Wing Units Research Articles

Design and dynamic analysis of a spanwise morphing wing for Mars exploration

The application of spanwise morphing wings makes it possible to transport and launch large-size Mars exploration UAVs. This article proposes a modular variable spanwise morphing wing for high-aspect-ratio aircrafts, and analyses the characteristics of the morphing wing by theoretical analysis, numerical simulation and experimental verification. The novel spanwise morphing wing is based on the Sarrus-inspired deployable structure, which can increase the wing's lift by changing the spanwise length. The pre-strain torsion springs are assembled to provide the initial driving moment of the morphing mechanism. A regular triangle cross section is selected by evaluating the bending and torsional stiffness, and deployable triangular prism mechanisms are identified. Through releasing the pre-strain torsion springs to achieve expansion and implant Sarrus linkages along the straight motion paths. A lockable structure is designed, and the main factors affecting the self-locking property are analysed. A rigid origami skin is proposed, which maintains the airfoil's continuous smoothness after spanwise morphing. The kinematics of the spanwise morphing wing unit is developed using the Lagrange equation, and the theoretical models of morphing wings with different numbers of units are obtained. The unit numbers influence fully expanded time, and the time decreases gradually along the wingtip's direction. Finally, a one-way fluid-structure interaction analysis is performed to investigate the spanwise morphing mechanism and origami skin response under aerodynamic loads. Results show that the skeleton mechanism's maximum stress is below the material's yield strength, and the origami skin's maximum out-of-plane deformation is less than 0.5% of the wing chord, which provides a necessary theoretical basis for applying the spanwise morphing wing.

Electronic structure and photophysical properties of some promising organic molecules for organic solar cells.

Three novel organic semiconductors (Fig. 1), which are molecule (a) and molecule (c) have the same wing unit molecules (b) and (c) have the same core unit were reported. Thus, the influence of wing units on solar cell device performance parameters such us the opto-electronics properties, non-linear optics (NLO), electronic properties, and natural bond orbitals (NBO) were calculated in order to evincing molecular structure-property relations. The all studied molecules would be promising materials for photovoltaic applications, but molecule (c) could be an excellent candidate for high efficiency organic solar cells with a small energy gap, a lowest ΔGreg, highest Voc, and LHE values. According to all these results, it is seen that the wing units of the molecules affect both the opto-electronic properties and NLO properties more than the core units. These theoretical calculations is expected to obtain new strategies to synthesize efficient materials for organic solar cell devices. Density functional (DFT) and time-dependent density functional (TDDFT) theory simulations for the solar cell device performance parameters, non-linear optics, and natural bond analysis were performed using the Gaussian 09w software. The ground state properties of molecules have been studied with hybrid functional of Beckethree-Lee-Yang-Parr (B3LYP), and excited state properties have been calculated CAMB3LYP and our DFT calculations were performed using 6-31++G(d,p) basis set on fully optimized geometries.

A Conceptual Design and Optimization Approach for Distributed Electric Propulsion eVTOL Aircraft Based on Ducted-Fan Wing Unit

The distributed electric propulsion (DEP) eVTOL aircraft has gained rising interest for its promising potential in high-speed cruise compared with conventional tilt-rotor configuration. The aerodynamic interference of the DEP units and wing could become more complicated with a variable thrust in multiple flight conditions. Thus, it requires considerable effort to trade off in the whole design process. Aimed at improving the design efficiency in iteration cycling of a ducted-fan DEP eVTOL aircraft, a conceptual design and optimization approach is proposed in this paper regarding the single-ducted fan and its surrounding wing section as the basic unit. The optimization of the ducted-fan wing (DFW) unit is targeted at improving both hover and cruise efficiencies. After the verification of the span independence of the lift-and-drag coefficients of the DFW unit, a novel DEP eVTOL aircraft conceptual design approach is established based on the vertical meridional plane DFW unit performance analysis. In the following case study, the optimized DFW unit and the conceptual method are applied on a canard configuration, achieving 720 km/h maximum speed, a hovering efficiency of 76.3%, and a 10.7 cruise lift-to-drag ratio. The remarkable performance and concise workflow in the case study both demonstrated the applicability and effectiveness of the proposed design schemes for DEP eVTOL aircraft.

