Evaluation of commercially available materials to mitigate insect residue adhesion on wing leading edge surfaces

Wohl, Christopher J.; Smith, Joseph G.; Penner, Ronald K.; Lorenzi, Tyler M.; Lovell, Conrad S.; Siochi, Emilie J.

doi:10.1016/j.porgcoat.2012.08.009

Cited by 28 publications

(17 citation statements)

References 25 publications

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“…It was found that the lowest surface energy material (NyeBar s Type L, SFE ¼9.1 mJ/m 2 ), displayed the largest impact area and the highest surface energy material (pHEMA) corresponded to the smallest impact area. These findings were corroborated by Wohl et al [52], who suggested that low surface energy coatings would tend to afford larger impact residue diameters and presumably lower residue heights. This observation, however, contradicts Yi et al [75], who postulated that since there is less spreading of insect residue on a low energy surface, it will 'ball up', leading to a reduction in the adhesion strength between the insect residue and the surface.…”

Section: Surface Energysupporting

confidence: 59%

“…The entomological factors to be discussed in Section 4 are insect species, life cycle stage, size, and properties of the haemolymph (i.e. blood) such as the viscosity and surface tension [48][49][50][51][52][53]. Aeronautical factors include airfoil type, impact angle and location, normal velocity and the airfoil boundary layer [41].…”

Section: Excrescence Height and Areamentioning

confidence: 99%

“…The insect residues obtained during flight [43,83] were determined to be well represented by laboratory insect contamination studies using D. melanogaster. As a result, many experimentalists have used this insect for their research [15,[49][50][51][52][53][84][85][86][87].…”

Section: Insect Aerial Populationmentioning

confidence: 99%

“…A caveat with insect haemolymph is that the viscosity changes during impact due to coagulation. Wohl et al [52] showed the influence of adhesive forces, between the insect residue and the surface, on the spreading diameters of insects impacting the surface at normal incidence. The adhesive forces involved during translation of the residue across the substrate due to airflow took into account effects of kinetic energy as the insect exoskeleton ruptured from impact and released fluid which flowed across the surface.…”

Section: Insect Impact Dynamicsmentioning

confidence: 99%

See 3 more Smart Citations

Critical considerations in the mitigation of insect residue contamination on aircraft surfaces – A review

Kok

Smith

Wohl

et al. 2015

Progress in Aerospace Sciences

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Section: Surface Energysupporting

confidence: 59%

Section: Excrescence Height and Areamentioning

confidence: 99%

Section: Insect Aerial Populationmentioning

confidence: 99%

Section: Insect Impact Dynamicsmentioning

confidence: 99%

See 2 more Smart Citations

Critical considerations in the mitigation of insect residue contamination on aircraft surfaces – A review

Kok

Smith

Wohl

et al. 2015

Progress in Aerospace Sciences

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“…6,7 Elastic surfaces have also been investigated for the purpose of mitigating insect residue accretion. 8,9 Coatings are desirable due to their ease of implementation on commercial aircraft, negligible weight penalty, environmental friendliness and relatively low cost. However, previous ground and flight tests have not identified any coatings that successfully mitigated insect residue adhesion.…”

Section: Introductionmentioning

confidence: 99%

Engineered Surfaces for Mitigation of Insect Residue Adhesion

Wohl

Smith

Connell

et al. 2013

51st AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition

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Maintenance of laminar flow under operational flight conditions is being investigated under NASA's Environmentally Responsible Aviation (ERA) Program. Among the challenges with natural laminar flow is the accretion of residues from insect impacts incurred during takeoff or landing. Depending on air speed, temperature, and wing structure, the critical residue height for laminar flow disruption can be as low as 4 µm near the leading edge. In this study, engineered surfaces designed to minimize insect residue adhesion were examined. The coatings studied included chemical compositions containing functional groups typically associated with abhesive (non-stick) surfaces. To reduce surface contact by liquids and enhance abhesion, the engineered surfaces consisted of these coatings doped with particulate additives to generate random surface topography, as well as coatings applied to laser ablated surfaces having precision patterned topographies. Performance evaluation of these surfaces included contact angle goniometry of pristine coatings and profilometry of surfaces after insect impacts were incurred in laboratory scale tests, wind tunnel tests and flight tests. The results illustrate the complexity of designing antifouling surfaces for effective insect contamination mitigation under dynamic conditions and suggest that superhydrophobic surfaces may not be the most effective solution for preventing insect contamination on aircraft wing leading edges.

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Application of Drag Reduction Techniques to Transport Aircraft

Malik

Crouch

Saric

et al. 2015

Encyclopedia of Aerospace Engineering

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Two approaches for aircraft drag reduction are reviewed. Laminar flow control has long been studied as a potential drag reduction approach with a promise to reduce fuel burn by over 10%, but it is beginning to appear in a small way on modern commercial transports only recently because of the associated technical challenges. In this chapter, strategies for achieving laminarization for transonic transports are discussed. Wall suction is still the most effective technique for controlling any of the laminar–turbulent transition mechanisms, but natural laminar flow has been used for engine nacelle laminarization on Boeing 787‐8 and will be used on the advanced technology winglets of 737Max. For swept wings, a polished leading edge can create large regions of laminar flow because the flight environment is relatively turbulence free and the surface finish reduces the initial amplitude of stationary cross‐flow vortices. Issues such as insect contamination remain a challenge, but research continues to overcome the challenges to make laminar flow an effective technique for drag reduction. Active flow control can also potentially be used as a drag reduction technology. One specific example is considered where it is used to increase rudder side force by delaying airflow separation over the deflected control surface. The increased rudder effectiveness could lead to smaller, lower drag vertical tails with a potential to reduce fuel burn by about 0.5%. This is of significant value to aircraft industry and has resulted in recent wind tunnel and planned flight tests to further investigate the technology.

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Evaluation of commercially available materials to mitigate insect residue adhesion on wing leading edge surfaces

Cited by 28 publications

References 25 publications

Critical considerations in the mitigation of insect residue contamination on aircraft surfaces – A review

Critical considerations in the mitigation of insect residue contamination on aircraft surfaces – A review

Engineered Surfaces for Mitigation of Insect Residue Adhesion

Application of Drag Reduction Techniques to Transport Aircraft

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