Pub Date : 2014-04-05DOI: 10.4172/2168-9792.1000e122
S. S. Kumar
{"title":"A Pilot Study on Aeronautics","authors":"S. S. Kumar","doi":"10.4172/2168-9792.1000e122","DOIUrl":"https://doi.org/10.4172/2168-9792.1000e122","url":null,"abstract":"","PeriodicalId":356774,"journal":{"name":"Journal of Aeronautics and Aerospace Engineering","volume":"166 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-04-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132471133","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2014-04-01DOI: 10.4172/2168-9792.1000128
H. Yeh, H. Yeh
The effect of various offaxis angles and lamina material properties on the axial and transverse modulus of the orthotropic lamina under off-axis loading is studied. Also, the stress distribution of the orthotropic composite plate containing a circular cutout with normal pressure distributed uniformly along the opening edge is investigated. Through the generalized Hooke’s law and plane stress condition, a dimensionless analysis is used to evaluate the influence of various elastic moduli E1, E2, G12 and ν12 on the axial and transverse modulus of the orthotropic lamina under various off-axis loadings. Moreover, based on the generalized Hooke’s law, the generalized plane stress and the complex variable method, a dimensionless analysis is used to evaluate the influence of various elastic moduli E1, E2, G12 and ν12 on the stress distribution along the boundary of the circular cutout of the orthotropic plate with normal pressure distributed uniformly along the opening edge. The results obtained from this dimensionless analysis provide a set of general design guidelines for structural laminates with high precision requirements in the engineering applications.
{"title":"A Dimensionless Analysis of Young's Modulus and Stress Distribution for Orthotropic Materials","authors":"H. Yeh, H. Yeh","doi":"10.4172/2168-9792.1000128","DOIUrl":"https://doi.org/10.4172/2168-9792.1000128","url":null,"abstract":"The effect of various offaxis angles and lamina material properties on the axial and transverse modulus of the orthotropic lamina under off-axis loading is studied. Also, the stress distribution of the orthotropic composite plate containing a circular cutout with normal pressure distributed uniformly along the opening edge is investigated. Through the generalized Hooke’s law and plane stress condition, a dimensionless analysis is used to evaluate the influence of various elastic moduli E1, E2, G12 and ν12 on the axial and transverse modulus of the orthotropic lamina under various off-axis loadings. Moreover, based on the generalized Hooke’s law, the generalized plane stress and the complex variable method, a dimensionless analysis is used to evaluate the influence of various elastic moduli E1, E2, G12 and ν12 on the stress distribution along the boundary of the circular cutout of the orthotropic plate with normal pressure distributed uniformly along the opening edge. The results obtained from this dimensionless analysis provide a set of general design guidelines for structural laminates with high precision requirements in the engineering applications.","PeriodicalId":356774,"journal":{"name":"Journal of Aeronautics and Aerospace Engineering","volume":"50 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2014-04-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114191258","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-12-25DOI: 10.4172/2168-9792.1000127
N. Rubtsov, Sepljarsky Bs, I.M.Naboko, V. I. Chernysh, Tsvetkov Gi
It is shown that spark initiated flames of lean hydrogen-air mixtures (8%-15% Ð2) pass through close-meshed aluminum spherical obstacles with the cell size 0.04-0.1 mm2; the flame of 15% Ð2 in air after an obstacle is accelerated; acoustic gas fluctuations occur in the reactor. The flame of 7.5% hydrogen-air mixture does not propagate through the obstacles the flame of 8% natural gas-air mixture is not accelerated after an obstacle; acoustic fluctuations are missing. It is shown that active centers of methane and hydrogen combustion, determining flame propagation, have different chemical nature.