Employing the psychological factor in the orientation of the customer (the patient):A case study in the special wing units of the Babil Governorate Health Department

The Current Research Aims to identify of the role played by psychological factor variables in the orientations of the client (patient) in the units of the special health department of the province of Babylon. Several Hypotheses Were Formulated of Direct And Indirect Effects. The Questionnaire Was Used in The Collection of Data. The Quota Sampling Method Was Used in the Selection of the Research Sample, With Number (500) Employees of Valid Questionnaires Was (385) With Response Rate (95%). The Hypothesis Test Was Verified By Using The Appropriate Statistical Methods adopted in Smartpls3. The Results Showed off There is a significant positive direct between the psychological factor of the patient related to the health service and the patient's attitudes, as well as a significant Negative direct of between the psychological factor of the patient related to the patient status and the patient's attitudes. The study also concluded with many Recommendations, Important: establishment of independent buildings for the units of private suites and the expansion of the number of beds and attention to its architectural functions and supplying them with modern and sophisticated devices at competitive prices and the creation of jobs to care for the psychological factor of the patient and jobs concerned with the dissemination of health education.

Comparison of charge transport and opto-electronic properties of pyrene and anthracene derivatives for OLED applications

In this paper, three organic semiconductors such as 9-[(5-nitropyridin-2-aminoethyl)iminiomethyl]-anthracene (a), N'-((pyren-4-yl)methylene)isonicotinohydrazide (b), and novel organic semiconductor N-(2-((pyren-4-yl)methyleneamino)ethyl)-5-nitropyridin-2-amine (c) were prepared. Their structures were assessed using NMR and elemental analysis techniques. While compound (a) and compound (c) have the same wing unit ([(5-nitropyridin-2-aminoethyl) iminiomethyl]), compounds (b) and (c) have the same core unit (5-nitropyridin-2-amine). Based on TD-DFT and Marcus theories, we have explored the effects of molecular structure on the opto-electronic properties for OLED applications. Our results show that wing units of molecules impact more on the opto-electronics properties than on core units. The compounds (a) and (c) with the same wing unit have exhibited quite similar behaviors in terms of both structural and opto-electronic parameters. However, a similar situation has not been observed for compounds (b) and (c) with the same core unit. In conclusion, our results indicate that compounds (a) and (c) exhibit obvious advantages for OLEDs in terms of calculated opto-electronic and charge transport properties such as better absorption and emission parameters, lower energy gaps and reorganisation energies and higher charge mobility.

Többnemzeti Különleges Műveleti Repülő Program létrehozása a helikopterszemélyzetek kiképzése érdekében

Léteznek olyan, a világ bármely pontján telepíthető és távoli területeken, mostoha körülmények között alkalmazható katonai csoportok, kisalegységek, amelyek úgy is képesek feladatot végrehajtani, hogy nincs rádiókapcsolatuk a parancsnoksággal. Ők a speciálisan felkészített és kiválasztott különleges műveleti katonák – a „zöldsapkások”. Szolgálatukat önként vállalják kemény, bizonytalan környezetben. Ők a katonai vezetők legfőbb eszközei a nem hagyományos hadviselésben. A különleges erők a múltban és a jelenben egyaránt létfontosságú műveleteket hajtottak, hajtanak végre. Tevékenységük támogatására azonban elengedhetetlenül szükség van a légierő speciálisan felkészített forgószárnyas egységeire. A tanulmány rövid áttekintést nyújt a különleges műveleti forgószárnyas képességről, illetve a szakirodalomról. Tárgyalja a magyar különleges műveleti légi képesség kialakításának körülményeit. Írása végén a szerző javaslatokat fogalmaz meg a nemzeti különleges műveleti légi képesség kialakítását biztosító kiképzéssel kapcsolatban.
 KULCSSZAVAK: különleges műveleti légicsoport (SOATU), különleges műveleti repülési program (MSAP), kiképzés, különleges műveleti erők regionális komponensparancsnoksága (R-SOCC), H145M helikopter, Zrínyi 2026 Honvédelmi és Haderőfejlesztési Program

