Design of a Micro-Aircraft Glider
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Evaluation and Flight Assessment of a Scale Glider
Dissertations and Theses 8-2014 Evaluation and Flight Assessment of a Scale Glider Alvydas Anthony Civinskas 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 Civinskas, Alvydas Anthony, "Evaluation and Flight Assessment of a Scale Glider" (2014). Dissertations and Theses. 41. https://commons.erau.edu/edt/41 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]. Evaluation and Flight Assessment of a Scale Glider by Alvydas Anthony Civinskas 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 Embry-Riddle Aeronautical University Daytona Beach, Florida August 2014 Acknowledgements The first person I would like to thank is my committee chair Dr. William Engblom for all the help, guidance, energy, and time he put into helping me. I would also like to thank Dr. Hever Moncayo for giving up his time, patience, and knowledge about flight dynamics and testing. Without them, this project would not have materialized nor survived the many bumps in the road. Secondly, I would like to thank the RC pilot Daniel Harrison for his time and effort in taking up the risky and stressful work of piloting. Individuals like Jordan Beckwith and Travis Billette cannot be forgotten for their numerous contributions in getting the motor test stand made and helping in creating the air data boom pod so that test data. -
Ai2019-2 Aircraft Serious Incident Investigation Report
AI2019-2 AIRCRAFT SERIOUS INCIDENT INVESTIGATION REPORT ACADEMIC CORPORATE BODY JAPAN AVIATION ACADEMY J A 2 4 5 1 March 28, 2019 The objective of the investigation conducted by the Japan Transport Safety Board in accordance with the Act for Establishment of the Japan Transport Safety Board and with Annex 13 to the Convention on International Civil Aviation is to prevent future accidents and incidents. It is not the purpose of the investigation to apportion blame or liability. Kazuhiro Nakahashi Chairman Japan Transport Safety Board Note: This report is a translation of the Japanese original investigation report. The text in Japanese shall prevail in the interpretation of the report. AIRCRAFT SERIOUS INCIDENT INVESTIGATION REPORT INABILITY TO OPERATE DUE TO DAMAGE TO LANDING GEAR DURING FORCED LANDING ON A GRASSY FIELD ABOUT 3 KM SOUTHWEST OF NOTO AIRPORT, JAPAN AT ABOUT 15:00 JST, SEPTEMBER 26, 2018 ACADEMIC CORPORATE BODY JAPAN AVIATION ACADEMY VALENTIN TAIFUN 17EII (MOTOR GLIDER: TWO SEATER), JA2451 February 22, 2019 Adopted by the Japan Transport Safety Board Chairman Kazuhiro Nakahashi Member Toru Miyashita Member Toshiyuki Ishikawa Member Yuichi Marui Member Keiji Tanaka Member Miwa Nakanishi 1. PROCESS AND PROGRESS OF THE INVESTIGATION 1.1 Summary of On Wednesday, September 26, 2018, a Valentin Taifun 17EII (motor the Serious glider), registered JA2451, owned by Japan Aviation Academy, took off from Incident Noto Airport in order to make a test flight before the airworthiness inspection. During the flight, as causing trouble in its electric system, the aircraft tried to return to Noto Airport by gliding, but made a forced landing on a grassy field about 3 km short of Noto Airport, and sustained damage to the landing gear, therefore, the operation of the aircraft could not be continued. -
AMA FPG-9 Glider OBJECTIVES – Students Will Learn About the Basics of How Flight Works by Creating a Simple Foam Glider
AEX MARC_Layout 1 1/10/13 3:03 PM Page 18 activity two AMA FPG-9 Glider OBJECTIVES – Students will learn about the basics of how flight works by creating a simple foam glider. – Students will be introduced to concepts about air pressure, drag and how aircraft use control surfaces to climb, turn, and maintain stable flight. Activity Credit: Credit and permission to reprint – The Academy of Model Aeronautics (AMA) and Mr. Jack Reynolds, a volunteer at the National Model Aviation Museum, has graciously given the Civil Air Patrol permission to reprint the FPG-9 model plan and instructions here. More activities and suggestions for classroom use of model aircraft can be found by contacting the Academy of Model Aeronautics Education Committee at their website, buildandfly.com. MATERIALS • FPG-9 