Wing Elements Research Articles

On the wing: Morphological variation in the osteology of Mediterranean, Near Eastern, and EuropeanAnatidae (excluding Anserinae).

Accurate identification of waterfowl bones in archaeological and fossil assemblages has potential to unlock new methods of past environmental reconstruction, as species have differing habitat preferences and migration patterns. Therefore, identifying the presence of avian species with different ecological niches is key to determining past environments and ultimately how prehistoric people responded to climatic and environmental realignments. However, the identification of osteological remains of waterbirds such as ducks to species level is notoriously challenging. We address this by presenting a new two-dimensional geometric morphometric protocol on wing elements from over 20 duck species and test the utility of these shape data for correct species identification. This is an ideal starting point to expand utilization of these types of approaches in avifaunal research and test applicability to an extremely difficult taxonomic group.

Ground effect of an inverted double element wing diffuser on a sedan car

The diffuser is a critical component in sports cars, enhancing aerodynamics by increasing downforce and reducing drag. Previous studies have focused on its dependence on diffuser incidence, height, and base pressure. The design of the car, particularly the rear end shape and the rear wing's presence, affect base pressure and the diffuser's performance. Previous studies have investigated the effects of diffuser geometry on aerodynamic performance, but the current study is the first to examine the relationship between the diffuser and the rear tires. It also provides specific and quantitative results on the impact of different diffuser design parameters on drag and downforce. The relationship between the rear tires and the double-element inverted wing diffuser using computational fluid dynamics (CFD) was investigated. This is an essential problem because the diffuser is a critical component of sports cars, and its design can significantly impact aerodynamic performance. CFD was used to simulate the flow of air around the car model. The CFD model was based on the Nissan Sunny (Versa) type Almera design, and the diffuser main element and flap wing angles were set at 4 and 15.5°, respectively. The flap gap, overlap distance, and wing ride height above the ground were varied to achieve an optimal aerodynamic design. The study found that the wing's ride height significantly influences the flow through the diffuser. The diffuser significantly impacts base pressure and downforce production. Increasing the ride height decreases base pressure, leading to an increase in downforce until a specific point near the car body, where downforce further increases. The study concluded that the best double-element diffuser design was selected based on lift-to-drag results and the allowable dimensions of the car, wing ride height, element gap, and overlap distances. Ultimately, the best diffuser wing design features a ride height of 154 mm, a gap distance of 10 mm, and an overlap of 5 mm. This design reduces drag by approximately 2.7 % and remarkably increases downforce ten times compared to the baseline car model.

Patterns of integrated growth of body parts in Rook (Corvus frugilegus) ontogeny.

The early period of ontogeny is key to understanding the patterns of body plan formation in birds. Most studies of avian development have focused on the development of individual avian characters, leaving their developmental integration understudied. We explored the dynamics and integration of relative percentage increments in body mass, lengths of head, skeletal elements of wing and leg, and primary flight feathers in the embryonic and postnatal development of the Rook (Corvus frugilegus). The relative percentage increments were calculated according to Brody's equation. Groups of similar growing traits (modules) were determined using hierarchical cluster analysis, and the degree of correlation between modules was estimated by PLS analysis. The embryonic and postnatal periods demonstrate significant consistency both in the dynamics of changes in relative percentage increments of studied traits as well as in the clustering of individual modules. The modules mainly include the body mass and head length, as well as the elements that form the fore- and hind limbs. Differences were revealed in the combination of modules into clusters in embryonic and postnatal periods. Hind limb elements clustered together with wing elements in the embryonic period but with body mass and the head in the postnatal period. The strongest modularity was noted for the leg in embryogenesis, and for the wing in postnatal development. The forelimb and especially the primary feathers had more distinctive growth patterns. We suggest the changes in the degree of integration between locomotor modules in ontogenesis are connected with the earlier functioning of the legs in the postnatal period and with the preparation of the wings for functioning after a chick leaves the nest.

