Phlebotomus (Paraphlebotomus) sergenti Parrot, 1917, the proven vector of Leishmania tropica Wright, 1903, the causative agent of anthroponotic cutaneous leishmaniasis, is widely distributed in Morocco. Previous works using molecular markers (ITS2 rDNA and Cyt b mtDNA) have hy-pothesized the existence of multiple closely related populations of sandfly species (cryptic species) that would exhibit distinct vectorial capacities. In this work, descriptive characteristics of wings (size and shape of the right and left wings) were measured in samples collected from fourteen sta-tions in central Morocco. These analyses support the existence of distinct P. sergenti populations, enlightening significant phenotypic variations of P. sergenti’s wings, regarding their size and shape, depending on geographic origin. In addition, geomorphometric analyses of wing’s length, centroid size, alpha, and beta distances allowed clear discrimination of P. sergenti sub-populations. These data pinpoint the adaptative ability of P. sergenti to local environmental conditions. Additional studies are now required to further shed light on the genetic structure of P. sergenti populations in Morocco.

Rapid sampling and multicomponent analysis are vital in the analysis of pesticide residue detection. In this work, we proposed a SERS platform to simultaneously detect three kinds of pesticides on apple peels by a straightforward “press and peel off” method. The flexible Au/dragonfly wing (Au/DW) substrate was obtained from sputtering Au nanoislands on dragonfly wing bioscaffold arrays by a simple DC magnetron sputtering system. The high-performance substrate exhibited a low limit of detection (LOD) to 4-aminothiophenol (4-ATP) (10^-9 M), outstanding reproducibility (less than 12.15%), good stability and suitability in multifold pesticide residues detection. Considering its excellent sample collection efficiency, the Au/DW substrate was employed to solve critical pesticide residues problems for detection of acephate (APT), cypermethrin (CPT), tsumacide (MTMC) and their multiple components on apple peels. The results show that the LOD was 10^-3 ng/cm² for APT obtained on the apple surface with a calculation equation of y=0.26x+6.68 and a correlation coefficient (R²) of 0.970. Additionally, the LOD values for CPT and MTMC were 10^-3 ng/cm² and 10^-4 ng/cm², respectively. The finding in this work may provide a promising biomimetic SERS platform for on-spot detection of other organic pollutants in the food industry and the environmental protection.

The mechanisms underlying the establishment of asymmetric structures during development remain elusive. The wing of Drosophila is asymmetric along the Anterior-Posterior (AP) axis, despite that its growth signals that drive its growth are presumably symmetric. Here, we investigated the contribution of cell recruitment, a process that drives wing fate differentiation in Drosophila, to the asymmetric shape and pattern of the adult wing. Genetic impairment of cell recruitment results in a significant reduction in adult wing asymmetry, primarily affecting the region between longitudinal vein 5 and the wing margin (L5-M). Morphometric analysis reveals that the lack of cell recruitment results in a more symmetric wing with respect to the AP, suggesting a contribution of cell recruitment to the establishment of asymmetry in the adult wing. A close examination of the expression of the wing selector gene vestigial (vg) in wing disc does not support this hypothesis. However, the circularity of the Vg pattern significantly increase in recruitment-impaired wing disc, suggesting that while the decrease of the L5-M region in the adult wing may not be attributed to cell recruitment, it could contribute to the overall asymmetry of the adult wing. We conclude that cell recruitment, a widespread mechanism that participates in growth and patterning of several developing systems, could drive, at least partially, the asymmetric shape of the Drosophila wing.

The flow field around a delta wing is substantially altered by the impact of the active flow control technique. The present study involves the sharp-edged delta wing of 65 deg sweep angle with different active flow control configurations. The blowing was employed as an active flow control method on the top surface of the delta wing. The various configurations considered are the baseline delta wing, delta wing with blowing holes located at 1.62%, 3.24% and 4.86% of root chord from the leading edge to the centre of the blowing holes. The computation is performed using the commercial software ANSYS Fluent. Unsteady, incompressible Reynolds-averaged Navier-Stokes equation and the shear-stress transport k-ω turbulence model are employed. The angles of attack varied in the range of 0^o < α < 35^o and Reynolds number is 2.64 x10⁶ and the jet momentum coefficient is fixed at 0.05. The blowing of air from the injection region enhances the strength of the leading-edge vortices resulting in the delay of the vortex breakdown. The performance of the delta wing is greatly improved while using the blowing method specifically for the blowing holes located at 3.24% of root chord from the leading edge as compared to without the blowing method.

