scholarly journals ДОСВІД І ОСОБЛИВОСТІ ФОРМУВАННЯ МАСОВИХ ХАРАКТЕРИСТИК МОДИФІКАЦІЙ ВАЖКОГО ТРАНСПОРТНОГО ЛІТАКА

2021 ◽  
pp. 4-14
Author(s):  
А. З. Двейрин
Keyword(s):  
Distinctive Feature ◽  
Carrying Capacity ◽  
Mass Gain ◽  
Flight Performance ◽  
Wing Area ◽  
Flight Tests ◽  
Transport Aircraft ◽  
Class 1 ◽  
Design Production ◽  
Special Approach

Heavy transport aircraft are built and operated by US airlines (C-5A, C-5B, B-747-400), the European Concern Airbus (A-380), and the ANTONOV domestic state-owned enterprise. Such heavy aircraft as An-22, An-124 and An-225 have received worldwide recognition as the most efficient in their class [1, 2, 3]. It should be noted that such outstanding compatriots as O. K. Antonov, P. V. Balabuev, S. A. Bychkov, V. I. Tolmachev, V.F.Eroshin, O.K.Bogdanov made a decisive contribution to their improvement (including formation of mass characteristics).The main path of development of domestic heavy transport aircraft is to create modifications that meet the ever-increasing requirements of the time and customers to improve their transport and economic performance.The article shows that one of the ways to improve this type aircraft efficiency is the formation of their mass characteristics (i.e., mass of the aircraft modification itself and its individual units), which significantly affect all flight technical and economic parameters.It is proposed to take into account possible changes in four groups of parameters when assessing the starting mass (formed at the initial stages of creating a modification):T - a group of parameters that determine the level of requirements for a new modification;U - a group of parameters that determine the achievement of the stated goals at the stages of creation and operation of the modification;O - a group of parameters that determine the appearance of the future modification;P - a group of parameters that determine the mass and its density in the created modification.Division of the parameters into four groups makes it possible to evaluate and minimize the effect of the objective "square - cube" law on the mass gain in the design, production of a prototype and its flight tests and to represent it in the form of the starting mass of the modification (m0).The effectiveness of using the proposed approach to the formation of mass characteristics is shown on examples of the development of modifications of the An-124-100M and An-124-100M-150 airplanes.A distinctive feature of these modifications are: they were developed twenty years after creation of the base An-124 aircraft, carrying capacity has been increased by 30 tons, takeoff weight has been increased by 7%, the wing area, as well as the takeoff roll and landing run remained unchanged. The empty aircraft mass also remained unchanged, which indicates a special approach to the formation of mass characteristics. At the same time, in these modifications, the carrying capacity and flight performance increased by 25%, which is the highest achievement in the practice of creating aircraft of this type

scholarly journals ВЗАИМОВЛИЯНИЕ ИЗМЕНЕНИЙ В СИЛОВОЙ УСТАНОВКЕ И В ГЕОМЕТРИИ КРЫЛА У ЛЕГКИХ ВОЕННО-ТРАНСПОРТНЫХ САМОЛЕТОВ

2020 ◽  
pp. 15-20
Author(s):  
Александр Васильевич Лось
Keyword(s):  
Power Plant ◽  
Carrying Capacity ◽  
Load Capacity ◽  
Scientific Basis ◽  
Flight Performance ◽  
Load Range ◽  
Continuous Growth ◽  
Transport Aircraft ◽  
Military Vehicles ◽  
Matching Models

