DOCSLIB.ORG

Experimental Analysis of a Low Cost Lift and Drag Force Measurement System for Educational Sessions

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Experimental Analysis of a Low Cost Lift and Drag Force Measurement System for Educational Sessions International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 04 Issue: 09 | Sep -2017 www.irjet.net p-ISSN: 2395-0072 Experimental Analysis of a Low Cost Lift and Drag Force Measurement System for Educational Sessions Asutosh Boro B.Tech National Institute of Technology Srinagar Indian Institute of Science, Bangalore 560012 ---------------------------------------------------------------------***--------------------------------------------------------------------- Abstract - A low cost Lift and Drag force measurement wind- tunnel and used for educational learning with good system was designed, fabricated and tested in wind tunnel accuracy. In addition, an indirect wind tunnel velocity to be used for basic practical lab sessions. It consists of a measurement capability of the designed system was mechanical linkage system, piezo-resistive sensors and tested. NACA airfoil 4209 was chosen as the test subject to NACA Airfoil to test its performance. The system was tested measure its performance and tests were done at various at various velocities and angle of attacks and experimental angles of attack and velocities 11m/s, 12m/s and 14m/s. coefficient of lift and drag were then compared with The force and coefficient results obtained were compared literature values to find the errors. A decent accuracy was with literature data from airfoil tools[1] to find the deduced from the lift data and the considerable error in system’s accuracy. drag was due to concentration of drag forces across a narrow force range and sensor’s fluctuations across that 1.1 Methodology range. It was inferred that drag system will be as accurate as the lift system when the drag forces are large. So overall The phenomenon of Lift and drag is very complex and is the composed system performs well at large force ranges. In theorized for better understanding by potential flow and addition, the lift system was indirectly used to measure the boundary layer theory which has good agreements with wind tunnel velocity and results were compared with experimental results [2]. Overall the complex theories accurate values from a differential manometer. Results were derives two simple equations for lift and drag forces: good with an error of -6.5%. So the system could likewise be utilized to measure wind tunnel’s fluid velocity. Overall, the = budget for the system was very low in contrast to other = measurement systems and this system proved good enough to be used for force and velocity analysis in practical sessions for students. Further, the same design could be Where v is the free stream air velocity, ρ is the air density experimented with different sensors for better accuracy and and Ay is the projected area of the object as seen from cost reduction parallel to fluid flow and Ax is the projected area of the object as seen from perpendicular to the fluid flow. and Key Words: Piezo-resistive, Naca, Mechanical Linkage, contains all the complex dependencies and they are Wind Tunnel, Airfoil generally determined experimentally [ 3]. 1.INTRODUCTION 2. Design Chosen Any atmospheric flying objects, ships and cars need to go The main parts of the design are consists of the following through various CFD simulations and wind tunnel tests for parts: better design and lift & drag force tests are some of the most important tests that it has to go through. Coefficient i. Mechanical Linkage of Lift and Drag are two of the primary concerns of these ii. Pulleys And Supports tests. Furthermore, flow over immersed bodies is an iii. Piezo resistive Sensors important part of fluid mechanics and it has to be iv. Airfoil experimentally experienced and visualized by a student. v. Microcontroller circuit So wind tunnel experiments become very important. However, wind tunnel testing is expensive. And only a few 2.1 Mechanical Linkage educational Institutions in India have wind turbines with an accurate force measurement. A six component force Mechanical linkages are made of aluminum strips for its balance device can cost up to lakhs which could sometimes lightweight and considerable stiffness Strips S1 and S2 are be twice as much as the wind tunnel’s cost. This paper joined by rivets such that they can rotate freely about presents a simple low cost design for a force measurement system that can easily be fabricated and arranged inside a © 2017, IRJET | Impact Factor value: 5.181 | ISO 9001:2008 Certified Journal | Page 278 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 04 Issue: 09 | Sep -2017 www.irjet.net p-ISSN: 2395-0072 by balancing