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Die autonome, unbemannte Luftfahrt ist einer der Schlüsselsektoren für die Zukunft der Luftfahrt. In diesem rasant wachsenden Bereich nehmen senkrecht startende und senkrecht landende Flugzeuge (Vertical Take-Off and Landing – VTOL) einen besonderen Platz ein. Ein VTOL-Flugzeug (manchmal auch „Transitionsfluggerät“ genannt) verbindet die Eigenschaft des Helikopters, überall starten und landen zu können, mit den Geschwindigkeits-, Reichweiten und Flugdauervorteilen des Starrflüglers. Grundsätzlich wird die Senkrechtstart- und -landefähigkeit sowohl von zivilen als auch von militärischen Betreibern unbemannter Fluggeräte (UAVs) gewünscht. Trotzdem bietet der Markt nur eine geringe Anzahl von VTOL-UAVs, da qualitativ hochwertige Entwürfe eine ausgesprochene Herausforderung in der Entwicklung darstellen. An der FH Aachen wird deshalb seit über 5 Jahren an der Auslegung und Analyse von solchen unbemannten VTOL Flugzeugen geforscht. Das neuste Projekt ist der Eigenentwurf einer großen, senkrechtstartenden Transportdrohne. Das „PhoenAIX“ getaufte Fluggerät wird von Falk Götten und Felix Finger im Rahmen einer EFRE-Förderung entwickelt.
The paper presents the derivation of a new equivalent skin friction coefficient for estimating the parasitic drag of short-to-medium range fixed-wing unmanned aircraft. The new coefficient is derived from an aerodynamic analysis of ten different unmanned aircraft used on surveillance, reconnaissance, and search and rescue missions. The aircraft are simulated using a validated unsteady Reynolds-averaged Navier Stokes approach. The UAV's parasitic drag is significantly influenced by the presence of miscellaneous components like fixed landing gears or electro-optical sensor turrets. These components are responsible for almost half of an unmanned aircraft's total parasitic drag. The new equivalent skin friction coefficient accounts for these effects and is significantly higher compared to other aircraft categories. It is used to initially size an unmanned aircraft for a typical reconnaissance mission. The improved parasitic drag estimation yields a much heavier unmanned aircraft when compared to the sizing results using available drag data of manned aircraft.
This paper presents a novel method for airfoil drag estimation at Reynolds numbers between 4×10⁵ and 4×10⁶. The novel method is based on a systematic study of 40 airfoils applying over 600 numerical simulations and considering natural transition. The influence of the airfoil thickness-to-chord ratio, camber, and freestream Reynolds number on both friction and pressure drag is analyzed in detail. Natural transition significantly affects drag characteristics and leads to distinct drag minima for different Reynolds numbers and thickness-to-chord ratios. The results of the systematic study are used to develop empirical correlations that can accurately predict an airfoil drag at low-lift conditions. The new approach estimates a transition location based on airfoil thickness-to-chord ratio, camber, and Reynolds number. It uses the transition location in a mixed laminar–turbulent skin-friction calculation, and corrects the skin-friction coefficient for separation effects. Pressure drag is estimated separately based on correlations of thickness-to-chord ratio, camber, and Reynolds number. The novel method shows excellent accuracy when compared with wind-tunnel measurements of multiple airfoils. It is easily integrable into existing aircraft design environments and is highly beneficial in the conceptual design stage.
The paper presents an aerodynamic investigation of 70 different streamlined bodies with fineness ratios ranging from 2 to 10. The bodies are chosen to idealize both unmanned and small manned aircraft fuselages and feature cross-sectional shapes that vary from circular to quadratic. The study focuses on friction and pressure drag in dependency of the individual body’s fineness ratio and cross section. The drag forces are normalized with the respective body’s wetted area to comply with an empirical drag estimation procedure. Although the friction drag coefficient then stays rather constant for all bodies, their pressure drag coefficients decrease with an increase in fineness ratio. Referring the pressure drag coefficient to the bodies’ cross-sectional areas shows a distinct pressure drag minimum at a fineness ratio of about three. The pressure drag of bodies with a quadratic cross section is generally higher than for bodies of revolution. The results are used to derive an improved form factor that can be employed in a classic empirical drag estimation method. The improved formulation takes both the fineness ratio and cross-sectional shape into account. It shows superior accuracy in estimating streamlined body drag when compared with experimental data and other form factor formulations of the literature.