An analysis of the main directions of the development of military transport aircraft (MTА) showed that, as applied to light military vehicles, a tendency to increase their carrying capacity in a narrow range corridor was revealed. The required increase in carrying capacity inevitably entails an increase in the starting mass of modifications, which leads to a deterioration in take-off and landing characteristics, and acts as a serious limitation, especially for light military-technical complexes, according to their conditions of basing. The solution of such problematic problems can be carried out using profound modification changes in the system of load-bearing surfaces of the modification, and also in its power plant, the scientific basis for the coordination of which is based on three principles: continuous growth of performance modifications; geometric rearrangement of the wing, taking into account its ellipticity coefficient; coordination of the parameters of the power plant with an increased load capacity of the modification and with the modified geometry of its wing. The development of such models is based on the use of the weight balance equation, taking into account the fact that the components of the starting mass are not statistically determined, but there are functions of target parameters, such as load capacity, range, speed characteristics, parameters of marching engines, etc. Taking into account restrictions on take-off weight, load capacity, take-off length, etc., models were obtained for evaluating the “load-range” characteristics of light military-transport vehicles, as well as the take-off value for one engine that failed. The performance assessment of the obtained models was tested on modifications of the domestic An-26, An-32, and An-32B aircraft by evaluating their “load-range” characteristics when replacing their marching engines with increased power. An analysis of these dependencies showed that the process of matching the wing parameters and changes in the power plant (with the same external contours) leads to a significant increase in carrying capacity, and hence, flight performance. An analysis of the comparative assessment of the parameters of the basic version of the An-26 with its modifications An-32 and An-32B also revealed that the matching models obtained in the work allow already at the stage of preliminary designing more productive modifications to form their main parameters that meet the requirements of the customer.

Robust flight performance of bumble bees with artificially induced wing wear

2008 ◽  
Vol 86 (7) ◽  
pp. 668-675 ◽  
Author(s):  
C. A. Haas ◽  
R. V. Cartar
Keyword(s):  
Bumble Bees ◽  
Three Dimensions ◽  
Flight Performance ◽  
Wing Area ◽  
Mean Velocity ◽  
Flight Behaviour ◽  
Maximum Acceleration ◽  
High Loss ◽  
Wing Wear ◽  
High Asymmetry

We lack a mechanism that links wing wear with mortality in foraging social insects. This study tests the hypothesis that wing wear strongly degrades foraging flight performance, thereby providing a biomechanical explanation for the wing wear – mortality relationship. We examine the effect of simulated wing wear — wing area reduction and asymmetry — on the flight behaviour of bumble bee ( Bombus flavifrons Cresson, 1863) workers moving between vertically oriented flowers spaced 30 cm apart and arranged in a two-dimensional horizontal grid. Flight behaviour was measured in three dimensions as total flying distance, mean velocity, variability of velocity, maximum acceleration, maximum deceleration, percentage of time spent accelerating, and displacement from a straight line path between flowers. Loss of wing area had surprisingly little effect on flight behaviour. Viewed multivariately, bees with low asymmetry and low loss of mean area, or with high asymmetry and high loss of mean area, differed from the other three treatment groups. When bees were burdened with both high asymmetry and high loss of wing area, their between-flower flight path was less direct. Overall, flight behaviour of bumble bees was highly resilient to major changes in wing area and asymmetry in this simple foraging environment. The wing wear-associated causes of increased mortality remain elusive.

scholarly journals НОВЕ ПОКОЛІННЯ ВІТЧИЗНЯНИХ ВІЙСЬКОВО-ТРАНСПОРТНИХ ЛІТАКІВ

2020 ◽  
pp. 5-11
Author(s):  
Олександр Васильович Лось ◽  
Віктор Іванович Рябков
Keyword(s):  
Power Plant ◽  
Carrying Capacity ◽  
Maximum Load ◽  
The State ◽  
Light Transport ◽  
Aviation Industry ◽  
Transport Aircraft ◽  
Comprehensive Program ◽  
The Creation ◽  
Passenger Aircraft

