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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
The horizontal tail is composed of the horizontal stabilizer (or tailplane), which is a fixed part, and the elevator, which is a moveable part. The elevators, which are hinged to the rear of the horizontal stabilizer, allow the pilot to move the nose up and down. It provides control to pitch the airplane about an axis parallel to the wing. The vertical tail is composed of the vertical stabilizer (or fin), which is a fixed part, and the rudder, which is a moveable part. The rudder, located on the rear edge of the fin, enables the pilot to control the airplanes’ left-right movement (yaw control, around a vertical axis). There are also small moveable surfaces on the empennage—trim tabs. The trim tabs are located on the outer edges of the rudders and elevator and help the pilot to stabilize the airplane during flight, reducing the manual energy and workload of the pilot.
UAS Airframe Design
Published in R. Kurt Barnhart, Douglas M. Marshall, Eric J. Shappee, Introduction to Unmanned Aircraft Systems, 2021
Michael T. Most, Michael Stroup
An aircraft maneuvers through three dimensions of space, and its lifting, controlling, and stabilizing surfaces must consequently provide control and stability about three axes: directional stability/control (yaw) about the vertical, or “z” axis; lateral stability/control (roll) about the longitudinal, or “x” axis; and longitudinal stability/control (pitch) about the lateral, or “y” axis. The tail is primarily responsible for controlling motion about the y- and z-axes. The stabilizing tail surfaces, the vertical and horizontal stabilizers in a conventionally configured design, are airfoiled surfaces, and with the wing, these are termed “lifting surfaces” to differentiate them from the aircraft control surfaces (i.e., ailerons, rudder, and elevator). (On nonconventionally configured aircraft, the control surfaces might be, on a flying-wing UAS, elevons, or on an aircraft with an inverted-V- or V-tail aircraft, ruddervators.) In a conventionally designed aircraft, the empennage is the aft-most, skinned structure to which vertical and horizontal tailplanes attach.
UAS Airframe and Powerplant Design
Published in Douglas M. Marshall, R. Kurt Barnhart, Eric Shappee, Michael Most, Introduction to Unmanned Aircraft Systems, 2016
An aircraft maneuvers through three dimensions of space, and its lifting, controlling, and stabilizing surfaces must consequently provide control and stability about three axes: directional stability/control (yaw) about the vertical, or “z” axis; lateral stability/control (roll) about the longitudinal, or “x” axis; and longitudinal stability/control (pitch) about the lateral, or “y” axis. The tail is primarily responsible for controlling motion about the y- and z-axes. The stabilizing tail surfaces, the vertical and horizontal stabilizers in a conventionally configured design, are airfoils, and with the wing, these are termed “lifting surfaces” to differentiate them from the aircraft control surfaces (i.e., ailerons, rudder, and elevator). (On nonconventionally configured aircraft, the control surfaces might be, on a flying-wing UAS, elevons, or on an aircraft with an inverted-V- or V-tail aircraft, ruddervators.) In a conventionally designed aircraft, the empennage is the aft-most, skinned structure to which rudder and horizontal tailplane attach.
Micromachining of Al7075 alloy using an in-situ ultrasonicated µ-ECDM system
Published in Materials and Manufacturing Processes, 2023
K V J Bhargav, Kaushik Raj Pyla, P S Balaji, Ranjeet Kumar Sahu
Aluminum 7075 alloy (Al7075) is commonly used as a structural material in industries such as aviation, transportation, automobiles, etc., owing to its high strength-to-weight ratio, superior corrosion resistance, high thermal and electrical conductivity, and ease of formability. Its usage is highly preferred in the automobile industry, considering that lightweight materials can reduce vehicle weight and lead to lower fuel consumption.[1] Since 1930, aluminum alloys have been used in airplane production. Al7075 is often used in the aerospace industry to manufacture aircraft structural components such as fuselage, empennage or tail, and wing skins. Al7075 is an appealing choice for aviation applications because of its outstanding durability, high crashworthiness, high strength, and corrosion resistance.[2] Micro-scale applications of Al7075 include micro-scale heat sinks,[3] micro-fluidic devices,[4] micro-propellers,[5] and so on.
Advances in numerical ditching simulation of flexible aircraft models
Published in International Journal of Crashworthiness, 2018
M. H. Siemann, D. B. Schwinn, J. Scherer, D. Kohlgrüber
Wing and empennage models are attached to the fuselage structure via (local) rigid bodies (see Figure 6). For the rigid body fuselage model, wing and empennage are simply included in the fuselage rigid body definition or, if their flexibility is considered, the most inner nodes of wing and empennage are included into the fuselage rigid body definition, thus allowing the wing/empennage to deform. When using the GBM or GFEM/DFEM fuselage models, the fuselage flexibility must be maintained. Therefore, wing and empennage models are attached to a range of selected fuselage sections (GBM) or frames (GFEM/DFEM), which are set rigid. For the GBM, this does not modify the fuselage flexibility. The GFEM/DFEM fuselage, however, is stiffened locally through the attachment of wing and empennage. Nevertheless, effects due to this artificial stiffening are assumed to be negligible at this stage of the development mainly because aircraft structures generally feature a high stiffness in respective fuselage zones, i.e. centre wing box, empennage attachment.
A contribution to full-scale high fidelity aircraft progressive dynamic damage modelling for certification by analysis
Published in International Journal of Crashworthiness, 2019
Yangkun Song, Brandon Horton, Scott Perino, Andrew Thurber, Javid Bayandor
After the initial contact at 166 ms, the separation of the forward fuselage from the rest of the structure was initiated due to combined loadings resulting from friction between the undercarriage and the ground, and the downward inertia of the aircraft. Because of the significant mass concentration on the empennage, the aft fuselage was noticeably bent at this point. Also, both wings deflected off from the ground, creating compressive stress concentration on the top wing surface near the upper fuselage. Finally, 436 ms after the initial impact, the damage of the nose section had progressively accumulated to the point that it caused full separation of the nose from the main body of the fuselage.