{"title":"Interaction of Spherical Flames of Hydrogen-Air and Methane-Air Mixtures in the Closed Reactor at the Central Spark Initiation with Closed Meshed Obstacles","authors":"N. Rubtsov, Sepljarsky Bs, I.M.Naboko, V. I. Chernysh, Tsvetkov Gi","doi":"10.4172/2168-9792.1000127","DOIUrl":"https://doi.org/10.4172/2168-9792.1000127","url":null,"abstract":"It is shown that spark initiated flames of lean hydrogen-air mixtures (8%-15% Ð2) pass through close-meshed aluminum spherical obstacles with the cell size 0.04-0.1 mm2; the flame of 15% Ð2 in air after an obstacle is accelerated; acoustic gas fluctuations occur in the reactor. The flame of 7.5% hydrogen-air mixture does not propagate through the obstacles the flame of 8% natural gas-air mixture is not accelerated after an obstacle; acoustic fluctuations are missing. It is shown that active centers of methane and hydrogen combustion, determining flame propagation, have different chemical nature.","PeriodicalId":356774,"journal":{"name":"Journal of Aeronautics and Aerospace Engineering","volume":"16 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-12-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126362603","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-12-21DOI: 10.4172/2168-9792.1000126
A. Banerjee, M. Lemak
Equations of motion of an elastic rocket are given using an extension of Kane’s method with an efficient choice of generalized speeds. The modal integrals are updated for the time-time-varying mass of the rocket by Hermite interpolation. The formulation includes geometric softening due to thrust and is suitable for nonlinear control design of a flexible booster vehicle.
{"title":"Dynamics of a Flexible Body with Rapid Mass Loss","authors":"A. Banerjee, M. Lemak","doi":"10.4172/2168-9792.1000126","DOIUrl":"https://doi.org/10.4172/2168-9792.1000126","url":null,"abstract":"Equations of motion of an elastic rocket are given using an extension of Kane’s method with an efficient choice of generalized speeds. The modal integrals are updated for the time-time-varying mass of the rocket by Hermite interpolation. The formulation includes geometric softening due to thrust and is suitable for nonlinear control design of a flexible booster vehicle.","PeriodicalId":356774,"journal":{"name":"Journal of Aeronautics and Aerospace Engineering","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-12-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133790103","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-12-04DOI: 10.4172/2168-9792.1000125
Arvind Prabhakar, Ayush Ohri
In a high lift take off configuration an MAV wing utilizes partially extended flaps and slats. Slats and Flaps are high lift devices installed on a wing for the purpose of augmenting Coefficient of Lift (CL). While Slats are installed on the leading edge of a wing the Flaps may be installed on the trailing edge or the leading edge of a wing. In this paper the effect of Slot size created by the Slats in percentage of wing chord ‘c’ and Double Slotted Flaps on CL for a MAV NACA 2412 has been studied using CFD analysis at 2*105 Reynolds Number. It is found that the maximum value of CL achieved is 67.134% higher than the plain NACA 2412 wing at 4 degrees angle of attack when slats are extended at 1.7 percent of wing chord ‘c’. The Stall angle of the MAV NACA 2412 wing in high lift take-off configuration was found to be 54 degrees whereas the plain NACA 2412 wing stalled at 20 degrees angle of attack.
{"title":"CFD Analysis on MAV NACA 2412 Wing in High Lift Take-Off Configuration for Enhanced Lift Generation","authors":"Arvind Prabhakar, Ayush Ohri","doi":"10.4172/2168-9792.1000125","DOIUrl":"https://doi.org/10.4172/2168-9792.1000125","url":null,"abstract":"In a high lift take off configuration an MAV wing utilizes partially extended flaps and slats. Slats and Flaps are high lift devices installed on a wing for the purpose of augmenting Coefficient of Lift (CL). While Slats are installed on the leading edge of a wing the Flaps may be installed on the trailing edge or the leading edge of a wing. In this paper the effect of Slot size created by the Slats in percentage of wing chord ‘c’ and Double Slotted Flaps on CL for a MAV NACA 2412 has been studied using CFD analysis at 2*105 Reynolds Number. It is found that the maximum value of CL achieved is 67.134% higher than the plain NACA 2412 wing at 4 degrees angle of attack when slats are extended at 1.7 percent of wing chord ‘c’. The Stall angle of the MAV NACA 2412 wing in high lift take-off configuration was found to be 54 degrees whereas the plain NACA 2412 wing stalled at 20 degrees angle of attack.","PeriodicalId":356774,"journal":{"name":"Journal of Aeronautics and Aerospace Engineering","volume":"154 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133379175","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-11-28DOI: 10.4172/2168-9792.1000124
Mayur R Anvekar, Prasad Kallolimath
The kerosene pulse detonation engine is an unsteady propulsive device in which the combustion chamber is periodically filled with a reactive gas mixture, a detonation is initiated, the detonation propagates through the chamber and the product gases are exhausted. The high pressures and resultant momentum flux out of the chamber generate thrust. To get the complete combustion of propellant the kerosene must be atomized at high pressure maintaining constant flow rate. The detonation is achieved here by discretizing the spark with continuous supply of air fuel mixture. The pulse detonation has got high specific impulse and very less specific fuel consumption as compared to other fueled pulse detonation engines. The velocity and pressure at the exit and all the intermittent points inside the tube is studied.
