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Fleet Planning: The Aircraft Selection Process
Published in John G. Wensveen, Air Transportation, 2018
The two models have an all-new, highly advanced wing, which Airbus claims produces a lift/drag ratio up to 40 percent better than early wide-body aircraft and will allow the aspect ratio to be increased from 26 to 34 percent. The variable-camber wing incorporates automatic load alleviation for maximum structural efficiency, adapting its profile automatically during flight to match changing conditions of weight, speed, and altitude. The only differences between the wings of the A330 and the A340 are those required for installation of the outboard engines on the A340.
Fleet Planning
Published in John G. Wensveen, Air Transportation, 2016
The two models have an all-new, highly advanced wing, which Airbus claims produces a lift/drag ratio up to 40 percent better than early wide-body aircraft and will allow the aspect ratio to be increased from 26 to 34 percent. The variable-camber wing incorporates automatic load alleviation for maximum structural efficiency, adapting its profile automatically during flight to match changing conditions of weight, speed, and altitude. The only differences between the wings of the A330 and the A340 are those required for installation of the outboard engines on the A340.
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
Sun et al. (2021) developed a morphing winglet using an active honeycomb configuration and active inflatable-SMPC skin system. The honeycomb has a butterfly configuration with a negative in-plane Poisson’s ratio action while the skin is stiffened with a pneumatics tube and actuators. Kim et al. (2020a) proposed a shape-retention hybrid morphing wing using shape memory alloy (SMA) wire and SMP scaffold. The proposed design can maintain the deformed flap shape by using the SMP’s shape memory effects without the need for an energy source to heat the SMA. A wind tunnel was used to evaluate the aerodynamic performance of the morphing wing. The study reported that the morphing wing generates lift during the actuation process. Further, the morphing wing flap has a lift-to-drag ratio higher than the conventional flap. In another study, (Yazik et al. 2020) used the multi-walled carbon nanotubes (MWCNT) to modify the properties of the SMP material for morphing wing application. Field-emission scanning electron microscopy FESEM micrograph and thermogravimetric (TGA) analyses were performed to assess the MWCNTs’ dispersion in the epoxy matrix. Dynamic mechanical analysis (DMA) was used to examine the thermal stability of SMP nanocomposites. The shape memory cycle test revealed that SMP with 1.0% and 1.5% MWCNTs improved shape fixity and shape recovery. In another study, Sun, Liu, and Leng (2015) developed elastic fibre SMPC to improve the SMP mechanical properties for variable camber wing application. An improvement in the strength and Young’s, at elevated temperature, was reported. The toughness at room temperature was also developed, and the tear strength was significantly enhanced. The study concluded that the SMPC is applicable for variable camber wing skin in airplanes during take-off and landing; however, more investigations were recommended in different flight conditions, such as lower temperature, hail, and rain. Nguyen and Ahmed (2020) considered the SMP and SMP nanocomposites development for structures that involve high-stress concentration, such as aircraft wings. A CFD model was employed to perform stress analysis during take-off and landing conditions. The analysis revealed that a combination of glass fibre reinforced polymer, carbon fibre reinforced polymer, SMP, and SMP nanocomposites provide optimal strain rate, low stress, and high safety factor in take-off and landing conditions.