AA200 Ch 11 Two-Dimensional Airfoil Theory Cantwell.Pdf
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
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. -
Kármán Vortex Street Energy Harvester for Picoscale Applications
Kármán Vortex Street Energy Harvester for Picoscale Applications 22 March 2018 Team Members: James Doty Christopher Mayforth Nicholas Pratt Advisor: Professor Brian Savilonis A Major Qualifying Project submitted to the Faculty of WORCESTER POLYTECHNIC INSTITUTE in partial fulfilment of the requirements for the degree of Bachelor of Science This report represents work of WPI undergraduate students submitted to the faculty as evidence of a degree requirement. WPI routinely publishes these reports on its web site without editorial or peer review. For more information about the projects program at WPI, see http://www.wpi.edu/Academics/Projects. Cover Picture Credit: [1] Abstract The Kármán Vortex Street, a phenomenon produced by fluid flow over a bluff body, has the potential to serve as a low-impact, economically viable alternative power source for remote water-based electrical applications. This project focused on creating a self-contained device utilizing thin-film piezoelectric transducers to generate hydropower on a pico-scale level. A system capable of generating specific-frequency vortex streets at certain water velocities was developed with SOLIDWORKS modelling and Flow Simulation software. The final prototype nozzle’s velocity profile was verified through testing to produce a velocity increase from the free stream velocity. Piezoelectric testing resulted in a wide range of measured dominant frequencies, with corresponding average power outputs of up to 100 nanowatts. The output frequencies were inconsistent with predicted values, likely due to an unreliable testing environment and the complexity of the underlying theory. A more stable testing environment, better verification of the nozzle velocity profile, and fine-tuning the piezoelectric circuit would allow for a higher, more consistent power output. -
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. -
Clearing Certain Misconception in the Common Explanations of the Aerodynamic Lift
Clearing certain misconception in the common explanations of the aerodynamic lift Clearing certain misconception in the common explanations of the aerodynamic lift Navinder Singh,∗ K. Sasikumar Raja, P. Janardhan Physical Research Laboratory, Ahmedabad, India. [email protected] October 30, 2018 Abstract Air travel has become one of the most common means of transportation. The most common question which is generally asked is: How does an airplane gain lift? And the most common answer is via the Bernoulli principle. It turns out that it is wrongly applied in common explanations, and there are certain misconceptions. In an alternative explanation the push of air from below the wing is argued to be the lift generating force via Newton’s law. There are problems with this explanation too. In this paper we try to clear these misconceptions, and the correct explanation, using the Lancaster-Prandtl circulation theory, is discussed. We argue that even the Lancaster-Prandtl theory at the zero angle of attack needs further insights. To this end, we put forward a theory which is applicable at zero angle of attack. A new length scale perpendicular to the lower surface of the wing is introduced and it turns out that the ratio of this length scale to the cord length of a wing is roughly 0.4930 ± 0.09498 for typical NACA airfoils that we analyzed. This invariance points to something fundamental. The idea of our theory is simple. The "squeezing" effect of the flow above the wing due to camber leads to an effective Venturi tube formation and leads to higher velocity over the upper surface of the wing and thereby reducing pressure according the Bernoulli theorem and generating lift. -
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. -
Technology for Pressure-Instrumented Thin Airfoil Models
NASA-CR-3891 19850015493 NASA Contractor Report 3891 i 1 Technology for Pressure-Instrumented Thin Airfoil Models David A. Wigley ., ..... " .... _' /, !..... .,L_. '' CONTRACT NAS1-17571 MAY 1985 ( • " " c _J ._._l._,.. ¸_ - j, ;_.. , r_ '._:i , _ . ; . ,. NIA NASA Contractor Report 3891 Technology for Pressure-Instrumented Thin Airfoil Models David A. Wigley Applied Cryogenics & Materials Consultants, Inc. New Castle, Delaware Prepared for Langley Research Center under Contract NAS1-17571 N//X National Aeronautics and Space Administration Scientific and Technical InformationBranch 1985 Use of trademarks or names of manufacturers in this report does not constitute an official endorsement of such products or manufacturers, either expressed or implied, by the National Aeronautics and Space Administration. FINAL REPORT ON PHASE 1 OF NASA CONTRACT NASI-17571 "TECHNOLOGY FOR PRESSURE-INSTRUMENTED THIN AIRFOIL MODELS" PROJECT SU_IARY The objective of Phase 1 of this research was to identify, then select and evaluate, the