Design and Structural Optimization of a Flying Wing of Low Aspect Ratio Based on Flight Loads
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Wing Root & Landing Gear Door Seal Replacement
Wing Root & Landing Gear Door Seal Replacement One of the oldest original components remaining on my Baron (and likely other members planes) was surely the stiff and ragged wing root seal. In researching this component I learned that the wing root and tail seals were installed on the wings and tails before the marriage to the airframe. What lies below the top skin of the wing and tail is a length of rubber “finger” (Figure 1) as an integral part of the seal. Figure 1 This “finger” holds the seal in place and was likely glued at the factory, grabbing the backside of the wing and tail skin. With time and age these original rubber seals have taken quite a beating. With an extended winter annual downtime this year I chose to tackle this really tedious project while waiting for other components that were out for overhaul. A word of caution, this is as tedious as it gets if you choose to dig out the finger from below the top surface skins using the very narrow gap between the skin and the fuselage. Here is a pirep from a Bonanza A36 owner on how he tackled his seal replacement: “I cut the majority of the old seal off using razor blade, leaving a small lip sticking above the wing. I then used a small pick bent at a 90 degree angle, with about a 3/8" 'hook' on the end. Using the hook, I stuck it under the wing skin, between the skin and the old rubber wing seal lip under the skin, and forced it along the chord of the wing. -
Flying Wing Concept for Medium Size Airplane
ICAS 2002 CONGRESS FLYING WING CONCEPT FOR MEDIUM SIZE AIRPLANE Tjoetjoek Eko Pambagjo*, Kazuhiro Nakahashi†, Kisa Matsushima‡ Department of Aeronautics and Space Engineering Tohoku University, Japan Keywords: blended-wing-body, inverse design Abstract The flying wing is regarded as an alternate This paper describes a study on an alternate configuration to reduce drag and structural configuration for medium size airplane. weight. Since flying wing possesses no fuselage Blended-Wing-Body concept, which basically is it may have smaller wetted area than the a flying wing configuration, is applied to conventional airplane. In the conventional airplane for up to 224 passengers. airplane the primary function of the wing is to An aerodynamic design tools system is produce the lift force. In the flying wing proposed to realize such configuration. The configuration the wing has to carry the payload design tools comprise of Takanashi’s inverse and provides the necessary stability and control method, constrained target pressure as well as produce the lift. The fuselage has to specification method and RAPID method. The create lift without much penalty on the drag. At study shows that the combination of those three the same time the fuselage has to keep the cabin design methods works well. size comfortable for passengers. In the past years several flying wings have been designed and flown successfully. The 1 Introduction Horten, Northrop bombers and AVRO are The trend of airplane concept changes among of those examples. However the from time to time. Speed, size and range are application of the flying wing concepts were so among of the design parameters. -
Automated Generic Parameterized Design of Aircraft Fairing and Windshield
Automated generic parameterized design of aircraft fairing and windshield Vijaykumar Govindharajan Aakash Narender Singh LIU-IEI-TEK-A-12/01271-SE Department of Management and Engineering Division of Flumes Department of Management and Engineering SE-581 83 Linköping, Sweden i ii Upphovsrätt Detta dokument hålls tillgängligt på Internet – eller dess framtida ersättare – under 25 år från publiceringsdatum under förutsättning att inga extraordinära omständigheter uppstår. Tillgång till dokumentet innebär tillstånd för var och en att läsa, ladda ner, skriva ut enstaka kopior för enskilt bruk och att använda det oförändrat för ickekommersiell forskning och för undervisning. Överföring av upphovsrätten vid en senare tidpunkt kan inte upphäva detta tillstånd. All annan användning av dokumentet kräver upphovsmannens medgivande. För att garantera äktheten, säkerheten och tillgängligheten finns lösningar av teknisk och administrativ art. Upphovsmannens ideella rätt innefattar rätt att bli nämnd som upphovsman i den omfattning som god sed kräver vid användning av dokumentet på ovan beskrivna sätt samt skydd mot att dokumentet ändras eller presenteras i sådan form eller i sådant sammanhang som är kränkande för upphovsmannens litterära eller konstnärliga anseende eller egenart. För ytterligare information om Linköping University Electronic Press se förlagets hemsida http://www.ep.liu.se/. Copyright The publishers will keep this document online on the Internet – or its possible replacement – for a period of 25 years starting from the date of publication barring exceptional circumstances. The online availability of the document implies permanent permission for anyone to read, to download, or to print out single copies for his/her own use and to use it unchanged for non-commercial research and educational purpose. -