As the aileron mass parameter and its position on the velocity and frequency of the flutter is an important problem in design of the aircraft wings, the optimization of the composite wing with an aileron is represented in this paper. Mass properties and its distribution have a great influence on the multi-disciplinary optimization procedure based on speed and frequency of flutter. At first, flutter speed was obtained with and without aileron, then aileron was mass-equilibrated and other studies were performed using the proposed method. It is deduced that changing the position and mass properties of the aileron the speed and frequency of the flutter changed. The position of the aileron was determined for better wing performance in flutter instability and minimizing the composite stress. In the present study, it has been attempted to model the aerodynamics of the problem under ultrasound with the panel method, and the structure has been modeled using finite element method and coupled with the aerodynamics. Using the p-k method, the equations are solved and the results are extracted.

The aeroelastic response of lightweight low-speed aircraft with slender wings under extreme flow turbulence intensity is not well-understood. Experiments on a commmercial unmanned aerial vehicle (UAV) with a 3-meter wingspan and aspect ratio of 13.6 were performed in a large open-return wind tunnel with extreme flow turbulence intensity of T∞≈10%. The structural dynamics of the wing in the bending mode and the flow beneath the wing to capture the effect of aileron deflection was measured using laser displacement sensors and tomographic particle image velocimetry (PIV) techniques. The unsteady lift produced by the wing was also measured using a high-capacity load cell at an angle of attack, α of 2 degrees for three freestream velocities U∞ of 13.4 m/s, 17.9 m/s, and 26.8 m/s representing the UAV’s stall through cruise speed. It was found that high flow turbulence intensity with large integral length scales relative to the wing chord plays a dominant role in the large unsteady lift and wing displacements measured. The power spectral density (PSD) of wing structural vibration shows that flow shedding from the wing and the integral length scales have a significant impact on the overall power inherent in the bending vibration of the wing. Computation of vorticity iso-surfaces in the flow measurement volume surrounding the aileron reveal a striking observation; aileron deflection, δa of 10∘becomes less effective in producing additional spanwise vorticity, which is proportional to circulation and lift, at U∞ of 26.8 m/s because the freestream already has elevated levels of vorticity. A paradigm shift in design is suggested for light aircraft structures with slender wings operating in highly turbulent flow, which is to employ multiple control surfaces in order to respond to this flow and mitigate large bending or torsion displacements and the probability of structural failure.

Distributed electric propulsion technology has great potential and advantage in the development of drones. In this paper, to study the slipstream effect of distributed propeller, the actuator disk method was used to verify a single propeller, and the calculated thrust was in good agreement with the test results. Then, based on the actuator disk method, the influence of different installation positions on the slipstream effect was studied, and the distributed propeller layout was optimized by genetic algorithm. The analysis results showed that lift of the wing will be larger when the propellers are higher than the wing. When the relative height between the propeller and the wing is zero, the drag is the lowest. The influence of disk diameter on the slipstream is that the larger the diameter is, the higher the lift force and the drag force are. The slipstream effect of the optimized propeller distribution improves the lift-drag ratio of the wing, by 108.5% in the initial lift-drag ratio.

In order to study the movement characteristics of fuel in the fuel tank during aircraft maneuvering, this paper conducts numerical simulations of a typical wing fuel tank using the finite point set method based on certain boundary conditions and excitation. The results show that the finite point set method can capture the complex phenomena of fuel free surface fluctuations, surging, rolling and breaking, as well as the change in center of gravity caused by fuel movement. Under aircraft acceleration and pitch angle excitation, fuel will generate sustained impact pressure on the fuel tank wall. The velocity attenuation of fuel flowing through the baffle communication hole is fast, and the flow resistance and energy dissipation of the communication hole buffer the impact of fuel on the fuel tank wall.

This work proposes a systematic topology optimization approach to simultaneously design the morphing functionality and actuation in three-dimensional wing structures. The actuation is assumed to be a linear strain-based expansion in the actuation material and a three-phase material model is employed to represent structural and actuating materials, and void. To ensure both structural stiffness with respect to aerodynamic loading and morphing capabilities, the optimization problem is formulated to minimize structural compliance while morphing functionality is enforced by constraining a morphing error between actual and target wing shape. Moreover, a feature mapping approach is utilized to constrain and simplify actuator geometries. A trailing edge wing section is designed to validate the proposed optimization approach. Numerical results demonstrate that three-dimensional optimized wing sections utilize a more advanced structural layout to enhance structural performance while keeping morphing functionality than two-dimensional wing ribs. The work presents the first step towards systematic design of three-dimensional morphing wing sections.

