On the Preliminary Structural Design Strategy of the Wing of the Next-Generation Civil Tiltrotor Technology Demonstrator

The T-WING project is a Clean Sky 2 research project aimed at designing, manufacturing, qualifying and flight-testing the new wing of the Next-Generation Civil Tiltrotor Technology Demonstrator (NGCTR-TD), as part of the Fast Rotorcraft Innovative Aircraft Demonstrator Platforms (FRC IADP) activities. Requirements, design strategy, methodology and main steps followed to achieve the composite wing preliminary design are presented. The main driving requirements have been expressed in terms of dynamic requirements (e.g., limitations on natural frequencies), aeroelastic requirements, i.e., compliance with European Aviation Safety Agency (EASA) CS-25 and CS-29 Airworthiness Requirements), structural requirements (e.g., target wing structural mass), functional requirements (e.g., fuel tanks, accessibility, assembly and integration, etc.) and wing preliminary loads. Based on the above-mentioned requirements, the first design loop is performed by targeting an optimal wing structure able to withstand preliminary design loads, and simultaneously with stiffness and inertia distributions leading to a configuration free from flutter within the flight envelope. The outcome from the first design loop is then used to refine the model and compute more reliable flight loads and repeat aeroelastic analysis, returning further requirements to be fulfilled in terms of wing stiffness and inertia distributions. The process is iterated till the fulfillment of all the project requirements

Wing structure of the next-generation civil tiltrotor: From concept to preliminary design

The main objective of this paper is to describe a methodology to be applied in the preliminary design of a tiltrotor wing based on previously developed conceptual design methods. The reference vehicle is the Next-Generation Civil Tiltrotor Technology Demonstrator (NGCTR-TD) developed by Leonardo Helicopters within the Clean Sky research program framework. In a previous work by the authors, based on the specific requirements (i.e., dynamics, strength, buckling, functional), the first iteration of design was aimed at finding a wing structure with a minimized structural weight but at the same time strong and stiff enough to comply with sizing loads and aeroelastic stability in the flight envelope. Now, the outcome from the first design loop is used to build a global Finite Element Model (FEM), to be used for a multi-objective optimization performed by using a commercial software environment. In other words, the design strategy, aimed at finding a first optimal solution in terms of the thickness of composite components, is based on a two-level optimization. The first-level optimization is performed with engineering models (non-FEA-based), and the second-level optimization, discussed in this paper, within an FEA environment. The latter is shown to provide satisfactory results in terms of overall wing weight, and a zonal optimization of the composite parts, which is the starting point of an engineered model and a detailed FEM (beyond the scope of the present work), which will also take into account manufacturing, assembly, installation, accessibility and maintenance constraints

Thrust and Noise Experimental Assessment on Counter-Rotating Coaxial Rotors

Multirotors are gaining great importance in the layout of innovative and more agile mobility. In this framework, a possible solution to developing an aircraft complying with the stringent size requirements characterizing this type of application may be a coaxial rotor configuration. To exploit several possibilities linked to coaxial rotors, a scaled experimental model is designed to evaluate the performances of the counter-rotating propeller system, specifically regarding the distance between the two propellers. Both thrust and noise are considered as parameters of interest. Two brushless motors are deployed, whereas the propellers’ angular velocity, in terms of rounds per minute (rpm), is controlled by an external control system. Tests are conducted on both single isolated propellers as well as on the counter-rotating system: the two propellers and their respective motors are characterized regarding the thrust. Furthermore, a comparison with a numerical model is performed. Noise evaluation on the single propeller shows a motor contribution prevalence at a low rpm range (1140–1500 rpm) and a propeller prevalence for angular velocities higher than 1860 rpm. By varying the distances between the propellers, a sensitivity analysis is performed with the aim of identifying the optimum configuration, taking into account both noise and thrust performances