System Performance of Wing and Propellers in a Periodic Distributed Propulsion Experiment

The design task for distributed propulsion (DP) aircraft is more complex than conventional twin-engine designs due to the pronounced propeller wing interaction. DP concepts rely on a beneficial and robust interaction of propulsion and lifting surface. Additionally, a good DP design is optimised as a system such that each element is not optimised by itself (i.e. ηprop and CL/CD), but with consideration of the close coupled interaction. The evaluation of such an interaction driven setup is scope of this work. Thrust and torque of a periodic co-rotating DP wing are measured simultaneously with airfoil coefficients. Thereby the influence of propeller on the wing and vice versa are identified.Two different sets of propeller geometries with a diameter of D = 0.6 m are studied. One propeller set is designed for minimum induced propeller loss (MIL). The second propeller set is designed to have a constant induced axial velocity over the radius (CIV). We shall compare how the different strategies perform in the DP system.The two element wing has a span of B = 2.4 m and a reference chord of c = 0.8 m, operating at Re = 2.1 × 106. For this study, the propellers are pitched to meet a constant cT, J and Matip . The results focus on the system performance for the combined setup in take-off configuration. While the isolated propeller efficiency benefits from the integration in front of the wing by > Δηprop = 12%, the system efficiency suffers from increased drag on the trailing wing that is roughly tripled over the clean wing. Depending on the propeller position relative to the wing, interaction losses can be minimised so that a system efficiency gain over the isolated wing and propeller of > Δηsys = 4% is achieved.

Gappy POD model for Structural Compliance of the Wing of a Civil Tilt-rotor

The selection of the most critical load conditions is an extremely important topic as it allows the design and structural verification to be limited to a limited subset of conditions that envelop the operational thousands of the Design Limit Load (DLL) book without necessarily having to apply a direct approach. Often, thousands of analyses are performed by a Detailed Finite Element Model (DFEM, including model loading, post-processing and full stress and buckling analysis) taking a long time with a higher probability of error. This work describes the effort to set up a surrogate model of a composite wing, which aims to supply, accurately and efficiently, the structural response of the wing to several solicitation loads that populate the DLL. The surrogate model is defined by employing the Proper Orthogonal Decomposition technique (POD), trained on partial knowledge of data. The snapshots collected are composed of load solicitations and, limited to a subset of wing elements, stress and strain states resulting from the structural response to the relative load solicitation in a numerical analysis. Gappy-POD algorithm is set up to deal with this lack of data in the querying stage when only the solicitations are known. The surrogate model training starts with a selection of loads from the DLL, while its reliability is increased by iteratively adding further FEM analyses based on error maps opportunely defined.

Experimental Propeller Performance Analysis of Distributed, Single and Isolated configurations

Distributed propulsion (DP) configurations are a promising concept for future aircraft systems. The main objective of the presented experiment is to investigate aerodynamic interactions of such configurations in detail and compare DP results to a single propeller configuration. The experimental setup at the Propulsion Test Facility, TU Braunschweig, features three co-rotating propellers. These are not attached directly to the wing, but are mounted on a separate carrier. This decoupling allows the forces and moments acting on wing and propeller to be considered separately. Additionally, different relative propeller positions are set up easily. In order to eliminate side wall effects, only the centre propeller and the centre wing element are subject of investigation for the distributed configuration. The periodically repeating outboard propellers reduce the wind tunnel interference while providing a true DP setup for the instrumented centre. Additionally to the DP setup, tests for conventional propeller wing configurations (only centre propeller installed) as well as isolated propeller and clean wing tests were performed. Thus, the DP effects on wing and propeller and the effect of the downstream wing on the propeller are clearly identified. The comparison between single propeller and distributed propulsion configurations shows that with distributed propulsion the drag increase is reduced from 326% to 216% compared to a clean wing. This effect is intensified by a greater thrust level and higher angles of attack. In order to identify the distributed propulsion effects, the forces acting on the propeller as well as the resulting efficiency of the propeller are compared between the distributed and single propeller configuration for two different relative propeller positions. The efficiency of the centre propeller is increased due to the outer propellers by approx. 2% to 3%.

