DOCSLIB.ORG

Design and Flight Testing of Inflatable Wings with Wing Warping

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
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. While lighter-than-air vehicles also include a 373 W (0.5 hp) engine, a 3.18 kg (7 lb) gross weight inflatable structures, our focus herein is on inflatable struc- and was remotely-controlled via elevons mounted on the tures used solely for lift generation. Various aspects of trailing edge. The Apteron was successfully flight tested, inflatable structures are discussed elsewhere [1] while a but was never put into production. review of inflatable wing and related technologies is in- cluded in Cadogan et al. [2] To provide context for the Flight tests of deployment and low-altitude (800-1,000 ft) results of this paper, a selection of design concepts is in- flight of the I2000 UAV using inflatable wings were con- cluded below emphasizing recent developments in inflat- ducted in 2001 by researchers at NASA Dryden. The able wings. wings were developed by Vertigo, Inc. for the Navy as a gun launched observation vehicle . The skeleton of Inflatable wings were successfully demonstrated in the the wing was made of inflatable tubes, surrounded with 1950s with the Goodyear Inflatoplane (Model GA-468 is crushable foam to provide the airfoil cross-section. After shown in Figure 1 and is also on display in the Patuxent the aircraft was released, the five-foot span inflatable wing River Naval Air Museum). The 6.7 m (22 ft) wingspan air- was successfully deployed in about one-third of a second. To maintain suitable wing strength and stiffness, nitrogen 1 Figure 2: ILC Dover Apteron UAV. Figure 4: Non-Inflated wing and inflated wings. Figure 3: In flight deployment of NASA Dryden I2000 in- flatable wing. gas pressurization of 1380-1725 kPa (200-250 psi) was required. [3] The deployment is shown in Figure 3. INFLATABLE WINGS AT UNIVERSITY OF KENTUCKY Figure 5: ILC Dovers multi-spar Inflated wing and packed The University of Kentucky has been working with ILC configuration. Dover, Inc. on the development and testing of inflatable wings. Two variants have been developed and tested: inflatable only wings that require constant pressurization One potential application directing aspects of the devel- to maintain shape and inflatable/rigidizable wings that opment of inflatable/rigidizable wing technology is use harden into a persistent shape once inflated. The latter on a “Mars Airplane.” [8, 9, 10, 11] Current plans for were tested first. UV-curable resins under development Mars exploration include smaller Scout missions to ex- for spacecraft applications were considered for the inflat- pand the explored area. One concept under considera- able/rigidizable wings. [2, 4, 5, 6, 7] The wings are con- tion is an unmanned spacecraft launched to Mars to re- structed of a composite material that becomes rigid on ex- lease an aircraft designed to fly an exploratory mission posure to UV light. The wings are assembled by sewing over a wider range than a lander/rover and from a closer woven material to create the airfoil and internal baffling. distance than an orbiter. Motivated by the requirement for For the inflatable/rigidizable wings, a layered material was a minimal packed-volume-to-weight ratio, an alternate ap- used consisting of an external containment film, layers proach for the proposed folding wing designs is an inflat- of resin-impregnated woven fabric selected for handling able composite wing impregnated with a UV-curable resin. characteristics, and an internal containment layer. An in- With this approach, wings are pressurized for deployment flatable urethane bladder is inserted, with long finger-like then rigidized with exposure to UV radiation from the sun. sections filling each baffle of the sewn wing. Figure 4 Once rigid, the wings no longer require pressurization to shows the inflatable/rigidizable wing before inflation and maintain their shape. [12] the wing while inflated during laboratory testing. This multi-spar design does not use foam spacer material and Feasibility of these concepts are being tested through so packs compactly. The inflatable non-rigidizable design a series of high-altitude experiments. The flight ex- is shown in Figure 5. The design is similar to the