torque by placing some resistance at a distance L1 vertically above point1 strip S3 in this case. A sensor is placed at this resistance to measure the drag force Equilibrium equation: FD*L = Fs*L1 FD = Fs(L1/L) 2.2 Pulleys and supports For proper, easy reading and calibration, the self-weight of airfoil and linkage mechanism has to be continuously balanced otherwise the wind would have to first put a force equal to the weight of the foil to start showing sensor readings . A pulley system was designed as a solution as shown in Figure 3. The airfoil was hanged to the pulley and a counter weight was fixed to the other side of the Figure 1. Mechanical Linkage System pulley joint1. The higher vertical end of S2 is bolted to another strip S7 which is bolted to the test subject such that angle of attack can be varied as shown in Figure 3. Strip S1 is fixed with supporting strips S6 and S5 with nuts and bolts such that it can only rotate freely about its center of mass. Strips S5 and S6 are fixed with the supporting base as shown in Figure 1. S3 is fixed with S4 and S4 is fixed to the supporting base. Figure 3. Pulley And Support System Supporting desk is made of wood and its total weight is increased by adding sand bags so that total weight of the support remains greater than the maximum lift force the airfoil can encounter 2.3 Piezoresistive sensor Figure 2. Airfoil with Strip S7 They are used to balance torque such that all the reaction force are exerted by the sensor. Linkage1 consists of main strips S1 and S2. Linkage1 is used for lift force and Linkage 2 is used for drag force measurement. Linkage2 consists of main strips S3 and S4. Since S1 is fixed to rotate about its center of mass so if air tries to lift the foil with force FL this force will be transmitted by strip S2 at joint1 vertically and equal amount of force will be applied by any object kept at S1’s other end to maintain equilibrium. A force sensor will be Figure 4. Piezo-resistive sensor [4] kept at this location. S2 can rotate about joint1. If air exerts a drag force Fd on the foil, equilibrium can be maintained © 2017, IRJET | Impact Factor value: 5.181 | ISO 9001:2008 Certified Journal | Page 279 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 04 Issue: 09 | Sep -2017 www.irjet.net p-ISSN: 2395-0072 Two flexi-force[4] piezo-resistive force sensors were used for drag and lift. These sensors are ideal for measuring force without disturbing the dynamics of tests. Both static and dynamic forces can be measured up to 100 lbf. They are thin enough to enable non-intrusive measurement. These sensors use a resistive based technology. The application of a force to the active sensing area of the sensor results in a change in the resistance of the sensing element in inverse proportion to the force applied. Piezo resistive sensors have ultra-thin and flexible printed circuit, which can be easily integrated into most applications. With its paper thin construction as shown in Figure 5, flexibility and force measurement ability, it can Figure 6. NACA 4209 Airfoil measure force between almost any two surfaces and is durable enough to stand up to most environments. It has better force sensing properties, linearity, hysteresis, drift and temperature sensitivity than any other thin-film force sensors. The active sensing area is a 0.375 diameter circle at the end of the sensor. So load should be evenly distributed throughout the circular sensing area for accurate sensing. Its calibration has been done with the Figure 7. Line Diagram of NACA 4209 Airfoil provided resistance vs force relation as shown in Figure 5 Chord length was taken as 39.5 cm Maximum camber 4% of chord length Maximum camber position at 20 % of chord length from leading edge Maximum thickness 9% of chord length 2.5 Microcontroller circuitry and coding Arduino[5] was used for its easy and fast prototyping. The circuitry is as shown in Figure 8 Figure 5. Resistance-Force Relation of sensor[4] After analyzing the inverse relation between resistance and force one can approximately come to conclusion with the relation Force = (25304580/Resistance) N. This relation will be further used in program coding 2.4 Airfoil NACA airfoil 4209 was chosen as the test subject as shown in Figure 6 and Figure 7. It was used because of its simplicity in design and fabrication. This type of airfoil is Figure 8. Arduino Board And Circuit speed sensitive in that an increase in speed will causes your plane to climb. Flat bottom wings create a lot of lift R1 =R4= 100000ohms and are very commonly seen in biplanes and high wing planes. These have a lot of drag. And these are very easy to Voltage in to both the sensors is 5 volts from Arduino . The control. Hence it was chosen since it will give better data. system was tested at a constant voltage of 5 Volts.
