Summary of an Active Flexible Wing program

Perry, Boyd; Cole, Stanley R.; Miller, G.

doi:10.2514/3.46677

Cited by 109 publications

(23 citation statements)

References 4 publications

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“…The Active Flexible Wing (AFW) programme by NASA and Rockwell International used flexible wings and no horizontal tail on an aircraft model and demonstrated in two different wind-tunnel tests (first in 1986-1987; second in 1989-1991) the proof-of-concept and aeroelastic control via active digital control technology. Multiple hydraulically powered leading and trailing edge control surfaces were used in various combinations to achieve a variety of manoeuvres, demonstrating single/multi-mode flutter suppression, load alleviation and load control (47) .…”

Section: Biomimeticsmentioning

confidence: 99%

Morphing skins

et al. 2008

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A review of morphing concepts with a strong focus on morphing skins is presented. Morphing technology on aircraft has found increased interest over the last decade because it is likely to enhance performance and efficiency over a wider range of flight conditions. For example, a radical change in configuration, i.e. wing geometry in flight may improve overall flight performance when cruise and dash are important considerations. Although many morphing aircraft concepts have been elaborated only a few deal with the problems relating to a smooth and continuous cover that simultaneously deforms and carries loads. It is found that anisotropic and variable stiffness structures offer potential for shape change and small area increase on aircraft wings. Concepts herein focus on those structures where primary loads are transmitted in the spanwise direction and a morphing function is achieved via chordwise flexibility. To meet desirable shape changes, stiffnesses can either be tailored or actively controlled to guarantee flexibility in the chordwise (or spanwise) direction with tailored actuation forces. Hence, corrugated structures, segmented structures, reinforced elastomers or flexible matrix composite tubes embedded in a low modulus membrane are all possible structures for morphing skins. For large wing area changes a particularly attractive solution could adopt deployable structures as no internal stresses are generated when their surface area is increased.

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Section: Biomimeticsmentioning

confidence: 99%

Morphing skins

et al. 2008

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“…The latter case includes Active Aeroelastic Wing concepts (AAW). 2 Because wings are lightweight, structural flexibility and aeroelasticity are essential features of morphing wing design. The energy required to change wing cross-sectional shape to generate lift has two parts, the energy required to strain the structure and the energy required to move against the air pressures on the wing surface.…”

Section: Minimizing Actuator Energy Required To Generate Liftmentioning

confidence: 99%

Morphing Airfoil Shape Change Optimization With Minimum Actuator Energy As An Objective

Prock¹,

Weisshaar²,

Crossley³

2002

9th AIAA/ISSMO Symposium on Multidisciplinary Analysis and Optimization

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Morphing aircraft are multi-role aircraft that use innovative actuators, effectors, and mechanisms to change their state to perform select missions with substantially improved system performance. State change in this study means a change in the cross-sectional shape of the wing itself, not chord extension or span extension. Integrating actuators and mechanisms into an effective, light weight structural topology that generates lift and sustains the air loads generated by the wing is central to the success of morphing, shape changing wings and airfoils. The objective of this study is to explore a process to link analytical models and optimization tools with design methods to create energy efficient, lightweight wing/structure/actuator combinations for morphing aircraft wings. In this case, the energy required to change from one wing or airfoil shape to another is used as the performance index for optimization while the aerodynamic performance such as lift or drag is constrained. Three different, but related, topics are considered: energy required to operate articulated trailing edge flaps and slats attached to flexible 2D airfoils; optimal, minimum energy, articulated control deflections on wings to generate lift; and, deformable airfoils with cross-sectional shape changes requiring strain energy changes to move from one lift coefficient to another. Results indicate that a formal optimization scheme using minimum actuator energy as an objective and internal structural topology features as design variables can identify the best actuators and their most effective locations so that minimal energy is required to operate a morphing wing. BackgroundA morphing aircraft is a multi-role aircraft that, through the use of morphing technologies such as innovative actuators, effectors or mechanisms, changes its state substantially to complete all roles -with superior system performance.1 For instance, for a hunter-killer aircraft, role A is long-duration loiter while role B is high-speed dash and role C is some form of energy deposition to neutralize the target. Morphing aircraft are a major part of a system that requires technology integration to manipulate geometric, mechanical electromagnetic or other mission critical features -on the ground or in-flight -to match vehicle performance to a well-defined environment and mission objective.

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“…Bionics has been applied in the field of aviation since the 1990s. Peery et al simulated the various body postures of fish swimming in water in response to the incoming flow conditions, and proposed the concept of adaptive flexible deformed wings to improve aircraft aerodynamic performance [25]. Miklosovic et al [26], Pedro et al [27], and Johari et al [28] all studied the fin wings of bionic humpback whales, these researchers are very innovative in improving the aerodynamic characteristics of the blades through the bionics perspective, but the researchers have not considered the erosion of the bionic blades.…”

Section: Introductionmentioning

confidence: 99%

Study of Solid Particle Erosion on Helicopter Rotor Blades Surfaces

et al. 2020

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In this study, titanium alloy (Ti-4Al-1.5Mn), magnesium alloy (Mg-Li9-A3-Zn3), or aluminum alloy (Al7075-T6) were used to construct the shell model of helicopter rotor blade to study the solid particle erosion of helicopter rotor blades. The erosion resistance of the three materials at different angles of attack (6°, 3°, or 0°) and particle collision speeds (70, 150, or 220 m/s) was examined using the finite volume method, the discrete phase method, and erosion models. In addition, the leading edge of the helicopter blades was coated with two types of bionic anti-erosion coating layers (V- and VC-type), in an attempt to improve erosion resistance at the angles of attack and particle collision speeds given above. The results showed that Ti-4Al-1.5Mn had the best erosion resistance at high speed, followed by Al7075-T6 and Mg-Li9-A3-Zn3. The angle of attack appeared to affect only the surface area of the blade erosion, while the erosion rate was not affected. Finally, the results of this article showed that the V-type bionic coating had better erosion resistance than the VC-type coating at the same impact speeds. The angle of attack did not have a significant effect on the erosion rate of the bionic coating.

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Summary of an Active Flexible Wing program

Cited by 109 publications

References 4 publications

Morphing skins

Morphing skins

Morphing Airfoil Shape Change Optimization With Minimum Actuator Energy As An Objective

Study of Solid Particle Erosion on Helicopter Rotor Blades Surfaces

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