{"title":"Deflgration to Detonation Transition in Kerosene Pulse Detonation Engine","authors":"Mayur R Anvekar, Prasad Kallolimath","doi":"10.4172/2168-9792.1000124","DOIUrl":"https://doi.org/10.4172/2168-9792.1000124","url":null,"abstract":"The kerosene pulse detonation engine is an unsteady propulsive device in which the combustion chamber is periodically filled with a reactive gas mixture, a detonation is initiated, the detonation propagates through the chamber and the product gases are exhausted. The high pressures and resultant momentum flux out of the chamber generate thrust. To get the complete combustion of propellant the kerosene must be atomized at high pressure maintaining constant flow rate. The detonation is achieved here by discretizing the spark with continuous supply of air fuel mixture. The pulse detonation has got high specific impulse and very less specific fuel consumption as compared to other fueled pulse detonation engines. The velocity and pressure at the exit and all the intermittent points inside the tube is studied.","PeriodicalId":356774,"journal":{"name":"Journal of Aeronautics and Aerospace Engineering","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-11-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131028478","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-11-14DOI: 10.4172/2168-9792.1000123
R. Savino, G. Russo, Carandente, D’oriano
In the present work a preliminary study on a small hypersonic airplane for a long duration space tourism mission is presented. It is also consistent with a point-to-point medium range (5000 km) hypersonic trip, in the frame of the “urgent business travel” market segment. Main idea is to transfer technological solutions developed for aeronautical and space atmospheric re-entry systems to the design of such a hypersonic airplane. A winged vehicle characterized by high aerodynamic efficiency and able to maneuver along the flight path, in all aerodynamic regimes encountered, is taken into consideration. Rocket-Based Combined Cycle and Turbine-Based Combined Cycle engines are investigated to ensure higher performances in terms of flight duration and range. Different flight-paths are also considered, including sub-orbital parabolic trajectories and steady state hypersonic cruise. The former, in particular, takes advance of the high aerodynamic efficiency during the unpowered phase, in combination with a periodic engine actuation, to guarantee a long duration oscillating flight path. These trajectories offer Space tourists the opportunity of extended missions, characterized by repeated periods of low-gravity at altitudes high enough to ensure a wide view of the Earth from Space.
