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ABSTRACT
A variety of glider concepts exist for single person airdropping from cargo aircraft, but cargo aircraft hull size forces small wingspans onto designers creating inefficient gliders. Thus an opportunity exists to design an efficient glider from composite materials which allows a better glide ratio while still fitting into a large cargo aircraft. The glider is required to carry a single person, with safe deployment features and manufactured of composites. A functional analysis was performed to determine the key problems in the design that required attention. After the requirements were understood a few concepts were generated in brainstorming sessions and then evaluated using weighted matrix selection criteria. The design concept emerged as a single wing pivoting on a fuselage to create a simple yet effective aircraft, and further research showed that this was possible as NASA has flown an aircraft in such a configuration. Being a glider, the background basic theory is necessary to evaluate such a problem to determine accurate wing loads and other parameters. The human operator also has a great influence on the aircraft due to its small size and the human centre of gravity is of extreme importance, thus human sizing and control was subsequently also studied. The design analysis was performed to determine wing shape, lift and very importantly adequate strength in the oblique wing position. The construction method was devised for a half scale model. The successful execution of this project is not possible without composite materials as the required aluminium to take the same load is beyond weight limits for flight.
INTRODUCTION
Today many new ways of deploying soldiers in battlefields are required to stay ahead. Flying wings is an ideal way to launch special missions whilst keeping the launch aircraft safe, and allowing the gliding soldier to select a safe landing site after which the main parachute is deployed. The flying wing allows a single soldier to glide to the battlefield. There are such aircraft but they are mainly used for extreme sports and publicity stunts. The original flying wing was the Birdman-wearable (12) wing suit. It is a clever solution but has a poor glide ratio. Next came the SkyRay(13). It utilises a fixed wing that is strapped onto the human's back. The SkyRay also glided poorly. The third version is the Red Bull Wing(14). This glider crossed the English Channel and has a 4:1 glide ratio. The last glider is a complex and expensive glider named Phasst which features movable wings, it was used in a James Bond Movie.
Proceedings of the 2nd Biennial International Composites Africa ISBN Number: 1-920-01720-8 Proceedings produced by: Document Transformation Technologies cc
Figure 1. Birdman(12), SkyRay(13), Phasst, Red Bull (14). Only the Birdman is commercially available, and none are manufactured for military purposes. The current redesign is justified in creating a commercially viable product while dramatically increasing the glide range of the aircraft for both military and extreme sport applications.
Project Goals
To design, build and test a glider capable of gliding further than any existing glider in this aircraft category while keeping the operator safe at all times and at the same time making the aircraft fun to fly and commercially viable.
USER REQUIREMENTS
The requirements for the flying wing may be stated as follows: Designed to carry one person Make use of composite materials structure and fittings Designed to fit into a Lockheed C-130 cargo aircraft Easily deployable from a Lockheed C-130 Designed to attach a person onto the glider with a quick-release attachment. Keeps the person, glider and C-130 safe while deploying the glider Easily controlled via a simple system Simple manufacturing process Relative cheap to manufacture Designed to have a minimum glide ratio of 7:1 No interference with main parachute
FUNCTIONAL ANALYSIS
The purpose of this functional analysis is to divide a rather complex problem into smaller more useful sub problems to ensure an efficient design process. The blocks in the diagram describe what the system should be capable of handling.
Figure 2. Main problem and primary sub-problems. The glider has three primary problems which require breakdown. The human interface breakdown is required as the glider is rather small and the human plays a huge role in this system. The human is also attached to the structure which must accommodate all the systems and features including the mounting of the drogue chute for the extraction system. The extraction system is a separate system which requires only a few sub-problems to be addressed of which all are very important for the success of the total operation.
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210
Figures
Concept A Low Aspect (AR) Ratio Wing Largest Possible Wing Area B Straight Thin Wing Slight Dihedral for Stability C Forward Sweeping Wing with Rigid Centre Section D Rearward folding wing
Disadvantages -Low AR -High lift losses -Dead wing at parachute -Low AR -Very poor gliding ability -Rapid pitching with small CG shift -Might interfere with parachute -Wingspan limited by carrier aircraft -Unstable without tail -No means of control -Difficult to fold wings back -Complex spar and pivot -Lift centre movement will induced instability -Dangerous launching -Complex spar and pivot -Difficulty in extending wings -Movement of lift centre
-Larger wingspan thus higher AR and glide ratio -Able to fit into larger variety of carrier aircraft
-Larger wingspan thus higher AR and glide ratio -Able to fit into larger variety of carrier aircraft -Compact size -Very simple in design -No moving parts -Designs already proven
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A
Weight Rating
B
Weight Rating
C
Weight Rating
D
Weight Rating
E
Weight
25%= 0.25 10%= Ease Of Use 0.10 Spar 10%= 0.10 Glide 25%= Range 0.25 Manufacture 10%= 0.10 10%= Design Complexity 0.10 Cost 10%= 0.10 Pivot Total
2 4 10 1 6 10 7 no
3 5 10 4 7 10 7 no
1 3 1 4 4 5 5 yes
2 4 1 4 4 5 5 yes
3 6 10 2 6 8 7 no
4.45
5.65
3.05
3.4
4.95
The chosen concept is mixture of all the good qualities of all the other concepts and has longer wings which is able to easily rotate on a sinlge pivot, having a single spar while being rather easy to manufacture. The advantages of having a single swinging wing is that the lift centre stays over the pivot as the forward and rear wings cancel out. There is also no torque induced in the fuselage. The swinging wing allows a larger wing to fit into the Lockheed C-130, compared to a concept with a fixed span. The glider is pulled form the C-130 by a drogue chute. The wing is locked in the oblique position and is attached to the aircraft via a static line. When the static line pulls tight meaning the glider is clear of the C-130- the wing lock pin is pulled out and the drogue chute pulls the wing into the normal flight position. The wing is the locked again and the drogue chute released. The control in pitch and roll is performed by two ailerons doubling as flaps for pitching. The droque chute is designed to allow gentle acceletration of the glider form the hull of the cargo aircraft.