According to European experts, only the USA and Ukraine can produce a full line of military transport aircraft of all weight categories (light, medium, and heavy).At the time of the creation of the “State comprehensive program for the development of the aviation industry of Ukraine until 2020” Ukraine had:- light transport aircraft An-32 with a carrying capacity of 6.7 tons and a range of 2500 km;- operational and tactical military passenger aircraft (MPA) with a carrying capacity of 30 tons and a range with a full load of 4300 km;- regional passenger aircraft Аn-148-100В (An-148-100V) with a maximum payload of 9.0 tons and a range of 2600 km.Through the efforts of the entire Antonov Company team, prototypes have been designed, manufactured, and partly tested such modifications as An-132D, An-178, and An-188, the implementation of which is based on the use of the new “Methodology for Designing Military Transport Aircraft Modifications, Taking into Account Profound Changes in the Wing and in the Power Plant”.Given the scientific provisions of this "Methodology ...":- based on the An-32 aircraft, a modification of the light aircraft MTA An-132D with a carrying capacity of 9.1 tons, with an increased range of up to 2400 km and with a fuel efficiency index higher than that of the base model, has been created through profound changes in the power plant, i.e. using PW150 engines and an increase in fuel mass by one and a half times;- based on the An-148 passenger aircraft, by means of profound changes both in the wing geometry and in the power plant, a modification of the mid-range military transport An-178 aircraft has been created with a carrying capacity of 18 tons and a range with a maximum load of 1.200 km, which provides a niche to this modification not occupied by competitors;- ensuring the complete superiority of the An-188 modification among analog competitors is also based on the profound changes: replacement the D27 turboprop engine for a turbofan CFM LEAP-1Ain the power plant; the use of a discrete geometric twist of the local wing chords, which ensured the aircraft range of 3200 km with a payload of 47 tons and significantly increased its combat readiness due to the use of turbofan engines.A comparative assessment of these military transport aircraft with their basic models shows that the team of the Antonov Company has honorably implemented the “State comprehensive program for the development of the aviation industry of Ukraine until 2020” in part of the creation of a new generation of military transport aircraft that is competitive in all technical and economic parameters.

scholarly journals Morphology, flight performance, and water crossing tendencies of Afro-Palearctic raptors during migration

2015 ◽  
Vol 61 (6) ◽  
pp. 951-958 ◽  
Author(s):  
Nicolantonio Agostini ◽  
Michele Panuccio ◽  
Cristian Pasquaretta
Keyword(s):  
Energy Consumption ◽  
Aspect Ratio ◽  
Meta Analysis ◽  
Energetic Cost ◽  
Flight Performance ◽  
Energetic Costs ◽  
Wing Area ◽  
Gliding Flight ◽  
Water Surfaces ◽  
Maximum Water

Abstract Raptors primarily use soaring-gliding flight which exploits thermals and ridge lifts over land to reduce energetic costs. However during migration, these birds often have to cross water surfaces where thermal currents are weak; during these times, birds mainly use flapping (powered) flight which increases energy consumption and mortality risk. As a result, some species have evolved strategies to reduce the amount of time spent over water by taking extensive detours over land. In this paper, we conducted a meta-analysis of water-crossing tendencies in Afro-Palearctic migrating raptors in relation to their morphology, their flight performance, and their phylogenetic relationships. In particular, we considered the aspect ratio (calculated as the wing span squared divided by wing area), the energetic cost of powered flight, and the maximum water crossing length regularly performed by adult birds. Our results suggest that energy consumption during powered flight predominately affects the ability of raptors to fly over water surfaces.

Flight tests with a natural laminar flow glove on a transport aircraft

1990 ◽  
Author(s):  
K. HORSTMANN ◽  
G. REDEKER ◽  
A. QUAST ◽  
U. DRESSLER ◽  
H. BIELER
Keyword(s):  
Laminar Flow ◽  
Flight Tests ◽  
Transport Aircraft ◽  
Natural Laminar Flow

scholarly journals Формування областей основних параметрів модифікацій транспортного літака за умовами його базування

2021 ◽  
pp. 11-19
Author(s):  
Олександр Захарович Двейрін ◽  
Віктор Іванович Рябков ◽  
Людмила Валеріївна Капітанова ◽  
Марина Володимирівна Кириленко
Keyword(s):  
Decision Making ◽  
Performance Indicators ◽  
Early Stage ◽  
Weight Ratio ◽  
Flight Performance ◽  
Transport Aircraft ◽  
Operating Rules ◽  
Flight Range ◽  
Engine Failure ◽  
Maximum Thrust

