Without all their encouragement and understanding it would have been impossible for me to finish this work. iii ACKNOWLEDGEMENTS I would like to express my gratitude to all those who gave me the possibility to complete this thesis. First a very special thanks to Professor Kamesh Subbarao. Dr. Subbarao constantly gave me the confidence and support for my Master’s program at The University of Texas at Arlington. -
A Study of the Design of Adaptive Camber Winglets
A STUDY OF THE DESIGN OF ADAPTIVE CAMBER WINGLETS A Thesis presented to the Faculty of California Polytechnic State University, San Luis Obispo In Partial Fulfillment of the Requirements for the Degree Master of Science in Aerospace Engineering by Justin Rosescu June 2020 © 2020 Justin Julian Rosescu ALL RIGHTS RESERVED ii COMMITTEE MEMBERSHIP TITLE: A Study of the Design of Adaptive Camber Winglets AUTHOR: Justin Rosescu DATE SUBMITTED: June 2020 COMMITTEE CHAIR: Paulo Iscold, Ph.D. Professor of Aerospace Engineering COMMITTEE MEMBER: David Marshall, Ph.D. Professor of Aerospace Engineering COMMITTEE MEMBER: Aaron Drake, Ph.D. Professor of Aerospace Engineering COMMITTEE MEMBER: Kurt Colvin, Ph.D. Professor of Industrial Engineering iii ABSTRACT A Study of the Design of Adaptive Camber Winglets Justin Julian Rosescu A numerical study was conducted to determine the effect of changing the camber of a winglet on the efficiency of a wing in two distinct flight conditions. Camber was altered via a simple plain flap deflection in the winglet, which produced a constant camber change over the winglet span. Hinge points were located at 20%, 50% and 80% of the chord and the trailing edge was deflected between -5° and +5°. Analysis was performed using a combination of three- dimensional vortex lattice method and two-dimensional panel method to obtain aerodynamic forces for the entire wing, based on different winglet camber configurations. This method was validated against high-fidelity steady Reynolds Averaged Navier-Stokes simulations to determine the accuracy of these methods. It was determined that any winglet flap deflections increased induced drag and parasitic drag, thus decreasing efficiency for steady level flight conditions.