Load more

Recommended publications
  • Sailing for Performance
    SD2706 Sailing for Performance Objective: Learn to calculate the performance of sailing boats Today: Sailplan aerodynamics Recap User input: Rig dimensions ‣ P,E,J,I,LPG,BAD Hull offset file Lines Processing Program, LPP: ‣ Example.bri LPP_for_VPP.m rigdata Hydrostatic calculations Loading condition ‣ GZdata,V,LOA,BMAX,KG,LCB, hulldata ‣ WK,LCG LCF,AWP,BWL,TC,CM,D,CP,LW, T,LCBfpp,LCFfpp Keel geometry ‣ TK,C Solve equilibrium State variables: Environmental variables: solve_Netwon.m iterative ‣ VS,HEEL ‣ TWS,TWA ‣ 2-dim Netwon-Raphson iterative method Hydrodynamics Aerodynamics calc_hydro.m calc_aero.m VS,HEEL dF,dM Canoe body viscous drag Lift ‣ RFC ‣ CL Residuals Viscous drag Residuary drag calc_residuals_Newton.m ‣ RR + dRRH ‣ CD ‣ dF = FAX + FHX (FORCE) Keel fin drag ‣ dM = MH + MR (MOMENT) Induced drag ‣ RF ‣ CDi Centre of effort Centre of effort ‣ CEH ‣ CEA FH,CEH FA,CEA The rig As we see it Sail plan ≈ Mainsail + Jib (or genoa) + Spinnaker The sail plan is defined by: IMSYC-66 P Mainsail hoist [m] P E Boom leech length [m] BAD Boom above deck [m] I I Height of fore triangle [m] J Base of fore triangle [m] LPG Perpendicular of jib [m] CEA CEA Centre of effort [m] R Reef factor [-] J E LPG BAD D Sailplan modelling What is the purpose of the sails on our yacht? To maximize boat speed on a given course in a given wind strength ‣ Max driving force, within our available righting moment Since: We seek: Fx (Thrust vs Resistance) ‣ Driving force, FAx Fy (Side forces, Sails vs. Keel) ‣ Heeling force, FAy (Mx (Heeling-righting moment)) ‣ Heeling arm, CAE Aerodynamics of sails A sail is: ‣ a foil with very small thickness and large camber, ‣ with flexible geometry, ‣ usually operating together with another sail ‣ and operating at a large variety of angles of attack ‣ Environment L D V Each vertical section is a differently cambered thin foil Aerodynamics of sails TWIST due to e.g.
    [Show full text]
  • How Do Wings Generate Lift? 2
    GENERAL ARTICLE How Do Wings Generate Lift? 2. Myths, Approximate Theories and Why They All Work M D Deshpande and M Sivapragasam A cambered surface that is moving forward in a fluid gen- erates lift. To explain this interesting fact in terms of sim- pler models, some preparatory concepts were discussed in the first part of this article. We also agreed on what is an accept- able explanation. Then some popular models were discussed. Some quantitative theories will be discussed in this conclud- ing part. Finally we will tie up all these ideas together and connect them to the rigorous momentum theorem. M D Deshpande is a Professor in the Faculty of Engineering The triumphant vindication of bold theories – are these not the and Technology at M S Ramaiah University of pride and justification of our life’s work? Applied Sciences. Sherlock Holmes, The Valley of Fear Sir Arthur Conan Doyle 1. Introduction M Sivapragasam is an We start here with two quantitative theories before going to the Assistant Professor in the momentum conservation principle in the next section. Faculty of Engineering and Technology at M S Ramaiah University of Applied 1.1 The Thin Airfoil Theory Sciences. This elegant approximate theory takes us further than what was discussed in the last two sections of Part 111, and quantifies the Resonance, Vol.22, No.1, ideas to get expressions for lift and moment that are remarkably pp.61–77, 2017. accurate. The pressure distribution on the airfoil, apart from cre- ating a lift force, leads to a nose-up or nose-down moment also.