Along with the unique flight performance indicators and economic indicators that characterize heavy transport aircraft, the priority is also to ensure the basing for their heavier modifications at the airfields declared for the base aircraft. This problem arises at the very early stage of the modification creation, when its main parameters such as the gross mass at takeoff  and thrust-to-weight ratio  are formed. This is due to the very essence of creating a modification ‑ increasing its carrying capacity (which leads to increase in the gross mass at takeoff  and flight range ) with an increased payload  by increasing the mass of fuel on board. Ensuring growth of flight  and hour , performance underlies the creation of all modifications of transport category aircraft. For heavier modifications than their base aircraft, it is further complicated by the fact that the base models are based on the runways of the second and first class airfields, which creates an insurmountable limitation on the available runway length. The second limitation is the value of the decision-making speed  during takeoff, in case of failure of the critical engine during the takeoff run, which predetermines the required length of the runway. Since the takeoff masses of aircraft modifications of this type continue to increase, the problem of their basing on the runways of existing airfields arises by forming the takeoff weight relationship  – decision-making speed in case of a critical engine failure  ‑ thrust-to-weight ratio, providing the basing of a heavier modification at the airfield declared for the base aircraft . To implement this condition, a model for determining the speed , in which a safe termination of the takeoff run is possible in the event of a critical engine failure. The resulting model allows to take into account a number of restrictions due to the properties of heavy aircraft, such as the minimum and maximum thrust of the cruise engines, which makes it possible to make reasonable recommendations in the operating rules for aircraft of this type. Taking into account the expressions obtained to determine , a model has been formed to determine and assess the required thrust-to-weight ratio of a heavier modification  by condition for modifications with a takeoff weight of more than 300 tons. It has been established that the required relative thrust-to-weight ratio should be within . Defining parameters such as ,  and  is the basis for the implementation of other modification changes in the heavy transport aircraft.

scholarly journals Порівняльна оцінка модифікацій літаків транспортної категорії за частковими та інтегральними показниками ефективності

2021 ◽  
pp. 4-12
Author(s):  
Олександр Захарович Двейрін ◽  
Віктор Іванович Рябков ◽  
Людмила Валеріївна Капітанова ◽  
Катерина Володимирівна Майорова
Keyword(s):  
Cost Effectiveness ◽  
Economic Effect ◽  
Air Transportation ◽  
Light Transport ◽  
Flight Performance ◽  
Transport Aircraft ◽  
Analysis And Synthesis ◽  
Integrated Cost ◽  
The Cost ◽  
Integrated Indicators

The subject of the article is a method for evaluating the effectiveness of modifications of transport category aircraft by partial and integrated indicators, including the marketing cost of the flight and the cost of aircraft hours of air transportation, the amounts of which provide the relationship of economic indicators and parameters used in the design. The aim is to increase the efficiency of modifications of transport category aircraft relative to the basic ones. Objectives: to develop models for estimating modification changes according to integrated cost indicators; to carry out a comparative assessment of different modifications of the transport category aircraft in terms of partial and integrated cost indicators. The methods used are analysis and synthesis of research indicators, mathematical approaches for their evaluation based on the solution of systems of equations. The following results were obtained. According to the analysis and synthesis, the shortcomings of the above partial cost-effectiveness indicators were identified, Optimization of modifications on this indicator gives the maximum economic effect. Taking into account this circumstance, to assess the cost-effectiveness of modifications of transport aircraft, models have been developed that allow determining the cost of LC modifications with a variant change of the modified parameters, such as takeoff mass, flight performance, declared resource, etc., which are laid before modification. making conceptual decisions when creating it. Five modifications of a light transport aircraft are considered, in which such parameters as take-off mass and flight performance were changed. It is accepted that the change in takeoff mass is associated with an increase in the transported cargo, and the change in flight performance - with an increase in range from 2000 to 4000 km. Based on mathematical approaches for estimating existing partial and newly introduced integrated indicators, these five possible modifications of light transport aircraft are analyzed. There is a clear inadequacy in assessing the effectiveness of the developed options for partial and integrated indicators of their effectiveness. Conclusions. The scientific novelty of the obtained results is as follows: a method for estimating the total cost of LC modifications of transport category aircraft, taking into account the characteristic parameters of the modification: flight performance in the form of the characteristic "cargo - range"; the declared resource of modification, and also partial criteria, such as cost of air-hour of air transportation; the cost of transportation of 1 ton of cargo per 1 kilometer; full cost per flight of a transport category aircraft. The proposed method has significantly expanded the information based on which decisions can be made on the competitiveness of various modifications.

