Aerodynamic computational fluid dynamics analysis of a wing glove attached to one wing of a business jet is presented and discussed. A wing glove placed on only one wing will produce asymmetric aerodynamic effects that will result in overall changes in the forces and moments acting on the aircraft. These changes, referred to as deltas, need to be determined and quantified to ensure that the wing glove does not have a significant effect on the aircraft flight characteristics. TRANAIR (Calmar Research Corporation, Cato, New York), a nonlinear full potential solver, and Star-CCM+ (CD-adapco, Melville, New York), a finite volume full Reynolds-averaged Navier-Stokes computational fluid dynamics solver, are used to analyze a full aircraft with and without the glove at a variety of flight conditions, aircraft configurations, and angles of attack and sideslip. Changes in the aircraft lift, drag, and side force along with roll, pitch, and yaw are presented. Span lift and moment distributions are also presented for a more detailed look at the effects of the glove on the aircraft. Aerodynamic flow phenomena due to the addition of the glove are discussed. Results show that the glove produces only small changes in the aerodynamic forces and moments acting on the aircraft, most of which are insignificant.

Aerodynamic computational fluid dynamics analysis of a wing glove attached to one wing of a business jet is presented and discussed. A wing glove placed on only one wing will produce asymmetric aerodynamic effects that will result in overall changes in the forces and moments acting on the aircraft. These changes, referred to as deltas, need to be determined and quantified to ensure that the wing glove does not have a significant effect on the aircraft flight characteristics. TRANAIR (Calmar Research Corporation, Cato, New York), a nonlinear full potential solver, and Star-CCM+ (CD-adapco, Melville, New York), a finite volume full Reynolds-averaged Navier-Stokes computational fluid dynamics solver, are used to analyze a full aircraft with and without the glove at a variety of flight conditions, aircraft configurations, and angles of attack and sideslip. Changes in the aircraft lift, drag, and side force along with roll, pitch, and yaw are presented. Span lift and moment distributions are also presented for a more detailed look at the effects of the glove on the aircraft. Aerodynamic flow phenomena due to the addition of the glove are discussed. Results show that the glove produces only small changes in the aerodynamic forces and moments acting on the aircraft, most of which are insignificant.

The unsteady aerodynamics of pitching wings at high reduced pitch rate is investigated experimentally and theoretically. Simple potential flow analysis is used to compute lift, drag and pitching moment, and compared to experimental measurements. The wing motion is a linear pitch ramp between 0 and 45 degrees with smoothing at the start and end of the motion. Recent experimental results are reported for several reduced pitch rates in the range K = 0.06 and 0.39 which corresponds to pitch times of 1 and 6 convective times, respectively, and for several wing planform geometries, pivot locations and Reynolds numbers. It is shown that the lift during the motion is in agreement with linear potential flow theory including rotation rate and finite span effects. The theoretical predictions significantly underestimates drag coefficients in the measurement. At high rotation rates the wing planform shape significantly impacts aerodynamic force for leading edge pivot with a triangular wing producing 25% more transient lift than trapezoidal and rectangular wings. The effect of Reynolds number and smoothing kinematics are investigated experimentally. At high reduced pitch rates a longer smoothing transient produces larger transient lift coefficients.

This investigation examines the optimal spanwise lift distribution for wings operating in ground effect. An inviscid vortex lattice potential flow solver simulated flight in ground effect using a method of images. This work studied ground effects influence on unswept, untapered, and uncambered wings. We explored a four dimensional design space in terms of flight speed, aspect ratio, lift coefficient, and height above ground that was representative of past and current ground effect vehicle flight envelopes. We numerically optimized each design point to obtain the greatest efficiency possible by varying the local twist of the wing at 17 control points and the overall configuration angle of attack. This design space search yielded several interesting results. First, the maximum efficiency of a wing in ground increases as the span of the wing increases for a given height above ground. Second, the induced drag a wing produces in ground effect decreases with an increase in aspect ratio, a decrease in flight speed, and a decrease in loading. Finally, the spanwise lift distribution of a wing drastically departs from an elliptical shape to a more triangular shape as the distance to the ground decreases.

Bird flight Flight is a method of moving through the air. To do this, birds use wings with light, hollow bones and feathers on them. Birds have a streamlined body shape, so that they slip through air more easily. Birds can move by flapping their wings, or they can stay in the same place. This is called hovering, with rapid wing beats, as with the kestrel. Birds that soar use very little energy for it: they use columns of rising hot air to lift them. They glide from the top of a warm air current, and then move on to another warm air current. That way birds like buzzards can fly all day while using little energy.[1] Birds like hawks and gannets dive on their prey. They get to a height, them fold their wings and dive head-first. Lift The fundamentals of bird flight are similar to those of aircraft. Lift force is produced by the action of air flow on the wing, which is an airfoil. The lift force occurs because the air has a lower pressure just above the wing and higher pressure below.