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Flow at wing trailing edge with Plasma Gurney flap Wind tunnel experiments showed that this concept can generate the same lift increase as a traditional Gurney flap and that the effects of the two individual plasma actuators are additive. Thus, this novel concept can be used to replace traditional flight control surfaces if the strength of the plasma actuator is high enough to cope with the background flow velocity over a real aircraft. Wing Tip Plasma Actuation In another 2010 research project, Dr Vo and Dr Mureithi assessed whether plasma actuators could be integrated with wing tips and used to increase lift for roll control. A tip vortex is formed at the tip of a finite wing whose position and intensity has a negative influence on the lift and the drag generated near the wing tip. Dr Vo and Dr Mureithi proposed a concept whereby plasma actuators are placed around the wing tip to disrupt the tip vortex enough to increase the wing tip lift. Computer simulations and wind tunnel experiments show that this concept could generate enough lift change for adequate roll control of the aircraft. The team’s simulations also provided insight into how placement of the actuators affects lift, and how this knowledge could be applied to real- world testing. In addition, simulations showed that this concept can be used to generate lift on a zero-net lift tail plane for yaw and pitch control. tail planes to control an aircraft. This actuator requires relatively low power and has no moving parts that can break. Moreover, being purely electric, the actuator has a faster response time than any mechanical actuator. As such, it is perfect for aeronautical applications. In research of 2010, Dr Vo and Dr Mureithi outlined many of the benefits associated with plasma actuators. The pair explained in their paper that ‘the replacement of these [flight control] surfaces with static flight control devices [such as plasma actuators] could potentially lead to simpler and lighter wing and tail empennage designs with increased fuel containment capacity, resulting in longer flight range while reducing fabrication and maintenance costs.’ Another aspect to consider is that current systems have gaps between the movable flight control surfaces of the aircraft that cannot be eliminated or perfectly covered, which negatively affects aircraft performance. The main type of plasma actuator, known as a ‘dielectric barrier discharge actuator’, on the other hand, sits flush with the aircraft’s exterior surfaces. This means that the actuator does not affect air flow when not in use. Dr Vo and Dr Mureithi developed two novel plasma actuation concepts for flight control, which they called the ‘Plasma Gurney Flap’ and ‘Wing Tip Plasma Actuation’, respectively. Plasma Gurney Flap The lift force on a body, such as a wing, increases with the net flow curvature around it. The traditional Gurney flap is a small permanent tab located on the long, trailing edge of a wing. It increases the net flow curvature around the trailing edge of the wing, which can significantly increase lift but at the cost of additional drag. In 2010, Dr Mureithi, Dr Vo and their graduate student Shinya Ueno presented a new, innovative concept whereby one plasma actuator is placed on the suction side (top side) and the other on the pressure side (bottom side) of the wing near its trailing edge. This set-up leads to the generation of jets in opposite directions to produce the same flow curvature as a Gurney flap. The actuators can be turned on to alter lift for flight control and off when not in use, so as not to generate additional drag. WWW.SCIENTIA.GLOBALPDF Image | Improving Aircraft Performance with Plasma Actuators
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