Ecological morphology and flight in bats (Mammalia; Chiroptera): wing adaptations, flight performance, foraging strategy and echolocation

1987 ◽  
Vol 316 (1179) ◽  
pp. 335-427 ◽  
Keyword(s):  
Principal Components ◽  
Flight Performance ◽  
Wing Size ◽  
Wing Morphology ◽  
Wing Loading ◽  
Wing Area ◽  
Flight Behaviour ◽  
Cost Of Transport ◽  
Flight Morphology ◽  
Bat Wing

Bat wing morphology is considered in relation to flight performance and flight behaviour to clarify the functional basis for eco-morphological correlations in flying animals. Bivariate correlations are presented between wing dimensions and body mass for a range of bat families and feeding classes, and principal-components analysis is used to measure overall size, wing size and wing shape. The principal components representing wing size and wing shape (as opposed to overall size) are interpreted as being equivalent to wing loading and to aspect ratio. Relative length and area of the hand-wing or wingtip are determined independently of wing size, and are used to derive a wingtip shape index, which measures the degree of roundedness or pointedness of the wingtip. The optimal wing form for bats adapted for different modes of flight is predicted by means of mechanical and aerodynamic models. We identify and model aspects of performance likely to influence flight adaptation significantly; these include selective pressures for economic forward flight (low energy per unit time or per unit distance (equal to cost of transport)), for flight at high or low speeds, for hovering, and for turning. "Turning performance is measured by two quantities: manoeuvrability, referring to the minimum space required for a turn at a given speed; and agility, relating to the rate at which a turn can be initiated. High flight speed correlates with high wing loading, good manoeuvrability is favoured by low wing loading, and turning agility should be associated with fast flight and with high wing loading. Other factors influencing wing adaptations, such as migration, flying with a foetus or young or carrying loads in flight (all of which favour large wing area), flight in cluttered environments (short wings) and modes of landing, are identified. The mechanical predictions are cast into a size-independent principal-components form, and are related to the morphology and the observed flight behaviour of different species and families of bats. In this way we provide a broadly based functional interpretation of the selective forces that influence wing morphology in bats. Measured flight speeds in bats permit testing of these predictions. Comparison of open-field free-flight speeds with morphology confirms that speed correlates with mass, wing loading and wingtip proportions as expected; there is no direct relation between speed and aspect ratio. Some adaptive trends in bat wing morphology are clear from this analysis. Insectivores hunt in a range of different ways, which are reflected in their morphology. Bats hawking high-flying insects have small, pointed wings which give good agility, high flight speeds and low cost of transport. Bats hunting for insects among vegetation, and perhaps gleaning, have very short and rounded wingtips, and often relatively short, broad wings, giving good manoeuvrability at low flight speeds. Many insectivorous species forage by ‘ flycatching ’ (perching while seeking prey) and have somewhat similar morphology to gleaners. Insectivorous species foraging in more open habitats usually have slightly longer wings, and hence lower cost of transport. Piscivores forage over open stretches of water, and have very long wings giving low flight power and cost of transport, and unusually long, rounded tips for control and stability in flight. Carnivores must carry heavy loads, and thus have relatively large wing areas; their foraging strategies consist of perching, hunting and gleaning, and wing structure is similar to that of insectivorous species with similar behaviour. Perching and hovering nectarivores both have a relatively small wing area: this surprising result may result from environmental pressure for a short wingspan or from the advantage of high speed during commuting flights; the large wingtips of these bats are valuable for lift generation in slow flight. The relation between flight morphology (as an indicator of flight behaviour) and echolocation is considered. It is demonstrated that adaptive trends in wing adaptations are predictably and closely paralleled by echolocation call structure, owing to the joint constraints of flying and locating food in different ways. Pressures on flight morphology depend also on size, with most aspects of performance favouring smaller animals. Power rises rapidly as mass increases; in smaller bats the available energy margin is greater than in larger species, and they may have a more generalized repertoire of flight behaviour. Trophic pressures related to feeding strategy and behaviour are also important, and may restrict the size ranges of different feeding classes: insectivores and primary nectarivores must be relatively small, carnivores and frugivores somewhat larger. The relation of these results to bat community ecology is considered, as our predictions may be tested through comparisons between comparable, sympatric species. Our mechanical predictions apply to all bats and to all kinds of bat communities, but other factors (for example echolocation) may also contribute to specialization in feeding or behaviour, and species separation may not be determined solely by wing morphology or flight behaviour. None the less, we believe that our approach, of identifying functional correlates of bat flight behaviour and identifying these with morphological adaptations, clarifies the eco-morphological relationships of bats.

