Passive Roll Compensation on Micro Air Vehicles with Perimeter Reinforced Membrane Wings
|
|
- Beatrice Fletcher
- 6 years ago
- Views:
Transcription
1 Passive Roll Compensation on Micro Air Vehicles with Perimeter Reinforced Membrane Wings Jason T. Cantrell 1, Bradley W. LaCroix 2 and Peter G. Ifju 3 Mechanical and Aerospace Engineering Department, University of Florida, MAE Receiving, 134 MAE-C, Gainesville, Florida 32611, USA 163 ABSTRACT Micro air vehicles with thin membrane wings have the ability to passively adapt to flight conditions improving aircraft stability. This work is concerned with the prop-wash induced asymmetrical loading of a perimeter reinforced wing. A perimeter reinforced membrane wing is evaluated versus a relatively rigid graphite/epoxy wing to determine if this variation improves lateral-directional flight characteristics, mainly adverse roll due to propeller torque. Digital image correlation, in conjunction with loads measurements in a wind tunnel investigation, are implemented to quantify the wing deflections and stability coefficients. Results indicate that the perimeter reinforced wing does display potential benefits for low speed and high angle of attack flight that could be further tailored to enhance roll compensation for future micro air vehicles. NOMENCLATURE AOA = Angle of Attack AR = Aspect Ratio BR = Batten Reinforced CF = Carbon Fiber CG = Center of Gravity C L,C D,C M,C l = Lift, Drag, Pitch, and Roll Moment Coefficients C Lα, C mα = Lift and Pitch Moment Slope Versus Angle of Attack DIC = Digital Image Correlation MAV = Micro Air Vehicle PR = Perimeter Reinforced RCF = Rigid Carbon Fiber RPM = Revolutions Per Minute u,v,w = Chordwise, Spanwise, and Vertical Displacements VI = Virtual Instrument 1. INTRODUCTION The concept of a flexible wing micro air vehicle (MAV) was first introduced by University of Florida researchers in the late 1990s and early 2000s [1, 2]. MAVs are notoriously difficult to fly due to their small scale, yet must be highly maneuverable to navigate challenging environments. The size of MAVs generally dictate the planform be a low aspect ratio wing in order to maximize lifting capability causing handling qualities at low speeds to degrade rapidly. Additionally, the range of statically stable center of gravity (CG) locations is minute for MAVs making the margin of error on proper construction and weight distribution equally small. Flight conditions, including wind gusts on the same order of magnitude as the vehicle flight speed (10-15 m/s) can make maintaining controllable flight difficult as well [3, 4]. Passive shape adaptation through the incorporation of flexible wing structures into MAVs diminishes many of these known issues and provides a larger flight envelope. These adaptations 1 Graduate Research Assistant, jasontcantrell@gmail.com 2 PhD Candidate, bradlacroix@gmail.com 3 Professor, ifju@ufl.edu
2 164 Passive Roll Compensation on Micro Air Vehicles with Perimeter Reinforced Membrane Wings greatly enhance the controllability of MAVs if they are properly implemented and can be specifically tailored to obtain increased aerodynamic performance [5]. The most common configurations are the batten reinforced (BR) or perimeter reinforced (PR) structures pictured in Figure 1. a) b) Figure 1. Typical flexible wing MAVs constructed by the University of Florida. a) A batten reinforced aircraft. b) A perimeter reinforced aircraft. Both of these configurations consist of a bi-directional carbon fiber composite skeleton affixed with an extensible membrane skin. Latex was used in previous iterations; however, the material of choice for current MAVs is silicone rubber. Latex degrades quickly and reasonable manufacturing repeatability for the latex skin is not easily accomplished. Innovations provided by Abudaram et al. have allowed silicone to become the preferred material for MAVs as it resists degradation and allows for a consistent, repeatable pre-tensioning during manufacturing [6, 7]. Previous work by Albertani et al. has shown that depending upon the nature of the reinforcement, the wing deformation may alleviate flight loads, as in BR wings, or enhance flight loads, as in PR wings [8]. The BR design incorporates uni-directional carbon fiber which is left unconstrained at the trailing edge of the wing resulting in significant adaptive geometric twist being incorporated into the wing. This wing design has been proven to decrease C Lα, C D, permit wind gust rejection, and delay the onset of stall as compared to a solid wing of similar dimensions [9]. The PR design, which is the main focus of this study, aims to enhance flight characteristics via modifying its contour by using external disturbances on the wing. This is accomplished by creating a perimeter of relatively stiff carbon fiber around an membrane and can be thought of as an aerodynamic twist. Passive adaptations using the PR methodology have been extensively studied for their benefits in the longitudinal stability and have been shown that an inflation of the membrane leads to an increase in C L and decrease of C mα allowing the aircraft to self-correct during flight [10]. The ability of the wing to adapt in this manner allows the aircraft to achieve flight characteristics not possible in rigid wing MAV configurations. 2. MOTIVATION The potential of a flexible wing MAV is limitless as they can be tailored to a variety of situations and new innovations are realized every day. The discovery of the phenomena studied in this paper was realized by Albertani while studying the effects of flexible fixed wing MAVs in a wind tunnel setting [11]. Much research has been done characterizing the effects of PR wings with respect to C L, C D, and C M both with and without the effects of a propulsion system. Early analysis by von Mises expressed interest in the effects of propulsion system interaction with the aircraft fuselage and the importance of the size relationship between the propeller and aircraft [12]. Some of the studies in this work were done with propeller to wingspan ratios much larger than that of a typical MAV; however, the importance of this interaction cannot be neglected. More recently modeling as well as simulation of the propellerwing interaction on the MAV scale has documented the effects of the propulsion system on aerodynamic coefficients, vortical structures, and flow fields over the wing [13 15]. Gamble et al. revealed the effects of wing placement with respect to the propeller on a BR MAV finding that the reaction torque seen by the wing can be as high as 45% of the propeller thrust [16, 17]. The use of a PR membrane wing in conjunction with a powered propulsion system on MAVs International Journal of Micro Air Vehicles
3 Jason T. Cantrell, Bradley W. LaCroix and Peter G. Ifju 165 presented a variation in the membrane with respect to the deformation seen on either side of the wing. This variation presented a unique opportunity as previous research by the University of Florida indicated that the membrane wing was assistive in nature for longitudinal stability, but the effects on lateral-directional stability were unknown. MAVs are notorious for their subpar low speed flight handling characteristics, and the opportunity to tailor them for low speed, high AOA flight is a desired trait. The aspiration for a perched take off and landing MAV that is passively assisted in these maneuvers was discussed early on by Crowther and is still a topic of much deliberation today [18]. In order to properly understand the overall performance of PR wings with respect to lateraldirectional stability a study of the aircraft via digital image correlation (DIC) and wind tunnel loads testing would provide valuable insight. A study of the flexible membrane s capability across the MAVs flight envelope is necessary to develop an understanding of the interaction between airspeed and lateral-directional stability. Additionally, a more detailed survey of the low speed characteristics must be documented via DIC to properly quantify the variations in the membrane. The details of the flight analysis and the experimental procedure are explained in the subsequent sections. 3. PRELIMINARY RESULTS Previous research by Albertani provided an initial insight into the magnitude of the expected deformations for a PR wing under wind tunnel conditions [11, 19]. Figure 2 shows the effect of an 80 mm propeller on a 15 cm PR latex wing. The free spinning propeller aircraft shows a slight variation of the wing membrane within the noise level of the measurement. The wing with the powered motor shows a difference between the left and right side membrane of approximately 0.3 mm at maximum deflection. a) b) Figure 2. Displacements in the Z (w) out-of-plane direction in mm for PR Wing at AOA = 4, velocity = 8 m/s. The aircraft is positioned such that the viewer is seeing the upper surface of the wing with the leading edge located at the top of the image. a) A wing with the propeller under windmill (free spinning) conditions, b) Propeller under powered conditions. The propeller s rotation is counter-clockwise when viewed from the rear. Using this as a guide for experimental testing, a 30 cm wingspan Zimmerman planform PR silicone wing was developed, constructed and tested statically to determine the maximum deformation of the membrane. The wing was designed using MAVLAB, a wing design tool developed by Claxton at the University of Florida [20]. Table 1 displays the geometric properties of the wing used on the airframe. Table 1. Geometric properties of the aircraft Parameter Measurement Wing area m 2 (51.2 in 2 ) Root chord 0.14 m (5.5 in) Wingspan 0.3 m (12 in) Aspect ratio 2.73 Maximum camber 0.053c Maximum camber location 0.3c Rear of propeller to leading edge of wing distance m (2.8 in)