Determination of the features of integrated design of civil long-range aircraft with transonic truss-braced wing at the preliminary design stage

The object of research is a civil mainline aircraft with a transonic truss-braced wing. The problem of designing an aircraft of this scheme at the preliminary design stage is being solved in the work. The results of the work include the concept of designing aircraft with a transonic truss-braced wing, the main advantages of such a scheme, the process of determining the geometric parameters of the truss-braced, features of the preliminary design of an aircraft with an extremely high aspect ratio truss-braced wing, possible approaches to the arrangement of units and their mutual arrangement. The results are explained by the difference in the design model (the cantilever beam is replaced by a beam on two supports) in mass analysis and the increased wing aspect ratio in aerodynamic calculation. The final data are based on a statistical study to determine the basic geometric parameters of assemblies of modern mainline passenger aircraft, synthesis of parameters of analog aircraft. For example, an aircraft capable of carrying 250 passengers over a distance of 13.000 km is considered. In the design process, values of aspect ratio, taper ratio, wing area, vertical tail and horizontal tail area ratio, and fuselage dimensions are accepted. Drawings of the general appearance of the aircraft have been developed and, based on it, a master geometry of the theoretical contour has been constructed. Graphs of first-order polar and maximum lift-to-drag ratio have been plotted, the reduction of aerodynamic drag in percentage terms has been determined, and the increase in aerodynamic lift-to-drag ratio in percentage terms for an aircraft with an extremely high aspect ratio truss-braced wing compared to similar characteristics of an aircraft with a conventional non-braced wing has been calculated. The approximate mass savings when using a truss-braced wing on the aircraft are determined in percentage terms. The expediency of using wings of greater aspect ratio, than modern aircraft currently have, has been justified. The expediency of using a brace for the aircraft with an extremely high aspect ratio wing has been justified. The obtained results can be used in practice in the process of developing the preliminary design of an aircraft with a truss-braced wing or in the modifications of existing aircraft to increase their fuel efficiency or increase the durability of wing elements due to reduced loads acting on them.

A pteranodontid wing with traces of extensive invertebrate scavenging from the Pierre Shale (Sharon Springs Member, Campanian–Maastrichtian), east central Wyoming (Niobrara County)

Here we report the associated and semi-articulated partial wing of a mid-sized pterosaur from an exposure of the Pierre Shale, in east central Wyoming. All elements suffer from compaction but are identified as those of a pteranodontid based on the warped deltopectoral crest. Most probably, the wing is that of Pteranodon longiceps, although the length of the ulna and of the metacarpal IV relative to that of the humerus slightly exceeds that reported from any previously documented Pteranodon specimen. The surfaces of all wing elements are littered with circular indentations, ranging from 1.1 to 6.8 mm in diameter. These indentations formed postmortem and appear to be borings left by invertebrate scavengers.

Hydrodynamic Performance of Cycloidal Propellers with Four-Bar and Mixed Four-bar/Five-bar Mechanisms: A Numerical Study

Cycloidal propellers constitute a specialized category of underwater propulsion devices, widely employed in vehicles requiring exceptional maneuverability. The parameters of the blade-driving mechanism directly impact the propeller performance. Hence, the effect of variations in the geometric parameters of the blade-driving mechanism on the hydrodynamic performance of cycloidal propellers must be investigated. In this study, a specific set of four-bar and mixed four-bar/five-bar mechanisms are taken as examples, and the effect of linkage-length variations on the hydrodynamic performance of cycloidal propellers was analyzed using numerical simulation methods. First, we established a physical model of the cycloidal propeller, and then derived the relationship between blade-rotation and revolution angles. Subsequently, by solving the Navier–Stokes equations and employing computational fluid dynamics simulations based on viscosity, an analysis is conducted to reveal the trends in the impact of different linkage-length combinations on the hydrodynamic performance of the cycloidal propeller. Finally, the outcomes of the numerical simulations are interpreted using the wing element theory. In similar blade-driving mechanisms, the effects of varying linkage lengths on propeller hydrodynamic performance are determined through alterations in the blade rotation angle range and equilibrium position. An increase in the range of the blade-rotation angle significantly enhances the hydrodynamic performance of the cycloidal propeller. This research employs a more realistic auto-propulsion mode for numerical simulations, establishing a mapping relationship between the blade-driving mechanism and hydrodynamic performance of the cycloidal propeller, while analyzing the underlying influencing mechanisms. Furthermore, crucial numerical simulations and theoretical foundations are employed for designing the four-bar and mixed four-bar/five-bar mechanism cycloidal propellers. The findings of this study could also be used in similar cycloidal propellers with multilinkage mechanism.