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Figure 6. Oblique swing wing concept, clockwise from left artist's impression of glider, Wing Demonstration Model built by lead author, Oblique and Sweep wing comparison (4)(5).
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GLIDER THEORY
The aircraft is based on glider (sailplane) theory, and it is therefore prudent to review the basic concepts of gliding.
Figure 7. Forces on a glider. A good glider has AR thus being able to glide far. The glide ratio is the range to height ratio a glider can achieve. The higher the ratio the better. This glider is designed to at least attain 7:1
[1]
[2] [3] Normally aircraft have thrust to pull it through the air. Gliders depend on gravity thus by flying slightly downwards the glider achieves enough speed to maintain flight. The speed at this angle is
V=
W 2 1 cos d S CL
[4]
with the angle being defined (smaller glide angle means greater range)
tan d =
Cd Cl
[5]
[6] [7]
Vh = V cos d
Having induced drag means that long slender wings glider better due to less losses over the wing tips due to induced drag thus better effectiveness.
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[8]
DESIGN ANALYSIS
The full-scale glider has a wingspan of 3.5 m, but due to cost factors, available wind tunnel sizes and required ease of testing, the first prototype will be a half-scale airworthy model. It was decided to build this glider from various composites rather than traditional aircraft aluminium. Composites in aircraft allow major weight benefits and allow design strength in the directions needed. A problem with forward sweeping wings is known as divergence meaning total loss of a wing, but by using composites and designing for the directions needed this problem can be overcome. Table 3 shows a list of material that will be employed in the half-scale model. Table 3. Material list for glider. Material Carbon Fibre UD 25mm Tape Kevlar Tape Fibre glass Satin weave Aluminium Sheet Usage Area Main wing spar and tail spar Main wing aileron hinge Used to cover wing and tail surface Attachment rib for tail surface Application Method Stacked in layers along wing beneath top and bottom skin Matrix structure broken in green period before it hardens Applied in 1 layer at 45 degrees to flight direction Treated in an anodising process to get maximum bondage Two blocks holding pivot pin and sliding on each other
Pivot Blocks in wing and fuselage Used for tailboom between pivot block and tail
By using Uni-directional (UD) Tape and a typical beam setup the required lifting force of 200 N for the half-scale model can easily be held for the directions required. A hodograph for gliding flight was calculated from the glider characteristics. Figure 11 shows the minimum descent ratio and best glide ratio. It can be seen that a minimum rate of descent of 1.5 m/s is theoretically possible.
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Figure 12. Wing build-up description. Glass to resin ratio will be 1:1 by weight. This will be achieved by applying specific amounts of resin to pre-determined surface areas. The parachute attachment and pivot attachment points will be appropriately reinforced with extra layers of 7781 Glass. In the production full-scale glider the construction will be prepreg with an expected resin/glass ration of 38/62. The overall design of the glider structure for the sake of engineering costs has in all probability been extensively over engineered. A more accurate analysis of the strength of the spar and attachment points would only be done for a full-scale prototype where human life is at risk and weight a factor. Filament wound composite tube would have been preferable but due to availibility and cost this has been declined for the half-scale prototype.
CONCLUSION
This project has been made possible by composite materials technology. By using advanced materials huge weight savings have been made and the required loads can be met. The elliptical shape wing requires special forming when using aluminium but is easy to form with fibres. The first prototype is under construction and will start its flight test program at the end of August 2004, including wind tunnel and vehicle-mounted tests. There is certainly a need for this product and if executed well there is a huge potential military and civilian market. The wing model showed that the principle is viable and a complete aerodynamic analysis shows that this flying wing concept is realistic and should achieve glide ratios in excess of 7:1.
ACKNOWLEDGEMENTS
The author would like to thank Aerosud (Pty) Ltd and the University of Pretoria for funding this programme. He is further grateful to Dr Paul Potgieter for his assistance and inspiration.
LIST OF SYMBOLS
b S Cl Cd p V W Wing span of an aircraft Total Wing area Coefficient of Lift Coefficient of Drag Air Density Speed Weight Glide Angle Induced Drag (m) (mxm)
Di
NOMECLATURE ABBREVIATIONS
AR AR (Aspect Ratio) is the finesse of the wing
AR =
CG UD TG
REFERENCES
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Ulrich K T, Product Design and Development,McGraw-Hill, (2000). Roskam J, Airplane Design Nr 1-7, Dar Corporation, (2000). Leavell S, Aircraft Handbook, 5th Edition, Aero, (1991). Sim A G, Flight Characteristics of the AD-1 Oblique Wing Research Aircraft, NASA, (1987). Sim A G, Flight Determined Derivatives of the AD-1 Oblique Wing, NASA, (1984). Lambie J, Composite Construction for Homebuilt Aircraft, Aviation Publishers. JEPPENSEN, Advanced Composites, (1990). Stinton D, The Design of The Aeroplane, Blackwell Science, (2001). Kermode AC, Mechanics of Flight, Pitman Publishers, (1952). www.dropzone.com. www.fas.org/man/dod-101/sys/ac/c-130.htm. www.birdman.com. www.skyray.com. www.redbull.com. www.composite.about.com. Piggott D, Beginning Gliding, Black, (1998). Curry R, In-Flight Total forces moments and static aeroelastics of the AD-1 Oblique Wing, NASA, (1984). 18 Burjen J, Aeroelastic Control of and Oblique wing Aircraft, NASA, (1986). 19 Hexel Composites, Redux Bonding Technology, (1997).
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