pattern • 9” foam plate • Scissors • Clear tape • Ink pen • Penny 18 AEX MARC_Layout 1 1/10/13 3:03 PM Page 19 BACKGROUND Control surfaces on an airplane help determine the movement of the airplane. The FPG-9 glider demonstrates how the elevons and the rudder work. Elevons are aircraft control surfaces that combine the functions of the elevator (used for pitch control) and the aileron (used for roll control). Thus, elevons at the wing trailing edge are used for pitch and roll control. They are frequently used on tailless aircraft such as flying wings. The rudder is the small moving section at the rear of the vertical stabilizer that is attached to the fixed sections by hinges. Because the rudder moves, it varies the amount of force generated by the tail surface and is used to generate and control the yawing (left and right) motion of the aircraft. -
Federal Aviation Administration, DOT § 61.45
Federal Aviation Administration, DOT Pt. 61 Vmcl Minimum Control Speed—Landing. 61.35 Knowledge test: Prerequisites and Vmu The speed at which the last main passing grades. landing gear leaves the ground. 61.37 Knowledge tests: Cheating or other VR Rotate Speed. unauthorized conduct. VS Stall Speed or minimum speed in the 61.39 Prerequisites for practical tests. stall. 61.41 Flight training received from flight WAT Weight, Altitude, Temperature. instructors not certificated by the FAA. 61.43 Practical tests: General procedures. END QPS REQUIREMENTS 61.45 Practical tests: Required aircraft and equipment. [Doc. No. FAA–2002–12461, 73 FR 26490, May 9, 61.47 Status of an examiner who is author- 2008] ized by the Administrator to conduct practical tests. PART 61—CERTIFICATION: PILOTS, 61.49 Retesting after failure. FLIGHT INSTRUCTORS, AND 61.51 Pilot logbooks. 61.52 Use of aeronautical experience ob- GROUND INSTRUCTORS tained in ultralight vehicles. 61.53 Prohibition on operations during med- SPECIAL FEDERAL AVIATION REGULATION NO. ical deficiency. 73 61.55 Second-in-command qualifications. SPECIAL FEDERAL AVIATION REGULATION NO. 61.56 Flight review. 100–2 61.57 Recent flight experience: Pilot in com- SPECIAL FEDERAL AVIATION REGULATION NO. mand. 118–2 61.58 Pilot-in-command proficiency check: Operation of an aircraft that requires Subpart A—General more than one pilot flight crewmember or is turbojet-powered. Sec. 61.59 Falsification, reproduction, or alter- 61.1 Applicability and definitions. ation of applications, certificates, 61.2 Exercise of Privilege. logbooks, reports, or records. 61.3 Requirement for certificates, ratings, 61.60 Change of address. -
Tethered Fixed-Wing Aircraft to Lift Payloads…
Tethered Fixed-Wing Aircraft to Lift Payloads: A Concept Enabled by Electric Propulsion David Rancourt Etienne Demers Bouchard Université de Sherbrooke Georgia Institute of Technology 3000 boul. Université – Pavillon P2 275 Ferst Drive NW Sherbrooke, QC Atlanta, GA CANADA USA [email protected] [email protected] Keywords: Electric propulsion, novel aircraft concept, VTOL, hybrid-electric powertrain ABSTRACT Helicopters have been essential to the military as they have been one of the only solutions for air-transporting substantial payloads with no need for complex mile-long runway infrastructures. However, they are fundamentally limited with high fuel consumption and reduced range. A disruptive concept to vertical lift uses tethered fixed-wing aircraft to lift a payload, where multiple aircraft collaborate and fly along a near circular flight path in hover. The Electric-Powered Reconfigurable Rotor concept (EPR2) leverages the recent progress in electric propulsion and modern controls to enable efficient load lifting using fixed-wing aircraft. The novel idea is to replace tethered manned aircraft (with onboard energy, fuel) with electric-powered fixed-wing aircraft with remote energy source to enable efficient collaborative load lifting. This paper presents the conceptual design of a heavy-lifting aircraft concept using electric-powered tethered fixed-wing aircraft for a ~30 metric ton lifting capability. A physics-based multidisciplinary design and simulation environment is used to predict the performance and optimize the aircraft flight path. It is demonstrated that this concept could hover with only 3.01 MW of power yet be able to translate to over 80 kts with minimal power increase by leveraging the benefits of complex non-circular flight paths. -