    [Show full text]
  • A Concept of the Vortex Lift of Sharp-Edge Delta Wings Based on a Leading-Edge-Suction Analogy Tech Library Kafb, Nm
    I A CONCEPT OF THE VORTEX LIFT OF SHARP-EDGE DELTA WINGS BASED ON A LEADING-EDGE-SUCTION ANALOGY TECH LIBRARY KAFB, NM OL3042b NASA TN D-3767 A CONCEPT OF THE VORTEX LIFT OF SHARP-EDGE DELTA WINGS BASED ON A LEADING-EDGE-SUCTION ANALOGY By Edward C. Polhamus Langley Research Center Langley Station, Hampton, Va. NATIONAL AERONAUTICS AND SPACE ADMINISTRATION For sale by the Clearinghouse for Federal Scientific and Technical Information Springfield, Virginia 22151 - Price $1.00 A CONCEPT OF THE VORTEX LIFT OF SHARP-EDGE DELTA WINGS BASED ON A LEADING-EDGE-SUCTION ANALOGY By Edward C. Polhamus Langley Research Center SUMMARY A concept for the calculation of the vortex lift of sharp-edge delta wings is pre­ sented and compared with experimental data. The concept is based on an analogy between the vortex lift and the leading-edge suction associated with the potential flow about the leading edge. This concept, when combined with potential-flow theory modified to include the nonlinearities associated with the exact boundary condition and the loss of the lift component of the leading-edge suction, provides excellent prediction of the total lift for a wide range of delta wings up to angles of attack of 20° or greater. INTRODUCTION The aerodynamic characteristics of thin sharp-edge delta wings are of interest for supersonic aircraft and have been the subject of theoretical and experimental studies for many years in both the subsonic and supersonic speed ranges. Of particular interest at subsonic speeds has been the formation and influence of the leading-edge separation vor­ tex that occurs on wings having sharp, highly swept leading edges.
    [Show full text]
  • Computational Fluid Dynamic Analysis of Scaled Hypersonic Re-Entry Vehicles
    Computational Fluid Dynamic Analysis of Scaled Hypersonic Re-Entry Vehicles A project presented to The Faculty of the Department of Aerospace Engineering San Jose State University In partial fulfillment of the requirements for the degree Master of Science in Aerospace Engineering by Simon H.B. Sorensen March 2019 approved by Dr. Periklis Papadopoulous Faculty Advisor 1 i ABSTRACT With the advancement of technology in space, reusable re-entry space planes have become a focus point with their ability to save materials and utilize existing flight data. Their ability to not only supply materials to space stations or deploy satellites, but also in atmosphere flight makes them versatile in their deployment and recovery. The existing design of vehicles such as the Space Shuttle Orbiter and X-37 Orbital Test Vehicle can be used to observe the effects of scaling existing vehicle geometry and how it would operate in identical conditions to the full-size vehicle. These scaled vehicles, if viable, would provide additional options depending on mission parameters without losing the advantages of reusable re-entry space planes. 2 Table of Contents Abstract . i Nomenclature . .1 1. Introduction. .1 2. Literature Review. 2 2.1 Space Shuttle Orbiter. 2 2.2 X-37 Orbital Test Vehicle. 3 3. Assumptions & Equations. 3 3.1 Assumptions. 3 3.2 Equations to Solve. 4 4. Methodology. 5 5. Base Sized Vehicles. 5 5.1 Space Shuttle Orbiter. 5 5.2 X-37. 9 6. Scaled Vehicles. 11 7. Simulations. 12 7.1 Initial Conditions. 12 7.2 Initial Test Utilizing X-37. .13 7.3 X-37 OTV.
    [Show full text]
  • Lift for a Finite Wing
    Lift for a Finite Wing • all real wings are finite in span (airfoils are considered as infinite in the span) The lift coefficient differs from that of an airfoil because there are strong vortices produced at the wing tips of the finite wing, which trail downstream. These vortices are analogous to mini-tornadoes, and like a tornado, they reach out in the flow field and induce changes in the velocity and pressure fields around the wing Imagine that you are standing on top of the wing you will feel a downward component of velocity over the span of the wing, induced by the vortices trailing downstream from both tips. This downward component of velocity is called downwash. The local downwash at your location combines with the free-stream relative wind to produce a local relative wind. This local relative wind is inclined below the free- stream direction through the induced angle of attack α i . Hence, you are effectively feeling an angle of attack different from the actual geometric angle of attack of the wing relative to the free stream; you are sensing a smaller angle of attack. For Example if the wing is at a geometric angle of attack of 5°, you are feeling an effective angle of attack which is smaller. Hence, the lift coefficient for the wing is going to be smaller than the lift coefficient for the airfoil. This explains the answer given to the question posed earlier. High-Aspect-Ratio Straight Wing The classic theory for such wings was worked out by Prandtl during World War I and is called Prandtl's lifting line theory.