Инновационные технологии повышения производительности и качества механической обработки полимерных композиционных материалов

An urgent problem for improving the efficiency and machining operation quality for new polymer composite materials (PCM) based on carbon fiber in the operation of rocket and space equipment and aircraft engineering parts is solved in the article. One of the breakthroughs of the Russian domestic engineering is the introduction of wing elements of the new MS-21 civil airliner, the production of noise suppression bodies, compressor blades and other parts of gas turbine engines made of carbon fiber, requiring high-quality and productive machining. Machining operation of these products involves difficulties caused by the requirements of the design documentation to ensure the necessary degree of roughness, soundness of the machined surface and high strength of the finish-machined component. This article presents the results of a study of the application of high-performance technology of sequential blade-abrasive processing of carbon fiber-based PCM products. This article presents the results of a study of the application of high-performance technology of sequential blade-abrasive operation of carbon fiber-based PCM products. The rational geometry of the blade cutting tool for primary machining of the PCM is determined. An adequate empirical mathematical model of cutting modes influence on the surface layer roughness in the milling operation has been developed, as well as rational processing modes have been determined.
 The results of experimental studies of the abrasion of PCM with rigid grinding wheels made of white electrocorundum, green silicon carbide and elborum are presented. The dependences of the surface layer roughness on the grinding modes are given. According to the research results and the developed mathematical model, the rational characteristics of grinding wheels and processing modes are determined. For the first time, the issues of the influence of machining defects on the strength of PCM are viewed. Comparative tensile and tear strength tests of samples made by traditional edge cutting machining and sequential edge-cutting-abrasive operation are presented. The increase in tensile and tear strength of PCM parts manufactured according to the technology of sequential edge-cutting-abrasive operation by 20.30% compared to traditional edge-cutting operation has been proved.

Numerical Investigation of the Effect of Porous Wing Elements on the Properties of Supersonic Tip Vortices

The effect of a porous wingtip on tip vortex formation and properties in a supersonic flow is studied. It is established that a porous wingtip has a considerable effect on the vortex structure and parameters reducing its intensity.

Narrow-beaked trogons from the early Eocene London Clay of Walton-on-the-Naze (Essex, UK)

We describe multiple partial skeletons of a new trogon species from the early Eocene London Clay of Walton-on-the-Naze (Essex, UK), which are among the oldest fossils of the Trogoniformes. Eotrogon stenorhynchus, gen. et sp. nov. has a much narrower and more gracile beak than extant trogons, which denotes different ecological attributes of the fossil species. Eotrogon stenorhynchus already had the heterodactyl foot characterising extant trogons, even though the trochlea for the second toe is smaller than in crown group Trogoniformes. Differences to extant trogons in the wing and pectoral girdle elements suggest that E. stenorhynchus was less adapted to short-term hovering, which may indicate different foraging techniques. We also report a partial tarsometatarsus from the early Miocene of France that is likely to belong to Paratrogon gallicus, a species previously only known from humeri. P. gallicus is the earliest modern-type trogon, and we show that the newly identified tarsometatarsus does not support the proposed referral of this species to the African taxon Apaloderma. We identify skeletal features that suggest a sister group relationship between Apaloderma and all other crown group Trogoniformes, but the exact affinities of Paratrogon remain poorly resolved. (http://zoobank.org/urn:lsid:zoobank.org:pub:73B64B84-11C2-4D50-8540-099CF86B6CA1).

The load-bearing mechanism of plant wings: A multiscale structural and mechanical analysis of the T. tipu samara.

Spinning winged fruits ("helicopter" samaras) generate significant lift forces at relatively low velocities, which enable the wind to disperse them across long distances. The biological material of the samara sustains the aerodynamic loadings and maintains the physical shape of the samara in the air via a yet unknown load-bearing mechanism. Here, positing that this mechanism fundamentally originates from the macro-to-microscale structural and mechanical characteristics of the samara, we use sub-micron computer tomography, electron microscopy, and multi-scale mechanical experiments to map the structural and mechanical characteristics of the tipu tree (Tipuana tipu) samara down to the micrometer length scale. Then, using theoretical models, we characterize the multiscale structural-mechanical principles of the samara and use these principles to disclose the underlying load-bearing mechanism. We found that the structural motifs of the tipu tree samara are closely analogous to various other types and forms of winged fruits, suggesting that this load-bearing mechanism is widespread in plant wings. The structural-mechanical principles governing the samara bear unconventional design concepts, which pave the way toward the development and engineering of small-scale wing elements for miniature aviation platforms with specialized mechanical capabilities. STATEMENT OF SIGNIFICANCE: The biomaterial of plant wings grants them mechanical resistance to flight forces during wind dispersal. "Helicopter seeds" demonstrate an intricate load-bearing mechanism that spans three structure-functional scales of their biomaterial. This mechanism appears widespread in plant wings and may promote novel micro-engineering design guidelines for futuristic flight materials and small-scale aviation platforms.

