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Aileron Deflection

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Alexander Kuzmin – One of the best experts on this subject based on the ideXlab platform.

  • Lift sensitivity analysis for a Whitcomb airfoil with Aileron Deflections
    Progress in Computational Fluid Dynamics An International Journal, 2015
    Co-Authors: Alexander Kuzmin

    Transonic flow past a two–element Whitcomb airfoil is studied in the range of free–stream Mach numbers between 0.81 and 0.86. Numerical solutions of the Reynolds–averaged Navier–Stokes (RANS) equations are obtained with a finite–volume solver on unstructured meshes using several turbulence models. Both smooth and rough airfoil surfaces are considered. The study reveals free–stream conditions that admit extreme sensitivity of aerodynamic coefficients to small changes of the Aileron Deflection. In addition, computations demonstrate free–stream conditions in which Aileron Deflections produce no effect on the lift.

  • Transonic flow past a Whitcomb airfoil with a deflected Aileron
    International Journal of Aeronautical and Space Sciences, 2013
    Co-Authors: Alexander Kuzmin

    The sensitivity of transonic flow past a Whitcomb airfoil to Deflections of an Aileron is studied at free-stream Mach numbers from 0.81 to 0.86 and vanishing or negative angles of attack. Solutions of the Reynolds-averaged Navier-Stokes equations are obtained with a finite-volume solver using the k- ω SST turbulence model. The numerical study demonstrates the existence of narrow bands of the Mach number and Aileron Deflection angles that admit abrupt changes of the lift coefficient at small perturbations. In addition, computations reveal free-stream conditions in which the lift coefficient is independent of Aileron Deflections of up to 5 degrees. The anomalous behavior of the lift is explained by interplay of local supersonic regions on the airfoil. Both stationary and impulse changes of the Aileron position are considered.

Mebarki Youssef – One of the best experts on this subject based on the ideXlab platform.

  • Numerical simulation and wind tunnel tests investigation and validation of a morphing wing-tip demonstrator aerodynamic performance
    Elsevier, 2016
    Co-Authors: Gabor, Oliviu \u15eugar, Koreanschi Andreea, Botez, Ruxandra Mihaela, Mamou Mahmoud, Mebarki Youssef

    This paper presents the results obtained from the numerical simulation and experimental wind tunnel testing of a morphing wing equipped with a flexible upper surface and controllable actuated Aileron. The technology demonstrator is representative of a real aircraft wing tip section, and it was developed following a complex, multidisciplinary design process. The model was fitted with a composite material upper skin whose shape can be morphed, as a function of the flight condition, by four electrical actuators placed inside the wing structure. The optimizations were performed with the aim of controlling the extent of the laminar flow region, and the resulting shapes were scanned using high-precision photogrammetry. The numerical simulations were performed using Computational Fluid Dynamics (CFD) and included a model for predicting the laminar-to-turbulent flow transition over the entire wing surface. The analyses included cases with three Aileron Deflection angles and angles of attack situated within five degrees range. The CFD results were compared with infrared thermography measurements in terms of transition location, surface pressure measurements and balance loads measurements acquired during subsonic wind tunnel tests performed at the National Research Council Canada.Peer reviewed: YesNRC publication: Ye

  • A fuel saving way in aerospace engineering based on morphing wing technology: a new multidisciplinary experimental model
    , 2016
    Co-Authors: Kammegne, Michel Joel Tchatchueng, Botez, Ruxandra Mihaela, Grigorie, Teodor Lucian, Manou Mahmoud, Mebarki Youssef

    The research presented in this present paper was done within the framework of the international CRIAQ MDO505 Morphing Wing project, developed as a collaborative research project between academia, research centres and industry partners. The work exposed in the paper is related to the development of an experimental morphing wing model and its performance evaluation by using some wind tunnel tests. This collaborative research aimed at the drag reduction over a wing by morphing it, conducting in this way at fuel savings and low emissions. The association between the drag reduction and wing morphing comes from the fact that if the wing airfoil shape is changed in a specific way then the laminar to turbulent flow transition point position can be moved toward its trailing edge. The model designed, fabricated and tested during our project is based on the dimensions of a full scale wing tip structure, equipped with a morphable flexible upper surface made from composite materials and deformed by using four miniature electrical actuators, with an array of 32 Kulite pressure sensors to monitor the air flow behaviour over the upper surface, and with an Aileron also electrical actuated. The first specific objective for our research team in this project was to develop a new morphing mechanism for the wing by using miniature electrical actuators; these actuators should deform the upper wing surface, so that the laminar-to-turbulent transition point moves closer to the wing trailing edge reducing in this way the drag force as a function of flow condition by changing the wing shape. The flow conditions were univocally defined by mean of Mach numbers, airspeeds, angles of attack and Aileron Deflection angles. The second specific objective was to develop a control system for the morphing actuators to obtain the desired morphed shape of the wing for each studied flow case, while the third specific objective was to develop a monitoring system able to detect and visualize the airflow characteristics using pressure sensors installed on the upper surface of the morphing wing, evaluating in this way the gains brought by the proposed architecture. During the paper sections are successively exposed the project description, the morphing wing model instrumentation and the mechanisms used to control it. Finally, a wind tunnel aerodynamic results analysis is performed, discussing the extension of the laminar region of the flow over the wing by using the morphing wing technology.Peer reviewed: YesNRC publication: Ye

G.m. Gregorek – One of the best experts on this subject based on the ideXlab platform.

