DOCSLIB.ORG

Feb. 14, 1939. E

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Feb. 14, 1939. E Feb. 14, 1939. E. F. ZA PARKA 2,147,360 AIRPLANE CONTROL APPARATUS Original Filed Feb. 16, 1933 7 Sheets-Sheet Feb. 14, 1939. E. F. ZA PARKA 2,147,360 AIRPLANE CONTROL APPARATUS Original Filed Feb. 16, 1933 7 Sheets-Sheet 2 &tkowys Feb. 14, 1939. E. F. zAPARKA 2,147,360 ARP ANE CONTROL APPARATUS Original Filed Feb. 16, 1933 7 Sheets-Sheet 3 Wr a NSeta ?????? ?????????????? "??" ?????? ??????? 8tkowcA" Feb. 14, 1939. E. F. ZA PARKA 2,147,360 AIRPLANE CONTROL APPARATUS Original Filled Feb. 16, 1933 7 Sheets-Sheet 4 Feb. 14, 1939. E. F. ZA PARKA 2,147,360 AIRPLANE CONTROL APPARATUS Original Filed. Feb. l6, l933 7 Sheets-Sheet 5 3. 8. 2. 3 Feb. 14, 1939. E. F. ZA PARKA 2,147,360 AIRPANE CONTROL APPARATUS Original Filled Feb. 16, 1933 7 Sheets-Sheet 6 M76, az 42a2/22/22a/7 ?tows Feb. 14, 1939. E. F. ZAPARKA 2,147,360 AIRPANE CONTROL APPARATUS Original Filled Feb. l6, l933 7 Sheets-Sheet 7 Jway/7 -ZWAZZ/JAZZA/ Juventor. Zff60 / Ze/7 384 ?r re? Patented Feb. 14, 1939 2,147,360 UNITED STATES PATENT OFFICE AIRPLANE CONTRO APPARATUS Edward F. Zaparka, Baltimore, Md., assignor to Zap Development Corporation, Baltimore, Md., a corporation of Delaware Application February 16, 1933, serial No. 657,133 Renewed February 1, 1937 4. Claims. (CI. 244—42) My invention relates to aircraft construction, parting from the spirit and scope of the appended and in particular relates to the control of aircraft claims, equipped with Wing flaps which Operate in the In order to make my invention more clearly Zone of optimum efficency. understood, I have shown in the accompanying 5 Heretofore, where devices for increasing the drawings means for carrying the same into prac- s lift and efficiency of wings were used, the reduc tical effect without limiting the improvements in tion in Speed with which the air flowed acroSS their useful applications to the particular con the controlling surfaces had a deleterious effect structions, which, for the purpose of explanation, upon the sensitivity of control, and the plane have been made the subject of illustration. 10 Would tend to respond sluggishly to the controls. Referring to the drawings: 10 The greater the lift coefficient was increased, the Figure 1 is a top plan view of an airplane show more ineffective the controls became because of ing in dotted lines the mechanism for operating the resulting slow speed and other factors, and the wing flap and for operating spoilers located there was a danger of losing control of the plane, on the top surface of the air foil at approximate is one of the very features which the increased effi ly the position of the maximum ordinate; 5 ciency in lift was designed to correct. Moreover, Fig. 2 is a diagrammatic illustration in side elle heretofore, the features of construction which ac vation of a wing section showing the Spoiler and complished increase in lift coefficient tended to flap in effective position in the construction shown produce air currents which in and of themselves, in Fig. 1; - regardless of the decrease in air speed of the Fig. 3 is a diagrammatic illustration showing 20 plane, tended to render ineffectual thie controls. a spoiler located on the top surface of the trail An object of my invention is to greatly increase ing edge of the wing, the spoiler and flap being in . the lift coefficient of wing surfaces while main the effective position; taining great sensitivity of control of the plane. Fig. 4 is a diagrammatic illustration showing a Another object is to provide flexible and pow spoiler located at the nose of the wing on the top 25 *25 erful control while retaining high stability and surface thereof, the spoiler and flap being in the uniformity of performance at varying angles of effective position; attack. Fig. 5 is a diagrammatic view of a modification Another object of the invention is to permit showing a spoiler in effective position located on 30 slow flying of a plane while providing powerful, the nose at the under side of the wing, the spoiler ao control action at greatly reduced speeds. and the flap both being extended; . A further object of the invention is to cause the Fig. 6 is a modification diagrammatically show operation of the system which reduces the flying ing a spoiler located on the under side of the speed to augment the action of the control sur wing at approximately the position of the maxi 85 faces by its correlation thereto. V- Still another object of the invention is to pro mum