INCREASE OF CONTROL SURFACES EFFICIENCY OF A SUBSONIC AIRCRAFT OF SHORT TAKEOFF AND LANDING

A steady growth of aviation transportation (4-5% per year) causes excessive saturation at numerous major airports. As a result, many flights are delayed. One of the ways to deal with this growing problem is to transfer regional propeller aircraft maintenance to suburban airports. It will require both a modernization of local airports and the design of a new generation of regional aircraft with short takeoff and landing (STOL). The aircraft ability to operate from short runways depends not only on wing unit loading and on high-lift capacities but also it is determined by the control surfaces efficiency. The latter often becomes one of the major reasons for limitation of the amount of lift used in STOL configuration. Thus, the successful application of high-lift devices stipulates the necessity for both the efficiency increasing of existing aircraft control surfaces and the development of some alternative form of lateral control not requiring a significant wingspan proportion. The forms of a lateral control, this article considers, include the interceptor, drooped ailerons, ailerons fitted with mini-flap and one of the alternative forms which uses differential flap section deflection. Several mini-flaps with a various chord are also considered to increase the available rudder yawing moment. The efficiency of the above-mentioned control surfaces has been studied in TsAGI low speed wind tunnel on a model of a twin-engine light aircraft with an enhanced level of lifting capacity on take-off and landing configurations. The tests were conducted at a Reynolds number of 1.0×10 6 and Mach number of 0.15.

Rapid mapping of landslide disaster using UAV- photogrammetry

Unmanned Aerial Vehicle (UAV) systems offered many advantages in several mapping applications such as slope mapping, geohazard studies, etc. This study utilizes UAV system for landslide disaster occurred in Jombang Regency, East Java. This study concentrates on type of rotor-wing UAV, that is because rotor wing units are stable and able to capture images easily. Aerial photograph were acquired in the form of strips which followed the procedure of acquiring aerial photograph where taken 60 photos. Secondary data of ground control points using GPS Geodetic and check points established using Total Station technique was used. The digital camera was calibrated using close range photogrammetric software and the recovered camera calibration parameters were then used in the processing of digital images. All the aerial photographs were processed using digital photogrammetric software and the output in the form of orthophoto was produced. The final result shows a 1: 1500 scale orthophoto map from the data processing with SfM algorithm with GSD accuracy of 3.45 cm. And the calculated volume of contour line delineation of 10527.03 m3. The result is significantly different from the result of terrestrial methode equal to 964.67 m3 or 8.4% of the difference of both.

미래전에서 헬기전력 주도의 기동전 연구

The United States Army has a vicrory which is has a Gulf War and Iraq War. What is the a victory reason about Gulf War and Iraq War? I thought about that a case study solve to a victory of Gulf War and Iraq War. That is a with a armored unit, a mechanized unit and rotary wing unit maneuver warfare. So I can begin a study on Future Maneuver Warfare and a Application to Rotary Wing Maneuver Warfare. A maneuver warfare is the maneuver has a decisive war to the victory or`` fail. That is not fight with the enemy``s equipment and personnel. But has a advantage of maneuver to decisive battle situation about the enemy direction. The maneuver has a decisive strike which is has a advantage area than the enemy has a advantage area. Also the maneuver could has a deep battle area. The reason has a about ``psychological or mental paralysis achievement``. Therefore maneuver warfare is very important. Also the scientific technique and weapon system is developed to the precision guided missle. And rotary wing weapon system``s speed and ability is better than any weapon system before. So rotary wing have been to the rotary wing revolution in 1980``s. The rotary wing can over front line to the enemy rear area than armored and mechanized unit. In the Middle East War, Gulf War and Iraq War the rotary wing weapons have to victory which is the maneuver go to rear in Iraq. Now the precision guided missle``s development and the urbanization is limited armored unit and mechanized unit to the maneuver. Therefore in the future war the rotary wing weapon which is will cary out important role and function than armored unit and mechanized unit. Also Helicopter maneuver could will be the multidimensional high speed maneuver warfare with armored and mechanized unit in the future war.

Helicopter Emergency Medical Services Response Times in Norway: Do They Matter?