Fly-By-Wire - Wikipedia, the Free Encyclopedia 11-8-20 下午5:33 Fly-By-Wire from Wikipedia, the Free Encyclopedia
Fly-by-wire - Wikipedia, the free encyclopedia 11-8-20 下午5:33 Fly-by-wire From Wikipedia, the free encyclopedia Fly-by-wire (FBW) is a system that replaces the Fly-by-wire conventional manual flight controls of an aircraft with an electronic interface. The movements of flight controls are converted to electronic signals transmitted by wires (hence the fly-by-wire term), and flight control computers determine how to move the actuators at each control surface to provide the ordered response. The fly-by-wire system also allows automatic signals sent by the aircraft's computers to perform functions without the pilot's input, as in systems that automatically help stabilize the aircraft.[1] Contents Green colored flight control wiring of a test aircraft 1 Development 1.1 Basic operation 1.1.1 Command 1.1.2 Automatic Stability Systems 1.2 Safety and redundancy 1.3 Weight saving 1.4 History 2 Analog systems 3 Digital systems 3.1 Applications 3.2 Legislation 3.3 Redundancy 3.4 Airbus/Boeing 4 Engine digital control 5 Further developments 5.1 Fly-by-optics 5.2 Power-by-wire 5.3 Fly-by-wireless 5.4 Intelligent Flight Control System 6 See also 7 References 8 External links Development http://en.wikipedia.org/wiki/Fly-by-wire Page 1 of 9 Fly-by-wire - Wikipedia, the free encyclopedia 11-8-20 下午5:33 Mechanical and hydro-mechanical flight control systems are relatively heavy and require careful routing of flight control cables through the aircraft by systems of pulleys, cranks, tension cables and hydraulic pipes. -
Stress Analysis of an Aircraft Fuselage with and Without Portholes Using
cs & Aero ti sp au a n c o e r E e Hadjez and Necib, J Aeronaut Aerospace Eng 2015, 4:1 n A g f i o n Journal of Aeronautics & Aerospace l e DOI: 10.4172/2168-9792.1000138 a e r n i r n u g o J Engineering ISSN: 2168-9792 Research Article Open Access Stress Analysis of an Aircraft Fuselage with and without Portholes using CAD/CAE Process Fayssal Hadjez* and Brahim Necib University of Constantine, Faculty of Science and Technology, Department of Mechanical Engineering, Algeria Abstract The airline industry has been marked by numerous incidents. One of the first, who accompanied the start of operation of the first airliners with jet engines, was directly related to the portholes. Indeed, the banal form of the windows was the source of stress concentrations, which combined with the appearance of micro cracks, caused the explosion in flight of the unit. Since that time, all aircraft openings receive special attention in order to control and reduce their impact on the aircraft structure. In this paper we focus on the representation and quantification of stress concentrations at the windows of a regional jet flying at 40000 feet. To do this, we use a numerical method, similar to what is done at major aircraft manufacturers. The Patran/Nastran software will be used the finite element software to complete our goals. Keywords: Aircraft; Bay; Modeling; Portholes; Fuselage; gradually. It is then necessary to pressurize the cabin to the survival Pressurization; Loads and passenger comfort. However this pressurization is not beneficial to the structure as it involves additional structural loads. -
Propulsion and Flight Controls Integration for the Blended Wing Body Aircraft
Cranfield University Naveed ur Rahman Propulsion and Flight Controls Integration for the Blended Wing Body Aircraft School of Engineering PhD Thesis Cranfield University Department of Aerospace Sciences School of Engineering PhD Thesis Academic Year 2008-09 Naveed ur Rahman Propulsion and Flight Controls Integration for the Blended Wing Body Aircraft Supervisor: Dr James F. Whidborne May 2009 c Cranfield University 2009. All rights reserved. No part of this publication may be reproduced without the written permission of the copyright owner. Abstract The Blended Wing Body (BWB) aircraft offers a number of aerodynamic perfor- mance advantages when compared with conventional configurations. However, while operating at low airspeeds with nominal static margins, the controls on the BWB aircraft begin to saturate and the dynamic performance gets sluggish. Augmenta- tion of aerodynamic controls with the propulsion system is therefore considered in this research. Two aspects were of interest, namely thrust vectoring (TVC) and flap blowing. An aerodynamic model for the BWB aircraft with blown flap effects was formulated using empirical and vortex lattice methods and then integrated with a three spool Trent 500 turbofan engine model. The objectives were to estimate the effect of vectored thrust and engine bleed on its performance and to ascertain the corresponding gains in aerodynamic control effectiveness. To enhance control effectiveness, both internally and external blown flaps were sim- ulated. For a full span internally blown flap (IBF) arrangement using IPC flow, the amount of bleed mass flow and consequently the achievable blowing coefficients are limited. For IBF, the pitch control effectiveness was shown to increase by 18% at low airspeeds. -
2021-03 Pearcey Newby and the Vulcan V2.Pdf