4 166 Passive Roll Compensation on Micro Air Vehicles with Perimeter Reinforced Membrane Wings Figure 3 features a three dimensional top view of the aircraft wing, the polyhedral contour from wing tip, to wing tip and the airfoil profile used for the wing. a) b) Figure 3. Visualizations of the MAVLAB developed wing including a) The wingspan and polyhedral contour and b) airfoil shape for the wing. An 8x8 as well as an 8x4 propeller were outfitted on the test airframe and photographed via DIC at a constant rotational speed of 4500 RPMs. The propeller s rotation is clockwise when viewed from the rear of the aircraft. An 8x4 propeller corresponds to an 8 inch (20.3 cm) propeller with a pitch of 4 inches (10.2 cm). This means that if the propeller was immersed in a conceptual jelly-like substance, it would traverse 4 inches for each revolution. Therefore, a propeller with a higher value for pitch has more curvature and would advance further in a single revolution while also producing more torque. A very small pitch would correspond to a nearly flat propeller. Figure 4 illustrates the dissimilarity between the left and right sides of the aircraft for each propeller. The left side of the wing had a maximum deformation of 1.13 mm while the right deformed a maximum of mm, a variation of mm between the surfaces. Similar results were seen for the 8x4 propeller as the left side of the wing deformed a maximum of mm while the right deformed a maximum of mm. As expected the deformations were slightly decreased due to the decreased pitch and thus diminished International Journal of Micro Air Vehicles
5 Jason T. Cantrell, Bradley W. LaCroix and Peter G. Ifju 167 thrust of the propeller. Having established these theoretical maxima at static, further analysis focused on determining how these variations in the PR wing affect the aircraft s roll moment during flight conditions. b) a) c) Figure 4. Displacement in the out-of-plane direction for a PR wing under loading from a propeller at 4500 RPMs. a) Observed deflection for an 8x8 propeller, b) an 8x4 propeller c) and the DIC set-up used for preliminary testing. 4. EXPERIMENTAL SET-UP 4.1 Silicone Wing Fabrication The following is a step-by-step procedure of the fabrication process used to create the silicone rubber perimeter reinforced membrane wings used in this study. Step 1. A computer numerical control milled wing mold is used to lay-up the wing. A light coat of spray glue is applied. Step 2. A layer of Teflon film is laid on the mold for easy separation of the wing from the mold after the curing process. Step 3. Three layers of [0/90 ] oriented bi-directional prepreg carbon fiber are cut out utilizing a template. Step 4. Silicone sheets are cut for the perimeter reinforced sections and corona treated to insure bonding of the pre-preg epoxy during cure [6]. Step 5. The perimeter of the silicone is sandwiched between the layers of the carbon fiber composite. Step 6. The entire assembly is covered with an additional Teflon layer, vacuum bagged, and cured in a convection oven at 130 C for four hours. A similar process is used for the solid carbon fiber wing fabrication; however, Steps 4 and 5 are neglected because of the absence of a silicone layer. Figure 5 illustrates the step-by-step process used during the construction of these wings.
6 168 Passive Roll Compensation on Micro Air Vehicles with Perimeter Reinforced Membrane Wings Rigid Carbon Fiber (RCF) Perimeter Reinforced Silicone Membrane (PR) Figure 5. Methodology for the construction of a silicone and carbon fiber composite PR wing. The finished wings are shown at the bottom in the final image. 4.2 Wind Tunnel Set-Up The primary equipment used for testing was the closed-loop wind tunnel with a 0.84 m by 0.84 m test section. The tunnel is capable of producing airspeeds from 2 m/s to 45 m/s and driven by a twostage axial fan. The speed controller is operated by a custom LabVIEW virtual instrument (VI) and verified via a Heise model PM differential pressure transducer connected to pitot-static tube mounted within the test section. A U-shaped model arm extends from the sidewall of the test section and holds the 6 degree-of-freedom sting balance on which the airframe is attached. As seen in Figure 6 the model Figure 6. A schematic of the full wind tunnel setup with important components indicated. International Journal of Micro Air Vehicles
7 Jason T. Cantrell, Bradley W. LaCroix and Peter G. Ifju 169 arm aligns the aircraft at a positive AOA; however, upon start up of the wind tunnel this model arm rotates the balance/airframe assembly to a 0 AOA. Angle of attack is monitored throughout the AOA sweep through the LabVIEW VI and is frequently verified via a digital protractor accurate to ±0.1. The sting balance, an Aerolab model 01-15, is capable of sensing loads on the order of 0.01 N and provides all force and moment data in an easily readable format through the LabVIEW VI interface [21]. The model assembly consists of the previously assembled silicone wing mounted at three locations on a two layer bi-directional carbon fiber airframe. The airframe is cut to accommodate the sting balance, electronics, and motor. Both an APC 8x4 and APC 8x8 thin electric propeller were used in this set of experiments. These propellers were mounted on an E-flite 400, 740 kv motor and coupled with a Phoenix-45 brushless motor controller. The system is controlled externally via an Astroflight Inc. servo tester and powered by a constant 12V power source. The propeller RPMs are measured using a DT-2234C+ digital tachometer with a resolution of 1 RPM. Figure 7-a shows the model assembly in the wind tunnel while Figure 7-b displays all of the parts used in testing the MAV wings. a) b) Figure 7. a) A close up picture of the aircraft assembly on the model arm. b) An image of all parts used in the testing. These parts are: 1. E-flight 400 motor, 2. Fuselage, 3. Phoenix-45 controller, 4. Servo Tester, 5. Digital Tachometer, 6. 8x4 propeller, and 7. 8x8 propeller. 4.3 Digital Image Correlation (DIC) Set-up Determining the deformation and shape of the wing during testing is the primary objective for this study. This is done through the use of the DIC system, a non-contact full-field shape and deformation technique, developed by researchers at the University of South Carolina [22]. The system uses two Point Grey Research 5-megapixel grayscale cameras to simultaneously capture images of a random speckle pattern painted on the wing. The speckle pattern is achieved by first covering the black silicone with masking tape and painting the exposed carbon fiber entirely with flat black spray paint. The masking tape is then removed and the random speckle pattern is sprayed on using flat white spray paint. The cameras are calibrated with calibration grid composed of a high contrast dot pattern of known diameter and spacing. In this set-up, it was a 9x9 grid of points with a separation of 10 mm. Once calibrated, the system is ready to photograph the wing in the wind tunnel and determine the wing deformation under flight conditions. Reference images of the undeformed wing at various angles of attack are taken and contrasted against images taken of the aircraft under load in the wind tunnel. Images are captured via VIC Snap 2009 and processed via VIC-3D 2009 to determine the deformation of the wing surface. Figure 8 demonstrates the DIC camera setup used in the wind tunnel analysis.