Glider Handbook, Chapter 2: Components and Systems
Chapter 2 Components and Systems Introduction Although gliders come in an array of shapes and sizes, the basic design features of most gliders are fundamentally the same. All gliders conform to the aerodynamic principles that make flight possible. When air flows over the wings of a glider, the wings produce a force called lift that allows the aircraft to stay aloft. Glider wings are designed to produce maximum lift with minimum drag. 2-1 Glider Design With each generation of new materials and development and improvements in aerodynamics, the performance of gliders The earlier gliders were made mainly of wood with metal has increased. One measure of performance is glide ratio. A fastenings, stays, and control cables. Subsequent designs glide ratio of 30:1 means that in smooth air a glider can travel led to a fuselage made of fabric-covered steel tubing forward 30 feet while only losing 1 foot of altitude. Glide glued to wood and fabric wings for lightness and strength. ratio is discussed further in Chapter 5, Glider Performance. New materials, such as carbon fiber, fiberglass, glass reinforced plastic (GRP), and Kevlar® are now being used Due to the critical role that aerodynamic efficiency plays in to developed stronger and lighter gliders. Modern gliders the performance of a glider, gliders often have aerodynamic are usually designed by computer-aided software to increase features seldom found in other aircraft. The wings of a modern performance. The first glider to use fiberglass extensively racing glider have a specially designed low-drag laminar flow was the Akaflieg Stuttgart FS-24 Phönix, which first flew airfoil. -
Efficient Light Aircraft Design – Options from Gliding
Efficient Light Aircraft Design – Options from Gliding Howard Torode Member of General Aviation Group and Chairman BGA Technical Committee Presentation Aims • Recognise the convergence of interest between ultra-lights and sailplanes • Draw on experiences of sailplane designers in pursuit of higher aerodynamic performance. • Review several feature of current sailplanes that might be of wider use. • Review the future for the recreational aeroplane. Lift occurs in localised areas A glider needs efficiency and manoeuvrability Drag contributions for a glider Drag at low speed dominated by Induced drag (due to lift) Drag at high ASW-27 speeds Glider (total) drag polar dominated by profile drag & skin friction So what are the configuration parameters? - Low profile drag: Wing section design is key - Low skin friction: maximise laminar areas - Low induced drag – higher efficiencies demand greater spans, span efficiency and Aspect Ratio - Low parasitic drag – reduce excrescences such as: undercarriage, discontinuities of line and no leaks/gaps. - Low trim drag – small tails with efficient surface coupled with low stability for frequent speed changing. - Wide load carrying capacity in terms of pilot weight and water ballast Progress in aerodynamic efficiency 1933 - 2010 1957: Phoenix (16m) 1971: Nimbus 2 (20.3m) 2003: Eta (30.8m) 2010: Concordia (28m) 1937: Wiehe (18m) Wooden gliders Metal gliders Composite gliders In praise of Aspect Ratio • Basic drag equation in in non-dimensional, coefficient terms: • For an aircraft of a given scale, aspect ratio is the single overall configuration parameter that has direct leverage on performance. Induced drag - the primary contribution to drag at low speed, is inversely proportional to aspect ratio • An efficient wing is a key driver in optimising favourable design trades in other aspects of performance such as wing loading and cruise performance. -
Fitzpatrick Biography