most appropriate combination of materials and fabrication techniques required to produce a Pressure Instrumented Thin Airfoil model for testing in a Cryogenic wind Tunnel ( PITACT ). Particular attention was to be given to proving the feasability and reliability of each sub-stage and ensuring that they could be combined together without compromising the quality of the resultant segment or model. In order to provide a sharp focus for this research, experimental samples were to be fabricated as if they were trailing edge segments of a 6% thick supercritical airfoil, number 0631X7, scaled to a 325mm (13in.) chord, the maximum likely to be tested in the 13in. x 13in. adaptive wall test section of the 0.3m Transonic Cryogenic Tunnel at NASA Langley Research Center. -
Aerodynamics of High-Performance Wing Sails
Aerodynamics of High-Performance Wing Sails J. otto Scherer^ Some of tfie primary requirements for tiie design of wing sails are discussed. In particular, ttie requirements for maximizing thrust when sailing to windward and tacking downwind are presented. The results of water channel tests on six sail section shapes are also presented. These test results Include the data for the double-slotted flapped wing sail designed by David Hubbard for A. F. Dl Mauro's lYRU "C" class catamaran Patient Lady II. Introduction The propulsion system is probably the single most neglect ed area of yacht design. The conventional triangular "soft" sails, while simple, practical, and traditional, are a long way from being aerodynamically desirable. The aerodynamic driving force of the sails is, of course, just as large and just as important as the hydrodynamic resistance of the hull. Yet, designers will go to great lengths to fair hull lines and tank test hull shapes, while simply drawing a triangle on the plans to define the sails. There is no question in my mind that the application of the wealth of available airfoil technology will yield enormous gains in yacht performance when applied to sail design. Re cent years have seen the application of some of this technolo gy in the form of wing sails on the lYRU "C" class catamar ans. In this paper, I will review some of the aerodynamic re quirements of yacht sails which have led to the development of the wing sails. For purposes of discussion, we can divide sail require ments into three points of sailing: • Upwind and close reaching. -
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. -
Three Types of Horizontal Vortices Observed in Wildland Mass And
1624 JOURNAL OF CLIMATE AND APPLIED METEOROLOGY VOLUME26 Three Types of Horizontal Vortices Observed in Wildland Mas~ and Crown Fires DoNALD A. HAINES U.S. Department ofAgriculture, Forest Service, North Central Forest Experiment Station, East Lansing, Ml 48823 MAHLON C. SMITH Department ofMechanical Engineering, Michigan State University, East Lansing, Ml 48824 (Manuscript received 25 October 1986, in final form 4 May 1987) ABSTRACT Observation shows that three types of horizontal vortices may form during intense wildland fires. Two of these vortices are longitudinal relative to the ambient wind and the third is transverse. One of the longitudinal types, a vortex pair, occurs with extreme heat and low to moderate wind speeds. It may be a somewhat common structure on the flanks of intense crown fires when burning is concentrated along the fire's perimeter. The second longitudinal type, a single vortex, occurs with high winds and can dominate the entire fire. The third type, the transverse vortex, occurs on the upstream side of the convection column during intense burning and relatively low winds. These vortices are important because they contribute to fire spread and are a threat to fire fighter safety. This paper documents field observations of the vortices and supplies supportive meteorological and fuel data. The discussion includes applicable laboratory and conceptual studies in fluid flow and heat transfer that may apply to vortex formation. 1. Introduction experiments showed that when air flowed parallel to a heated metal ribbon that simulated the flank of a crown The occurrence of vertical vortices in wildland fires fire, a thin, buoyant plume capped with a vortex pair has been well documented as well as mathematically developed above the ribbon along its length. -
Active Control of Flow Over an Oscillating NACA 0012 Airfoil