ObjectiveThe main objective of the Norwegian air ambulance service is to provide advanced emergency medicine to critically ill or severely injured patients. The government has defined a time frame of 45 minutes as the goal within which 90% of the population should be reached. The aims of this study were to document accurate flying times for rotor wing units to the scene and to determine the rates of acute primary missions in Norway. MethodsWe analyzed operational data from every acute primary mission from all air ambulance bases in Norway in 2011, focusing on the flying time taken to reach scene, the municipality requesting the flight, and the severity score data. ResultsA total of 5,805 acute primary missions were completed in Norway in 2011. The median flying time was 19 minutes (25%-75% percentiles: 13-28). The mean mission rate for the 17 bases was 7.5 (95% confidence interval, 7.4-7.8 per 10,000 inhabitants). The overall mean (standard deviation) National Committee on Aeronautics score for all missions was 4.07 (1.30). ConclusionThe government's expectation of serving the entire population via HEMS within 45 minutes appears to be achieved on a national level. However, vast differences remain in the flying times and rates between bases.

Wind-induced vibration experiment on solar wing

This paper describes wind tunnel experimental results of wind-induced responses of a solar wing system, and investigates its aeroelastic instability using a scaled model. The model comprised 12 solar wing units, each supported by 2 cables. The gaps between units were set constant. Two sag ratios (i.e. sag/span length) were adopted. The wind speed was varied from 0 to 16m/s, and 18 different wind speeds were used. From the experiment, when the sag was 2%, a sudden increase in fluctuating displacement was found near a mean wind speed of 10m/s at a wind direction of 40°. A sudden increase in fluctuating displacements was also found near a mean wind speed of 1m/s when the wind direction was larger than 60°. When the sag increased to 5%, some differences among units in mean displacements were found and complicate vibration in fluctuating displacement at low wind speed was observed.

Equipment to prevent, diagnose, and treat hypothermia: a survey of Norwegian pre-hospital services

IntroductionHypothermia is associated with increased morbidity and mortality in trauma patients and poses a challenge in pre-hospital treatment. The aim of this study was to identify equipment to prevent, diagnose, and treat hypothermia in Norwegian pre-hospital services.MethodIn the period of April-August 2011, we conducted a survey of 42 respondents representing a total of 543 pre-hospital units, which included all the national ground ambulance services, the fixed wing and helicopter air ambulance service, and the national search and rescue service. The survey explored available insulation materials, active warming devices, and the presence of protocols describing wrapping methods, temperature monitoring, and the use of warm i.v. fluids.ResultsThroughout the services, hospital duvets, cotton blankets and plastic “bubble-wrap” were the most common insulation materials. Active warming devices were to a small degree available in vehicle ambulances (14%) and the fixed wing ambulance service (44%) but were more common in the helicopter services (58-70%). Suitable thermometers for diagnosing hypothermia were lacking in the vehicle ambulance services (12%). Protocols describing how to insulate patients were present for 73% of vehicle ambulances and 70% of Search and Rescue helicopters. The minority of Helicopter Emergency Medical Services (42%) and Fixed Wing (22%) units was reported to have such protocols.ConclusionThe most common equipment types to treat and prevent hypothermia in Norwegian pre-hospital services are duvets, plastic “bubble wrap”, and cotton blankets. Active external heating devices and suitable thermometers are not available in most vehicle ambulance units.

1205 小規模な水路に設置可能な二次元往復振動翼ユニットの開発

1205 小規模な水路に設置可能な二次元往復振動翼ユニットの開発

A simulation study on the capabilities of rotor wing unmanned aerial vehicle in aerial terrain mapping

Many applications can be solved by using the unmanned aerial vehicle (UAV) technology such as farming, surveillance, monitoring, fire disaster, flood monitoring and aerial terrain mapping. This study was carried out to investigate the use of light weight rotary-wing UAV for mapping simulation model. The accuracy of photogrammetric product will be assessed as one of the objectives of this study. There are two types of UAV units known as rotor wing and fixed-wing. Based on few studies, rotor wing units are more stable and are able to capture images easily. It allows remote control UAV to be practiced in the environment and urban mapping. In the simulation model, ground control points (GCP) and checked point (CP) were established using total station. The GCP is used in the photogrammetric processes to produce photogrammetric output while the CP is used for accuracy assessment. This study also used a low cost digital camera in image acquisition to capture the aerial image of a simulated model. Two methods were implemented in this study. In the first method, the camera was mounted vertically at a fixed height on the simulated model. In the second method, the camera was mounted vertically; it was then attached at the bottom of rotary-wing UAV and the images were captured at an altitude. The productions of digital orthophoto and digital elevation model of the simulated model were obtained after the acquired images were processed using the photogrammetric software. Based on the finding, the root mean square errors (RMSEs) for fixed platform are ±0.002, ±0.001 and ±0.214 for coordinate x, y and z, respectively while the RMSE for UAV platform are ±0.002, ±0.002 and ±0.223 for coordinate x, y and z, respectively. It can be concluded that the differences between the mobile and fixed platforms are small. In conclusion, UAV system can be used for large scale mapping of aerial terrain mapping. Key words: Mobile mapping, non-metric, digital elevation models (DEM), photogrammetry, simulation.