ordinate; both spoiler and flap being in ex- 85 vide sensitivity of control of a plane, equipped tended position; with wing flaps arranged for operation in the Fig. 7 is a modification diagrammatically show zone of optimum efficency, ing a spoiler located in effective position at ap 40 A still further object. of the invention is to in proximately the position of the maximum ordi crease the effective action of spoilers by increas nate and on the upper surface of the wing, as 40 ing the flow over the spoiler surfaces while at well as a spoiler on the opposite lower surface of the same time increasing the lift coefficient o the wing, the lower spoiler being shown in inop the Wings. erative pòsition; . s Yet another object of the invention is to in Fig. 8 is a diagrammatic view partly in CrOSS crease the fayorable yawing moment produced by section of a modification showing a bleeder ar- ºº spoilers while greatly increasing the lift coeffi rangement in combination with a flap; cient of the Wings. Fig. 9 is a diagrammatic view of a wing section With these and other objects in view, which partly in cross section of a modification show so may be incident to my improvements, the inven ing a spoiler located on the upper surface of the 50 tion consists in the parts and combinations to be wing at approximately the position of the maxi hereinafter set forth and claimed, with the under mum ordinate cooperating with an adleron lo standing that the several necessary elements com cated above the trailing edge in conjunction with . prising my invention may be varied in construc a flap; . stion, proportions and arrangement, without des Fig. 10 is a top plan view of a modification - s 2 2,147,860 perpendicular to the datum line of the wing sec showing a floating aileron in combination with tion. As the flap is lowered, its trailing edge is a wing flap; lowered, but its trailing edge always stays ap Fig. 11 is an end view of Fig. 10 showing in proximately within this locus of lines which is dotted lines the various positions of the floating perpendicular to the datum line of the wing sec aileron, and the effective position of the flap; tion and passes through the trailing edge of the Fig. 12 is a diagrammatic view showing the wing. This feature of my construction is of the wing flaps located on a biplane construction in greatest importance since a flap so constructed which there is an aileron located between the Operates within the Zone of optimum efficiency. Wings; The above description is intended to take care 0. 10 Fig. 13 is a diagrammatic view showing a wing section in which there is an aileron located in of a wing which may have a curved lower sur advance of the nose of a wing, in combination face, as Some of them do. Another way to define with a flap; the location of the flap and its operation is to Fig. 14 is a diagrammatic illustration of a Say that the trailing edge of the flap must lie, either while being retracted or in any of its ex 5 15 modification showing a wing fiap with an ad tended positions, within the perpendicular to justable wing nose to change the camber of the the projected chord of the wing. All of this has Wing; - no relation at all to the position of the air foil Fig. 15 is a top plan view of a modification in the air, but I am definitely referring to the showing an extensible wing tip with a wing flap; projection of the wing when it is looked upon in 20 20 Fig. 16 is a top plan view of a modification its position of greatest area, and to the chord showing a collapsible wing tip for increasing the referring to that projection. effective wing area in combination with a flap; In Order to illustrate the ideal position of the Fig. 17 is a fragmentary view showing dia trailing edge of the wing flap with respect to the grammatically an airplane wing having a wing wing section, I refer to Figure 22 which shows a 25 flap and a warpable wing tip to change the cam wing section having a flat lower surface. The ber of the wing; - Fig. 18 is a cross Sectional view of a wing datum line is shown and a line perpendicular to broken in the middle, showing the location of the datum line passing through the trailing edge the parts for operating the spoiler and the flap, of the wing. It is to be noted that the flap the Spoiler being shown in its retracted position; which is shown in the extended position has its 30 Fig. 19 is a detail showing the operation of the trailing edge lying within the line drawn perpen Spoiler in its raised position; dicular to the datum line and passing through Fig.
