3 edition of Effect of a variable camber and twist wing at transonic mach numbers found in the catalog.
Effect of a variable camber and twist wing at transonic mach numbers
1984 by National Aeronautics and Space Administration, Scientific and Technical Information Branch in [Washington, D.C.?] .
Written in English
|Statement||James C. Ferris|
|Series||NASA technical memorandum -- 86281|
|Contributions||United States. National Aeronautics and Space Administration. Scientific and Technical Information Branch|
|The Physical Object|
HALE UAVs developed in the past 30 years represent a wide range of flow conditions. From the low-speed Predator (Ernst, ) and Condor (Johnstone and Arntz, ) to Global Hawk (Heber, ) and Darkstar (Berman, ), these aircraft share several aerodynamic challenges, but also illustrate the differences among UAVs in this class. ‘‘Comparison of Smart Wing Concepts for Transonic Cruise Drag Reduction, ‘‘Surface Actuated Variable-Camber and Variable-Twist Morphing Wings Using Piezocomposites, ‘‘Effect of Camber on the Aerodynamics of Adaptive-Wing Micro Air Vehicles,’’ Journal of Aircraft, Cited by: The critical Mach number of a wing is the flight Mach number of the aircraft at which the local Mach number at some point of the wing becomes At a Mach number slightly in excess of this critical value, shock waves form on the wing, and further increases in speed cause [ ] large changes in the forces, moments, and pressures on the wing.
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Effect of Effect of a variable camber and twist wing at transonic mach numbers book variable camber and twist wing at transonic Mach numbers. Washington, D.C.: National Aeronautics and Space Administration, Scientific and Technical Information Branch ; [Springfield, Va.: For sale by the National Technical Information Service], Get this from a library.
Effect of a variable camber and twist wing at transonic mach numbers. [James C Ferris; United States. National Aeronautics and Space Administration. Scientific and Technical Information Branch.]. Effect of a variable camber and twist wing at transonic Mach numbers / By James C.
Ferris and United States. National Aeronautics and Space Administration. Scientific and Technical Information Branch. Abstract. This paper presents the results of the investigation of wing-alone and wing-fuselage configurations of the two wings; one was an untwisted uncambered wing and the other was the same wing but incorporated twist and camber designed to give uniform load at a lift coefficient of at a Mach number of Author: Kenneth P.
Spreemann, William J. Alford. Boltz FW, Pena DF () Aerodynamic characteristics of an F-8 aircraft configuration with a variable camber wing at Mach numbers from to NASA-TM Google Scholar Committee of Aircraft Design Manual () Aircraft design manual volume 6 aerodynamic : Yi Liu, Shaoxiu Ouyang, Xiaoxia Zhao.
At all Mach numbers, the cambered-wing drag-due-to-lift factor is primarily improved fas indicated in fig. 8 by the much lower values for k2 min^ ^^ comparison with those for k2A) because the cambered and twisted wing attained much better span load efficiency than the symmetrical wing - a direct result of the twisted wing surfaces.
The Effect of a Variable Camber and Twist Wing at Transonic Mach Numbers". The intelligent Wing -Aerodynamic Developments for Future Transport Aircraft". The Potential of Using Variable Camber Across the Span of an Aircraft'.
The Use of Variable Camber to Reduce Drag, Weight and Costs of Transport Aircraft".Author: Rui Miguel Martins Pires. Estimated Benefits of Variable-Geometry Wing Camber Control for Transport Aircraft. effects of variable camber.
(transonic) flight (Mach –), development of a normal shock wave on. flutter speed at transonic Mach numbers slightly higher than the first dip. A flutter boundary with two transonic dips has indeed been found experimentally for a transport-type supercritical-wing flutter model Effect of a variable camber and twist wing at transonic mach numbers book at the NLR in Effect of a variable camber and twist wing at transonic mach numbers book Netherlands The first dip was identifled in Ref.
15 as theCited by: Variable camber is a feature of some of aircraft wings that changes the camber (or curvature) of the main aerofoil during flight.
In one system, the leading and/or trailing edge sections of the whole wing pivot to increase the effective camber of the wing.
This may be used to increase the maximum lift coefficient in order to shorten the take-off run, or to enhance manoeuvrability in the air. A supercritical airfoil is used to study the two-dimensional effect of variable-camber technology, and a wide-body airplane model is used to validate the three-dimensional improvement in the wing's airfoil made by variable-camber technology.
An optimization strategy for airfoil that incorporates variable-camber technology is proposed. Full text of "Estimated Benefits Effect of a variable camber and twist wing at transonic mach numbers book Variable-Geometry Wing Camber Control for Transport Aircraft" See other formats NASA/rM Estimated Benefits of Variable-Geometry Wing Camber Control for Transport Aircraft Alexander Bolonkin Senior Research Associate of the National Research Council Dry den Flight Research Center Edwards, California Glenn B.