The use of composite materials in load-bearing elements of an adaptive wing

The article discusses methods for manufacturing power elements of an adaptive wing from composite materials, as well as various principles for changing the configuration of an adaptive wing. A comparison is made of the aerodynamic characteristics of an adaptive wing and a wing with traditional high lift devices.

BASIC PRINCIPLES OF MODELING AND THEIR APPLICATION IN TECHNICAL TASKS

The process of creating a model as a conceptual representation of some phenomenon is called modeling. The physical, geometric, functional, or geometric properties of an object can be represented as a model. Technical, or subject-based, modeling is often used in solving practical problems in science. The models used for experiments should be geometrically similar to the corresponding real objects. Thus, using the method of similarity theory, when we are trying to solve technical problems it is relevant to study complex processes on simpler models, and therefore the study of modeling principles and options for their application. The paper describes the characteristics of models of various levels and provides examples of their application, classification of multiple forms of modeling, ways to display the immanent properties of figures. The importance of initial conditions in the fundamental choice of the model and its use is emphasized. Generalized modeling algorithms of different levels and their application in a number of technical tasks are presented. The projection-coordinate principles of constructing geometric models are described in detail. The general characteristics of models of different classes are given based on their initial parameters: coordinate, projection, nomographic. Coordinate-projection models based on the classical scheme of G. Monge are described. The characteristics of modeling processes based on parameters having different geometric meanings are given. Theoretical reasoning is confirmed by concrete examples from the field of aircraft building. Examples of the use of projection models in images of surfaces of wing and tail elements are shown. The figures contain a sufficient level of information about the role and significance of production parameters and their use in practice.

MANIFESTATIONS OF LEFTISM IN LATVIA DURING THE NAZI OCCUPATION: 1941–1945

During the Nazi occupation (1941–1945), Latvia was subject to nazification. In the course of this process, the left wing elements of the Nazi ideology were actively introduced into Latvia. The process manifested itself in two ways: firstly, in the propaganda of the postulates of the Nazi ideology and, secondly, in a series of practical political activities. The main themes of the Nazi left wing propaganda were as follows: propaganda of the so-called German socialism and its achievements; criticism of the soviet socialism and the political system of the USSR; propaganda of the formation of classless society; propaganda of eradicating social injustice; singing praise to the prevalence of the workers in the social organism and introducing the left wing Nazi traditions into the occupied Latvia. However, the propaganda of the Nazi ideology in Latvia was introduced un- evenly and ambiguously. Several phases of its implementation can be singled out: the Hot Phase (1941), the Transitional Phase (1941–1942), the Pragmatic Phase (1943–1944) and the Disintegration Phase (1944–1945). The general trend was from propagating the ideas which maximally complied with the Nazi ideology towards gradual mitigation of the propaganda in order to achieve support from the local population for the occupation power and their involvement in the war. In practice, the Nazi occupation power, according to the common position of the left wing Nazi ideology, carried out the nationalisation of all the sectors of the economy of Latvia. This policy reached its peak in the autumn of 1941, when the German state took control of the great part of the Latvian enterprises. In 1942–1944, as the war developed unfavourably for Germany, re-privatisation of the property was permitted in order to achieve the support of the population and their active involvement in the war.

Wings of fringed fruit-eating bats (Artibeus fimbriatus) are highly integrated biological aerofoils from perspectives of secondary sexual dimorphism, allometry and modularity