rigidiz- periments that validated this technology included three able version, but does include the impregnated resin and stages: 1) balloon-launched ascent to deployment alti- external containment film. tude, 2) deployment of inflatable-rigidizable wings and 2 WARPING INFLATABLE WINGS The current research efforts are focused on warping an inflatable non- rigidizable wing to provide roll control through wing warp- ing. Inflatable wings were developed by ILC Dover, Inc. which were not impregnated with the UV curable resin for use in other applications where higher wing loading is re- quired. Since the wings do not harden, constant internal pressure is required to resist flight loads. As the wings are entirely inflatable, they do not contain ailerons. Thus, vehicles employing inflatable wings must generate a roll moment by other means. However, as the wings are non- rigid, it is possible to actively manipulate the shape of the Figure 6: Recovery of second-generation inflat- wings to provide this roll moment. able/rigidizable high-altitude test article. Another motive for altering the wing shape is to improve the airfoil efficiency. Principally, efficiency is maximized by increasing the lift L and decreasing the drag D or max- imizing the lift-to drag ratio (L/D) for any configuration. A given airfoil profile has vastly differing lift and drag char- acteristics over the possible ranges of Reynolds Number (Re) and Mach number (M). Thus, airfoils are typically designed for a narrow range of flight conditions. Alter- natively, airfoils can be designed that perform adequately over a wide range of conditions, but do not perform well in any. By altering the shape of the wing, the L/D ratio can be changed across the length of the wing. Assymmet- ric shape changes generates differential lift between the two semi-spans while deforming the semi-spans symmet- rically would provide an altered lift distribution that could be optimized for maximum L/D. The differential loading Figure 7: Inflatable wing high-altitude test article at scenario can potentially be used to generate the required 98,000’. roll moments for the aircraft. WING DESIGN continued ascent to near 100,000 ft, and 3) release from the balloon and gliding descent under autonomous con- INFLATABLE WING CONSTRUCTION The inflatable trol. Note that ground-level atmospheric density on Mars wing is designed such that constant internal wing pres- is similar to that at 100,000 ft on Earth. Balloon-launched sure is required to maintain wing shape. High stiffness is high-altitude experiments to date include the first-ever achieved with low inflation pressure by maximizing inflated demonstration of inflatable/rigidizable wing technology on sectional moment of inertia. Since the wing is constructed May 3, 2003 with successful deployment of inflatable of a flexible fabric material, it can be stowed by folding wings at 55,000 ft, curing on continuing ascent to 89,603 or rolling. Previous inflatable wing designs required high ft and descent to recovery. [13] gage pressures to maintain wing shape. This typically re- quires the use of heavy seals and gaskets and thicker More recent efforts considered tailoring the composite than desired wall thicknesses for the wing material. It layering design for weight reduction. [13] A second also means that any leak, however small, will result in the demonstration experiment on May 1, 2004 resulted in rapid depressurization of the wing and loss of structural deployment and curing of the second-generation inflat- integrity. able/rigidizable wings. Figure 6 shows the test article after flight inflation and rigidization at the recovery site. The present wing design uses the presence of internal Flight characteristics, aerodynamic performance, aero- span-wise baffles or inflation cavities to help maintain dynamic analysis and wind-tunnel testing for the inflat- structural stiffness at lower internal pressures. The outer able/rigidizable wings are detailed elsewhere. [14, 15]A wing (restraint) and internal baffles are constructed from third flight using a Vectran non-rigidizable wing was com- high strength fibers such as Kevlar. The current incar- pleted on April 30, 2005 and reached altitudes of over nation as tested herein is made of Vectran, a manufac- 98,000 feet (Figure 7).
