Scratch-Built Ornithopter: Here’s How I Flapped My Way to Flight

One of humankind’s dreams has always been to fly like a bird. For a hacker, an achievable step along the path to that dream is to make an ornithopter — a machine which flies by flapping its wings. An RC controlled one would be wonderful, controlled flight is what everyone wants. Building a flying machine from scratch is a big enough challenge, and a better jumping-off point is to make a rubber band driven one first.

I experimented with designs which are available on the internet, to learn as much as possible, but I started from scratch in terms of material selection and dimensions. You learn a lot about flight through trial and error, and I’m happy to report that in the end I achieved a great little flyer built with a hobby knife and my own two hands. Since then I’ve been looking back on what made that project work, and it’s turned into a great article for Hackaday. Let’s dig in!

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Retrotechtacular: Forces Acting On An Airfoil

floating film title We’ve probably all experimented with a very clear demonstration of the basic principles of lift: if you’re riding in a car and you put your flattened hand out the window at different angles, your hand will rise and fall like an airplane’s wing, or airfoil. This week’s Retrotechtacular explains exactly how flight is possible through the principles of lift and drag. It’s an Army training documentary from 1941 titled “Aerodynamics: Forces Acting on an Air Foil“.

What is an airfoil? Contextually speaking, it’s the shape of an airplane’s wing. In the face of pressure differences acting upon their surfaces, airfoils produce a useful aerodynamic reaction, such as the lift that makes flight possible. As the film explains, the ideas of lift and drag are measured against the yardstick of relative wind. The force of this wind on the airfoil changes according to the acute angle formed between the airfoil and the direction of the air flow acting upon it. As you may already know, lift is measured at right angles to the relative wind, and drag occurs parallel to it. Lift is opposed by the weight of the foil, and drag by tension.

wind tunnel testing

Airfoils come in several types of thicknesses and curvatures, and the film shows how a chord is derived from each shape. These chords are used to measure and describe the angle of attack in relation to the relative wind.

The forces that act upon an airfoil are measured in wind tunnels which provide straight and predictable airflow. A model airplane is supported by wires that lead to scales. These scales measure drag as well as front and rear lift.

In experimenting with angles of attack, lift and drag increase toward what is known as the stalling angle. After this point, lift decreases abruptly, and drag takes over. Lift and drag are proportional to the area of the wing, the relative wind velocity squared, and the air density. When a plane is in the air, drag is a retarding force that equals the thrust of the craft, or the propelling force.

monometer tubesAirfoil models are also unit tested in wind tunnels. They are built with small tubes running along many points of the foil that sit just under the surface. The tubes leave the model at a single point and are connected to a bank of manometer tubes. These tubes compare the pressures acting on the airfoil model to the reference point of atmospheric pressure. The different liquid levels in the manometer tubes give clear proof of the pressure values along the airfoil. These levels are photographed and mapped to a pressure curve. Now, a diagram can be made to show the positive and negative pressures relative to the angle of attack.

In closing, we are shown the effects of a dive on lift as an aircraft approaches and reaches terminal velocity, and that lift is attained again by pulling slowly out of the dive. Remember that the next time you fly your hand-plane out the window.

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Geo Metro halved for better mileage

[Doug Heffron] modified this 1989 Geo Metro way back in 1993. Gas prices had just started breaking $1.00/gallon and he wanted to show manufacturers how to build a fuel efficient vehicle in such troubling times. The car already got 58mpg (Prius: 46mpg), but [Doug] decided he could do better with some aero modifications. The car was converted to tandem seating and stripped of any extra weight. In its final form, it got 75mpg, but then gas prices stabilized and it was laid to rest in a shed. You can find out more about the car and see photos from the build on its site (painful resizing).

[via Autoblog]