Load more

Recommended publications
  • Self-Actuating Flaps on Bird and Aircraft Wings 437
    Self-actuating flaps on bird and aircraft wings D.W. Bechert, W. Hage & R. Meyer Department of Turbulence Research, German Aerospace Center (DLR), Berlin, Germany. Abstract Separation control is also an important issue in biology. During the landing approach of birds and in flight through very turbulent air, one observes that the covering feathers on the upper side of bird wings tend to pop up. The raised feathers impede the spreading of the flow separation from the trailing edge to the leading edge of the wing. This mechanism of separation control by bird feathers is described in detail. Self-activated movable flaps (= artificial bird feathers) represent a high-lift system enhancing the maximum lift of airfoils up to 20%. This is achieved without perceivable deleterious effects under cruise conditions. Several data of wind tunnel experiments as well as flight experiments with an aircraft with laminar wing and movable flaps are shown. 1 Movable flaps on wings: artificial bird feathers The issue of artificial feathers on wings, has an almost anecdotal origin. Wolfgang Liebe, the inventor of the boundary layer fence once observed mountain crows in the Alps in the 1930s. He noticed that the covering feathers on the upper side of the wings tend to pop up when the birds were on landing approach or in other situations with high angle of attack, like flight through gusts. Once the attention of the observer is drawn to it, it is comparatively easy to observe this behaviour in almost any bird (see, for example, the feathers on the left-hand wing of a Skua in Fig.
    [Show full text]
  • Flexfloil Shape Adaptive Control Surfaces—Flight Test and Numerical Results
    FLEXFLOIL SHAPE ADAPTIVE CONTROL SURFACES—FLIGHT TEST AND NUMERICAL RESULTS Sridhar Kota∗ , Joaquim R. R. A. Martins∗∗ ∗FlexSys Inc. , ∗∗University of Michigan Keywords: FlexFoil, adaptive compliant trailing edge, flight testing, aerostructural optimization Abstract shape-changing control surface technologies has been realized by the ACTE program in which the The U.S Air Force and NASA recently concluded high-lift flaps of the Gulfstream III test aircraft a series of flight tests, including high speed were replaced by a 19-foot spanwise FlexFoilTM (M = 0:85) and acoustic tests of a Gulfstream III variable-geometry control surfaces on each wing, business jet retrofitted with shape adaptive trail- including a 2 ft wide compliant fairings at each ing edge control surfaces under the Adaptive end, developed by FlexSys Inc. The flight tests Compliant Trailing Edge (ACTE) program. The successfully demonstrated the flight-worthiness long-sought goal of practical, seamless, shape- of the variable geometry control surfaces. changing control surface technologies has been Modern aircraft wings and engines have realized by the ACTE program in which the high- reached near-peak levels of efficiency, making lift flaps of the Gulfstream III test aircraft were further improvements exceedingly difficult. The replaced with 23 ft spanwise FlexFoilTM variable next frontier in improving aircraft efficiency is to geometry control surfaces on each wing. The change the shape of the aircraft wing in-flight to flight tests successfully demonstrated the flight- maximize performance under all operating con- worthiness of the variable geometry control sur- ditions. Modern aircraft wing design is a com- faces. We provide an overview of structural and promise between several constraints and flight systems design requirements, test flight envelope conditions with best performance occurring very (including critical design and test points), re- rarely or purely by chance.