The James L. G. Fitz Patrick Papers Archives & Special Collections College of Staten Island Library, CUNY 2800 Victory Blvd., 1L-216 Staten Island, NY 10314 © 2005, 2018 The College of Staten Island, CUNY Finding Aid by James A. Kaser Overview of the Collection Collection No. : CM-4 Title: The James L. G. Fitz Patrick Papers Creator: James L. G. Fitz Patrick (1906-1998) Dates: c. 1926-1998 Extent: Approximately 1.5 Linear Feet Abstract: Prof. James L. G. Fitzpatrick was a faculty member and administrator at the Staten Island Community College from 1959 to 1976. He taught and served as Head of the Department of Mechanical Technology. He was appointed the first Academic Dean of the college in 1959, serving as Dean of the Faculty and acting under the college president to administer the academic program. He also coordinated a large part of the planning for the college’s campus in Sunnyside, completed in 1967. Fitz Patrick became Dean for Operations and Development in 1971 and held that position until his retirement in 1976. Fitz Patrick was widely recognized as an expert on natural flight and aeronautics. This fragmentary collection mostly documents some of Fitz Patrick’s research activities. Administrative Information Preferred Citation The James L. G. Fitz Patrick Papers, Archives & Special Collections, Department of the Library, College of Staten Island, CUNY, Staten Island, New York Acquisition The papers were donated by Fitz Patrick’s stepson, Harold J. Smith. Processing Information Collection processed by the staff of Archives & Special Collections. 1 Restrictions Access Access to this record group is unrestricted. -
History of Solar Flight July 2008
History of Solar Flight July 2008 solar airplane aircraft continuous sustainable flight solar-powered solar cells mppt helios Sky-Sailor sun-powered HALE platform solaire avion vol continu dévelopement durable énergie solaire cellules plateforme History of Solar flight André Noth, [email protected] Autonomous Systems Lab, Swiss Federal Institute of Technology Zürich 1. The conjunction of two pioneer fields, electric flight and solar cells The use of electric power for flight vehicles propulsion is not new. The first one was the hydrogen- filled dirigible France in year 1884 that won a 10 km race around Villacoulbay and Medon. At this time, the electric system was superior to its only rival, the steam engine but then with the arrival of gasoline engines, work on electrical propulsion for air vehicles was abandoned and the field lay dormant for almost a century [2]. On the 30th June 1957, Colonel H. J. Taplin of the United Kingdom made the first officially recorded electric powered radio controlled flight with his model “Radio Queen”, which used a permanent-magnet motor and a silver-zinc battery. Unfortunately, he didn’t carry on these experiments. Further developments in the field came from the great German pioneer, Fred Militky, who first achieved a successful flight with a Radio Queen, 1957 free flight model in October 1957. Since this premises, electric flight continuously evolved with constant improvements in the fields of motors and batteries [12]. Three years before Taplin and Militky’s experiments, in 1954, photovoltaic technology was born at Bell Telephone Laboratories. Daryl Chapin, Calvin Fuller, and Gerald Pearson developed the first silicon photovoltaic cell capable of converting enough of the sun’s energy into power to run everyday electrical Gerald Pearson, Daryl Chapin equipment. -
Air-Breathing Engine Precooler Achieves Record-Breaking Mach 5 Performance 23 October 2019
Air-breathing engine precooler achieves record-breaking Mach 5 performance 23 October 2019 The Synergetic Air-Breathing Rocket Engine (SABRE) is uniquely designed to scoop up atmospheric air during the initial part of its ascent to space at up to five times the speed of sound. At about 25 km it would then switch to pure rocket mode for its final climb to orbit. In future SABRE could serve as the basis of a reusable launch vehicle that operates like an aircraft. Because the initial flight to Mach 5 uses the atmospheric air as one propellant it would carry much less heavy liquid oxygen on board. Such a system could deliver the same payload to orbit with a vehicle half the mass of current launchers, potentially offering a large reduction in cost and a higher launch rate. Reaction Engines' specially constructed facility at the Colorado Air and Space Port in the US, used for testing the innovative precooler of its air-breathing SABRE engine. Credit: Reaction Engines Ltd UK company Reaction Engines has tested its innovative precooler at airflow