8 170 Passive Roll Compensation on Micro Air Vehicles with Perimeter Reinforced Membrane Wings Figure 8. Experimental setup for DIC analysis in the wind tunnel. 5. RESULTS 5.1 Full Flight Range Study Roll moment coefficient (C l ) was measured through a range of AOA sweeps from 0 to 20 at 6, 10, and 14 m/s for the aircraft assembly. At each speed the aircraft was tested using two propellers (8x4 and 8x8) and throttle settings (4500 and 6000 RPMs) for the PR wing as well as the rigid carbon fiber (RCF) wing. Roll moment coefficient data was collected in 2 AOA increments and plotted for each scenario. Figures 9 and 10 show some of the general trends seen in this full flight investigation while Table 2 shows the statistical analysis for the aircraft at 6 m/s and each propulsion configuration. The data clearly shows a reduction in C l at the same flight conditions for the PR wing in comparison to the RCF wing. Figure 9 shows C l of the PR silicone wing maintains a lower value versus the RCF wing when equipped with either an 8x4 or 8x8 propeller at 4500 RPMs. An anomaly is seen in the data from AOA for the 8x4 propeller as the roll moment coefficient for the PR wing falls below that of RCF wing. This is thought to be a product of the coupling between moments in the sting balance at these conditions as this is not seen at any other point during testing. The 8x4 propeller enhances the effect on the PR silicone wing further than the 8x8 propeller due to the additional torque produced by the 8x8 propeller. This torque results in a larger roll moment on the aircraft which the silicone membrane appears to be unable to compensate for. Increasing the propeller speed results in a similar outcome as both configurations overall effectiveness are reduced with the 8x8 propeller seeing a significantly larger reduction. Table 2. Average C l decrease and percentage difference between the PR and RCF wings. International Journal of Micro Air Vehicles
9 Jason T. Cantrell, Bradley W. LaCroix and Peter G. Ifju 171 Figure 9. C l vs AOA for 6 m/s flight conditions at a propeller speed of 4500 RPMs. Cl C l Figure 10. C l vs AOA for 6 m/s flight conditions at a propeller speed of 6000 RPMs. When the velocity of the wind tunnel is increased to 10 m/s and then again to 14 m/s similar results are found. Faster flight speeds reduce the percentage of roll compensation for a given roll moment. Therefore, the phenomena seen at low speeds is reduced and the larger pitched propeller negates the advantage far more quickly, since it is producing far more torque. Figures 11 and 12 display this trend for the 8x4 propeller throughout its flight regime. The results show that the ability of the PR wing to compensate for increased propeller induced roll moments is significantly reduced at 10 m/s and is unmeasureable at 14 m/s.
10 172 Passive Roll Compensation on Micro Air Vehicles with Perimeter Reinforced Membrane Wings Figure 11. C l vs AOA for 6, 10, and 14 m/s flight conditions at a propeller (8x4) speed of 4500 RPMs. Figure 12. C l vs AOA for 6, 10, and 14 m/s flight conditions at a propeller (8x4) speed of 6000 RPMs. 5.2 Detailed Low Speed Study After evaluating the interaction between the silicone membrane and flight speed, further investigation at low speed was necessary. The wind tunnel velocity was reduced to 5 m/s and only the 8x4 propeller was used at 4 different motor speeds (3000, 4500, 6000, and 7500 RPMs). DIC data was recorded for each motor speed at 0, 10, and 20 AOA to visualize the deformation asymmetry under flight conditions. The same procedure was utilized from the full flight study to record C l for every AOA sweep. Figure 13 shows the full investigation and again the data shows the PR wing compensating for the propeller induced roll moment at this velocity. All four propeller speeds yielded similar results which are reported in Table 3. The trend revealed among these findings is that as the aircraft increases its angle of attack the compensation of roll moment actually increased significantly. At 0 AOA the first three speeds were nearly identical; however, as the AOA is increased the PR wing positively differentiates itself from the RCF wing. The average decrease in C l developed a linear pattern at these low speeds and across the spectrum of RPMs reduces C l by an average of 14.7%. International Journal of Micro Air Vehicles
11 Jason T. Cantrell, Bradley W. LaCroix and Peter G. Ifju 173 Table 3. Average Cl decrease and percentage difference between the PR and RCF wings with an 8x4 propeller at 5 m/s. Figure 13. Cl vs AOA for 5 m/s flight conditions at propeller speeds of RPMs. In addition to the discoveries revealed by analyzing Cl, DIC data reveals the same results. Figure 14 displays the images compiled from the first three propeller speeds and the PR wing with the propeller a) b) c) d) Figure 14. DIC imagery of the out-of-plane displacement for the aircraft at 10 AOA for a) no propeller, b) 3000 RPMs, c) 4500 RPMs, and d) 6000 RPMs.
12 174 Passive Roll Compensation on Micro Air Vehicles with Perimeter Reinforced Membrane Wings removed at 10 AOA. DIC reveals that at 10 with no propeller the wing is symmetrical with a maximum deflection of 1.7 mm. When the propeller is powered up, an obvious asymmetry can be spotted on the images, confirming the results of the wind tunnel investigation. At 3000 RPMs the asymmetry between the right and left sides of the wing was 0.5 mm with a maximum deflection of 2.1 mm. This increased to a differential of 0.8 mm and maximum deflection of 2.7 mm at 4500 RPMs. A difference of 1.3 mm with a maximum deflection of 3.5 mm was seen at 6000 RPMs. Further DIC data was collected at 0, 10, and 20 for all four propeller speeds in the low speed realm. Multiple images were collected and averaged via MATLAB post-processing to determine the average deflection at each stage of flight. In order to accurately quantify the deflections, a section view on each side of the wing was selected equidistant from the center to compare. Figure 15 shows where the sections views were taken on the PR wing. Figure 15. Schematic of the section views taken to determine deflection differential. The deflections for each flight condition were averaged across ten images, then the left wing deflections subtracted from the right to quantify the deflection differential. Figure 16 illustrates the DIC data for all ten images taken for a particular trial illustrating it with respect to wing camber as well as purely membrane deflection. The left and right sections of the wing were both averaged and then subtracted from one another to produce a chordwise differential for each angle of attack while varying propeller RPMs. Figure 17 displays the differential along the chord at a selected angle of attack while varying the angle RPMs. In Figure 18, the maximum deflection differential for each data set is shown staggered about each respective data point on the x-axis for improved visibility. A trend is apparent as there is a statistical difference in deflection when varying RPM and holding the PR wing at a set angle of attack. This confirms the results seen in Figure 13 as a larger differential will result in a greater reduction in propeller induced roll moment. Figure 18 shows that as the MAV increases in angle of attack the differential decreases by a statistically insignificant amount. The decrease or steadiness in the differential with respect to angle of attack can be explained by the elastic nature of the silicone rubber membrane. The load on the silicone membrane increases in a nonlinear fashion as the displacement is increased. Therefore, incrementally larger loads are required to displace the membrane further once the membrane reaches a certain displacement. This explains why the margin between the left and right side of the aircraft decreases while the overall deflection is greater as illustrated previously in Figure 14. An increase in overall deflection means a greater force is required as the deflection increases further. Thus, at higher angles of attack, larger forces are required for differentials that appear smaller than those at lower angles of attack. These findings show that there is definitive evidence of the silicone PR wing reducing C l in MAVs at low speeds. International Journal of Micro Air Vehicles
13 Jason T. Cantrell, Bradley W. LaCroix and Peter G. Ifju 175 a) b) c) d) Figure 16. Chordwise deflection and wing camber for all 10 DIC images on the PR wing at 10 degrees AOA and 6000 RPMs for the a) left wing section deflection, b) right wing section deflection, c) left wing section camber, and d) right wing section camber. Figure 17. Chordwise deflection differential of the PR wing at 10 degrees AOA.