Active Control of Flow over an Oscillating NACA 0012 Airfoil Dissertation Presented in Partial Fulfillment of the Requirements for the Degree Doctor of Philosophy in the Graduate School of The Ohio State University By David Armando Castañeda Vergara, M.S., B.S. Graduate Program in Aeronautical and Astronautical Engineering The Ohio State University 2020 Dissertation Committee: Dr. Mo Samimy, Advisor Dr. Datta Gaitonde Dr. Jim Gregory Dr. Miguel Visbal Dr. Nathan Webb c Copyright by David Armando Castañeda Vergara 2020 Abstract Dynamic stall (DS) is a time-dependent flow separation and stall phenomenon that occurs due to unsteady motion of a lifting surface. When the motion is sufficiently rapid, the flow can remain attached well beyond the static stall angle of attack. The eventual stall and dynamic stall vortex formation, convection, and shedding processes introduce large unsteady aerodynamic loads (lift, drag, and moment) which are undesirable. Dynamic stall occurs in many applications, including rotorcraft, micro aerial vehicles (MAVs), and wind turbines. This phenomenon typically occurs in rotorcraft applications over the rotor at high forward flight speeds or during maneuvers with high load factors. The primary adverse characteristic of dynamic stall is the onset of high torsional and vibrational loads on the rotor due to the associated unsteady aerodynamic forces. Nanosecond Dielectric Barrier Discharge (NS-DBD) actuators are flow control devices which can excite natural instabilities in the flow. These actuators have demonstrated the ability to delay or mitigate dynamic stall. To study the effect of an NS-DBD actuator on DS, a preliminary proof-of-concept experiment was conducted. This experiment examined the control of DS over a NACA 0015 airfoil; however, the setup had significant limitations. -
Hurricane Vortex Dynamics During Atlantic Extratropical Transition
714 JOURNAL OF THE ATMOSPHERIC SCIENCES VOLUME 65 Hurricane Vortex Dynamics during Atlantic Extratropical Transition CHRISTOPHER A. DAVIS National Center for Atmospheric Research,* Boulder, Colorado ϩ SARAH C. JONES AND MICHAEL RIEMER Universität Karlsruhe, Forschungszentrum Karlsruhe, Karlsruhe, Germany (Manuscript received 2 April 2007, in final form 6 July 2007) ABSTRACT Simulations of six Atlantic hurricanes are diagnosed to understand the behavior of realistic vortices in varying environments during the process of extratropical transition (ET). The simulations were performed in real time using the Advanced Research Weather Research and Forecasting (WRF) model (ARW), using a moving, storm-centered nest of either 4- or 1.33-km grid spacing. The six simulations, ranging from 45 to 96 h in length, provide realistic evolution of asymmetric precipitation structures, implying control by the synoptic scale, primarily through the vertical wind shear. The authors find that, as expected, the magnitude of the vortex tilt increases with increasing shear, but it is not until the shear approaches 20 m sϪ1 that the total vortex circulation decreases. Furthermore, the total vertical mass flux is proportional to the shear for shears less than about 20–25 m sϪ1, and therefore maximizes, not in the tropical phase, but rather during ET. This has important implications for predicting hurricane-induced perturbations of the midlatitude jet and its consequences on downstream predictability. Hurricane vortices in the sample resist shear by either adjusting their vertical structure through preces- sion (Helene 2006), forming an entirely new center (Irene 2005), or rapidly developing into a baroclinic cyclone in the presence of a favorable upper-tropospheric disturbance (Maria 2005). -
Diagnostic Techniques for MHD in Hypersonic Flows
UNIVERSITA’ DEGLI STUDI DI BOLOGNA FACULTY OF ELECTRICAL ENGINEERING SCIENTIFIC FIELD ING‐IND/31 XXII CYCLE Diagnostic Techniques for MHD in Hypersonic Flows PhD Thesis Veronica Maria Granciu Advisor: Chiar.mo Prof. CARLO ANGELO BORGHI Second Advisor: Prof. ANDREA CRISTOFOLINI Ph.D. Coordinator: Chiar.mo Prof. FRANCESCO NEGRINI Bologna, March 2010 UNIVERSITA’ DEGLI STUDI DI BOLOGNA FACULTY OF ELECTRICAL ENGINEERING SCIENTIFIC FIELD ING‐IND/31 XXII CYCLE Diagnostic Techniques for MHD in Hypersonic Flows PhD Thesis Veronica Maria Granciu Advisor: Chiar.mo Prof. CARLO ANGELO BORGHI Second Advisor: Prof. ANDREA CRISTOFOLINI Ph.D. Coordinator: Chiar.mo Prof. FRANCESCO NEGRINI Bologna, March 2010 ACKNOWLEDGEMENTS I would like to express my heartfelt gratitude to my advisors Professor Carlo Borghi and Professor Andrea Cristofolini for excellent guidance and motivation. Their encouragement and understanding during the study has been a source of inspiration for me. My special thank belongs to my lab co‐worker Gabriele, who gave me the first live taste of the beauty plasma research. It was a very great experience to work with him. Thanks Hugo! I’m also grateful to my colleagues Chiara and Fabio, “i plasmatici”, for their suggestions and moral support. In conclusion, I wish to dedicate this work to my family and to Marco, who offer me courage, hope and a lot of patience. Without his love, I never would have made it. Thank you for believing in me. Index INTRODUCTION .............................................................................................................. 1 PART I Diagnostic procedures theory Chapter 1 Microwave Transmission System 1.1 Introduction ............................................................................................... 5 1.2 Electromagnetic waves in collisionless plasma .......................................... 5 1.3 Electromagnetic waves in collisional plasma ……………………......................