TWING: Preliminary Vibration Test Activities

A vibration test is the most used method for performing the modal analysis of a structure. The purpose of the vibration test is to determine dynamic characteristics such as the natural frequencies, mode shapes and structural damping coefficients of the most important vibration modes inherent to the dynamic response of a test or flight article referring to its global stiffness and mass distribution. A Ground Vibration Test (GVT) has a unique combination of the importance of structural dynamics in aircraft and safety requirements. A vibration test on a large structure always involves multiple inputs and multiple outputs (MIMO) frequency response testing. This paper summarizes the main activities performed and those planned for the next future in the framework of the T-WING CleanSky2 project. It aims to develop a composite tiltrotor wing to be used as a flying demonstrator. Several numerical models have been prepared, from a simple beam-like reference to a very detailed one. Parallelly, laboratory activities have been carried out, and as soon as a partial full-scale mockup has been available, preliminary test activities have been completed. Together with these activities a setup has been prepared for the experimental measurement of the inertia characteristics of the movable surfaces to be installed on the real wing. Scaled tests have been performed to check the approach validity

Wing Structure of the Next-Generation Civil Tiltrotor: From Concept to Preliminary Design

The main objective of this paper is to describe a methodology to be applied in the preliminary design of a tiltrotor wing based on previously developed conceptual design methods. The reference vehicle is the Next-Generation Civil Tiltrotor Technology Demonstrator (NGCTR-TD) developed by Leonardo Helicopters within the Clean Sky research program framework. In a previous work by the authors, based on the specific requirements (i.e., dynamics, strength, buckling, functional), the first iteration of design was aimed at finding a wing structure with a minimized structural weight but at the same time strong and stiff enough to comply with sizing loads and aeroelastic stability in the flight envelope. Now, the outcome from the first design loop is used to build a global Finite Element Model (FEM), to be used for a multi-objective optimization performed by using a commercial software environment. In other words, the design strategy, aimed at finding a first optimal solution in terms of the thickness of composite components, is based on a two-level optimization. The first-level optimization is performed with engineering models (non-FEA-based), and the second-level optimization, discussed in this paper, within an FEA environment. The latter is shown to provide satisfactory results in terms of overall wing weight, and a zonal optimization of the composite parts, which is the starting point of an engineered model and a detailed FEM (beyond the scope of the present work), which will also take into account manufacturing, assembly, installation, accessibility and maintenance constraints

Consensus Report by the Italian Academy of Osseointegration on the Use of Graft Materials in Postextraction Sites

Purpose: After tooth extraction, a modeling and remodeling phase of bone and soft tissues occurs. It has been fully demonstrated that bone resorption as high as 50% can take place regarding ridge width and a variable amount concerning ridge height, making it difficult to perform implant surgery. Materials and Methods: Active members of the Italian Academy of Osseointegration (IAO) participated in this Consensus Conference, and three systematic reviews were conducted before the meeting to provide guidelines on alveolar ridge preservation procedures. The systematic reviews covered the following topics: (1) What material best preserves the dimensions of the ridge horizontally and vertically?; (2) what material favors the formation of the highest quantity of new bone?; (3) which technique would best seal the socket?; and (4) what effect does alveolar ridge preservation have on soft tissues? Results: The main conclusions reached by the assembly were that alveolar ridge preservation is advisable after dental extraction, particularly in esthetic areas, in proximity of anatomical structures (ie, maxillary sinus, inferior alveolar nerve, and mental foramen), whenever the treatment plan requires delayed placement, and whenever patients ask to postpone implant insertion for various reasons. Socket debridement is advised before the use of a "regenerative material," and xenograft is considered the gold standard material to maintain ridge dimensions. Another indication is antibiotic therapy, which is recommended in the case of alveolar ridge preservation (amoxicillin 2 g 1 hour before the intervention and 1 g every 12 hours for 6 days). A membrane or autologous soft tissue should be used to seal the socket and protect the regenerative material, and the indicated reentry time (implant insertion) is 4 to 6 months. Conclusion: This Consensus Conference agreed that the adoption of alveolar ridge preservation can effectively prevent physiologic bone loss, especially in esthetic areas. It is recommended to cover the xenograft material with a membrane or autologous soft tissue, and antibiotic therapy is advisable