The novel BET tool PropCODE combines both approaches and offers further correction models for highly accurate static and flight condition results. The nonlinear BET coupled with XFOIL for the 2D aerodynamic data matches best with RANS in static operation and flight conditions. A variation in 2D aerodynamic data depicts the need for highly accurate 2D data for accurate BET results. The RANS simulations underpredict static experimental data within 10% relative error, while appropriate BET tools overpredict the RANS results by 15–20% relative error. The evaluation of the BET propeller simulation tools shows the strength of the BET tools compared to RANS simulations. The comparison includes the analysis of varying 2D aerodynamic airfoil parameters and different induced velocity calculation methods. The RANS simulations are validated with the static test data and used as a reference for comparing the BET in flight conditions. Two proprietary propeller geometries for paraglider applications are analysed in static and flight conditions. This paper compares several blade element theory (BET) method-based propeller simulation tools, including an evaluation against static propeller ground tests and high-fidelity Reynolds-Average Navier Stokes (RANS) simulations. Sweep form and magnitude can alleviate this limitation, but a proper application requires knowledge or coupled simulations. Due to the high aspect ratios of VTOL propellers, non-linear aeroelastic coupling effects limit the suitability of the jig-shape method to low advance ratios for those types of propellers. The method results in a performance very close to the intended one. The jig-shape approach is well suited for conventional propellers in general aviation. Both swept and unswept planforms are investigated. The focus is on conventional fixed pitch general aviation propellers and novel VTOL propellers for hover lift generation. The routine incorporates a blade element momentum theory and a one-dimensional finite element method. An in-house code proceeds both coupled aeroelastic and uncoupled aerodynamic simulations. Coupled aeroelastic simulations determine the actual performance of the modified shape and compare it with the intended performance. The initial geometry is modified within a pre-deflection analysis to meet the desired shape at a specific design point. The aerodynamic performance is simulated for rigid and elastic propellers. This paper investigates the suitability of the jig-shape approach for the structural design of propellers. The jig-shape approach decouples the aerodynamic and structural mechanic design. The computational costs of coupled aeroelastic simulations are high even with today's computer resources. The proposed design provides a better alternative to stretchable skins in morphing airplane designs through the concept of skin sliding.Įlastic deformations during operation directly impact the aerodynamic performance of propellers and need to be considered during the design. Sample prototypes were built and tested to show the effectiveness of the proposed design solutions in enabling smooth camber-morphing. Thin laminated carbon fiber composite skin slides smoothly over the compliant rib sections upon morphing, guided by innovative trailing-edge sliders and skin-supporting linkage mechanisms strategically located between the ribs. The wing and tail stabilizers of MataMorph-3 feature hybrid ribs with solid leading-edge sections that house servomotors, and compliant trailing-edge sections with integrated flexible ribbons that are connected to the servomotors to camber-morph the ribs. Although previous research has presented successful designs for camber-morphing wing core mechanisms, skin designs suffered from wrinkling, warping, or sagging problems that result in reduced reliability and aerodynamic efficiency. This paper presents MataMorph-3, a fully morphing unmanned aerial vehicle (UAV) with camber-morphing wings and tail stabilizers. Morphing technology aims to replace conventional wings with advanced wings that can change their shape to control the aircraft with the minimum possible induced drag. The gaps and discontinuities of these control surfaces generate drag, which degrades aerodynamic and power efficiencies. ![]() Conventional aircraft use discrete flight control surfaces to maneuver during flight.
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