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Advanced Wind Tunnel Testing ofMorphing Aircraft Structures

Prof J onathan CooperSchool of Engineering,

University of Liverpool

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ACARE 20-20 Vision

EU Aerospace Industry Initiative

50% reduction by 2020 of:aircraft fuel use,emissionsnoiseCombination of approaches neededPropulsionAerodynamics

StructuresMorphing Aircraft Structures havepromise to contribute to objectives

Multidisciplinary approach

http://www.airliners.net/open.file?id=0541868&WxsIERv=Obrvat%20707-123&Wm=0&WdsYXMg=Nzrevpna%20Nveyvarf&QtODMg=Ybf%20Natryrf%20-%20Vagreangvbany%20%28YNK%20%2F%20XYNK%29&ERDLTkt=HFN%20-%20Pnyvsbeavn&ktODMp=Whar%201960&BP=0&WNEb25u=Puneyvr%20Nggreohel&xsIERvdWdsY=A%2A%2A%2A%2A%2A&MgTUQtODMgKE=Na%20byq%20jngreoheare%20hfrf%20zber%20guna%207000%20srrg%20bs%20Ehajnl%2025Y%20nf%20vg%20fgehttyrf%20gb%20trg%20nveobear%20ba%20n%20jnez%20yngr%20zbeavat%20qrcnegher%20gb%20Vqyrjvyq&YXMgTUQtODMgKERD=97866&NEb25uZWxs=2004-03-26%2000%3A00%3A00&ODJ9dvCE=&O89Dcjdg=&static=yes&width=1076&height=656&sok=&photo_nr=5&prev_id=0992640&next_id=0485825

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A Change of Viewpoint

Recent research has started to

consider using aeroelasticeffects rather than fighting

against them

Back to the Future

Ed Pendleton

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Morphing Aircraft

Change aircraft characteristicsto achieve better performanceor enable tasks to be completed

that could not otherwise beachieved

Configuration morphingChange mission in flight

Best shape for point in flightenvelope

Performance morphing

Change on structuralpropertiesStiffness / Camber / Leadingand Trailing Edges

Improve performanceDrag / Roll Control / Loadreduction

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Not a New Idea (1)

All-movabledrag controldevices Active camber control

Active leading edge surfaces

(Lilienthal Vorflgelapparat 1895)

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Not a New Idea (2)Wing warping for roll control

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Some EU Research Projects3AS

wide range of adaptive structural devices

aiming at improved performanceSMorph

reduced drag

morphing designadaptive attachments

smart materials

SADEhigh lift devices

Morphlet

wing tip devices

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Rotating Spars Prototype

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Roll Control Using Rotating Spars

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Adaptive Stiffness AttachmentsAll-moving vertical tailsFin attached via single attachment

Enables greater aeroelastic effectivenessNeed to have adaptive stiffness attachment

Conventional Multiple

Attachment Vertical

Tail

Smaller Shape

Adaptive

Stiffness

Torsional

Axis

All-MovingVertical Tail

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Wind Tunnel Tests

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Adaptive Gust Alleviation Device

Application to Sensorcraft

Further application to winglets

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3AS EuRAM Model

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Current Status

Adaptive Aeroelastic Structures have been shownfeasibility of changing aircraft shape via stiffness

changes

Current work investigating implementation and benefit

for full-scale aircraft.

Demonstrated experimentally on small scale bench,

wind tunnel and RPV structures

Some computational studies on full scale aircraft

(CLEAN SKY) evaluating performance for typicalmissions defining requirements of morphing structures

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Current Demonstrators

Mostly proof of conceptRudimentary or elegant / not practicalNeed to reach higher TRLs

No general performance can be concluded3AS tests at TsAGI have been the largest scale

Transonic Wind Tunnel TestingNeed to investigate / demonstrate morphing applications atflight equivalent dynamic pressures / Reynolds numbers

Aeroelastically scaled wind tunnel model with severalmorphing concepts

Raising the TRL level of morphingValidation of aeroelastic modelling required to optimise

morphing designs

Requirement

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Test conditionsrange of subsonic and transonic Mach numbersdifferent Reynolds numbers

different angles of attackMeasurements for varying morphing parameters

static deflections non contact probes

liftdragpressure distributions (steady and insteady)dynamic response to some initial disturbance

non contact probes / accelerometersstrain gauge measurements

Test Requirements