14 176 Passive Roll Compensation on Micro Air Vehicles with Perimeter Reinforced Membrane Wings a) b) Figure 18. Maximum chordwise deflection differential of the PR wing while varying a) RPMs, and b) AOA. Measurements at the same RPM and angle of attack are artificially staggered to aid the reader. 6. CONCLUSIONS A series of tests were conducted in a wind tunnel setup to determine the effects of a perimeter reinforced membrane wing on flight characteristics of micro air vehicles at a low speed. Preliminary results from previous experiments provided the basis for this study and presented the idea of improvement of lateral-directional flight characteristics through passive means. Digital image correlation and a 6 degree-of-freedom sting balance in a wind tunnel set-up were employed to find the membrane deformation and roll moment coefficients respectively. The following conclusions were drawn from the data collected: 1. In the experiments conducted, an aircraft with a perimeter reinforced membrane wing experienced a reduced propeller induced roll moment compared to its rigid carbon fiber wing counterpart when subjected to the same flight conditions. 2. The reduction in roll moment is dependent upon propeller pitch, flight speed, and propeller RPMs. Larger propeller pitches and increasing flight speeds decrease the roll reduction capability of the wing. Increasing the propeller speed increases the wings roll reduction ability at low flight speeds. 3. The perimeter reinforced wing increased the roll moment reduction capability as the angle of attack increased. The average reduction of the perimeter reinforced wing over the rigid carbon fiber wing at 5 m/s was 14.7% through angle of attack sweep. 4. The wing membranes increase in overall deflection with increasing angle of attack and RPMs. 5. DIC established that the vertical differential between the left and right side surfaces of the membrane wing showed an increase with propeller RPMs while holding angle of attack constant. The inverse is true when holding propeller RPMs constant while varying angle of attack. Perimeter reinforced wings show great potential for low speed, high angle of attack flight on micro air vehicles. There are countless modifications that can be made to the wing and membrane structure that can be implemented to further develop the ability of perimeter reinforced wings to assist in roll compensation of propeller torque. A fundamental understanding of how the propulsion system and aircraft interact has now been established. REFERENCES [1] Ifju PG, Jenkins DA, Waszak MR, et al. (2002) Flexible-Wing-Based Micro Air Vehicles. American Institute of Aeronautics and Astronautics, pp 1 13 [2] Ifju P, Ettinger S, Jenkins D, Martinez L (2001) Composite materials for micro air vehicles. Proceeding for the SAMPE annual conference [3] Jenkins DA, Ifju PG, Abdulrahim M, Olipra S Assessment of Controllability of Micro Air Vehicles. Bristol International RPV/UAV Conference International Journal of Micro Air Vehicles
15 Jason T. Cantrell, Bradley W. LaCroix and Peter G. Ifju 177 [4] Lian Y, Shyy W (2007) Laminar-Turbulent Transition of a Low Reynolds Number Rigid or Flexible Airfoil. AIAA Journal 45: doi: / [5] Stanford BK (2008) Aeroelastic Analysis and Optimization of Membrane Micro Air Vehicle Wings [6] Abudaram Y, Rohde S, Hubner J, Ifju P (2013) A Novel Method to Attach Membranes Uniformly on MAV Wings. Composite Materials and Joining Technologies for Composites 7: [7] Abudaram Y, Ifju P, Hubner JP, Ukeiley L (2012) Controlling Pre-Tension of Silicone Membranes on Micro Air Vehicle Flexible Wings. 50th AIAA Sciences Meeting [8] Albertani R, Stanford B, Hubner JP, Ifju PG (2007) Aerodynamic Coefficients and Deformation Measurements on Flexible Micro Air Vehicle Wings. Experimental Mechanics 47: doi: /s [9] Waszak MR, Jenkins LN, Ifju P (2001) Stability and Control Properties of an Aeroelastic Fixed Wing Micro Aerial Vehicle. AIAA Atmospheric Flight Mechanics Conference. American Institute of Aeronautics and Astronautics, Montreal, Canada, pp 1 12 [10] Stanford B, Ifju P (2009) Membrane Micro Air Vehicles with Adaptive Aerodynamic Twist: Numerical Modeling. Journal of Aerospace Engineering Vol. 22, N: [11] Albertani R (2005) Experimental Aerodynamic And Static Elastic Deformation Characterization of Low Aspect Ratio Flexible Fixed Wings Applied To Micro Aerial Vehicles [12] Mises R Von (1959) Theory of Flight. Dover Publications Inc., New York, NY [13] Ageev ND (2011) Numerical investigation of disc-wing MAV with propeller in a wing slot. International Micro Air Vehicles Conference. t Harde Netherlands, pp [14] Deng S, Oudheusden BW Van, Xiao T, Bijl H (2012) A Computational Study on the Aerodynamic Influence of a Propeller on an MAV by Unstructured Overset Grid Technique and Low Mach Number Preconditioning. Open Aerospace Engineering Journal 5: [15] Shkarayev S, Moschetta J-M, Bataille B (2007) Aerodynamic Design of VTOL Micro Air Vehicles. 3rd US-European Competition and Workshop on Micro Air Vehicle Systems (MAV07) & European Micro Air Vehicle Conference and Flight Competition (EMAV2007). Toulouse, France, pp 1 18 [16] Gamble BJ, Reeder MF Experimental Analysis of Propeller Interactions with a Flexible Wing Micro Air Vehicle. 36th AIAA Fluid Dynamics Conference and Exhibit [17] Gamble BJ, Reeder MF (2009) Experimental Analysis of Propeller-Wing Interactions for a Micro Air Vehicle. Journal of Aircraft 46: doi: / [18] Crowther WJ (2000) Perched Landing and Takeoff for Fixed Wing UAVs. RTO AVT Symposium. Ankara, Turkey, pp 9 13 [19] Mueller TJ, Kellogg JC, Ifju PG, Shkarayev S V. (2007) Introduction to the Design of Fixed-Wing Micro Air Vehicles: Including Three Case Studies [20] Claxton D (2007) Development of a Parametric Software Tool for the Design and Manufacturing of Micro Air Vehicles. University of Florida [21] Sytsma MJ (2006) Aerodynamic Flow Characterization of Micro Air Vehicles Using Flow Visualization Methods [22] Sutton MA, Turner JL, Bruck HA, Chae TA (1991) Full-field Representation of Discretely Sampled Surface Deformation for Displacement and Strain Analysis. Experimental Mechanics 31:
Membrane Wing Aerodynamics for µav Applications
Membrane Wing Aerodynamics for µav Applications Wei Shyy, Yongsheng Lian & Peter Ifju Department of Mechanical and Aerospace Engineering University of Florida Gainesville, FL 32611 Wei-shyy@ufl.edu Department
More informationSIMULATION OF PROPELLER EFFECT IN WIND TUNNEL
SIMULATION OF PROPELLER EFFECT IN WIND TUNNEL J. Červinka*, R. Kulhánek*, Z. Pátek*, V. Kumar** *VZLÚ - Aerospace Research and Test Establishment, Praha, Czech Republic **C-CADD, CSIR-NAL, Bangalore, India
More informationPrimary control surface design for BWB aircraft
Primary control surface design for BWB aircraft 4 th Symposium on Collaboration in Aircraft Design 2014 Dr. ir. Mark Voskuijl, ir. Stephen M. Waters, ir. Crispijn Huijts Challenge Multiple redundant control
More informationDEVELOPMENT OF RELIABLE AND MISSION CAPABLE MICRO AIR VEHICLES
DEVELOPMENT OF RELIABLE AND MISSION CAPABLE MICRO AIR VEHICLES Roberto Albertani, Frank Boria*, Scott Bowman*, Dan Claxton*, Aaron Crespo*, Carlo Francis*, Peter Ifju, Baron Johnson*, Kyu Ho Lee**, Mike
More informationDESIGN AND DEVELOPMENT OF A MICRO AIR VEHICLE (µav) CONCEPT: PROJECT BIDULE
DESIGN AND DEVELOPMENT OF A MICRO AIR VEHIE (µav) CONCEPT: PROJECT BIDULE Mr T. Spoerry, Dr K.C. Wong School of Aerospace, Mechanical and Mechatronic Engineering University of Sydney NSW 6 Abstract This