This paper analyzes the drag characteristics of several landing gear and turret configurations that are representative of unmanned aircraft tricycle landing gears and sensor turrets. A variety of these components were constructed via 3D-printing and analyzed in a wind-tunnel measurement campaign. Both turrets and landing gears were attached to a modular fuselage that supported both isolated components and multiple components at a time. Selected cases were numerically investigated with a Reynolds-averaged Navier-Stokes approach that showed good accuracy when compared to wind-tunnel data. The drag of main gear struts could be significantly reduced via streamlining their cross-sectional shape and keeping load carrying capabilities similar. The attachment of wheels introduced interference effects that increased strut drag moderately but significantly increased wheel drag compared to isolated cases. Very similar behavior was identified for front landing gears. The drag of an electro-optical and infrared sensor turret was found to be much higher than compared to available data of a clean hemisphere-cylinder combination. This turret drag was merely influenced by geometrical features like sensor surfaces and the rotational mechanism. The new data of this study is used to develop simple drag estimation recommendations for main and front landing gear struts and wheels as well as sensor turrets. These recommendations take geometrical considerations and interference effects into account.
In the friction tests between honeycomb with film adhesive and prepreg, the relative displacement occurs between the film adhesive and the prepreg. The film adhesive does not shift relative to the honeycomb. This is consistent with the core crush behavior where the honeycomb moves together with the film adhesive, as can be seen in Figure 2(a). The pull-through forces of the friction measurements between honeycomb and prepreg at 1 mm deformation are plotted in Figure 17(a). While the friction at 100°C is similar to the friction at 120°C, it decreases significantly at 130°C and exhibits a minimum at 140°C. At 150°C, the friction rises again slightly and then sharply at 160°C. Since the viscosity of the M18/1 prepreg resin drops significantly before it cures [23], the minimum friction at 140°C could result from a minimum viscosity of the mixture of prepreg resin and film adhesive before the bond subsequently cures. Figure 17(b) shows the mean value curve of the friction measurements at 140°C. The error bars, which represent the standard deviation, reveal the good repeatability of the tests. The force curve is approximately horizontal between 1 mm and 2 mm. The friction then slightly rises. As with interlaminar friction measurements, this could be due to the fact that resin is removed by friction and the proportion of boundary lubrication increases. Figure 18 shows the surfaces after the friction measurement. The honeycomb cell walls are clearly visible in the film adhesive. There are areas where the film adhesive is completely removed and the carrier material of the film adhesive becomes visible. In addition, the viscosity of the resin changes as the curing progresses during the friction test. This can also affect the force-displacement curve.
Background
For supratentorial craniotomy, surgical access, and closure technique, including placement of subgaleal drains, may vary considerably. The influence of surgical nuances on postoperative complications such as cerebrospinal fluid leakage or impaired wound healing overall remains largely unclear. With this study, we are reporting our experiences and the impact of our clinical routines on outcome in a prospectively collected data set.
Method
We prospectively observed 150 consecutive patients undergoing supratentorial craniotomy and recorded technical variables (type/length of incision, size of craniotomy, technique of dural and skin closure, type of dressing, and placement of subgaleal drains). Outcome variables (subgaleal hematoma/CSF collection, periorbital edema, impairment of wound healing, infection, and need for operative revision) were recorded at time of discharge and at late follow-up.
Results
Early subgaleal fluid collection was observed in 36.7% (2.8% at the late follow-up), and impaired wound healing was recorded in 3.3% of all cases, with an overall need for operative revision of 6.7%. Neither usage of dural sealants, lack of watertight dural closure, and presence of subgaleal drains, nor type of skin closure or dressing influenced outcome. Curved incisions, larger craniotomy, and tumor size, however, were associated with an increase in early CSF or hematoma collection (p < 0.0001, p = 0.001, p < 0.01 resp.), and larger craniotomy size was associated with longer persistence of subgaleal fluid collections (p < 0.05).
Conclusions
Based on our setting, individual surgical nuances such as the type of dural closure and the use of subgaleal drains resulted in a comparable complication rate and outcome. Subgaleal fluid collections were frequently observed after supratentorial procedures, irrespective of the closing technique employed, and resolve spontaneously in the majority of cases without significant sequelae. Our results are limited due to the observational nature in our single-center study and need to be validated by supportive prospective randomized design.
The recovery of waste heat requires heat exchangers to extract it from a liquid or gaseous medium into another working medium, a refrigerant. In Organic Rankine Cycles (ORC) on Combustion Engines there are two major heat sources, the exhaust gas and the water/glycol fluid from the engine’s cooling circuit. A heat exchanger design must be adapted to the different requirements and conditions resulting from the heat sources, fluids, system configurations, geometric restrictions, and etcetera. The Stacked Shell Cooler (SSC) is a new and very specific design of a plate heat exchanger, created by AKG, which allows with a maximum degree of freedom the optimization of heat exchange rate and the reduction of the related pressure drop. This optimization in heat exchanger design for ORC systems is even more important, because it reduces the energy consumption of the system and therefore maximizes the increase in overall efficiency of the engine.