Does the mechanism work? Are the forces being transferred correctly? These are questions for upcoming tests in the wind tunnel.
#CAVORITE SHAPE SKIN#
While the novel design is noteworthy, it is the material itself that stands out, since the flexible parts are made of elastomeric foam that retain their elasticity even at temperatures ranging from minus 55 to 80 degrees Celsius.įour 90-centimeter-long prototypes – two of which feature skin segments – are already undergoing testing. The mechanism sits underneath the soft zones, the areas that are most distended. “There are five hard and three soft zones, enclosed within a silicon skin cover extending over the top.” “We’ve come up with a silicon skin with alternate rigid and soft zones,” reveals Andreas Lühring from Fraunhofer IFAM. The mechanism that allows the landing flap to change shape can only function if the skin of the landing flap can be stretched as it moves, a problem tackled by researchers from the Fraunhofer Institute for Manufacturing Technology and Advanced Materials IFAM in Bremen. Algorithms to control the required shape modifications in flight were programmed by ENAS, in collaboration with colleagues from the Italian Aerospace Research Center (CIRA) and the University of Naples. A mechanism that alters the landing flap’s shape to dynamically accommodate the airflow has already been developed by the consortium partners. “Landing flaps should one day be able to adjust to the air flow and so enhance the aerodynamics of the aircraft,” explains Martin Schüller, researcher at the Fraunhofer Institute for Electronic Nano Systems ENAS in Chemnitz. This is set to change in the SARISTU project.
This flap, too, is rigid, its movement being limited to rotation around an axis. As the name suggests, landing flaps at the trailing edge of the wing are extended for landing. While birds are able to position their feathers to suit the airflow, aircraft wing components have so far only been rigid. One effort in this direction is the EU’s SARISTU project, short for Smart Intelligent Aircraft Structures. This has encouraged airlines, aircraft manufacturers and researchers to pull together to reduce airliners’ kerosene consumption and contribute to protecting the environment. As their numbers grow and more jets add to pollution in the atmosphere, the drawbacks to the popularity of flying become obvious. Researchers will be showcasing this concept alongside other prototypes at the ILA Berlin Air Show from May 20-25 (Hall 6, Booth 6212).Īirport congestion has reached staggering levels as some 2.2 billion people a year take to the skies for business or pleasure. The EU project Smart Intelligent Aircraft Structures (SARISTU) aims to reduce kerosene consumption by six percent, and integrating flexible landing devices into aircraft wings is one step towards that target. A top priority for any airline is to conserve as much fuel as possible – and this helps to protect the environment.
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