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Adaptation and Design
Published in Richard J. Jagacinski, John M. Flach, Control Theory for Humans, 2018
Richard J. Jagacinski, John M. Flach
The Wright brothers provided three controls (Fig. 27.1). One hand controlled an elevator, the other controlled a rudder. The third control was wing-warping (which in today’s aircraft would be accomplished with ailerons). The wing-warping was controlled by a saddle-type device at the pilot’s waist. This allowed the pilot to bank the aircraft by shifting his hips. Freedman (1991) observed that modern aircraft are controlled in an analogous manner: “A modern plane ‘warps’ its wings in order to turn or level off by moving the ailerons on the rear edges of the wings. It makes smooth banking turns with the aid of a moveable rudder. And it noses up or down by means of an elevator (usually located at the rear of the plane)” (p. 64).
A Search for Meaning: A Case Study of the Approach-to-Landing
Published in Erik Hollnagel, Handbook of Cognitive Task Design, 2003
John M. Flach, Paul F. Jacques, Darby L. Patrick, Matthijs Amelink, M. M. (Rene) Van Paassen, Max Mulder
Wing-warping involves twisting the semirigid wing so that when one end of the wing is up, the other is down. Wilbur Wright reportedly got the idea for wing-warping while holding a cardboard box that had contained an inner tube. He noticed that by twisting the ends of the box in opposite directions, he could accomplish the control function that had been observed in the buzzards. The first practical aircraft, the Wright Flyer III, had three controls: One hand controlled an elevator, the other hand controlled a rudder, and a saddle device at the pilot's hip allowed him to warp the wings by shifting his hips. As Freedman (1991) noted, the Wrights' solution to the control problem remains the foundation for modern flight.
Genesis
Published in Henry H. Perritt, Eliot O. Sprague, Domesticating Drones, 2016
Henry H. Perritt, Eliot O. Sprague
The result was a biplane, with an elevator mounted in front of the wings to control pitch, and a rudder mounted aft to control yaw. The most important contribution was a means for the pilot to change the twist of the wings differentially, causing one to generate more lift, and the other to generate less—a process they called wing warping. The pilot lay prone in order to lower the center of gravity.
Investigation on the aerodynamics characteristics of dimple patterns on the aircraft wing
Published in International Journal of Ambient Energy, 2022
Venkatesh Subramanian, M. Rakesh Vimal, Booma Devi, P. Gunasekar, S. P. Venkatesan
Flow separation is considered to be the detachment of fluid (air, for instance) from an object and is considered to be an important phenomenon for most of the aircraft situations, especially, while the aircraft is landing and taking off (Sagong et al. 2008). Since the demand of the energy such as fossil fuel is high so finding the advanced system to save energy is obligatory (Gunasekar et al. 2019a; Nithya et al. 2019). High lift is required mainly for take-off and landing. Due to the curvature changes or strong pressure gradient, the laminar boundary layer formed over an object separate from the object and this separated layer is unstable (Krajnović, Bengtsson, and Basara 2011). The unstable detached layer may produce vortices and may also undergo flow transition from laminar to turbulence (Aljallis et al. 2013). The resulting turbulent flow could make air flow reattach to the object surface forming a turbulent boundary layer. As a result, the flight characteristics of the airfoil as well as the engine efficiency are highly affected by the flow separation pattern. Flow separation over an aircraft wing reduces the lift, increases the drag and produces aerodynamic noise (Lang et al. 2014). The stability and efficiency of the aircraft are also threatened. From the time of the first manned aircraft, many efforts have been put forth towards offering efficient flow control of aircraft. The Wright Brothers’ aircraft had wing warping to offer lateral control and was replaced later by ailerons on other aircraft. The First World War has resulted in the loss of many lives due to leading-edge flow separation. This had opened ways of preventing leading-edge flow separation. As a result, the Handley Page slot or leading edge slat was developed (Krajnović, Bengtsson, and Basara 2011). As the weight and speed of the aircraft had increased from the 1920s to 1930s, there was a need for lift enhancement. To provide a solution, the slotted flap was developed by Handley Page, and a little afterwards, the Fowler flap was developed (Bello-Millán et al. 2016). Both these gave the idea of the slotted flap, which was the combination of both. The jet propulsion technology, in the 1940s, had increased the speed of the aircraft still further. As the speed increased, new problems occurred because of the shock waves acting on the airfoils and the interaction of shock waves with the boundary layers on the airfoil surface (Manigandan et al. 2017, 2018). The drag increased as the shock waves limited the maximum speed of the aircraft. The interaction between the shock waves and boundary-layer had the tendency to produce shock-induced separation (Manigandan et al. 2017; Castrichini et al. 2017). Many research works have been undertaken subsequently to control the flow separation problems. Some of the notable studies, on surface suction, tangential blowing and vortex generators (Manigandan et al. 2019a), were carried out at the National Physical Laboratory, Teddington, by Pearcey and his colleagues (Lee et al. 2018) (Figures 1–3).