    [Show full text]
  • Human Powered Hydrofoil Design & Analytic Wing Optimization
    Human Powered Hydrofoil Design & Analytic Wing Optimization Andy Gunkler and Dr. C. Mark Archibald Grove City College Grove City, PA 16127 Email: [email protected] Abstract – Human powered hydrofoil watercraft can have marked performance advantages over displacement-hull craft, but pose significant engineering challenges. The focus of this hydrofoil independent research project was two-fold. First of all, a general vehicle configuration was developed. Secondly, a thorough optimization process was developed for designing lifting foils that are highly efficient over a wide range of speeds. Given a well-defined set of design specifications, such as vehicle weight and desired top speed, an optimal horizontal, non-surface- piercing wing can be engineered. Design variables include foil span, area, planform shape, and airfoil cross section. The optimization begins with analytical expressions of hydrodynamic characteristics such as lift, profile drag, induced drag, surface wave drag, and interference drag. Research of optimization processes developed in the past illuminated instances in which coefficients of lift and drag were assumed to be constant. These shortcuts, made presumably for the sake of simplicity, lead to grossly erroneous regions of calculated drag. The optimization process developed for this study more accurately computes profile drag forces by making use of a variable coefficient of drag which, was found to be a function of the characteristic Reynolds number, required coefficient of lift, and airfoil section. At the desired cruising speed, total drag is minimized while lift is maximized. Next, a strength and rigidity analysis of the foil eliminates designs for which the hydrodynamic parameters produce structurally unsound wings. Incorporating constraints on minimum takeoff speed and power required to stay foil-borne isolates a set of optimized design parameters.
    [Show full text]
  • Upwind Sail Aerodynamics : a RANS Numerical Investigation Validated with Wind Tunnel Pressure Measurements I.M Viola, Patrick Bot, M
    Upwind sail aerodynamics : A RANS numerical investigation validated with wind tunnel pressure measurements I.M Viola, Patrick Bot, M. Riotte To cite this version: I.M Viola, Patrick Bot, M. Riotte. Upwind sail aerodynamics : A RANS numerical investigation validated with wind tunnel pressure measurements. International Journal of Heat and Fluid Flow, Elsevier, 2012, 39, pp.90-101. 10.1016/j.ijheatfluidflow.2012.10.004. hal-01071323 HAL Id: hal-01071323 https://hal.archives-ouvertes.fr/hal-01071323 Submitted on 8 Oct 2014 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. I.M. Viola, P. Bot, M. Riotte Upwind Sail Aerodynamics: a RANS numerical investigation validated with wind tunnel pressure measurements International Journal of Heat and Fluid Flow 39 (2013) 90–101 http://dx.doi.org/10.1016/j.ijheatfluidflow.2012.10.004 Keywords: sail aerodynamics, CFD, RANS, yacht, laminar separation bubble, viscous drag. Abstract The aerodynamics of a sailing yacht with different sail trims are presented, derived from simulations performed using Computational Fluid Dynamics. A Reynolds-averaged Navier- Stokes approach was used to model sixteen sail trims first tested in a wind tunnel, where the pressure distributions on the sails were measured.