    [Show full text]
  • Amateur-Built Fabrication and Assembly Checklist (2009) (Fixed Wing)
    Amateur-Built Fabrication and Assembly Checklist (2009) (Fixed Wing) NOTE: This checklist is only applicable to Name(s) Team Tango fixed wing aircraft. Evaluation of other types of aircraft (i.e., rotorcraft, balloons, Address: 1990 SW 19th Ave. Williston, FL 32696 lighter than air) will not be accomplished Aircraft Model: Foxtrot / Foxtrot ER with this form. Date: 6/23/2010 National Kit Evaluation Team: Tony Peplowski, Steve Remarks: Buczynski, Mike Sloat, Joe Palmisano NOTE: This checklist is invalid for and will This evaluation contains two variants of the Foxtrot aircraft, the base not be used to evaluate an altered or Foxtrot and the extended range (ER) aircraft. The two aircraft are modified type certificated aircraft with the contained in the same parts list and builder's instructions. The ER intent to issue an Experimental Amateur- differences are covered in Appendix 5 of the document. The Foxtrot kit is built Airworthiness Certificate. Such action defined by the Foxtrot 4 Builder’s Manual, “Version 1.1 Dated 5/2010”, violates FAA policy and DOES NOT meet and the Foxtrot Parts List “Version 1.1. dated 5/25/2010.” the intent of § 21.191(g). NOTE: Enter “N/A” in any box where a listed task is not applicable to the particular aircraft being evaluated. Use the “Add item” boxes at the end of each section to add applicable unlisted tasks and award credit. ABCD FABRICATION AND ASSEMBLY TASKS Mfr Kit/Part/ Commercial Am-Builder Am-Builder Component Assistance Assembly Fabrication Task Fuselage – 24 Listed Tasks # F1 Fabricate Longitudinal
    [Show full text]
  • On Aircraft Trailing Edge Noise
    NEAT Consulting On Aircraft Trailing Edge Noise Yueping Guo NEAT Consulting, Seal Beach, CA 90740 USA and Russell H. Thomas NASA Langley Research Center, Hampton, VA 23681 USA Future Aircraft Design and Noise Impact 22nd Workshop of the Aeroacoustics Specialists Committee of the CEAS 6 – 7 September 2018 Netherlands Aerospace Centre – Amsterdam Acknowledgments NEAT Consulting • Aircraft Noise Reduction (ANR) Subproject of the Advanced Air Transport Technology (AATT) Project for funding this research 2 Outline NEAT Consulting • Introduction • Trailing edge noise data • Prediction methods • Estimate of HWB trailing edge noise • Summary 3 Introduction NEAT Consulting • Significant noise reduction opportunities for future aircraft have been investigated for the major airframe noise sources • Is trailing edge noise the noise floor? – Need reliable data and/or prediction tool to assess its relative importance • Objectives of this presentation – Review currently available data and prediction methods – Illustrate importance of trailing edge noise for future aircraft by preliminary estimate for the Hybrid-Wing- Body (HWB) aircraft 4 Airframe Noise Reduction NEAT Consulting • Thomas R. H., Burley C.L. and Guo Y. P., “Potential for Landing Gear Noise Reduction on Advanced Aircraft Configurations,” AIAA 2016-3039 • Thomas R. H., Guo Y. P., Berton J. J. and Fernandez H., “Aircraft Noise Reduction Technology Roadmap Toward Achieving the NASA 2035 Noise Goal,” AIAA 2017-3193 • Guo Y. P., Thomas R. H., Clark I.A. and June J.C., “Far Term Noise Reduction
    [Show full text]
  • Design Study of a Supersonic Business Jet with Variable Sweep Wings
    27TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES DESIGN STUDY OF A SUPERSONIC BUSINESS JET WITH VARIABLE SWEEP WINGS E.Jesse, J.Dijkstra ADSE b.v. Keywords: swing wing, supersonic, business jet, variable sweepback Abstract A design study for a supersonic business jet with variable sweep wings is presented. A comparison with a fixed wing design with the same technology level shows the fundamental differences. It is concluded that a variable sweep design will show worthwhile advantages over fixed wing solutions. 1 General Introduction Fig. 1 Artist impression variable sweep design AD1104 In the EU 6th framework project HISAC (High Speed AirCraft) technologies have been studied to enable the design and development of an 2 The HISAC project environmentally acceptable Small Supersonic The HISAC project is a 6th framework project Business Jet (SSBJ). In this context a for the European Union to investigate the conceptual design with a variable sweep wing technical feasibility of an environmentally has been developed by ADSE, with support acceptable small size supersonic transport from Sukhoi, Dassault Aviation, TsAGI, NLR aircraft. With a budget of 27.5 M€ and 37 and DLR. The objective of this was to assess the partners in 13 countries this 4 year effort value of such a configuration for a possible combined much of the European industry and future SSBJ programme, and to identify critical knowledge centres. design and certification areas should such a configuration prove to be advantageous. To provide a framework for the different studies and investigations foreseen in the HISAC This paper presents the resulting design project a number of aircraft concept designs including the relevant considerations which were defined, which would all meet at least the determined the selected configuration.