More informationFLIGHT TEST RESULTS AT TRANSONIC REGION ON SUPERSONIC EXPERIMENTAL AIRPLANE (NEXST-1)
26 TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES FLIGHT TEST RESULTS AT TRANSONIC REGION ON SUPERSONIC EXPERIMENTAL AIRPLANE (NEXST-1) Dong-Youn Kwak*, Hiroaki ISHIKAWA**, Kenji YOSHIDA* *Japan
More informationExperimental Investigations of Biplane Bimotor Fixed-Wing Micro Air Vehicles
Experimental Investigations of Biplane Bimotor Fixed-Wing Micro Air Vehicles C. Thipyopas *, B. Bataillé and J.-M. Moschetta LAP SUPAERO, Toulouse, France, 31055 The low speed biplane MAV concept has been
More informationAnnual Report Summary Green Regional Aircraft (GRA) The Green Regional Aircraft ITD
Annual Report 2011 - Summary Green Regional Aircraft (GRA) The Green Regional Aircraft ITD Green Regional Aircraft ITD is organised so as to: 1. develop the most promising mainstream technologies regarding
More informationReduction of Self Induced Vibration in Rotary Stirling Cycle Coolers
Reduction of Self Induced Vibration in Rotary Stirling Cycle Coolers U. Bin-Nun FLIR Systems Inc. Boston, MA 01862 ABSTRACT Cryocooler self induced vibration is a major consideration in the design of IR
More informationCFD Investigation of Influence of Tube Bundle Cross-Section over Pressure Drop and Heat Transfer Rate
CFD Investigation of Influence of Tube Bundle Cross-Section over Pressure Drop and Heat Transfer Rate Sandeep M, U Sathishkumar Abstract In this paper, a study of different cross section bundle arrangements
More informationSTRUCTURAL DESIGN AND ANALYSIS OF ELLIPTIC CYCLOCOPTER ROTOR BLADES
16 TH INTERNATIONAL CONFERENCE ON COMPOSITE MATERIALS STRUCTURAL DESIGN AND ANALYSIS OF ELLIPTIC CYCLOCOPTER ROTOR BLADES In Seong Hwang 1, Seung Yong Min 1, Choong Hee Lee 1, Yun Han Lee 1 and Seung Jo
More informationMODELING SUSPENSION DAMPER MODULES USING LS-DYNA
MODELING SUSPENSION DAMPER MODULES USING LS-DYNA Jason J. Tao Delphi Automotive Systems Energy & Chassis Systems Division 435 Cincinnati Street Dayton, OH 4548 Telephone: (937) 455-6298 E-mail: Jason.J.Tao@Delphiauto.com
More informationFINITE ELEMENT SIMULATION OF SHOT PEENING AND STRESS PEEN FORMING
FINITE ELEMENT SIMULATION OF SHOT PEENING AND STRESS PEEN FORMING H.Y. Miao 1, C. Perron 1, M. Lévesque 2 1. Aerospace Manufacturing Technology Center, National Research Council Canada,5154 av. Decelles,
More informationAppenidix E: Freewing MAE UAV analysis
Appenidix E: Freewing MAE UAV analysis The vehicle summary is presented in the form of plots and descriptive text. Two alternative mission altitudes were analyzed and both meet the desired mission duration.
More informationCONCEPTUAL DESIGN OF ECOLOGICAL AIRCRAFT FOR COMMUTER AIR TRANSPORTATION
26 TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES CONCEPTUAL DESIGN OF ECOLOGICAL AIRCRAFT FOR COMMUTER AIR TRANSPORTATION Yasuhiro TANI, Tomoe YAYAMA, Jun-Ichiro HASHIMOTO and Shigeru ASO Department
More informationA practical investigation of the factors affecting lift produced by multi-rotor aircraft. Aaron Bonnell-Kangas
A practical investigation of the factors affecting lift produced by multi-rotor aircraft Aaron Bonnell-Kangas Bonnell-Kangas i Table of Contents Introduction! 1 Research question! 1 Background! 1 Definitions!
More informationBosko Rasuo University of Belgrade, Faculty of Mechanical Engineering, Aeronautical Department, Belgrade 35, Serbia
27 TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES AN EXPERIMENTAL TECHNIQUE FOR VERIFICATION FATIGUE CHARACTERISTICS OF LAMINATED FULL-SCALE TESTING OF THE HELICOPTER ROTOR BLADES Bosko Rasuo University
More informationFABRICATION OF CONVENTIONAL CYLINDRICAL SHAPED & AEROFOIL SHAPED FUSELAGE UAV MODELS AND INVESTIGATION OF AERODY-
ISSN 232-9135 28 International Journal of Advance Research, IJOAR.org Volume 1, Issue 3, March 213, Online: ISSN 232-9135 FABRICATION OF CONVENTIONAL CYLINDRICAL SHAPED & AEROFOIL SHAPED FUSELAGE UAV MODELS
More informationMSC/Flight Loads and Dynamics Version 1. Greg Sikes Manager, Aerospace Products The MacNeal-Schwendler Corporation
MSC/Flight Loads and Dynamics Version 1 Greg Sikes Manager, Aerospace Products The MacNeal-Schwendler Corporation Douglas J. Neill Sr. Staff Engineer Aeroelasticity and Design Optimization The MacNeal-Schwendler
More informationLoad Analysis and Multi Body Dynamics Analysis of Connecting Rod in Single Cylinder 4 Stroke Engine
IJSRD - International Journal for Scientific Research & Development Vol. 3, Issue 08, 2015 ISSN (online): 2321-0613 Load Analysis and Multi Body Dynamics Analysis of Connecting Rod in Single Cylinder 4
More informationElectric VTOL Aircraft
Electric VTOL Aircraft Subscale Prototyping Overview Francesco Giannini fgiannini@aurora.aero 1 08 June 8 th, 2017 Contents Intro to Aurora Motivation & approach for the full-scale vehicle Technical challenges
More informationXIV.C. Flight Principles Engine Inoperative
XIV.C. Flight Principles Engine Inoperative References: FAA-H-8083-3; POH/AFM Objectives The student should develop knowledge of the elements related to single engine operation. Key Elements Elements Schedule
More informationDESIGN OF AN ARMAMENT WING FOR A LIGHT CATEGORY HELICOPTER
International Journal of Engineering Applied Sciences and Technology, 7 Published Online February-March 7 in IJEAST (http://www.ijeast.com) DESIGN OF AN ARMAMENT WING FOR A LIGHT CATEGORY HELICOPTER Miss.
More informationInternational Journal of Scientific & Engineering Research, Volume 4, Issue 7, July ISSN BY B.MADHAN KUMAR
International Journal of Scientific & Engineering Research, Volume 4, Issue 7, July-2013 485 FLYING HOVER BIKE, A SMALL AERIAL VEHICLE FOR COMMERCIAL OR. SURVEYING PURPOSES BY B.MADHAN KUMAR Department
More informationModeling, Structural & CFD Analysis and Optimization of UAV
Modeling, Structural & CFD Analysis and Optimization of UAV Dr Lazaros Tsioraklidis Department of Unified Engineering InterFEA Engineering, Tantalou 7 Thessaloniki GREECE Next Generation tools for UAV
More informationFull-Scale 1903 Wright Flyer Wind Tunnel Test Results From the NASA Ames Research Center
Full-Scale 1903 Wright Flyer Wind Tunnel Test Results From the NASA Ames Research Center Henry R. Jex, Jex Enterprises, Santa Monica, CA Richard Grimm, Northridge, CA John Latz, Lockheed Martin Skunk Works,
More informationNacelle Chine Installation Based on Wind-Tunnel Test Using Efficient Global Optimization
Trans. Japan Soc. Aero. Space Sci. Vol. 51, No. 173, pp. 146 150, 2008 Nacelle Chine Installation Based on Wind-Tunnel Test Using Efficient Global Optimization By Masahiro KANAZAKI, 1Þ Yuzuru YOKOKAWA,
More informationEFFECT OF SURFACE ROUGHNESS ON PERFORMANCE OF WIND TURBINE
Chapter-5 EFFECT OF SURFACE ROUGHNESS ON PERFORMANCE OF WIND TURBINE 5.1 Introduction The development of modern airfoil, for their use in wind turbines was initiated in the year 1980. The requirements
More informationThe Effects of Damage and Uncertainty on the Aeroelastic / Aeroservoelastic Behavior and Safety of Composite Aircraft
The Effects of Damage and Uncertainty on the Aeroelastic / Aeroservoelastic Behavior and Safety of Composite Aircraft Presented by Professor Eli Livne Department of Aeronautics and Astronautics University
More informationClamping Force Effects on the Behaviour of Asymmetrical Friction Connections (AFC)
Clamping Force Effects on the Behaviour of Asymmetrical Friction Connections (AFC) J. Chanchí Golondrino University of Canterbury, New Zealand National University of Colombia, Colombia G.A. MacRae, J.G.