    [Show full text]
  • CFD Simulations of Flow Over Airfoils: an Analysis of Wind Turbine Blade Aerodynamics
    CFD Simulations of Flow over Airfoils: An Analysis of Wind Turbine Blade Aerodynamics By: John Hamilla, Mechanical Engineering Advisor: Maria-Isabel Carnasciali, Ph.D. Abstract Wind turbines are rapidly becoming a hot topic when faced with today’s sustainable energy challenges. As such, attention needs to be turned to analyzing the flow over such structures. Computational Fluid Dynamics (CFD) software was used to study the flow fields surrounding fixed airfoils. The simulations provided data on how air flows past various blade shapes. With more realistic simulations, progress can be made on evaluating unique designs. Introduction turbines are lift devices, as opposed to drag devices. Drag devices rely on the wind to push parts. This is Wind turbines are becoming an increasingly popular relatively inefficient. Lift devices instead use airfoils. solution to generate clean, sustainable, power. This The rotors of this type of wind turbine are shaped to emerging technology was the underlying focus of this create lift as wind flows past. A component of the study. generated lift creates a torque on the blade which causes them to rotate around an axis. With this setup, More specifically, this study aimed at gaining an the rotational speed of the blade can surpass that of understanding of the flow fields around a wind the wind (Wind Energy). turbine structure. Computational Fluid Dynamics (CFD) software was used to simulate air flow past two distinct shapes. Given the flow fields, one could visualize the effects particular shapes have on the air stream. The air flow gives rise to lift and drag forces on the airfoils.
    [Show full text]
  • 04 Delta Wings
    ExperimentalExperimental AerodynamicsAerodynamics Lecture 4: Delta wing experiments G. Dimitriadis Experimental Aerodynamics Introduction •! In this course we will demonstrate the use of several different experimental aerodynamic methodologies •! The particular application will be the aerodynamics of Delta wings at low airspeeds. •! Delta wings are of particular interest because of their lift generation mechanism. Experimental Aerodynamics Delta wing history •! Until the 1930s the vast majority of aircraft featured rectangular, trapezoidal or elliptical wings. •! Delta wings started being studied in the 1930s by Alexander Lippisch in Germany. •! Lippisch wanted to create tail-less aircraft, and Delta wings were one of the solutions he proposed. Experimental Aerodynamics Delta Lippisch DM-1 Designed as an interceptor jet but never produced. The photos show a glider prototype version. Experimental Aerodynamics High speed flight •! After the war, the potential of Delta wings for supersonic flight was recognized both in the US and the USSR. MiG-21 Convair XF-92 Experimental Aerodynamics Low speed performance •! Although Delta wings are designed for high speeds, they still have to take off and land at small airspeeds. •! It is important to determine the aerodynamic forces acting on Delta wings at low speed. •! The lift generated by such wings are low speeds can be split into two contributions: –! Potential flow lift –! Vortex lift Experimental Aerodynamics Delta wing geometry cb Wing surface: S = 2 2b Aspect ratio: AR = "! c c! b AR Sweep angle: tan ! = = 2c 4 b/2! Experimental Aerodynamics Potential flow lift •! Slender wing theory •! The wind is discretized into transverse segments. •! The flow around each segment is modeled as a 2D flow past a flat plate perpendicular to the free stream Experimental Aerodynamics Slender wing theory •! The problem of calculating the flow around the wing becomes equivalent to calculating the flow around each 2D segment.
    [Show full text]
  • Wingtip Vortices and Free Shear Layer Interaction in The
    WINGTIP VORTICES AND FREE SHEAR LAYER INTERACTION IN THE VICINITY OF MAXIMUM LIFT TO DRAG RATIO LIFT CONDITION Dissertation Submitted to The School of Engineering of the UNIVERSITY OF DAYTON In Partial Fulfillment of the Requirements for The Degree of Doctor of Philosophy in Engineering By Muhammad Omar Memon, M.S. UNIVERSITY OF DAYTON Dayton, Ohio May, 2017 WINGTIP VORTICES AND FREE SHEAR LAYER INTERACTION IN THE VICINITY OF MAXIMUM LIFT TO DRAG RATIO LIFT CONDITION Name: Memon, Muhammad Omar APPROVED BY: _______________________ _______________________ Aaron Altman Markus Rumpfkeil Advisory Committee Chairman Committee Member Professor; Director, Graduate Aerospace Program Associate Professor Mechanical and Aerospace Engineering Mechanical and Aerospace Engineering _______________________ _______________________ Jose Camberos Wiebke S. Diestelkamp Committee Member Committee Member Adjunct Professor Professor & Chair Mechanical and Aerospace Engineering Department of Mathematics _______________________ _______________________ Robert J. Wilkens, PhD., P.E. Eddy M. Rojas, PhD., M.A., P.E. Associate Dean for Research and Innovation Dean, School of Engineering Professor School of Engineering ii © Copyright by Muhammad Omar Memon All rights reserved 2017 iii ABSTRACT WINGTIP VORTICES AND FREE SHEAR LAYER INTERACTION IN THE VICINITY OF MAXIMUM LIFT TO DRAG RATIO LIFT CONDITION Name: Memon, Muhammad Omar University of Dayton Advisor: Dr. Aaron Altman Cost-effective air-travel is something everyone wishes for when it comes to booking flights. The continued and projected increase in commercial air travel advocates for energy efficient airplanes, reduced carbon footprint, and a strong need to accommodate more airplanes into airports. All of these needs are directly affected by the magnitudes of drag these aircraft experience and the nature of their wingtip vortex.