{"title":"Hyplane: Challenges for Space Tourism and Business Transportation","authors":"R. Savino, G. Russo, Carandente, D’oriano","doi":"10.4172/2168-9792.1000123","DOIUrl":"https://doi.org/10.4172/2168-9792.1000123","url":null,"abstract":"In the present work a preliminary study on a small hypersonic airplane for a long duration space tourism mission is presented. It is also consistent with a point-to-point medium range (5000 km) hypersonic trip, in the frame of the “urgent business travel” market segment. Main idea is to transfer technological solutions developed for aeronautical and space atmospheric re-entry systems to the design of such a hypersonic airplane. A winged vehicle characterized by high aerodynamic efficiency and able to maneuver along the flight path, in all aerodynamic regimes encountered, is taken into consideration. Rocket-Based Combined Cycle and Turbine-Based Combined Cycle engines are investigated to ensure higher performances in terms of flight duration and range. Different flight-paths are also considered, including sub-orbital parabolic trajectories and steady state hypersonic cruise. The former, in particular, takes advance of the high aerodynamic efficiency during the unpowered phase, in combination with a periodic engine actuation, to guarantee a long duration oscillating flight path. These trajectories offer Space tourists the opportunity of extended missions, characterized by repeated periods of low-gravity at altitudes high enough to ensure a wide view of the Earth from Space.","PeriodicalId":356774,"journal":{"name":"Journal of Aeronautics and Aerospace Engineering","volume":"8 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-11-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126507187","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-11-07DOI: 10.4172/2168-9792.1000122
J. Vale, F. Lau, A. Suleman
In this paper an analytical model is used for the development of the controls for the optimal longitudinal performances of two small UAV aircraft which differ exclusively on the wing: an optimum Fixed Wing (FWA) and a telescopic and camber varying Morphing Wing (MWA). The aerodynamic data of the two wings is based on previous coupled FEM-CFD work. Both static and dynamic formulations for the longitudinal control are presented and applied to the two aircrafts. The static results show that the MWA has an extended operational range when compared to the FWA with the exception of the rate of climb which is slightly penalized. The dynamic results include the analysis of 128 different missions which include climb-cruise missions and descent missions. The dynamic formulation shows very satisfactory results in optimal control calculation for trajectory tracking. Energy actuation estimates based on the optimal control obtained for the missions are calculated and total mission energy consumption estimates comparisons are presented. The actuation energy estimates show that actuation energy is two orders of magnitude inferior to the engine output.
{"title":"Energy Efficiency Studies of A Morphing Unmanned Aircraft","authors":"J. Vale, F. Lau, A. Suleman","doi":"10.4172/2168-9792.1000122","DOIUrl":"https://doi.org/10.4172/2168-9792.1000122","url":null,"abstract":"In this paper an analytical model is used for the development of the controls for the optimal longitudinal performances of two small UAV aircraft which differ exclusively on the wing: an optimum Fixed Wing (FWA) and a telescopic and camber varying Morphing Wing (MWA). The aerodynamic data of the two wings is based on previous coupled FEM-CFD work. Both static and dynamic formulations for the longitudinal control are presented and applied to the two aircrafts. The static results show that the MWA has an extended operational range when compared to the FWA with the exception of the rate of climb which is slightly penalized. The dynamic results include the analysis of 128 different missions which include climb-cruise missions and descent missions. The dynamic formulation shows very satisfactory results in optimal control calculation for trajectory tracking. Energy actuation estimates based on the optimal control obtained for the missions are calculated and total mission energy consumption estimates comparisons are presented. The actuation energy estimates show that actuation energy is two orders of magnitude inferior to the engine output.","PeriodicalId":356774,"journal":{"name":"Journal of Aeronautics and Aerospace Engineering","volume":"15 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-11-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123959858","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-10-23DOI: 10.4172/2168-9792.1000120
E. Rathakrishnan
Experiments were carried out to study the effect of rectangular tabs of aspect ratio 4, with and without corrugation, on controlling the mixing of subsonic and sonic free jets. The corrugations used in the present investigation were rectangular. The blockage of the tabs without and with corrugation is 4.2% and 3.6%, respectively. The centerline pitot pressure decay for the jets, without control, with plain rectangular tabs, and with corrugated rectangular tabs, revealed that the core length reduction caused by the plain tabs is larger than that by the corrugated tabs, at all the Mach numbers studied. Up to an axial distance of about 22D, the uncontrolled and controlled jets retain their signatures. For the sonic jet, a maximum core length reduction of 32.3% was achieved with the plain tabs, whereas with the corrugated tabs the corresponding reduction was 17.63%.
