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Aircraft
Published in Milica Kalić, Slavica Dožić, Danica Babić, Introduction to the Air Transport System, 2022
Milica Kalić, Slavica Dožić, Danica Babić
Ailerons. The ailerons belong to the primary control system. The position of the aileron is on the trailing edge of the wing. Ailerons are used in pairs, one on each wing, and move in the opposite direction from each other, to control the aircraft roll. This means that the lift force increases on one wing and decreases on the other wing, which results in the aircraft rolling. This is the movement in one direction or another, around the aircraft’s longitudinal axis.
Rolling of a Straight Wing
Published in Rama B. Bhat, Principles of Aeroelasticity, 2018
Ailerons are used for controlling the roll motion of aircraft. By deflecting the aileron down, extra lift is created on the wing. Similarly, by deflecting the aileron up, the lift on the wing is reduced. Generally, ailerons on both wings are used in combination. If only one aileron is deployed, the extra lift force developed on that wing creates a rolling moment about the longitudinal axis of the plane.
Aircraft
Published in Suzanne K. Kearns, Fundamentals of International Aviation, 2018
Aircraft have moveable flight control surfaces that cause rotation around one of these three axes of rotation. When a pilot moves the yoke (control wheel) or presses on a foot pedal, it causes the connected control surface on the body of the aeroplane to move. In traditional fixed-wing aeroplanes, there are three flight control surfaces: Ailerons control roll. Ailerons are the control surfaces on the outer edge of each wing that move in opposite directions. When a pilot moves the yoke left or right (much like turning a car’s steering wheel), one aileron moves up and the other down. This increases the lift on one wing and decreases it on the other, resulting in a roll.The elevator controls pitch. The elevator is a control surface located on the horizontal part of the tail fin (also called the horizontal stabilizer). When a pilot pushes forward on the yoke or pulls it towards their chest, the elevator moves up or down, which decreases or increases lift on the aircraft’s tail section. This results in the nose of the aircraft pitching up or down.The rudder controls yaw. The rudder is located on the aircraft’s vertical tail fin (also called the vertical stabilizer). The pilot pushes foot pedals to move the rudder from side to side, exerting a yaw force on the aircraft.
An aeroelastic beam finite element for time domain preliminary aeroelastic analysis
Published in Mechanics of Advanced Materials and Structures, 2023
Carmelo Rosario Vindigni, Giuseppe Mantegna, Antonio Esposito, Calogero Orlando, Andrea Alaimo
Once the clean wing model has been validated, the validation for a wing-aileron configuration is carried out considering the model presented in [30]. In detail, the wing considered is the Goland wing equipped with a control surface extending from the 60% of the span to the wing tip; the control surface’s inertial and structural characteristics are listed in Table 1. The wing-flap stick model has been implemented considering four aeroelastic beam elements for the clean wing portion, where the flap degree of freedom has been eliminated, and six elements for the flapped wing portion. Flutter results, in terms of eigenvalues real part and frequencies, are reported in Figure 4, where it can be seen that, in accordance with literature results [30], the instability arises for the first wing torsion mode at the flutter speed and frequency remarking that the presence of the control surface in free motion configuration worsen the flutter stability of the wing.
Drilling and structural property study of multi-layered fiber and fabric reinforced polymer composite - a review
Published in Materials and Manufacturing Processes, 2019
Yermal Shriraj Rao, Nanjangud Subbarao Mohan, Nagaraja Shetty, Basavannadevaru Shivamurthy
There are various techniques available in producing a 3D fabric such as weaving, z-pinning, braiding, stitching, etc.[75,76] However, weaving is a widely used technique as it consumes lesser fabrication time and handles a complex structure.[27,77] The 3D woven fabric structure is completely defined through yarn fineness, yarn density, number of layers, aerial density and weave design.[25] By varying these parameters, the designer modifies the fabric arrangement to meet the loading conditions.[29] The 3D woven fabrics have been classified as displayed in Figure 3.[78,79] In 3D woven preform, the resin can flow at a much faster rate compared to 2D woven preform.[80] The 3D woven composites are preferred in applications requiring extraordinary energy absorption as in aircraft structures exposed to impact loads.[24,81] Recently, 3D woven carbon fiber-reinforced polymer (CFRP) composite has been utilized in fan blades and engine casing of Rolls Royce GenEx gas turbine device, and Safran aircraft engines. In addition, it is employed in aileron skin, rib, wing spars, landing gear strut, fuselage barrel stringers of Boeing’s 787–8 Dreamliner.[25,28,39,82,83] The 3D woven composites properties are governed by fabric pattern and fiber volume percentage.[84] The formation of resin-rich zone and unevenness in fabric structure during manufacturing can critically hinder the mechanical strength.[85]
Active aeroelastic wing application on a forward swept wing configuration
Published in Engineering Applications of Computational Fluid Mechanics, 2019
Rongrong Xue, Zhengyin Ye, Kun Ye
The control power increment with increased wing flexibility was proved by Pendleton, Bessette, Field, Griffin, and Miller (2000), Pendleton et al. (2007) and Pendleton, Lee, and Wasserman (1992). Multiple control surfaces were mounted on an F-16 Agile Falcon and a stiffness-reduced F/A-18. Control surface deflections were shown to improve beneficial wing torsion under higher dynamic pressure conditions and to eliminate the potential aileron reversal. The tests demonstrated higher control powers caused by smaller control surface inputs and the utility of AAW control laws. The control power and handling requirements at the three highest dynamic pressures were verified to be enough for roll performance by controlling aeroelastic wing twist through AAW technology without differential stabilators.