Additive metal solutions to aircraft skin corrosion

2020 ◽  
Vol 124 (1276) ◽  
pp. 872-887
Author(s):  
N. Matthews ◽  
R. Jones ◽  
D. Peng ◽  
N. Phan ◽  
T. Nguyen
Keyword(s):  
Experimental Investigation ◽  
Carrying Capacity ◽  
Particle Deposition ◽  
Corrosion Damage ◽  
Experimental Results ◽  
Load Carrying Capacity ◽  
Transport Aircraft ◽  
Load Carrying ◽  
Aircraft Skin ◽  
The Common

ABSTRACTThis paper focuses on the problem of skin corrosion on the upper wing surfaces of rib-stiffened aircraft. For maritime and military transport aircraft this often results in multiple co-located repairs. The common approach to corrosion damage in operational aircraft is to blend out the corrosion and rivet a mechanical doubler over the region. In particular this paper describes the results of a combined numerical and experimental investigation into the ability of the additive metal technology, Supersonic Particle Deposition (SPD), to restore the load-carrying capacity of rib-stiffened wing planks with simulated skin corrosion. The experimental results reveal that unrepaired skin corrosion can result in failure by yielding. The experimental results also reveal that SPD repairs to skin corrosion can restore the stress field in the structure, and can ensure that the load-carrying capability of the repaired structure is above proof load.

scholarly journals Wing wear reduces bumblebee flight performance in a dynamic obstacle course

2016 ◽  
Vol 12 (6) ◽  
pp. 20160294 ◽  
Author(s):  
Andrew M. Mountcastle ◽  
Teressa M. Alexander ◽  
Callin M. Switzer ◽  
Stacey A. Combes
Keyword(s):  
Flight Performance ◽  
Performance Limits ◽  
Peak Acceleration ◽  
Wing Area ◽  
Maximum Acceleration ◽  
Flying Insects ◽  
Novel Method ◽  
Wing Wear ◽  
Dynamic Obstacle ◽  
Acceleration Capacity

Previous work has shown that wing wear increases mortality in bumblebees. Although a proximate mechanism for this phenomenon has remained elusive, a leading hypothesis is that wing wear increases predation risk by reducing flight manoeuvrability. We tested the effects of simulated wing wear on flight manoeuvrability in Bombus impatiens bumblebees using a dynamic obstacle course designed to push bees towards their performance limits. We found that removing 22% wing area from the tips of both forewings (symmetric wear) caused a 9% reduction in peak acceleration during manoeuvring flight, while performing the same manipulation on only one wing (asymmetric wear) did not significantly reduce maximum acceleration. The rate at which bees collided with obstacles was correlated with body length across all treatments, but wing wear did not increase collision rate, possibly because shorter wingspans allow more room for bees to manoeuvre. This study presents a novel method for exploring extreme flight manoeuvres in flying insects, eliciting peak accelerations that exceed those measured during flight through a stationary obstacle course. If escape from aerial predation is constrained by acceleration capacity, then our results offer a potential explanation for the observed increase in bumblebee mortality with wing wear.

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