Journal of Aeronautical History Paper 2021/03 Pearcey, Newby, and the Vulcan S C Liddle Vulcan to the Sky Trust ABSTRACT In 1955 flight testing of the prototype Avro Vulcan showed that the aircraft’s buffet boundary was unacceptably close to the design cruise condition. The Vulcan’s status as one of the two definitive carrier aircraft for Britain’s independent nuclear deterrent meant that a strong connection existed between the manufacturer and appropriate governmental research institutions, in this case the Royal Aircraft Establishment (RAE) and the National Physical Laboratory (NPL). A solution was rapidly implemented using an extended and drooped wing leading edge, designed and high-speed wind-tunnel tested by K W Newby of RAE, subsequently being fitted to the scaled test version of the Vulcan, the Avro 707A. Newby’s aerodynamic solution exploited a leading edge supersonic-expansion, isentropic compression* effect that was being investigated at the time by researchers at NPL, including H H Pearcey. The latter would come to be associated with this ‘peaky’ pressure distribution and would later credit the Vulcan implementation as a key validation of the concept, which would soon after be used to improve the cruise efficiency of early British jet transports such as the Trident, VC10, and BAC 1-11. In turn, these concepts were exploited further in the Hawker-Siddeley design for the A300B, ultimately the basis of Britain’s status as the centre of excellence for wing design in Airbus. Abbreviations BS Bristol Siddeley L Lift D Drag M Mach number CL Lift Coefficient NPL National Physical Laboratory Cp Pressure coefficient RAE Royal Aircraft Establishment Cp.te Pressure coefficient at trailing edge RAF Royal Air Force c Chord Re Reynolds number G Load factor t Thickness HS Hawker Siddeley WT Wind tunnel HP Handley Page α Angle of Attack When the airflow past an aerofoil accelerates its pressure and temperature drop, and vice versa. -
Root Seal Installation Intro
Root Seal Installation Intro: Replacing the wing and stabilizer seals on a plane is not a small job, but it can be done one seal at a time if trying to fit the work into a busy flying schedule. It took us two days to replace one seal. I’m not an expert and made several mistakes on the first try due to a lack of information. I would expect it to take one day or less per seal for the next ones. What follows tries to capture what we learned. Background: The wing root seals have a complex cross section with a center root and a wide lip attached to that root. The root and lip essentially grasp the wing skin out-of- sight below the seal. The root and lip must be pushed through the gap between the wing skin and fuselage such that the lip flips back under the skin and the root is trapped between the edge of the skin and the side of the fuselage. At some point before I owned my Baron, the original seal had been cut off, leaving the root and lip in place glued to the underside of the wing skin. This was a shortcut that is not uncommon but creates later problems. A new seal, after having the center root and lip removed, had been glued to the wing and fuselage using the 3M yellow contact cement. Over time the 3M cement degraded and since there was no root/lip to hold it in place, the replacement seal was torn away by the slipstream. -
For Improved Airplane Performance
BLENDED WINGLETS FORFOR IMPROVEDIMPROVED AIRPLANEAIRPLANE PERFORMANCEPERFORMANCE New blended winglets on the Boeing Business Jet and the 737-800 commercial airplane offer operational benefits to customers. Besides giving the airplanes a distinctive appear- ance, the winglets create more efficient flight characteristics in cruise and during takeoff and climbout, which translate into additional range with the same fuel and payload. ROBERT FAYE ROBERT LAPRETE MICHAEL WINTER TECHNICAL DIRECTOR ASSOCIATE TECHNICAL FELLOW PRINCIPAL ENGINEER BOEING BUSINESS JETS AERODYNAMICS TECHNOLOGY STATIC AEROELASTIC LOADS BOEING COMMERCIAL AIRPLANES BOEING COMMERCIAL AIRPLANES BOEING COMMERCIAL AIRPLANES TECHNOLOGY/PRODUCT DEVELOPMENT AERO 16 vertical height of the lifting system (i.e., increasing the length of the TE that sheds the vortices). The winglets increase the spread of the vortices along the TE, creating more lift at the wingtips (figs. 2 and 3). The result is a reduction in induced drag (fig. 4). The maximum benefit of the induced drag reduction depends on the spanwise lift distribution on the wing. Theoretically, for a planar wing, induced drag is opti- mized with an elliptical lift distribution that minimizes the change in vorticity along the span. For the same amount of structural material, nonplanar wingtip 737-800 TECHNICAL CHARACTERISTICS devices can achieve a similar induced drag benefit as a planar span increase; however, new Boeing airplane designs Passengers focus on minimizing induced drag with 3-class configuration Not applicable The 737-800 commercial airplane wingspan influenced by additional 2-class configuration 162 is one of four 737s introduced BBJ TECHNICAL CHARACTERISTICS The Boeing Business Jet design benefits. 1-class configuration 189 in the late 1990s for short- to (BBJ) was launched in 1996 On derivative airplanes, performance Cargo 1,555 ft3 (44 m3) medium-range commercial air- Passengers Not applicable as a joint venture between can be improved by using wingtip Boeing and General Electric. -