    [Show full text]
  • New Theory of Flight
    New Theory of Flight Johan Hoffman,∗ Johan Janssonyand Claes Johnsonz March 28, 2014 Abstract We present a new mathematical theory explaining the fluid mechanics of sub- sonic flight, which is fundamentally different from the existing boundary layer- circulation theory by Prandtl-Kutta-Zhukovsky formed 100 year ago. The new the- ory is based on our new resolution of d’Alembert’s paradox showing that slightly viscous bluff body flow can be viewed as zero-drag/lift potential flow modified by 3d rotational slip separation arising from a specific separation instability of po- tential flow, into turbulent flow with nonzero drag/lift. For a wing this separation mechanism maintains the large lift of potential flow generated at the leading edge at the price of small drag, resulting in a lift to drag quotient of size 15 − 20 for a small propeller plane at cruising speed with Reynolds number Re ≈ 107 and a jumbojet at take-off and landing with Re ≈ 108, which allows flight at affordable power. The new mathematical theory is supported by computed turbulent solu- tions of the Navier-Stokes equations with a slip boundary condition as a model of observed small skin friction of a turbulent boundary layer always arising for Re > 106, in close accordance with experimental observations over the entire range of angle of attacks including stall using a few millions of mesh points for a full wing-body configuration. 1 Overview of new theory of flight We present a new theory of flight of airplanes based on computational solution and mathematical analysis of the incompressible Navier-Stokes equations with Reynolds numbers in the range 106 − 108 of relevance for small to large airplanes including gliders.
    [Show full text]
  • The Physics of Sqiling Bryond
    The physics of sqiling BryonD. Anderson Sqilsond keels,like oirplone wings, exploit Bernoulli's principle. Aerodynomicond hydrodynomicinsighis help designeri creqte fosterioilboots. BryonAnderson is on experimentolnucleor physicist ond,choirmon of the physicsdeportment ot KentSlote University in Kent,Ohio. He is olsoon ovocotionolsoilor who lecfuresond wrifesobout the intersectionbehyeen physics ond soiling. In addition to the recreational pleasure sailing af- side and lower on the downwind side. fords, it involves some interesting physics.Sailing starts with For downwind sailing, with the sail oriented perpen- the force of the wind on the sails.Analyzing that interaction dicular to the wind directiory the pressure increase on the up- yields some results not commonly known to non-sailors. It wind side is greater than the pressure decrease on the down- turns ou! for example, that downwind is not the fastestdi- wind side. As one turns the boat more and more into the rection for sailing. And there are aerodynamic issues.Sails direction from which the wind is coming, those differences and keels work by providing "lift" from the fluid passing reverse, so that with the wind perpendicular to the motion of around them. So optimizing keel and wing shapesinvolves the boat, the pressure decrease on the downwind side is wing theory. greater than the pressure increase on the upwind side. For a The resistance experienced by a moving sailboat in- boat sailing almost directly into the wind, the pressure de- cludes the effects of waves, eddiei, and turb-ulencein the crease on the downwind side is much greater than the in- water, and of the vortices produced in air by the sails.To re- crease on the upwind side.
    [Show full text]