Gilyard Dry den Flight Research Center. A multi-section variable camber wing, using four rib sections with pneumatic actuators and a simple linkage system embedded inside the wing, was designed as another means to vary the shape of a wing. This variable camber wing did not involve complicated actuation components or File Size: KB.
[Show full abstract] blowing is examined on aerodynamics of a high-aspect ratio (AR=16) and low-sweep (λ1/4= deg.) wing in the range of transonic Mach numbers of M= and Reynolds. Fig. 6 illustrates the geometry of a presently interesting case study: An oblique flying wing (OFW) for transonic and supersonic transport is defined by cusped slender airfoils as described in (3), with camber and wing twist defined as functions of the wing spanwise direction, to be varied in inverse design or optimization by: 2.
This paper examines the use of a variable-camber continuous trailing-edge flap system for aeroservoelastic optimization of a transport wing box, the Common Research Model.
Along with patch-level structural wing-box design variables, the quasi-steady and unsteady motions of the flap system are used as design variables, for maneuver load alleviation, cruise fuel burn reduction, and active Cited by: with fairing and a transonic wing that has been designed based on the variable camber concept (VC concept).
For smaller total lift coefficients the wing works at high cruise Mach numbers in clean configuration, for higher lift coefficients additional flap deflections are necessary to yield reasonable pressure distributions without shock. Numerical simulations are performed to study the outboard airfoil of advanced technology regional aircraft (ATRA) wings with five different variable camber continuous trailing edge flap (VCCTEF) configurations.
The computational study aims to improve the aerodynamic efficiency of the airfoil under cruise conditions. The design of outboard airfoil complies with the hybrid laminar flow control Author: Mohammed Abdul Raheem, Prasetyo Edi, Amjad A.
Pasha, Mustafa M. Rahman, Khalid A. Juhany. Wedler, Sven () Analysis Regarding Variable Cambering with Spoiler Tracking: Effect of the Flap Hinge Line Location on the Aerodynamic at Transonic Speeds.
Deutscher Luft- und Raumfahrtkongress, SepRostock, : Sven Wedler. Estimated Benefits of Variable-Geometry Wing Camber Control for Transport Aircraft Alexander Bolonkin Senior Research Associate of the National Research Council Dryden Flight Research Center Edwards, California Glenn B.
Gilyard Dryden Flight Research Center Edwards, California October National Aeronautics and Space AdministrationCited by: Keywords: wing design, flow control, hybrid laminar flow control, variable camber wing ABSTRACT The combination of Hybrid Laminar Flow Control (HLFC) and Variable Camber Flap (VCF) can be use as a flow control on the wing.
Practical use of HLFC requires that laminar flow is maintained through a range of cruise lift coefficients and Mach numbers.
Performance Enhancement of the Flexible Transonic Truss-Braced Wing Aircraft Using Variable-Camber Continuous Trailing-Edge Flaps Robert E. Bartels,1 and Bret K.
Stanford,2and Josiah M. Waite3 NASA Langley Research Center, Hampton, VA, The ante-bellum situation of transonic airfoil theory to my mind indicates a fixation with positive camber.
Whenever airfoil mods are made, there is a desperate attempt to get positive camber somewhere in the airfoils, if not at the leading edge, then at the trailing edge:. DESIGN, DEVELOPMENT AND CFD SIMULATION OF A VARIABLE TWIST WING ABSTRACT Wing twist is an aerodynamic feature added to aircraft wings to adjust lift distribution along the wing.
Often, the purpose of lift redistribution is to ensure that the wing tip is the last part of the wing surface to stall, for example when executing a roll or steep climb; it involves twisting the wingtip a small amount. All this transonic flow stuff gets a bit confusing at times. a toy. But it had a serious problem (more than one actually, but only one of relevance here).
The wing was 18% thick. That is good for keeping down the wing weight, or storing big cannons and shells, but lousy for flying at high altitude. shock waves, resulting from high local. In this study, an innovative adaptive variable camber compliant wing, with skin that can change thickness and tailing edge morphing mechanism that is designed based on a new kind of artificial muscles, is designed.
Consisted of a compliant base plate and seamless and continuous compliant skin with the artificial muscles embedded in, this trailing edge morphing mechanism is extremely light in Cited by: 2. Similar results were attained on a general aviation aircraft wing/body combination.