A-7 Strut Braced Wing Concept Transonic Wing Design
A-7 Strut Braced Wing Concept Transonic Wing Design by Andy Ko, William H. Mason, B. Grossman and J.A. Schetz VPI-AOE-275 July 12, 2002 Prepared for: National Aeronautics and Space Administration Langley Research Center Contract No.: NASA PO #L-14266 Covering the period June 3, 2001– Nov. 30, 2001 Multidisciplinary Analysis and Design Center for Advanced Vehicles Department of Aerospace and Ocean Engineering Virginia Polytechnic Institute and State University Blacksburg, VA 24061 Executive Summary The Multidisciplinary Analysis and Design (MAD) Center at Virginia Tech has investigated the strut-braced wing (SBW) design concept for the last 5 years. Studies found that the SBW configuration showed savings in takeoff gross weight of up to 19%, and savings in fuel weight of up to 25% compared to a similarly designed cantilever wing transport aircraft. In our work we assumed that computational fluid dynamics (CFD) would be used to achieve the target aerodynamic performance levels. No detailed CFD design of the wing was done. In this study, we used CFD to do the aerodynamic design for a proposed SBW demonstration using a re-winged A7 aircraft. The goal was to design a standard constant isobar transonic cruise wing, together with the strut. The wing/pylon/strut junction would be an integral part of the aerodynamic design. We did this work in consultation with NASA Langley Configuration Aerodynamics branch members through a weekly teleconference, using PDF files to allow them to visualize the progress. They provided us with the codes required to do the work, although one of the codes assumed to be available was not. -
Aviation Week & Space Technology
STARTS AFTER PAGE 34 How Air Trvel New Momentum for My Return Smll Nrrowbodies? ™ $14.95 APRIL 20-MAY 3, 2020 SUSTAINABLY Digital Edition Copyright Notice The content contained in this digital edition (“Digital Material”), as well as its selection and arrangement, is owned by Informa. and its affiliated companies, licensors, and suppliers, and is protected by their respective copyright, trademark and other proprietary rights. Upon payment of the subscription price, if applicable, you are hereby authorized to view, download, copy, and print Digital Material solely for your own personal, non-commercial use, provided that by doing any of the foregoing, you acknowledge that (i) you do not and will not acquire any ownership rights of any kind in the Digital Material or any portion thereof, (ii) you must preserve all copyright and other proprietary notices included in any downloaded Digital Material, and (iii) you must comply in all respects with the use restrictions set forth below and in the Informa Privacy Policy and the Informa Terms of Use (the “Use Restrictions”), each of which is hereby incorporated by reference. Any use not in accordance with, and any failure to comply fully with, the Use Restrictions is expressly prohibited by law, and may result in severe civil and criminal penalties. Violators will be prosecuted to the maximum possible extent. You may not modify, publish, license, transmit (including by way of email, facsimile or other electronic means), transfer, sell, reproduce (including by copying or posting on any network computer), create derivative works from, display, store, or in any way exploit, broadcast, disseminate or distribute, in any format or media of any kind, any of the Digital Material, in whole or in part, without the express prior written consent of Informa. -
Horten Ho 229 V3 All Wood Short Kit
Horten Ho 229 V3 All Wood Short Kit a Radio Controlled Model in 1/8 Scale Design by Gary Hethcoat Copyright 2007 Aviation Research P.O. Box 9192, San Jose, CA 95157 http://www.wingsontheweb.com Email: [email protected] Phone: 408-660-0943 Table of Contents 1 General Building Notes ......................................................................................................................... 4 1.1 Getting Help .................................................................................................................................. 4 1.2 Laser Cut Parts .............................................................................................................................. 4 1.3 Electronics ..................................................................................................................................... 4 1.4 Building Options ........................................................................................................................... 4 1.4.1 Removable Outer Wing Panels .............................................................................................. 4 1.4.2 Drag Rudders ......................................................................................................................... 4 1.4.3 Retracts .................................................................................................................................. 5 1.4.4 Frise Style Elevons ...............................................................................................................