Load more

Recommended publications
  • Upgraded Inflatable Tire Foldable Commuter, Suitable for Adult & Kids
    S10 8 Inch Foldable Electric Scooter Upgraded Inflatable Tire Foldable Commuter, Suitable for Adult & Kids For optimum performance and safety, please read these instructions carefully before operating the product. Please keep this manual for future reference. CONTENTS 1. General Information 3 2. Product Overview 4 2.1 General Information 4 2.2 What you need to know 4 3. Product Description 4 3.1 How to Unfold 4 3.2 How to Assemble 5 3.3 How to Fold 5 4. How to Ride 6 5. SCOOTER SAFETY PRECAUTIONS 8 6. Weight and Speed Limitations 10 6.1 Weight Restrictions 10 6.2 Speed Limits 10 7. Operating Range 10 8. Battery Information and Specications 11 9. Charging your Scooter 12 10. Inspection, Maintenance, and Storage 13 11. Scooter Specications 14 2 www.PyleUSA.com 1. General Information LCD Display Handle Folding Hook LED Light Long Pole Hook Hole Accelerate Throttle Back Fender Rear Brake Buckle Lock Electric Brake Folding Wrench Motor Deck Charging Port Kickstand Front Wheel www.PyleUSA.com 3 2. Product Overview 2.1 General information The original scooter is an intuitive, technologically advanced solution. Using the latest technology and production processes, each scooter undergoes strict testing for quality and durability. With its lightweight, portable design, ease of use, range, and low carbon footprint. 2.2 What you need to know Before you rst experience your scooter, please read the USER MANUAL thoroughly and learn the basics to ensure your safety and the safety of others. The power will be shut down if nobody operate in ve minutes, you need press power button before you ride.
    [Show full text]
  • ACHILLES INFLATABLE BOATS a Division of Achilles USA, Inc
    2018 INFLATABLE BOATS It begins with the best fabric. Designed and built with safety Because our boats last, Our quality CSM fabric has and performance in mind. so does our support. such a great reputation in the From built-in safety features like We provide our dealers and inflatable boat industry that the strongest four-layer seam customers with comprehensive other inflatable boat manufac- construction in the industry to and responsive post-sales turers buy their fabric from us. custom designs engineered to support in every aspect of It all starts with an exterior complement and enhance the Achilles ownership. Our The Achilles boating experience begins with best inflatable coating of our custom CSM performance of each of our customer and mobile-friendly boat fabric, designs and options and ends with unsurpassed over a heavy duty fabric which boats, boaters get more out of web site not only offers customer support for as long as you own your boat. makes our inflatables virtually an Achilles. Our boats are built comprehensive information In between you will enjoy years of on-the-water activities impervious to the elements, oil, to not only last, but to also about our current models, in the most durable inflatable boat you can find. gasoline and abrasions. And it deliver the practicality you but also on all Achilles boats ends with two interior coatings expect from an inflatable with- produced since 1978. of Chloroprene for unsurpassed out sacrificing the performance CSM exterior for air retention. you want from any boat. toughness www.achillesboats.com Heavy-duty Nylon or Polyester core fabric A SMOOTH, SIMPLE OAR SYSTEM NON-CORROSIVE CHECK VALVES Two layers of Chloroprene We invented the fold-down, locking oar system All Achilles valves are non-corrosive with no moving for unsurpassed that makes rowing a breeze while keeping oars parts that might break.
    [Show full text]
  • 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.
    [Show full text]
  • How to Make an Inflatable Sphere Aka “Carbon Bubble”?
    How to make an inflatable sphere aka “carbon bubble”? The inflatable carbon bubble is a great tool to transform a protest into a highly playful, fun and interactive event and at the same time raise awareness about the carbon bubble issue.*1 The making of the inflatable can be an inspiring group activity. It can be also used for symbolic or direct action: for example the popping of the inflatable carbon bubble can be very powerful to tell and visualise the future market crash of the fossil fuel industry. This manual is based on our 10 minute video tutorial: http://vimeo.com/user11411696/inflatablecarbonbubble Please email us on [email protected] if you have questions. And please send us pictures of your inflatable action! Yours, 350.org and Artúr van Balen / Tools for Action www.toolsforaction.net MATERIALS: -3 hours and 2 persons - strong black bin bags, as big as possible. – heavy duty double-sided tape with remov- able protective foil (important: please check if this tape glues well with your type of bin bags.) - Black gaffer tape & transparent tape - marker pen - scissors and/or utility knife - measurer - 5L plastic bottle - cardboard (same size as bin bag ) -fan or air mattress pump STEP 1: CONSTRUCT THE SAMPLE SHAPE -Cut out the cardboard in the above shape. The cardboard will be your sample shape. (You can find the shape at the end of this document.) -Add extra material at one side of the shape. This will be the seam. The width of the seam is dependent on the size of your double-sided tape.
    [Show full text]
  • 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.
    [Show full text]
  • 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.
