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This experimental morphing wing, developed by researchers at the National University of Singapore, uses Macro Fiber Composite (MFC) piezoelectric actuators integrated beneath its composite skin. The actuators modify the wing's camber, allowing the airfoil to adopt different aerodynamic profiles without conventional hinged flaps. Instead of deflecting a discrete control...

664,924 görüntüleme • 2 ay önce •via X (Twitter)

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For almost the entire history of fighter aviation, one rule remained unchanged, Avoid the stall. At extreme angles of attack, airflow separates from the wings and control surfaces lose effectiveness. The aircraft enters a region where pilots have very little authority or control over the aircraft. NASA decided to ask a different question, What if a fighter could remain controllable after entering the stall? Between 1987 and 1996, NASA, the USA Navy and McDonnell Douglas transformed a pre-production FA -18 Hornet into the High Alpha Research Vehicle (HARV) a flying laboratory designed to explore flight beyond conventional aerodynamic limits. The solution was unlike anything seen on an operational fighter at the time across the world. Instead of relying only on aerodynamic control surfaces, engineers installed six thrust-vectoring paddles around the exhaust of two General Electric F404 engines. These massive control surfaces redirected engine thrust itself, allowing the aircraft to manoeuvre when normal controls were becoming ineffective. But making it work required solving an extreme materials challenge. The paddles sat directly in the engine exhaust stream, exposed to enormous temperatures and mechanical forces. They were built using Inconel, a nickel-based superalloy designed to maintain strength in extreme heat. Special actuation systems had to move these structures precisely while surviving repeated high-temperature operation, all were purpose built. The modification added around 2,200 lb (1,000 kg) of thrust-vectoring hardware alone, turning the F/A-18 into one of the most heavily instrumented research aircraft of its era. HARV completed 385 research flights in Area 51, demonstrating controlled flight at around 70° angle of attack, a regime where conventional fighters would normally lose control. The data collected helped shape the future of advanced fighter design, influencing later programs including the F-22 Raptor, where thrust-vectoring became an operational capability. HARV was built as a research aircraft with a clear combat purpose, to understand how far fighter manoeuvrability could be pushed. What followed next was full scale implementation on F-22 Raptor which to this day is considered the most potent stealth fighter aircraft ever designed and built at scale. Source :- NASA

Ammanichanda

34,009 görüntüleme • 1 ay önce

Great simulation of the Ferrari Döner wing posted on LinkedIn by Dominik Bolasko. There are still some irregularities in this simulation, like the wing profiles being different than the actual Döner wing, but it looks to be one of the more accurate sims I have seen so far. One very interesting aspect of this simulation is the magnitude of the flow field disruption from the intermediate sail position. All DRS flaps naturally have a hysteresis with respect to flow recovery and attachment on flap closure. Hysteresis, in the simplest terms, is the difference in the value you get from the same device in one setting compared to another. In this case what we are looking at is the downforce the wing give you before opening, and after opening. So why would you have hysteresis? Well the flow will take some time to recover snd reattach after a big geometry change bringing back the full load (downforce) to the rear of the car for the braking zone. This exists for all cars that have a flap geometry change like this. However, the magnitude of the flow disruption can further delay this recovery causing the car to not re-establish the full load potential in the first phase of braking. So, I could certainly believe that the hysteresis for this type of wing would be greater than that of a conventional flap because of how much flow disturbance you have from that intermediate sail position. Meaning the rear of the Ferrari on initial braking could have some nervousness as the flow takes more time to re-attach and recover the load on the rear wing. In fact, this is exactly what Dominik found in his simulations (image 2). I did speak with someone with a team, and this was one aspect they indeed had considered as a negative to this design when they first saw it. It’s possible that’s part of what was being tested when they ran it during testing in Bahrain. Do you think we will see this wing again during the season?

Dr Obbs

78,898 görüntüleme • 6 ay önce