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The evolution of aircraft wing development has seen significant progress since the early days of aviation, with static testing emerging as a crucial aspect for ensuring safety and reliability. This study focused specifically on the engineering phase of static testing for the Clean Sky 2 T-WING project, which is dedicated to testing the innovative composite wing of the Next-Generation Civil Tiltrotor Technology Demonstrator. During the design phase, critical load cases were identified through shear force/bending moment (SFBM) and failure mode analyses. To qualify the wing, an engineering team designed a dedicated test rig equipped with hydraulic jacks to mirror the SFBM diagrams. Adhering to specifications and geometric constraints due to several factors, the jacks aimed to minimize the errors (within 5%) in replicating the diagrams. An effective algorithm, spanning five phases, was employed to pinpoint the optimal configuration. This involved analyzing significant components, conducting least square linear optimizations, selecting solutions that met the directional constraints, analyzing the Pareto front solutions, and evaluating the external jack forces. The outcome was a test rig setup with a viable set of hydraulic jack forces, achieving precise SFBM replication on the wing with minimal jacks and overall applied forces. [ABSTRACT FROM AUTHOR]

The T-WING project, a CS2-CPW (Clean Sky 2 call for core partner waves) research initiative within FRC IADP (Fast Rotor-Craft Innovative Aircraft Demonstrator Platform), focuses on developing, qualifying and testing the new wing of the Next-Generation Civil Tilt-Rotor (NGCTR). This paper introduces a case study about a methodology for refining the stick-beam model for the NGCTR wing, aligning it with the GFEM (Global Finite Element Model) wing's dynamic characteristics in terms of modal frequencies and mode shapes. The initial stick-beam model was generated through the static condensation of the GFEM wing. The tuning process was formulated as an optimization problem, adjusting beam properties to minimize the sum of weighted quadratic errors in modal frequencies and Modal Assurance Criterion (MAC) values. Throughout the optimization, the MAC analysis ensured that the target modes were tracked, and, at each iteration, a new set of variable estimates were determined based on the gradient vector and Hessian matrix of the objective function. This methodology effectively fine-tunes the stick-beam model for various mass cases, such as maximum take-off weight (MTOW) and maximum zero-fuel weight (MZFW). [ABSTRACT FROM AUTHOR]

The design and development of a wing for a completely brand-new aircraft represents, in aeronautics, one of the highest challenges from an engineering point of view. The present work describes a novel methodology devoted to execute numeric simulation in a non-linear post-buckling regime to verify the composite wing compliance under the design load conditions. The procedure was developed as part of a wing design and research activity and was motivated by the need to have more realistic results, without standard conservatisms like the no-buckling up to ultimate load, to be of use for achieving further weight savings. To carry this out, it was obviously necessary to ensure that the structural integrity was also guaranteed in the post-buckling regime, above the limit load, and therefore in a highly non-linear regime. The present work illustrates a numerical approach based on non-linear finite element analysis which uses the inertia relief option in order to have a more realistic representation of the structural response of the wing in its real context. All that represents a novelty since, at present, the commercial FE codes allow us to use the inertia relief option exclusively for linear analysis. Obviously, the approach can be applied to any other structural component with similar needs. The obtained results show that the differences between linear and non-linear regime are not negligible and, above all, that it is possible to design a wing (or other structural components) considering, at the same time, the large deformation due to the post-buckling regime, the material non-linearities due to the failures and any other non-linearities in order to achieve the challenging weight requirement of the new aircraft generation. [ABSTRACT FROM AUTHOR]

Aims: Perilipins are conserved proteins that decorate intracellular lipid droplets and are essential for lipid metabolism. To date, there is limited knowledge on their expression in human brain or their involvement in brain aging and neurodegeneration. The aim of this study was to characterise the expression levels of perilipins (Plin1–Plin5) in different cerebral areas from subjects of different age, with or without signs of neurodegeneration. Methods: We performed real‐time RT‐PCR, western blotting, immunohistochemistry and confocal microscopy analyses in autoptic brain samples of frontal and temporal cortex, cerebellum and hippocampus from subjects ranging from 33 to 104 years of age, with or without histological signs of neurodegeneration. To test the possible relationship between Plins and inflammation, correlation analysis with IL‐6 expression was also performed. Results: Plin2, Plin3 and Plin5, but not Plin1 and Plin4, are expressed in the considered brain areas with different intensities. Plin2 appears to be expressed more in grey matter, particularly in neurons in all the areas analysed, whereas Plin3 and Plin5 appear to be expressed more in white matter. Plin3 seems to be expressed more in astrocytes. Only Plin2 expression is higher in old subjects and patients with early tauopathy or Alzheimer's disease and is associated with IL‐6 expression. Conclusions: Perilipins are expressed in human brain but only Plin2 appears to be modulated with age and neurodegeneration and linked to an inflammatory state. We propose that the accumulation of lipid droplets decorated with Plin2 occurs during brain aging and that this accumulation may be an early marker and initial step of inflammation and neurodegeneration. [ABSTRACT FROM AUTHOR]