AbstractPhenotypic variability is ubiquitous. This is especially true in bats, where families such as Phyllostomidae encompass as much phenotypic variability as some entire orders of mammals. Typically, phenotypic variability is characterized based on cranial morphology, with studies of other functionally important aspects of the phenotype, such as legs, feet and wings, being less frequent. We examined patterns of secondary sexual dimorphism and allometry of wing elements of the fringed fruit-eating bat (Artibeus fimbriatus) and examined, for the first time, the modularity of bat wings. Patterns were based on 13 wing measurements taken from 21 females and 15 males from eastern Paraguay. From a multivariate perspective, A. fimbriatus exhibited significant secondary sexual dimorphism. Females were larger than males for all 13 wing characteristics, with significant differences involving the last phalanx of the fourth and fifth digits. Female wings were also relatively larger than male wings from a multivariate perspective, as was the last phalanx of the fourth and fifth digits, after adjusting for wing size based on forearm length. Wing elements were highly variable regarding allometric relationships, with some exhibiting no allometric patterns and others exhibiting isometry or hyperallometry, depending on the element. Wings exhibited significant modularity, with metacarpals, proximal phalanges and distal phalanges each representing a discrete module. The wings of A. fimbriatus exhibit substantive patterns of dimorphism, allometry and modularity. Although the big mother hypothesis is a strong theoretical construct to explain wing dimorphism, there is not yet any sound theoretical basis for the patterns of allometry and modularity of the wing. Further investigation is required to understand the determinants of variation in wing morphology.

Aerodynamic Study of a Drag Reduction System and Its Actuation System for a Formula Student Competition Car

This work presents a computational fluid dynamic (CFD) analysis of a drag reduction system (DRS) used in a Formula Student competition vehicle, focusing on the interaction between the triple wing elements, as well as on the electrical actuators used to provide movement to the upper two flaps. The S1123 wing profile was chosen, and a 2D analysis of the wing profile was made. The trailing edge was rounded off to conform to Formula Student competition safety rules, resulting in around a 4% decrease in the lift coefficient and around a 12% increase in the drag coefficient for an angle of attack of 12°, compared to the original wing profile. The multi-element profile characteristics are: wing main plate with 4°, first flap 28°, and second flap 60°. To evaluate the wing operation, end plates and electrical linear actuators were added, generating a maximum lift coefficient of 1.160 and drag coefficient of 0.397, which provides around a 10% reduction in lift and a 9% increase in drag compared to the absence of the linear actuators. When activating the DRS, the flap rotation generates about a 78% decrease in the aerodynamic drag coefficient and 53% in the lift coefficient for the minimum aerodynamic drag setting.

Effect of Fuel Sloshing on the Damping of a Scaled Wing Model—Experimental Testing and Numerical Simulations

Vertical sloshing of liquid-filled tanks has been shown to induce substantial dissipative effects. Building upon these previous results obtained on simpler sloshing systems, a scaled wing prototype is presented here, equipped with a fuel tank that allows the observation of liquid sloshing and quantification of induced dynamic effects. Based on experiments conducted at a 50% filling level for a baffled wing fuel tank model, substantial additional damping effects were demonstrated with liquid inside the tank regardless of the vertical acceleration amplitude. A numerical model based on a finite element wing structural model and a surrogate 1DOF fluid model was explored, with numerical simulations showing good agreement compared to experiments throughout the decaying motion of the system.

Effect of Stagger on Low-Speed Performance of Busemann Biplane Airfoil

In this study, the low-speed performances of the Busemann biplane were clarified, focusing on the relative contributions of the upper and lower elements to the total aerodynamic characteristics of the biplane. Also, the effects of the staggered biplane, which changes the horizontal distance between two wings in a biplane configuration, were investigated by balance measurements and numerical simulations. The flow velocity was 15 m/s, and the Reynolds number based on the airfoil chord length was 2.1 × 105. In the tests of the integrated biplane wing, the attack angles of the wing elements were varied by a balance system and turntable, which were set in the wind tunnel sidewall. The results show that the lower element generated most of the lift and drag of the Busemann biplane (or the baseline biplane model with no stagger) at high angles of attack. At angles above 20 deg, the contribution of the lower element to total aerodynamic characteristics is almost constant, with 95% of the total lift and 88% of the total drag. The total lift and drag of the baseline model were smaller than the sum of the individual elements that were treated as a single configuration. The increments of lift and drag due to the stagger effects were confirmed, especially at high angles of attack. When the stagger value increases, the high-pressure area near the leading edge of the lower surface of the upper element also increases, which increases the lift and drag of the up-per element. This is the main reason for the increments of total lift and drag of the biplane model. The stagger effects also prevented the leading-edge separation of the lower element in the biplane configuration and increased the lift slopes of the biplane model.