More informationDesign Considerations for Stability: Civil Aircraft
Design Considerations for Stability: Civil Aircraft From the discussion on aircraft behavior in a small disturbance, it is clear that both aircraft geometry and mass distribution are important in the design
More informationMethodology for Distributed Electric Propulsion Aircraft Control Development with Simulation and Flight Demonstration
1 Methodology for Distributed Electric Propulsion Aircraft Control Development with Simulation and Flight Demonstration Presented by: Jeff Freeman Empirical Systems Aerospace, Inc. jeff.freeman@esaero.com,
More informationINVESTIGATION OF ICING EFFECTS ON AERODYNAMIC CHARACTERISTICS OF AIRCRAFT AT TSAGI
INVESTIGATION OF ICING EFFECTS ON AERODYNAMIC CHARACTERISTICS OF AIRCRAFT AT TSAGI Andreev G.T., Bogatyrev V.V. Central AeroHydrodynamic Institute (TsAGI) Abstract Investigation of icing effects on aerodynamic
More informationSimulating Rotary Draw Bending and Tube Hydroforming
Abstract: Simulating Rotary Draw Bending and Tube Hydroforming Dilip K Mahanty, Narendran M. Balan Engineering Services Group, Tata Consultancy Services Tube hydroforming is currently an active area of
More informationDesign and Test of Transonic Compressor Rotor with Tandem Cascade
Proceedings of the International Gas Turbine Congress 2003 Tokyo November 2-7, 2003 IGTC2003Tokyo TS-108 Design and Test of Transonic Compressor Rotor with Tandem Cascade Yusuke SAKAI, Akinori MATSUOKA,
More informationThe Engagement of a modern wind tunnel in the design loop of a new aircraft Jürgen Quest, Chief Aerodynamicist & External Project Manager (retired)
European Research Infrastructure The Engagement of a modern wind tunnel in the design loop of a new aircraft Jürgen Quest, Chief Aerodynamicist & External Project Manager (retired) Content > The European
More informationWing Cuff Design for Cessna CJ1
Wing Cuff Design for Cessna CJ1 AAE 415 Project Purdue University Saturday, December 10th, 2004 Brian Adams Kevin Clark Greg Davidson Phil Spindler Contents Background of Problem Literature Review Design
More informationUse of Flow Network Modeling for the Design of an Intricate Cooling Manifold
Use of Flow Network Modeling for the Design of an Intricate Cooling Manifold Neeta Verma Teradyne, Inc. 880 Fox Lane San Jose, CA 94086 neeta.verma@teradyne.com ABSTRACT The automatic test equipment designed
More informationIMECE DESIGN OF A VARIABLE RADIUS PISTON PROFILE GENERATING ALGORITHM
Proceedings of the ASME 2009 International Mechanical Engineering Conference and Exposition ASME/IMECE 2009 November 13-19, 2009, Buena Vista, USA IMECE2009-11364 DESIGN OF A VARIABLE RADIUS PISTON PROFILE
More informationDEVELOPMENT OF A MORPHING FLYING PLATFORM FOR ADAPTIVE CONTROL SYSTEM STUDY
27 TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES DEVELOPMENT OF A MORPHING FLYING PLATFORM FOR ADAPTIVE CONTROL SYSTEM STUDY Taufiq Mulyanto, M. Luthfi I. Nurhakim, Rianto A. Sasongko Faculty
More informationVibration Measurement and Noise Control in Planetary Gear Train
Vibration Measurement and Noise Control in Planetary Gear Train A.R.Mokate 1, R.R.Navthar 2 P.G. Student, Department of Mechanical Engineering, PDVVP COE, A. Nagar, Maharashtra, India 1 Assistance Professor,
More informationPowertrain Design for Hand- Launchable Long Endurance Unmanned Aerial Vehicles
Powertrain Design for Hand- Launchable Long Endurance Unmanned Aerial Vehicles Stuart Boland Derek Keen 1 Justin Nelson Brian Taylor Nick Wagner Dr. Thomas Bradley 47 th AIAA/ASME/SAE/ASEE JPC Outline
More informationCFD on Cavitation around Marine Propellers with Energy-Saving Devices
63 CFD on Cavitation around Marine Propellers with Energy-Saving Devices CHIHARU KAWAKITA *1 REIKO TAKASHIMA *2 KEI SATO *2 Mitsubishi Heavy Industries, Ltd. (MHI) has developed energy-saving devices that
More informationStructural Strength of Flare-type Membrane Aeroshell Supported by Inflatable Torus against Aerodynamic Force
Structural Strength of Flare-type Membrane Aeroshell Supported by Inflatable Torus against Aerodynamic Force Kazuhiko Yamada (JAXA/ISAS) Takuya Sonoda (Tokai University) Kyoichi Nakashino (Tokai University)
More informationAdapting to Limitations of a Wind Tunnel Test Facility in the Aerodynamic Testing of a new UAV
Adapting to Limitations of a Wind Tunnel Test Facility in the Aerodynamic Testing of a new UAV Dr K.C. Wong, Mr H.J.H. Peters 1, Mr P. Catarzi 2 School of Aerospace, Mechanical and Mechatronic Engineering
More informationPropeller-Induced Flow Effects on Wings of Varying Aspect Ratio at Low Reynolds Numbers
Propeller-Induced Flow Effects on Wings of Varying Aspect Ratio at Low Reynolds Numbers Gavin K. Ananda, Robert W. Deters, and Michael S. Selig Department of Aerospace Engineering, University of Illinois
More informationProp effects (Why we need right thrust) Torque reaction Spiraling Slipstream Asymmetric Loading of the Propeller (P-Factor) Gyroscopic Precession
Prop effects (Why we need right thrust) Torque reaction Spiraling Slipstream Asymmetric Loading of the Propeller (P-Factor) Gyroscopic Precession Propeller torque effect Influence of engine torque on aircraft
More informationAIRCRAFT DESIGN SUBSONIC JET TRANSPORT
AIRCRAFT DESIGN SUBSONIC JET TRANSPORT Analyzed by: Jin Mok Professor: Dr. R.H. Liebeck Date: June 6, 2014 1 Abstract The purpose of this report is to design the results of a given specification and to
More informationThe Effects of Damage and Uncertainty on the Aeroelastic / Aeroservoelastic Behavior and Safety of Composite Aircraft. JAMS Meeting, May
The Effects of Damage and Uncertainty on the Aeroelastic / Aeroservoelastic Behavior and Safety of Composite Aircraft JAMS Meeting, May 2010 1 JAMS Meeting, May 2010 2 Contributors Department of Aeronautics
More informationAN INTEGRATED MODULAR TEST RIG FOR LANDING GEAR FATIGUE AND STRENGTH TESTING
ICAS2002 CONGRESS AN INTEGRATED MODULAR TEST RIG FOR LANDING GEAR FATIGUE AND STRENGTH TESTING R. Kyle Schmidt, P. Eng. Messier-Dowty Inc., Ajax, Ontario, Canada Keywords: landing gear, fatigue, strength,
More informationFlight Stability and Control of Tailless Lambda Unmanned Aircraft
IJUSEng 2013, Vol. 1, No. S2, 1-4 http://dx.doi.org/10.14323/ijuseng.2013.5 Editor s Technical Note Flight Stability and Control of Tailless Lambda Unmanned Aircraft Pascual Marqués Unmanned Vehicle University,
More informationPerformance Testing of Composite Bearing Materials for Large Hydraulic Cylinders
TECHNICAL Performance Testing of Composite Bearing Materials for Large Hydraulic Cylinders Leo Dupuis, Bosch-Rexroth Sr. Development Engineer Introduction Large hydraulic cylinders (LHCs) are integral
More informationI. Tire Heat Generation and Transfer:
Caleb Holloway - Owner calebh@izzeracing.com +1 (443) 765 7685 I. Tire Heat Generation and Transfer: It is important to first understand how heat is generated within a tire and how that heat is transferred