A 3D model of the variable-camber Fowler flap driving mechanism was established in a computer-aided design system, and the results showed that all design configurations could be achieved by the double-sliding track. Use of variable camber solves the lower surface problem; the Fig 6 -Twist and Aeroelastic Effects LE and TE flap are deflected upwards by as indicated in fig.
This figure also indicates the large extent of supercritical flow achieved at the STR condition leading to a high value of lift to drag ratio. TIPAuthor: B. Probert.
Throughout the first quarter ofWhitcomb conducted a series of experiments using various area-rule based wing-body configurations in Langley's 8-Foot High-Speed Tunnel. As he expected, indenting the fuselage in the area of the wing did, indeed, significantly reduce the amount of drag at transonic speeds.
at transonic Mach numbers. NACA RM L52D01 The data to be discussed include pressure distributions, tuft patterns, and schlieren surveys. Through consideration of these data it has been possible to present a qualitative description of development of shock waves and boundary-layer separation on the wing and fuselage at transonic Mach numbers.
To cope with the problem of flight at transonic Mach numbers adaptive mechanisms are introduced. Aerodynamic efficiency at off-design conditions is improved by the application of a shock control bump (SCB), a concept first introduced in by Ashill, Fulker and Shires, on a variable camber (VC) airfoil.
S HOCK W AVE D RAG R EDUCTION * S HOCK W AVE D RAG R EDUCTION * Bushnell, Dennis M. â Shock waves are mechanical waves of ï¬ nite amplitude that arise when matter is subjected to rapid compressionâ (Ben-Dor et al.
) and are endemic in aeronautics and many other ï¬ elds of technology at transonic speeds and above. Critical Mach Number Drag Divergence Mach Number Transonic Flow Past Unswept Airfoils Wave Drag Reduction by Design Airfoil Contour Wave Drag Approaches Supercritical Airfoil Sections Swept Wings at Transonic Speeds Wing—Body Interactions and the “Area Rule” " The Prediction of Pressure Distributions on an Arrow-Wing Configuration Including the Effect of Camber, Twist, and a Wing Fin R.M., Principal Investigator, study Leader and author), "Assessment of Variable Camber for and Sigalla, A.
S., "Airframe-Propulsion System Aerodynamic Predictions at High Transonic Mach Numbers Including. Start studying BOOK 5 Theory of Flight. Learn vocabulary, terms, and more with flashcards, games, and other study tools. Variable camber flaps add more to the camber surface than Krueger flaps.
It is an aerodynamic effect experienced at high mach numbers. At high speed, the centre of pressure of the wing moves rearwards and so, the wing. Principles of Flight study guide by fi-morelli includes questions covering vocabulary, terms and more. Quizlet flashcards, activities and games help you improve your grades.
variable camber had been used even earlier. The LeBlon monoplane had a variable-camber wing formed by an ad-justable part of the trailing edge. It was exhibited at the London Olympia Show in March, The idea of slats and the knowledge of the effectiveness of slots are nearly as old.
In an important lecture given beforeFile Size: 4MB. Slotted cruise airfoil technology allows production of a substantially unswept wing that achieves the same cruise speed as today's conventional jet airplanes with higher sweep.
This technology allows the wing boundary layer to negotiate a strong recovery gradient closer to the wing trailing edge. The result is about a cruise speed of Mach=, but with a straight by: The idea of morphing is drawing extensive attention in aerospace technologies. Several different approaches like span, camber, twist, and sweep are finding applications.
In this work, the concept of a trailing edge control surface which is capable of performing decamber morphing is explained. The upper and lower parts of the control surface undergo different chordwise elongations and the Cited by: 4. Location of the wing on fuselage: High- low- or mid-wing 3.
Aerofoil: Thickness ratio, camber and shape 4. Sweep (Λ): Whether swept forward, swept backward, angle of sweep, 5. cranked wing, variable sweep. Aspect ratio (A): High or low, winglets 7. Taper ratio (λ): Straight taper or variable taper.
Twist (ε): Amount and. Pdf one pdf, configurations are determined at Mach, and The configurations are weighted ½ on Machand ¼ on Mach and Mach numbers that are closer to transonic conditions can be weighted more heavily to avoid choking the flow in the channel formed between vertical fin and inverted V-tail Configurations Cited by: 2.
Twist is the most common one, but there are many different variations of how to use twist and issues in how to apply them, linear, sine^3 bell curve, parabolic, elliptical lift distribution vs.
bell curve, corrections for lift distribution due to sweep, etc.Critical Mach Number Drag Divergence Ebook Number Transonic Flow Past Unswept Airfoils Wave Drag Reduction by Design Airfoil Contour Wave Drag Approaches Supercritical Airfoil Sections Swept Wings at Transonic Speeds Wing—Body Interactions and the “Area Rule” Format: On-line Supplement.