{"title":"Corrugated Tabs for Subsonic and Sonic Jet Control","authors":"E. Rathakrishnan","doi":"10.4172/2168-9792.1000120","DOIUrl":"https://doi.org/10.4172/2168-9792.1000120","url":null,"abstract":"Experiments were carried out to study the effect of rectangular tabs of aspect ratio 4, with and without corrugation, on controlling the mixing of subsonic and sonic free jets. The corrugations used in the present investigation were rectangular. The blockage of the tabs without and with corrugation is 4.2% and 3.6%, respectively. The centerline pitot pressure decay for the jets, without control, with plain rectangular tabs, and with corrugated rectangular tabs, revealed that the core length reduction caused by the plain tabs is larger than that by the corrugated tabs, at all the Mach numbers studied. Up to an axial distance of about 22D, the uncontrolled and controlled jets retain their signatures. For the sonic jet, a maximum core length reduction of 32.3% was achieved with the plain tabs, whereas with the corrugated tabs the corresponding reduction was 17.63%.","PeriodicalId":356774,"journal":{"name":"Journal of Aeronautics and Aerospace Engineering","volume":"11 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-10-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123669575","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2013-10-04DOI: 10.4172/2168-9792.1000119
M. Bras, J. Vale, F. Lau, A. Suleman
The present work aims at studying a new concept of a vertical tailless aircraft provided with a morphing tail solution with the purpose of eliminating the drag and weight created by the vertical tail structure. The solution consists on a rotary horizontal tail with independent left and right halves to serve as control surfaces. Different static scenarios are studied for different tail configurations. The proposed morphing configurations are analyzed in terms of static and dynamic stability and compared with a conventional configuration. The stability derivatives defining the limits of static stability are calculated for the whole range of tail rotation angles. The aircraft’s dynamic model is developed and feedback control systems are implemented. A sideslip suppression system, a heading control system and a speed and altitude hold system are studied for three different configurations, MC1, MC2 and MC3 configurations. Static results show that the aircraft is longitudinally stable for a wide range of tail rotation angles. Variation of tail dihedral and rotation angles are two mechanisms able to maintain directional and lateral stability but only the last is able to produce lateral force and yawing moment. Dynamic stability results demonstrate no spiral nor Dutch-roll modes due to the absence of the vertical stabilizer. The increase in tail rotation produces an appearance of the spiral mode and an unstable Dutch-roll mode that quickly degenerates into two unstable real roots with the increase in tail rotation. The addition of dihedral to the tail increases the stability of the overall modes while decreasing their variation amplitude with the tail rotation. The morphing tail configuration proved to be a feasible control solution to implement in an aircraft such as a small UAV, with the MC1 configuration being the most simple of the three morphing configurations and also the most reliable one.
{"title":"Flight Dynamics and Control of a Vertical Tailless Aircraft","authors":"M. Bras, J. Vale, F. Lau, A. Suleman","doi":"10.4172/2168-9792.1000119","DOIUrl":"https://doi.org/10.4172/2168-9792.1000119","url":null,"abstract":"The present work aims at studying a new concept of a vertical tailless aircraft provided with a morphing tail solution with the purpose of eliminating the drag and weight created by the vertical tail structure. The solution consists on a rotary horizontal tail with independent left and right halves to serve as control surfaces. Different static scenarios are studied for different tail configurations. The proposed morphing configurations are analyzed in terms of static and dynamic stability and compared with a conventional configuration. The stability derivatives defining the limits of static stability are calculated for the whole range of tail rotation angles. The aircraft’s dynamic model is developed and feedback control systems are implemented. A sideslip suppression system, a heading control system and a speed and altitude hold system are studied for three different configurations, MC1, MC2 and MC3 configurations. Static results show that the aircraft is longitudinally stable for a wide range of tail rotation angles. Variation of tail dihedral and rotation angles are two mechanisms able to maintain directional and lateral stability but only the last is able to produce lateral force and yawing moment. Dynamic stability results demonstrate no spiral nor Dutch-roll modes due to the absence of the vertical stabilizer. The increase in tail rotation produces an appearance of the spiral mode and an unstable Dutch-roll mode that quickly degenerates into two unstable real roots with the increase in tail rotation. The addition of dihedral to the tail increases the stability of the overall modes while decreasing their variation amplitude with the tail rotation. The morphing tail configuration proved to be a feasible control solution to implement in an aircraft such as a small UAV, with the MC1 configuration being the most simple of the three morphing configurations and also the most reliable one.","PeriodicalId":356774,"journal":{"name":"Journal of Aeronautics and Aerospace Engineering","volume":"31 15 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2013-10-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132779573","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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