More informationChapter 2 Dynamic Analysis of a Heavy Vehicle Using Lumped Parameter Model
Chapter 2 Dynamic Analysis of a Heavy Vehicle Using Lumped Parameter Model The interaction between a vehicle and the road is a very complicated dynamic process, which involves many fields such as vehicle
More informationPreliminary Design of a LSA Aircraft Using Wind Tunnel Tests
Preliminary Design of a LSA Aircraft Using Wind Tunnel Tests Norbert ANGI*,1, Angel HUMINIC 1 *Corresponding author 1 Aerodynamics Laboratory, Transilvania University of Brasov, 29 Bulevardul Eroilor,
More informationDesign, Fabrication and Testing of an Unmanned Aerial Vehicle Catapult Launcher
ISBN 978-93-84422-40-0 Proceedings of 2015 International Conference on Computing Techniques and Mechanical Engineering (ICCTME 2015) Phuket, October 1-3, 2015, pp. 47-53 Design, Fabrication and Testing
More informationSpecial edition paper
Efforts for Greater Ride Comfort Koji Asano* Yasushi Kajitani* Aiming to improve of ride comfort, we have worked to overcome issues increasing Shinkansen speed including control of vertical and lateral
More informationPVP Field Calibration and Accuracy of Torque Wrenches. Proceedings of ASME PVP ASME Pressure Vessel and Piping Conference PVP2011-
Proceedings of ASME PVP2011 2011 ASME Pressure Vessel and Piping Conference Proceedings of the ASME 2011 Pressure Vessels July 17-21, & Piping 2011, Division Baltimore, Conference Maryland PVP2011 July
More informationChapter 11: Flow over bodies. Lift and drag
Chapter 11: Flow over bodies. Lift and drag Objectives Have an intuitive understanding of the various physical phenomena such as drag, friction and pressure drag, drag reduction, and lift. Calculate the
More informationVALIDATION OF A WALL INTERFERENCE CORRECTION PROCEDURE
ICAS 2002 CONGRESS VALIDATION OF A WALL INTERFERENCE CORRECTION PROCEDURE G. Lombardi, M.V. Salvetti Department of Aerospace Engineering, University of Pisa M. Morelli Medium Speed Wind Tunnel, CSIR, South
More informationDESIGN AND PERFORMANCE TEST OF A TWIN- FUSELAGE CONFIGURATION SOLAR-POWERED UAV
DESIGN AND PERFORMANCE TEST OF A TWIN- FUSELAGE CONFIGURATION SOLAR-POWERED UAV Xian-Zhong GAO*, Zhong-Xi HOU*, Zheng GUO* Xiao-Qian CHEN* *College of Aerospace Science and Engineering, National University
More informationAERONAUTICAL ENGINEERING
AERONAUTICAL ENGINEERING SHIBIN MOHAMED Asst. Professor Dept. of Mechanical Engineering Al Ameen Engineering College Al- Ameen Engg. College 1 Aerodynamics-Basics These fundamental basics first must be
More informationAnalysis and evaluation of a tyre model through test data obtained using the IMMa tyre test bench
Vehicle System Dynamics Vol. 43, Supplement, 2005, 241 252 Analysis and evaluation of a tyre model through test data obtained using the IMMa tyre test bench A. ORTIZ*, J.A. CABRERA, J. CASTILLO and A.
More informationINTRODUCTION. Research & Reviews: Journal of Engineering and Technology. Research Article
Aircraft Fuel Manifold Design Substantiation and Additive Manufacturing Technique Assessment Using Finite Element Analysis Prasanna ND, Balasubramanya HS, Jyothilakshmi R*, J Sharana Basavaraja and Sachin
More informationWhite paper: Originally published in ISA InTech Magazine Page 1
Page 1 Improving Differential Pressure Diaphragm Seal System Performance and Installed Cost Tuned-Systems ; Deliver the Best Practice Diaphragm Seal Installation To Compensate Errors Caused by Temperature
More informationDEVELOPMENT OF MISSION- CAPABLE FLEXIBLE-WING MICRO AIR VEHICLES
DEVELOPMENT OF MISSION- CAPABLE FLEXIBLE-WING MICRO AIR VEHICLES M. Abdulrahim and J. Cocquyt Undergraduate University of Florida Gainesville, FL Author Co-Author (if necessary) AIAA Faculty Advisor Additional
More information(1) Keywords: CFD, helicopter fuselage, main rotor, disc actuator
SIMULATION OF FLOW AROUND FUSELAGE OF HELICOPTER USING ACTUATOR DISC THEORY A.S. Batrakov *, A.N. Kusyumov *, G. Barakos ** * Kazan National Research Technical University n.a. A.N.Tupolev, ** School of
More informationHeat Transfer Enhancement for Double Pipe Heat Exchanger Using Twisted Wire Brush Inserts
Heat Transfer Enhancement for Double Pipe Heat Exchanger Using Twisted Wire Brush Inserts Deepali Gaikwad 1, Kundlik Mali 2 Assistant Professor, Department of Mechanical Engineering, Sinhgad College of
More informationROLL CONTROL FOR A MICRO AIR VEHICLE USING ACTIVE WING MORPHING
AIAA Guidance, Navigation, and Control Conference and Exhibit 11-14 August 23, Austin, Texas AIAA 23-5347 ROLL CONTROL FOR A MICRO AIR VEHICLE USING ACTIVE WING MORPHING Helen M. Garcia, Mujahid Abdulrahim
More informationRevisiting the Calculations of the Aerodynamic Lift Generated over the Fuselage of the Lockheed Constellation
Eleventh LACCEI Latin American and Caribbean Conference for Engineering and Technology (LACCEI 2013) International Competition of Student Posters and Paper, August 14-16, 2013 Cancun, Mexico. Revisiting
More informationAdvanced Design of a Ducted Propeller with High Bollard Pull Performance
First International Symposium on Marine Propulsors smp 09, Trondheim, Norway, June 009 Advanced Design of a Ducted Propeller with High Bollard Pull Performance Tadashi Taketani 1, Koyu Kimura 1, Norio
More informationDesign Improvement of a Versatile Ducted-Fan UAV
Vol. 9, No. 1, 1-17, 2012 Design Improvement of a Versatile Ducted-Fan UAV Adnan Maqsood Research Centre for Modeling and Simulation National University of Science and Technology, H-12 Islamabad 44000,
More informationHELICOPTER TAIL ROTOR ANALYSIS: EXPERIENCE IN AGUSTA WITH ADAMS
HELICOPTER TAIL ROTOR ANALYSIS: EXPERIENCE IN AGUSTA WITH ADAMS Bianchi F., Agusta Sp.a. Via G.Agusta, 520 - Cascina Costa di Samarate,Varese - Italy - e-mail: atr@agusta.it Abstract The purpose of the
More informationFlow Visualization Tunnel. Owner s Manual. May 2009
Flow Visualization Tunnel May 2009 AEROLAB LLC 2009 Contents Introduction... 3 Description... 3 Warnings / Precautions... 4 Tunnel Overview... 5 Main Control Panel... 6 Basic Operation... 8 Auxiliary Blower
More informationDesign Rules and Issues with Respect to Rocket Based Combined Cycles
Respect to Rocket Based Combined Cycles Tetsuo HIRAIWA hiraiwa.tetsuo@jaxa.jp ABSTRACT JAXA Kakuda space center has been studying rocket based combined cycle engine for the future space transportation
More informationExperimental Study of Heat Transfer Augmentation in Concentric Tube Heat Exchanger with Different Twist Ratio of Perforated Twisted Tape Inserts
International search Journal of Advanced Engineering and Science Experimental Study of Heat Transfer Augmentation in Concentric Tube Heat Exchanger with Different Twist Ratio of Perforated Twisted Tape
More informationY. Lemmens, T. Benoit, J. de Boer, T. Olbrechts LMS, A Siemens Business. Real-time Mechanism and System Simulation To Support Flight Simulators
Y. Lemmens, T. Benoit, J. de Boer, T. Olbrechts LMS, A Siemens Business Real-time Mechanism and System Simulation To Support Flight Simulators Smarter decisions, better products. Contents Introduction