  • Wind tunnel testing of an S809 spoiler flap model
    35th Aerospace Sciences Meeting and Exhibit, 1997
    Co-Authors: R. Ramsay, J.m. Janiszewska, G.m. Gregorek

    An 18-inch chord model of the NREL S809 airfoil section with a spoiler flap was tested under 2D steady state conditions in The Ohio State University Aeronautical and Astronautical Research Laboratory 7×10 Subsonic Wind Tunnel. The objective of these tests was to document section lift, drag, and pitching moment characteristics over a wide range of flap Deflections and angles of attack. The model was tested under both clean and leading edge grit roughness (LEGR) conditions. The LEGR was used to simulate the accumulation of insects and debris on the leading edge of the rotor blades found in the field. The configuration exhibited a clean maximum lift coefficient of 1.12. The application of LEGR reduced the maximum lift coefficient and increased the drag for low angles of attack and low flap Deflections. The LEGR was found to have a negligible effect at high angles of attack (above 20 deg) and high Aileron Deflection (above 45 deg). At high Aileron Deflections (greater than 30 deg), the suction coefficient was negative in the region of -6to 30-deg angle of attack. (Author)

  • Wind tunnel testing of an S809 Aileron model
    , 1996
    Co-Authors: R.r. Ramsay, J.m. Janiszewska, G.m. Gregorek

    Testing of an S809 Aileron model was conducted at the Ohio State University Aeronautical and Astronautical Research Laboratory 7 x 10 subsonic wind tunnel. Three different Aileron trailing edge devices were used for the test; a spoiler flap, a vented Aileron, and an unvented Aileron. The model spanned the 7 foot wind tunnel height and had an overall chord length of 18 inches having each Aileron section about 7 inches long. Pressure measurements were taken on the model surface for all cases and wake surveys were conducted for drag determination at moderate angles of attack and Aileron Deflection angles. The Reynolds numbers used ranged from 1 million to 2 million for the unvented Aileron and 1 million for the other two configurations. Other test conditions included angles of attack from {minus}6 to 270 degrees and Aileron Deflection angles from {minus}5 to 90 degrees. All of the data were taken with the model in the clean configuration and some cases were repeated with the application of leading edge grit roughness. Abstract only included.

Curtis E. Hanson – One of the best experts on this subject based on the ideXlab platform.

  • Static Aeroelastic Effects of Formation Flight for Slender Unswept Wings
    , 2013
    Co-Authors: Curtis E. Hanson

    The static aeroelastic equilibrium equations for slender, straight wings are modified to incorporate the effects of aerodynamically-coupled formation flight. A system of equations is developed by applying trim constraints and is solved for component lift distribution, trim angle-of-attack, and trim Aileron Deflection. The trim values are then used to calculate the elastic twist distribution of the wing box. This system of equations is applied to a formation of two gliders in trimmed flight. Structural and aerodynamic properties are assumed for the gliders, and solutions are calculated for flexible and rigid wings in solo and formation flight. It is shown for a sample application of two gliders in formation flight, that formation disturbances produce greater twist in the wingtip immersed in the vortex than for either the opposing wingtip or the wings of a similar airplane in solo flight. Changes in the lift distribution, resulting from wing twist, increase the performance benefits of formation flight. A flexible wing in formation flight will require greater Aileron Deflection to achieve roll trim than a rigid wing.

J. M. G. Marques – One of the best experts on this subject based on the ideXlab platform.

  • On the compensation and damping of roll induced by wake vortices
    The Aeronautical Journal, 2014
    Co-Authors: Luís Campos, J. M. G. Marques

    The effect of the wake of a leading aircraft on a following aircraft is demonstrated by calculating the rolling motion consisting of three terms: ( i ) the free rolling motion due to initial bank angle and roll rate; ( ii ) the forced wake response due the rolling moment induced by the wake encounter; ( iii ) the forced control response due to Aileron Deflection to counter the wake vortex effects. It is shown that in the absence of control action, the roll rate of the following aircraft goes through a peak, and then decays, leading to a constant asymptotic bank angle; the latter is a measure of the magnitude of the wake effect, e.g. is larger for weaker damping. The exact analytical solution of the roll equation appears as a power series of a damping factor, whose coefficients are exponential integrals of time; it is shown that the first two terms give an accuracy better than 2%. The theory is used to simulate 15 combinations of wake vortex encounters between leading and following aircraft in the five ICAO/FAA weight categories: light, medium, heavy, special (B757) and very large (A380).