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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.
Aircraft
Published in Suzanne K. Kearns, Fundamentals of International Aviation, 2021
Wing design impacts an aircraft’s lift. Aircraft wings can be understood by considering a cross-sectional slice of the wing. The leading edge is the front tip of the wing, while the back tip is called the trailing edge. A straight line distance between these points is referred to as the chord. The camber refers to the curvature of the wing’s upper and lower surfaces and can be visualized by the mean line, which is a line that is an equal distance from the top and bottom of the wing.
Aerodynamic Forces – Subsonic Flight
Published in Rose G. Davies, Aerodynamics Principles for Air Transport Pilots, 2020
There are many other devices on a wing, whose functions include increasing lift, and delaying stall, or increasing drag when it is required in flight, for example, the leading-edge slat, and trailing edge flap of a wing. Figure 4.27 shows the drooped leading-edge slat and extended trailing edge flap on a wing. The leading-edge slat extends when the aircraft takes off. This extension will increases the wing area to provide more lift, and it also form a leading-edge slat, as shown in Figure 4.27. This slot allows a stream of airflow pass from the lower part of the leading edge through the slot to the upper surface of the wing. This air stream will increase the kinetic energy in the boundary layer over the wing, so it can delay the boundary layer separation/stall, while the aircraft is in a high AoA during taking-off phase of flight. The extended trailing edge flap will increase the effective AoA, i.e. increase the lift coefficient of the wing, as well as increase the wing area so the wing will increase lift significantly at taking-off.
Development and performance evaluation of a morphing wing design using shape memory polymer and composite corrugated structure
Published in Australian Journal of Mechanical Engineering, 2022
To evaluate the shape memory performance of the proposed wing, the design shown in Figure 16 was considered. The evaluation was done by investigating the wing’s ability to recover its original shape (TD = 0) from a deformed shape (TD = 0.1C). The wing was fixed from the leading edge, while the middle part and the trailing edge were allowed to move in the vertical direction freely. The change in the trailing position was measured using a scale fixed near to it; the 3 cm on the scale corresponds to the original position while the 8 cm represents the deformed shape. The difference between the two positions (5 cm) represents the 0.1 of the chord. To change the position from TD = 0 to TD = 0.1C, the wing was heated to Tg, bended, and cooled. The recovery of the wing’s original shape was performed by heating the wing to Tg again.
Design and optimization of seagull airfoil wind energy conversion device
Published in International Journal of Green Energy, 2021
Li Song, Kangqi Tian, Xiaofeng Jiao, Rui Feng, Long Wang, Rui Tian
(3) The stress of the front cascade is larger at the fixed block and the middle spanwise position of the blades. The stress is larger at the chordwise leading edge and trailing edge. The stress concentration areas of the rear cascade are not evident. The deformation of the front cascade is significantly larger than the rear cascade, and the displacement of each blade becomes increasingly larger with the increase in wind speeds. The maximum deformation of each blade occurs at the trailing edge of the blade toward the middle position, and the deformation amplitude of the blade tail is larger than that of the head. Hence, the AOAs and cambers of the airfoil change, which reflect the deformation characteristics of the seagull airfoil. According to the analysis of the stress and displacement characteristics during blade deformation, the seagull airfoil blade can adapt to the change in wind speeds by changing different cambers to ensure steady operation of the wind energy conversion device.
Numerical simulation of structural response during propeller-rudder interaction
Published in Engineering Applications of Computational Fluid Mechanics, 2021
Weipeng Zhang, Chongge Chen, Zibin Wang, Yinghong Li, Hang Guo, Jian Hu, Hansheng Li, Chunyu Guo
Figure 30 illustrates the overall deformations of the rudder scaled by a factor of 100,000 for easy visibility. The figure indicates that the deformations of the first half of the rudder occur in the same direction as the propeller rotation. The propeller wake causes the leading and trailing edges of the rudder to bend in opposite directions in an S-shape along the pressure and suction sides. Lateral deformation is dominantly observed in the rudder. The maximum dy occurs at the ±0.26D spanwise positions. Other than at the rudder’s fixed ends, the lateral deformations are the smallest directly behind the propeller hub. Additionally, S-shaped deformations are induced in the leading and trailing edges in X direction. The trailing edge in the upper part of the rudder deforms in the -X direction, while the leading edge in the lower part of the rudder deforms in the X direction. Furthermore, the deformations of the leading edge of the rudder are in the same directions as those of the propeller vortex rotation. Although vy is generally weaker than both vx and vz, the deformations of the rudder surface are greatest in the Y direction.