More information850. Design and numerical analysis of a novel coaxial rotorcraft UAV
850. Design and numerical analysis of a novel coaxial rotorcraft UAV Liu Long 1, Ang Haisong 2, Ge Xun 3 College of Aerospace Engineering, Nanjing University of Aeronautics and Astronautics Mailbox 172,
More informationRotary Wing Micro Air Vehicle Endurance
Rotary Wing Micro Air Vehicle Endurance Klaus-Peter Neitzke University of Applied Science Nordhausen, Nordhausen, Germany neitzke@fh-nordhausen.de Abstract One of the first questions to pilots of rotor
More informationElectric Drive - Magnetic Suspension Rotorcraft Technologies
Electric Drive - Suspension Rotorcraft Technologies William Nunnally Chief Scientist SunLase, Inc. Sapulpa, OK 74066-6032 wcn.sunlase@gmail.com ABSTRACT The recent advances in electromagnetic technologies
More information31 st National Conference on FMFP, December 16-18, 2004, Jadavpur University, Kolkata
31 st National Conference on FMFP, December 16-18, 24, Jadavpur University, Kolkata Experimental Characterization of Propulsion System for Mini Aerial Vehicle Kailash Kotwani *, S.K. Sane, Hemendra Arya,
More informationChapter 10 Parametric Studies
Chapter 10 Parametric Studies 10.1. Introduction The emergence of the next-generation high-capacity commercial transports [51 and 52] provides an excellent opportunity to demonstrate the capability of
More informationResearch in hydraulic brake components and operational factors influencing the hysteresis losses
Research in hydraulic brake components and operational factors influencing the hysteresis losses Shreyash Balapure, Shashank James, Prof.Abhijit Getem ¹Student, B.E. Mechanical, GHRCE Nagpur, India, ¹Student,
More informationPREDICTION OF PISTON SLAP OF IC ENGINE USING FEA BY VARYING GAS PRESSURE
PREDICTION OF PISTON SLAP OF IC ENGINE USING FEA BY VARYING GAS PRESSURE V. S. Konnur Department of Mechanical Engineering, BLDEA s Engineering College, Bijapur, Karnataka, (India) ABSTRACT The automotive
More informationWind Tunnel Measurement Of Aerodynamic Characteristics Of A Generic Eurocopter Helicopter
Wind Tunnel Measurement Of Aerodynamic Characteristics Of A Generic Eurocopter Helicopter by Engr. Assoc. Prof. Dr Shuhaimi Mansor, MIEM, P. Eng. Experimental aerodynamic studies on a generic model of
More informationAN EXPERIMENTAL STUDY ON THE INFLUENCE OF PASSIVE DEFORMATION TO LIFT AND THRUST GENERATION IN FLEXIBLE FLAPPING WING
AN EXPERIMENTAL STUDY ON THE INFLUENCE OF PASSIVE DEFORMATION TO LIFT AND THRUST GENERATION IN FLEXIBLE FLAPPING WING Fu Peng, Song Bifeng, Wang Liguang School of Aeronautics, Northwestern Polytechnical
More informationActive Suspensions For Tracked Vehicles
Active Suspensions For Tracked Vehicles Y.G.Srinivasa, P. V. Manivannan 1, Rajesh K 2 and Sanjay goyal 2 Precision Engineering and Instrumentation Lab Indian Institute of Technology Madras Chennai 1 PEIL
More informationApplication of Airborne Electro-Optical Platform with Shock Absorbers. Hui YAN, Dong-sheng YANG, Tao YUAN, Xiang BI, and Hong-yuan JIANG*
2016 International Conference on Applied Mechanics, Mechanical and Materials Engineering (AMMME 2016) ISBN: 978-1-60595-409-7 Application of Airborne Electro-Optical Platform with Shock Absorbers Hui YAN,
More informationSTICTION/FRICTION IV STICTION/FRICTION TEST 1.1 SCOPE
Page 1 of 6 STICTION/FRICTION TEST 1.0 STICTION/FRICTION TEST 1.1 SCOPE Static friction (stiction) and dynamic (running) friction between the air bearing surface of sliders in a drive and the corresponding
More informationTransmission Error in Screw Compressor Rotors
Purdue University Purdue e-pubs International Compressor Engineering Conference School of Mechanical Engineering 2008 Transmission Error in Screw Compressor Rotors Jack Sauls Trane Follow this and additional
More informationIf structures, when exposed to an airstream were to remain perfectly rigid, aeroelastic problems would not exist.
1. Introduction In the development of modern aircraft, aeroelastic problems have far-reaching effects upon structural and aerodynamic design. Aeroelastic effects are a result of the mutual interaction
More informationProcedia Engineering 00 (2009) Mountain bike wheel endurance testing and modeling. Robin C. Redfield a,*, Cory Sutela b
Procedia Engineering (29) Procedia Engineering www.elsevier.com/locate/procedia 9 th Conference of the International Sports Engineering Association (ISEA) Mountain bike wheel endurance testing and modeling
More informationENGINE STARTING PERFORMANCE EVALUATION AT STATIC STATE CONDITIONS USING SUPERSONIC AIR INTAKE
24 TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES STARTING PERFORMANCE EVALUATION AT STATIC STATE CONDITIONS USING SUPERSONIC AIR INTAKE Author1* Takashi Nishikido Author2* Iwao Murata Author3**
More informationSTATIC AND FATIGUE ANALYSIS OF LEAF SPRING-AS A REVIEW
STATIC AND FATIGUE ANALYSIS OF LEAF SPRING-AS A REVIEW Vishal Gavali 1, Mahesh Jadhav 2, Digambar Zoman 3 1,2, 3 Mechanical Engineering Department, LGNSCOE Anjaneri Nashik,(India) ABSTRACT In engineering
More informationDESIGN AND DEVELOPMENT OF A MICRO AIR VEHICLE (MAV): TEST-BED FOR VISION-BASED CONTROL
DESIGN AND DEVELOPMENT OF A MICRO AIR VEHICLE (MAV): TEST-BED FOR VISION-BASED CONTROL By SEWOONG JUNG A THESIS PRESENTED TO THE GRADUATE SCHOOL OF THE UNIVERSITY OF FLORIDA IN PARTIAL FULFILLMENT OF THE
More informationDESIGN AND ANALYSIS OF AUTONOMOUS 400MM SPAN FIXED WING MICRO AERIAL VEHICLE
DESIGN AND ANALYSIS OF AUTONOMOUS 400MM SPAN FIXED WING MICRO AERIAL VEHICLE M.Satyanarayana Gupta M.Venkateswar Reddy Professor and HOD, Aeronautical Department, AssociateProfessor, MLR Institute of Technology,
More informationAPR Performance APR004 Wing Profile CFD Analysis NOTES AND IMAGES
APR Performance APR004 Wing Profile CFD Analysis NOTES AND IMAGES Andrew Brilliant FXMD Aerodynamics Japan Office Document number: JP. AMB.11.6.17.002 Last revision: JP. AMB.11.6.24.003 Purpose This document
More informationVariable Valve Drive From the Concept to Series Approval
Variable Valve Drive From the Concept to Series Approval New vehicles are subject to ever more stringent limits in consumption cycles and emissions. At the same time, requirements in terms of engine performance,
More informationVehicle Aerodynamics Subscription Development of Numerical Simulation Method of Flow Around Automobile Using Meshfree Method
Vehicle Aerodynamics Subscription 2005-01-0544 Development of Numerical Simulation Method of Flow Around Automobile Using Meshfree Method 2005-01-0545 A Downforce Optimization Study for a Racing Car Shape
More informationSILENT SUPERSONIC TECHNOLOGY DEMONSTRATION PROGRAM
25 TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES SILENT SUPERSONIC TECHNOLOGY DEMONSTRATION PROGRAM Akira Murakami* *Japan Aerospace Exploration Agency Keywords: Supersonic, Flight experiment,
More information