    [Show full text]
  • Jim Winker Has Competencies in the Following Aspects of Ballooning: Management, Research and Development
    James A. Winker was born in December of 1928 in Randall, Minnesota, fourth son of Lewis and Cecilia Winker. SOME OF JIM’S KEY BALLOONING EXPERIENCES: - His earliest ballooning experience was as a crew member for the launch and recovery of Don Piccard’s flight in a converted Japanese FUGO bombing balloon in February of 1947. - He participated in the preparation, inflation, free flight and recovery of the first modern hot air balloon flight by inventor Ed Yost in Bruning, Nebraska October 22,1960. - Received his first “Free Balloon Pilot” certificate in July of 1962. - His First solo flight (not under instruction) was in Led Zeppelin in May of 1970. -Became a FAA Balloon Pilot Examiner in 1973-1981 and again 1984-1987. - He piloted Raven’s hot air blimp “Starship Enterprise” at its world debut in Lucerne, Switzerland in May of 1975. - He flew as part of the opening ceremony at the Lake Placid Olympics in February of 1980. - Originated design for modern sport gas balloons, now known as “Quick Fill”. - Retired from Raven Industries at the end of 1990 completing 35 years of working with balloons, including the development of the hot air balloon. GENERAL BALLOONING EXPERIENCES: Jim Winker has competencies in the following aspects of ballooning: Management, Research and Development Planning, Balloon design (scientific and sport balloons), Heavy lift balloons, Air launched balloon techniques, Remotely piloted airships, Balloon and airship pilot, Deployable aerodynamic deceleration and recovery systems, Digital and photographic imagery, and as
    [Show full text]
  • 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.
    [Show full text]
  • Introduction to Aerospace Engineering
    Introduction to Aerospace Engineering Lecture slides Challenge the future 1 15-12-2012 Introduction to Aerospace Engineering 5 & 6: How aircraft fly J. Sinke Delft University of Technology Challenge the future 5 & 6. How aircraft fly Anderson 1, 2.1-2.6, 4.11- 4.11.1, 5.1-5.5, 5.17, 5.19 george caley; wilbur wright; orville wright; samuel langley, anthony fokker; albert plesman How aircraft fly 2 19th Century - unpowered Otto Lilienthal (1848 – 1896) Was fascinated with the flight of birds (Storks) Studied at Technical School in Potsdam Started experiment in 1867 Made more than 2000 flights Build more than a dozen gliders Build his own “hill” in Berlin Largest distance 250 meters Died after a crash in 1896. No filmed evidence: film invented in 1895 (Lumiere) How aircraft fly 3 Otto Lilienthal Few designs How aircraft fly 4 Hang gliders Derivatives of Lilienthal’s gliders Glide ratio E.g., a ratio of 12:1 means 12 m forward : 1 m of altitude. Typical performances (2006) Gliders (see picture): V= ~30 to >145 km/h Glide ratio = ~17:1 (Vopt = 45-60 km/h) Rigid wings: V = ~ 35 to > 130 km/h Glide ratio = ~20:1 (Vopt = 50-60 km/h) How aircraft fly 5 Question With Gliders you have to run to generate enough lift – often down hill to make it easier. Is the wind direction of any influence? How aircraft fly 6 Answer What matters is the Airspeed – Not the ground speed. The higher the Airspeed – the higher the lift. So if I run 15 km/h with head wind of 10 km/h, than I create a higher lift (airspeed of 25 km/h) than when I run at the same speed with a tail wind of 10 km/h (airspeed 5 km/h)!! That’s why aircraft: - Take of with head winds – than they need a shorter runway - Land with head winds – than the stopping distance is shorter too How aircraft fly 7 Beginning of 20th century: many pioneers Early Flight 1m12s Failed Pioneers of Flight 2m53s How aircraft fly 8 1903 – first powered HtA flight The Wright Brothers December 17, 1903 How aircraft fly 9 Wright Flyer take-off & demo flight Wright Brothers lift-off 0m33s How aircraft fly 10 Wright Brs.
    [Show full text]
  • 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.
    [Show full text]
  • 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.
    [Show full text]
  • 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.
    [Show full text]