    [Show full text]
  • Static and Dynamic Performance of a Morphing Trailing Edge Concept with High-Damping Elastomeric Skin
    aerospace Article Static and Dynamic Performance of a Morphing Trailing Edge Concept with High-Damping Elastomeric Skin Maurizio Arena 1,*, Christof Nagel 2, Rosario Pecora 1,* , Oliver Schorsch 2 , Antonio Concilio 3 and Ignazio Dimino 3 1 Department of Industrial Engineering—Aerospace Division, University of Naples “Federico II”, Via Claudio, 21, 80125 Napoli (NA), Italy 2 Fraunhofer Institute for Manufacturing Technology and Advanced Materials, Wiener Straße 12, D-28359 Bremen, Germany; [email protected] (C.N.); [email protected] (O.S.) 3 Smart Structures Division Via Maiorise, The Italian Aerospace Research Centre, CIRA, 81043 Capua (CE), Italy; [email protected] (A.C.); [email protected] (I.D.) * Correspondence: [email protected] (M.A.); [email protected] (R.P.); Tel.: +39-081-768-3573 (M.A. & R.P.) Received: 18 November 2018; Accepted: 14 February 2019; Published: 19 February 2019 Abstract: Nature has many striking examples of adaptive structures: the emulation of birds’ flight is the true challenge of a morphing wing. The integration of increasingly innovative technologies, such as reliable kinematic mechanisms, embedded servo-actuation and smart materials systems, enables us to realize new structural systems fully compatible with the more and more stringent airworthiness requirements. In this paper, the authors describe the characterization of an adaptive structure, representative of a wing trailing edge, consisting of a finger-like rib mechanism with a highly deformable skin, which comprises both soft and stiff parts. The morphing skin is able to follow the trailing edge movement under repeated cycles, while being stiff enough to preserve its shape under aerodynamic loads and adequately pliable to minimize the actuation power required for morphing.
    [Show full text]
  • Aerodynamic Efficiency of High Maneuverable Aircraft Applying Adaptive Wing Trailing Edge Section
    24TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES AERODYNAMIC EFFICIENCY OF HIGH MANEUVERABLE AIRCRAFT APPLYING ADAPTIVE WING TRAILING EDGE SECTION Christian Breitsamter Institute for Fluid Mechanics, Aerodynamics Division, Technische Universität München Boltzmannstrasse 15, 85748 Garching, Germany Keywords: Adaptive wing, high agility aircraft, high angle of attack, force measurements Abstract environmental impacts enforce continuous im- The aerodynamic characteristics of a high- provement of the performance of both civil and agility aircraft of canard-delta wing type are military aircraft. A key issue enhancing the air- analyzed in detail comparing the performance craft efficiency is the use of advanced and adap- obtained by smooth, variable camber wing trail- tive wing technologies (Fig. 1) [1-4]. ing-edge sections versus conventional trailing- The aerodynamic characteristics of adap- edge flaps. Wind tunnel tests are conducted on a tive and form-variable wing elements and multi- detailed model fitted with discrete elements rep- functional control surfaces have been inten- resenting the adaptive wing trailing-edge sec- sively studied in several German and European tions. Force and flow field measurements are research programs [5-8]. Results show increased carried out to study the aerodynamic properties. glide number, reduced drag and improved high Lift, drag and pitching moment coefficients are lift performance. A main focus is on structural evaluated to assess aerodynamic efficiency and concepts for adaptive flap systems as well as for maneuver capabilities. Comparing the data for local surface deformations and the integration of adaptive and conventional flap configurations, related sensors, actuators and controllers in the it is shown that smooth, variable camber results aircraft [9].