This paper presents a mathematical modeling approach utilizing a fuzzy modeling framework for fixed wing aircraft systems with the goal of creating a highly desirable mathematical representation for model-based control design applications. The starting point is a mathematical model comprised of fifteen non-linear ordinary differential equations representing the dynamic and kinematic behavior applicable to a wide range of fixed wing aircraft systems. Here the proposed mathematical modeling framework is applied to the AIRBUS A310 model developed by ONERA. The proposed fuzzy modeling framework takes advantage of sector non-linearity techniquesto recast all the non-linear terms from the original model to a set of combined fuzzy rules. The result of this fuzzification is a more suitable mathematical description from the control system design point of view. Therefore, the combination of this fuzzy model and the wide range of control techniques available in the literature for such kind of models will enable us to avoid common control design methods, such as gain scheduling, where stability issues can be extremely challenging.

Attitude control of a novel regional truss-braced wing aircraft with low stability characteristics is addressed in this paper using Reinforcement Learning (RL). In recent years, RL has been increasingly employed in challenging applications, particularly, autonomous flight control. However, a significant predicament confronting discrete RL algorithms is the dimension limitation of the state-action table and difficulties in defining the elements of the RL environment. To address these issues, in this paper, a detailed mathematical model of the mentioned aircraft is first developed to shape an RL environment. Subsequently, Q-learning, the most prevalent discrete RL algorithm will be implemented in both the Markov Decision Process (MDP), and Partially Observable Markov Decision Process (POMDP) frameworks to control the longitudinal mode of the air vehicle. In order to eliminate residual fluctuations that are a consequence of discrete action selection, and simultaneously track variable pitch angles, a Fuzzy Action Assignment (FAA) method is proposed to generate continuous control commands using the trained Q-table. Accordingly, it will be proved that by defining an accurate reward function, along with observing all crucial states (which is equivalent to satisfying the Markov Property), the performance of the introduced control system surpasses a well-tuned Proportional–Integral–Derivative (PID) controller.

Steady-state Reynolds-Averaged Navier-Stokes (RANS) simulations are performed for a leading-edge inflatable wing for airborne wind energy applications. Expanding on previous work where only the inflatable leading edge tube was considered, eight additional inflatable strut tubes that support the wing canopy are now included. The shape of the wing is considered to be constant. The influence of the strut tubes on the aerodynamic performance of the wing and the local flow field is assessed, considering flow configurations with and without side-slip. The simulations show that the aerodynamic performance of the wing decreases with increasing side-slip component of the inflow. On the other hand, the chordwise struts have little influence on the integral lift and drag of the wing, irrespective of the side-slip component. The overall flow characteristics are in good agreement with previous studies. In particular, it is confirmed that at a low Reynolds number of Re=10^5, a laminar separation bubble exists on the suction side of this hypothetical rigid wing shape with perfectly smooth surface. The destruction of this bubble at low angles of attack impacts negatively on the aerodynamic performance.

With ongoing colony losses driven in part by the Varroa mite and the associated exacerbation of virus load, there is an urgent need to protect honey bees (Apis mellifera) from fatal levels of virus infection and from nontarget effects of insecticides used in agricultural settings. A continuously replicating cell line derived from the honey bee would provide a valuable tool for study of molecular mechanisms of virus – host interaction, for screening of antiviral agents for potential use within the hive, and for assessment of the risk of current and candidate insecticides to the honey bee. However, the establishment of a continuously replicating, honey bee cell line has proved challenging. Here we provide an overview of attempts to establish primary and continuously replicating hymenopteran cell lines, methods (including recent results) for establishing honey bee cell lines, challenges associated with the presence of latent viruses (especially Deformed wing virus), in established cell lines and methods to establish virus-free cell lines. We also describe the potential use of honey bee cell lines in conjunction with infectious clones of honey bee viruses for examination of fundamental virology.

In this work, we have developed a non-ordinary state-based peridynamic model for multiple crack initiation and propagation due to compression-compression fatigue load. In each loading cycle, the fatigue loading is redistributed among the peridynamic solid body, leading to the progressive fatigue damage initiation and propagation in an autonomous fashion. The proposed fatigue model parameters are firstly validated by 3D numerical benchmark tests, and then it is applied to simulate widespread fatigue damage evolution of the aircraft wing corner box. The modified constitutive damage model has been implemented into the peridynamics framework at finite strain. Furthermore, the criterion algorithm from multiple initiation to propagation is discussed. It is shown that the numerical results obtained from peridynamics simulations are in general agreement with those from the experiment data. The comparison of experimental and numerical results indicates that the proposed non-ordinary state-based peridynamics fatigue model has the ability to capture the multiple crack initiation and propagation and other features of the aluminium alloy material.