temperature conditions equivalent to Mach 5, or five times the speed of sound. This achievement marks a significant milestone in its ESA-supported Airflow through the precooler test item in the HTX heat exchanger test programme. UK company Reaction development of the air-breathing SABRE engine, Engines has tested its innovative precooler at airflow paving the way for a revolution in space access temperature conditions equivalent to Mach 5, or five and hypersonic flight. times the speed of sound. This achievement marks a significant milestone in the ESA-supported development The precooler heat exchanger is an essential of its air-breathing SABRE engine, paving the way for a SABRE element that cools the hot airstream revolution in hypersonic flight and space access. -
NASA Styrofoam Tray Glider.Pdf
RIGHT FLIGHT Objectives The students will: Construct a flying model glider. Determine weight and balance of a glider. Standards and Skills Science Science as Inquiry Physical Science Science and Technology Unifying Concepts and Processes Science Process Skills Observing Measuring Collecting Data Inferring Predicting Making Models Controlling Variables Mathematics Problem Solving Reasoning Prediction Measurement Background On December 17, 1903, two brothers, Wilbur and Orville Wright, became the first humans to fly a controllable, powered airplane. To unravel the mysteries of flight, the Wright brothers built and experimented extensively with model gliders. Gliders are airplanes without motors or a power source. 52 Aeronautics: An Educator’s Guide EG-2002-06-105-HQ Building and flying model gliders helped the Wright brothers learn and understand the importance of weight and balance in air- planes. If the weight of the airplane is not positioned properly, the airplane will not fly. For example, too much weight in the front (nose) will cause the airplane to dive toward the ground. The precise balance of a model glider can be determined by varying the location of small weights. Wilbur and Orville also learned that the design of an airplane was very important. Experimenting with models of different designs showed that airplanes fly best when the wings, fuselage, and tail are designed and balanced to interact with each other. The Wright Flyer was the first airplane to complete a controlled takeoff and landing. To manage flight direction, airplanes use control surfaces. Elevators are control surfaces that make the nose of the airplane pitch up and down. A rudder is used to move the nose left and right. -
The Design and Development of a Human-Powered
THE DESIGN AND DEVELOPMENT OF A HUMAN-POWERED AIRPLANE A THESIS Presented to the Faculty of the Graduate Division "by James Marion McAvoy^ Jr. In Partial Fulfillment of the Requirements for the Degree Master of Science in Aerospace Engineering Georgia Institute of Technology June _, 1963 A/ :o TEE DESIGN AND DETERMENT OF A HUMAN-POWERED AIRPLANE Approved: Pate Approved "by Chairman: M(Ly Z7. /q£3 In presenting the dissertation as a partial fulfillment of the requirements for an advanced degree from the Georgia Institute of Technology, I agree that the Library of the Institution shall make it available for inspection and circulation in accordance with its regulations governing materials of this type. I agree that permission to copy from, or to publish from, this dissertation may he granted by the professor under whose direction it was written, or, in his absence, by the dean of the Graduate Division when such copying or publication is solely for scholarly purposes and does not involve potential financial gain. It is under stood that any copying from, or publication of, this disser tation which involves potential financial gain will not be allowed without written permission. i "J-lW* 11 ACKNOWLEDGMENTS The author wishes to express his most sincere appreciation to Pro fessor John J, Harper for acting as thesis advisor, and for his ready ad vice at all times. Thanks are due also to Doctor Rohin B. Gray and Doctor Thomas W. Jackson for serving on the reading committee and for their help and ad vice . Gratitude is also extended to,all those people who aided in the construction of the MPA and to those who provided moral and physical sup port for the project.