Die Behandlung der dynamischen Spinalkanalstenose mit einem interspinösen Spacer

Indirect decompression of the spinal canal and the neuroforamina by means of interspinous process distraction and limitation of extension movements. Reduction of forces acting on the posterior joint structures of a functional spinal unit (posterior anulus, facet joints, intervertebral discs). Primary indication: Spinal claudication with improvement of the clinical symptomatology upon taking an inclined position. Secondary indication: Low back pain in the presence of accompanying retrolisthesis. Hyperlordosis Facet joint complaints Annulus lesions with high intensity zones (HIZ) M. Baastrup ("kissing spine"). Adjacent segment preservation (e.g. prophylaxis of recurrent disc herniation after discectomy or topping-off following previous fusion). Spinal instabilities which prohibit a solid fixation of the implant (e.g. spondylolysis, isthmus fractures, condition following previous (hemi-) laminectomy) Degenerative spondylolisthesis ffl 1st degree. Severe structural narrowing of the spinal canal. Absent dynamic aspect without improvement upon inclination, segmental ankylosis. Positioning of the patient in an inclined position. Approximately 4 cm median skin incision, bilateral access with preservation of the supraspinous ligament. Perforation of the interspinous ligament. Following interspinous distraction the adequate size implant is established. Insertion of the interspinous process distraction device (IPD) unit and fixation of the mobile wing unit from the contralateral side. Medial positioning and solid fixation of the implant by connecting the two implant units. Lumbar orthosis (optional), otherwise no further support required. Daily living activities immediately after the operation. Physiotherapeutic exercises (optional). Low impact sporting activities from 2nd week after operation, intense/ high impact sporting activities from 6 months postoperatively. Previous studies have reported satisfactory results for interspinous distraction devices for the treatment of dynamic spinal canal stenosis. However, the majority of these previously published studies are based on data with only shortterm follow-up or small patient numbers. In particular, the results of interspinous spacers for the treatment of different indications have not been evaluated separately. Complications and long-term results still need to be established.

A 3-D differential coil design for localized magnetic stimulation.

A novel three-dimensional (3-D) differential coil has been designed for improving the localization of magnetic stimulation. This new coil design consists of a butterfly coil with two additional wing units and an extra bottom unit, both perpendicular to the plane of the butterfly coil. The wing units produce opposite fields to restrict the spread of induced fields while the bottom unit enhances the induced fields at the excitation site. The peak induced field generated by this new design is located at the center of the coil, providing an easy identification of the excitation site. The field localization of the new coil is comparable with that of much smaller coils but with an inductance compatible to current magnetic stimulators. Numerical computations based on the principles of electromagnetic induction and using a human nerve model were performed to analyze the induced fields and the stimulation thresholds of new coil designs. The localization of the coil design was assessed by a half power region (HPR), within which the magnitude of the normalized induced field is greater than 1/square root of 2. The HPR for a 3-D differential coil built is improved (decreased) by a factor of three compared with a standard butterfly coil. Induced fields by this new coil were measured and in agreement with theoretical calculations.

The Analysis of Fuselages of Arbitrary Cross‐section and Taper

The derived data matrices established for the basic system in the previous issues are assembled to give the compatibility equations from whose solution the redundancies are obtained. The assembly is presented in detail to show the necessary submatrix operations required in the computer. The general solution of the compatibility equations leads to the complete stress distribution and deformation of the regularized fuselage due to external loads, wing or tail interaction redundancies and to thermal strains. From these wc obtain, by use of the cut‐out and modification technique, the corresponding results for the actual fuselage as an independent structure. The interaction redundancies at the wing and tail unit attachments are determined on the assumption that these components are also analysed by the Force Method. Hence the final stress distribution is obtained for the fuselage as an integral part of the complete aircraft structure.