    [Show full text]
  • Mission Adaptive Compliant Wing – Design, Fabrication and Flight Test
    UNCLASSIFIED/UNLIMITED Mission Adaptive Compliant Wing – Design, Fabrication and Flight Test Sridhar Kota, Russell Osborn, Gregory Ervin, Dragan Maric FlexSys Inc. 2006 Hogback Rd. ,Suite 7 Ann Arbor, MI, U.S.A [email protected] Peter Flick and Donald Paul Air Force Research Laboratory Dayton, OH, U.S.A ABSTRACT This paper provides an overview of the design, fabrication and testing of a variable camber trailing edge for a high-altitude, long-endurance aircraft. The key enabling technology for the lightweight, low-power adaptive trailing edge is due to utilization of elasticity in the underlying structure through implementation of compliant mechanisms. The paper describes flight testing of the “Mission Adaptive Compliant Wing” (MACW) adaptive structure trailing edge flap used in conjunction with a natural laminar flow airfoil. The MACW technology provides lightweight, low-power, variable geometry re-shaping of the upper and lower flap surface with no seams or discontinuities. In this particular study, the airfoil flap system is optimized to maximize the laminar boundary layer extent over a broad lift coefficient range for endurance aircraft applications. The wing was flight tested at full-scale dynamic pressure, full-scale Mach, and reduced-scale Reynolds Numbers on the Scaled Composites White Knight aircraft. Data from flight testing revealed laminar flow was maintained over approximately 60% of the airfoil chord for much of the lift range. Drag results are provided based on a dynamic pressure scaling factor to account for White Knight fuselage and wing interference effects. The expanded “laminar bucket” capability allows the endurance aircraft to significantly extend its range (15% or more) by continuously optimizing the wing L/D throughout the mission.
    [Show full text]
  • Aircraft De-Icing/Anti-Icing
    Aircraft De-Icing/Anti-Icing Standard Practices Procedure (1)Make sure that all loose snow is removed from the aircraft before you do the de-icing/anti- icing procedures. WARNING: FOR SUFFICIENT HOLDOVER TIME, MAKE SURE THE FREEZING POINT OF THE DE-ICING/ANTI-ICING MIXTURE IS LESS THAN THE AIRCRAFT AND AMBIENT TEMPERATURES. THE HOLDOVER TIME WILL ALSO DECREASE DURING THE CONDITIONS THAT FOLLOW: THERE ARE STRONG WINDS THERE IS PRECIPITATION THE AMBIENT TEMPERATURE DECREASES THERE ARE WINDS CAUSED BY OTHER AIRCRAFT ENGINES THE AIRCRAFT FUEL TEMPERATURE ADJACENT TO THE SKIN IS LESS THAN THE AMBIENT TEMPERATURE. IF YOU DO NOT OBEY THIS WARNING, THE HOLDOVER TIME WILL DECREASE. THIS CAN CAUSE INJURY TO PERSONS AND DAMAGE TO THE EQUIPMENT. WARNING: IF YOU DO THE ANTI-ICING PROCEDURE MORE THAN ONCE, DO THE DE-ICING PROCEDURE AGAIN ALSO. MORE THAN ONE LAYER OF ANTI- ICING WILL CHANGE THE AERODYNAMIC PROPERTY OF THE WINGS. THIS CAN CAUSE INJURIES TO PERSONS AND DAMAGE TO EQUIPMENT. (2)Obey the precautions and standard practices that follow when you do the de-icing/anti-icing procedures: (a)The APU should be shut down for all anti-icing/de-icing operations. (b)If it is necessary to operate the engines or the APU while you do the de-icing/anti-icing procedures, obey the precautions that follow: 1 Make sure that the engines are at idle speed. 2 Make sure that all bleed air valves are closed. 3 Make sure that all the external lights in the de-icing/anti-icing area are off. 4 Make sure the valves for the air conditioning unit are off.