We developed a honey bee RNA-virus vector based on the genome of a picorna-like Deformed wing virus (DWV), the main viral pathogen of the honey bee (Apis mellifera). To test the potential of DWV to be utilized as a vector, the 717 nt sequence coding for the enhanced green fluorescent protein (eGFP), flanked by the peptides targeted by viral protease, was inserted into an infectious cDNA clone of DWV in-frame between the leader protein and the virus structural protein VP2 genes. The in vitro RNA transcripts from egfp-tagged DWV cDNA clones were infectious when injected into honey bee pupae. Stable DWV particles containing genomic RNA of the recovered DWV with egfp inserts were produced, as evidenced by cesium chloride density gradient centrifugation. These particles were infectious to honey bee pupae when injected intra-abdominally. Fluorescent microscopy showed GFP expression in the infected cells and Western blot analysis demonstrated accumulation of free eGFP rather than its fusions with DWV LP and/or VP2 proteins. Analysis of the progeny egfp-tagged DWV showed gradual accumulation of genome deletions for egfp, providing estimates for the rate of loss of a non-essential gene an insect RNA virus genome during natural infection.

The Blended Wing Body (BWB) configuration is considered to have the potential of providing significant advantages when compared to conventional aircraft designs. At the same time, numerous studies have reported that technical challenges exist in many areas of its design, including stability and control. This study aims to create a novel BWB design to test its flying and handling qualities using an engineering flight simulator and as such, to identify potential design solutions which will enhance its controllability and manoeuvrability characteristics. This aircraft is aimed toward the commercial sector with a range of 3,000 nautical miles, carrying a payload of 20,000kg. In the engineering flight simulator a flight test was undertaken; first, to determine the BWB design’s static stability through a standard commercial mission profile, and then to determine its dynamic stability characteristics through standard dynamic modes. Its flying qualities suggested its stability with a static margin of 8.652% of the Mean Aerodynamic Chord (MAC) and consistent response from the pilot input. In addition, the aircraft achieved a maximum lift-to-drag ratio of 28.1; a maximum range of 4,581 nautical miles; zero-lift drag of 0.005; and meeting all the requirements of the dynamic modes.

This paper presents the second stage of a tandem fixed wing unmanned aerial vehicle (UAV) aerodynamic development. In the initial stage, the UAV was optimized analyzing its characteristics only in symmetrical flight conditions. Posted requirements were that both wings should produce relevant positive lift, the initial stall must occur on the front wing first, the center of pressure should be close to the center of gravity, while longitudinal static stability should be in the optimum range. Computational fluid dynamics (CFD) analyses were performed, where applied calculation model was derived from the authors’ previous successful projects. The eight version TW V8 has satisfied all longitudinal requirements. Lateral-directional CFD analyses of V8 showed that the ratio of the lateral and directional stability at the nominal cruising regime was optimal, but both lateral and directional static stabilities were too high. On further development versions the lower vertical tail was eliminated, negative dihedral was implemented on the front wing, and four inverted blended winglets were added. Version TW V14 has largely improved lateral and directional stability characteristics, while their optimum ratio at cruising regime was preserved. Longitudinal characteristics were also well preserved. Maximum lift coefficient and lift-to-drag ratio were increased, compared to the V8.

An increasing number of aircraft is equipped with wing tip devices, which either are installed by the aircraft manufacturer at the production line or are retrofitted after the delivery of the aircraft to its operator. Installation of wing tip devices has not been a popular choice for regional turboprop aircraft and the novelty of the current study is to investigate the feasibility of retrofitting the British Aerospace (BAe) Jetstream 31 with an appropriate wing tip device (or winglet) to increase its cruise range performance, taking also into account the aerodynamic and structural impact of the implementation. To the best of the knowledge of the authors, no previous study exists which has attempted to assess the winglet retrofit of an existing aircraft type of similar size and operating profile. The optimal winglet design achieved a 2.38% increase of the maximum range by reducing the total drag by 1.19% at a mass penalty of 3.25%, as compared with the baseline aircraft configuration. Other designs were found to be more effective in reducing the total drag, but the structural reinforcement required for their implementation outweighed the achieved performance improvements. Since successful winglet retrofit programs for typical short to medium range narrow body aircraft report even more than 3% of block fuel improvements, undertaking the project of installing an optimal winglet design to the BAe Jetstream 31, should also consider a Direct Operating Cost (DOC) assessment on top of the aerodynamic and structural aspects of the retrofit.