    [Show full text]
  • Performance Enhancement of a Vertical Tail Model with Sweeping Jet Actuators
    https://ntrs.nasa.gov/search.jsp?R=20130003329 2019-08-26T18:28:24+00:00Z Performance Enhancement of a Vertical Tail Model with Sweeping Jet Actuators Roman Seele*, Emilio Graff† California Institute of Technology, Pasadena, CA, 91125, USA John Lin‡ NASA Langley Research Center, Hampton, Virginia, 23681, USA Israel Wygnanski§ The University of Arizona, Tucson, AZ, 85721, USA Active Flow Control (AFC) experiments performed at the Caltech Lucas Adaptive Wall Wind Tunnel on a 12%-thick, generic vertical tail model indicated that sweeping jets emanating from the trailing edge (TE) of the vertical stabilizer significantly increased the side force coefficient for a wide range of rudder deflection angles and yaw angles at free-stream velocities approaching takeoff rotation speed. The results indicated that 2% blowing momentum coefficient (Cµ) increased the side force in excess of 50% at the maximum conventional rudder deflection angle in the absence of yaw. Even Cµ = 0.5% increased the side force in excess of 20% under these conditions. This effort was sponsored by the NASA Environmentally Responsible Aviation (ERA) project and the successful demonstration of this flow-control application could have far reaching implications. It could lead to effective applications of AFC technologies on key aircraft control surfaces and lift enhancing devices (flaps) that would aid in reduction of fuel consumption through a decrease in size and weight of wings and control surfaces or a reduction of the noise footprint due to steeper climb and descent. Nomenclature
    [Show full text]
  • Optimal Design of Compliant Trailing Edge for Shape Changing
    Chinese Journal of Aeronautics Chinese Journal of Aeronautics 21(2008) 187-192 www.elsevier.com/locate/cja Optimal Design of Compliant Trailing Edge for Shape Changing Liu Shili, Ge Wenjie*, Li Shujun School of Mechatronics, Northwestern Polytechnical University, Xi’an 710072, China Received 19 July 2007; accepted 2 January 2008 Abstract Adaptive wings have long used smooth morphing technique of compliant leading and trailing edge to improve their aerodynamic characteristics. This paper introduces a systematic approach to design compliant structures to carry out required shape changes under distributed pressure loads. In order to minimize the deviation of the deformed shape from the target shape, this method uses MATLAB and ANSYS to optimize the distributed compliant mechanisms by way of the ground approach and genetic algorithm (GA) to remove the elements possessive of very low stresses. In the optimization process, many factors should be considered such as airloads, input dis- placements, and geometric nonlinearities. Direct search method is used to locally optimize the dimension and input displacement after the GA optimization. The resultant structure could make its shape change from 0 to 9.3 degrees. The experimental data of the model confirms the feasibility of this approach. Keywords: adaptive wing; compliant mechanism; genetic algorithm; topology optimization; distributed pressure load; geometric nonlin- earity 1 Introduction* changing. Nevertheless, compared to the compliant mechanism, the smart-material-made actuators have As conventional airfoil contours are usually many disadvantages, such as deficient in energy, designed with specific lift coefficients and Mach slow in response, strong in hysteresis, limited by numbers, they could not change in accordance with temperature, and difficult to control too many ac- the environment changing.
    [Show full text]
  • A Comparative Study of the Low Speed Performance of Two Fixed Planforms Versus a Variable Geometry Planform for a Supersonic Business Jet
    Dissertations and Theses 6-2014 A Comparative Study of the Low Speed Performance of Two Fixed Planforms versus a Variable Geometry Planform for a Supersonic Business Jet Aaron C. Smelsky Embry-Riddle Aeronautical University - Daytona Beach Follow this and additional works at: https://commons.erau.edu/edt Part of the Aerospace Engineering Commons Scholarly Commons Citation Smelsky, Aaron C., "A Comparative Study of the Low Speed Performance of Two Fixed Planforms versus a Variable Geometry Planform for a Supersonic Business Jet" (2014). Dissertations and Theses. 184. https://commons.erau.edu/edt/184 This Thesis - Open Access is brought to you for free and open access by Scholarly Commons. It has been accepted for inclusion in Dissertations and Theses by an authorized administrator of Scholarly Commons. For more information, please contact [email protected]. A COMPARATIVE STUDY OF THE LOW SPEED PERFORMANCE OF TWO FIXED PLANFORMS VERSUS A VARIABLE GEOMETRY PLANFORM FOR A SUPERSONIC BUSINESS JET by Aaron C. Smelsky A Thesis Submitted to the College of Engineering, Department of Aerospace Engineering in Partial Fulfillment of the Requirements for the Degree of Master of Science in Aerospace Engineering at Embry-Riddle Aeronautical University 2014 Embry-Riddle Aeronautical University Daytona Beach, Florida June 2014 Acknowledgements Without the tremendous amount of time and effort put forth by Dr. Gonzalez with this project it would not have been possible. A great deal of gratitude is owed to him for the help editing this document. I am thankful for the quick office visits to the hours spent in his office. I not only appreciate his advice and energy during the analysis phase but also his time in the editing stage.
    [Show full text]