DOCSLIB.ORG

2013 Ford Mustang Shelby GT500 | Tomball, TX | Ask Jorge Lopez

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
2013 Ford Mustang Shelby GT500 | Tomball, TX | Ask Jorge Lopez askjorgelopez.com Ask Jorge Lopez (866) 773-1396 22702 Tomball Parkway Tomball, TX 77375 2013 Ford Mustang Shelby GT500 View this car on our website at askjorgelopez.com/6800795/ebrochure Our Price $46,291 Specifications: Year: 2013 VIN: 1ZVBP8JZ5D5258858 Make: Ford Stock: D5258858 Model/Trim: Mustang Shelby GT500 Condition: Pre-Owned Body: Coupe Exterior: BLACK Engine: 5.8L 4V SUPERCHARGED V8 ENGINE Interior: Black Leather Mileage: 8,056 Drivetrain: Rear Wheel Drive Economy: City 15 / Highway 24 "Look at this 2013 Ford Mustang Shelby GT500. Its Manual transmission and Supercharged Gas V8 5.8L/355 engine will keep you going. This Ford Mustang comes equipped with these options: Unique Shelby rear diffuser, Unique rear decklid spoiler w/gurney flap, Unique front/rear fascia, Tire pressure monitoring system, Tire inflation kit, SYNC voice activated communications & entertainment system -inc: Bluetooth capability, steering wheel audio controls, USB port, audio input jack, 911 assist, vehicle health report, turn-by-turn navigation, real-time traffic, Sun visors w/illuminated vanity mirrors -inc: multi- purpose/interchangeable storage system, universal garage door opener, SOS Post crash alert system *Activates hazard lights & sounds horn upon airbag deployment*, SIRIUS satellite radio -inc: 6-month subscription *N/A in AK & HI*, and Shaker sound system -inc: AM/FM stereo, CD player, MP3 playback, (2) 90-watt amplifiers, (6) speakers, (2) 8"" subwoofers. See it for yourself at Tomball Ford, 22702 Tomball Parkway, Tomball, TX 77375." 2013 Ford Mustang Shelby GT500 Ask Jorge Lopez - (866) 773-1396 - View this car on our website at askjorgelopez.com/6800795/ebrochure Our Location : 2013 Ford Mustang Shelby GT500 Ask Jorge Lopez - (866) 773-1396 - View this car on our website at askjorgelopez.com/6800795/ebrochure Installed Options Interior - Locking center console -inc: armrest, storage bin - (2) covered cupholders - Front floor mats -inc: silver stitching & GT500 logo - Bright pedals - Leather & alcantara suede-wrapped tilt steering wheel -inc: audio controls - Brushed aluminum accented 6-gauge instrument cluster -inc: message center, compass, SVT graphics - MyColor 125-color gauge backlighting system - Pwr windows -inc: global front window open feature - Pwr door locks - Remote keyless entry - MyKey system -inc: top speed limiter, audio volume limiter, early low fuel warning, programmable sound chimes, Beltminder w/audio mute - Cruise control- SecuriLock passive anti-theft system (PATS) - Active anti-theft system -inc: perimeter/intrusion alarms- Manual climate control - Rear window defroster- (2) pwr points - Sun visors w/illuminated vanity mirrors -inc: multi-purpose/interchangeable storage system, universal garage door opener - Illuminated entry- Rear split fold-down seat - Leather sport bucket seats -inc: 6-way pwr driver seat w/pwr lumbar, 4-way adjustable headrests, racing stripes coordinated to exterior stripes, Alcantara suede accents Exterior - Pwr mirrors w/blind spot mirror- LED sequential tail lamps- LED fog lamps - HID headlamps- Unique Shelby rear diffuser- Unique rear decklid spoiler w/gurney flap - Unique front/rear fascia- Aluminum hood w/single large heat extractor - Tire inflation kit - P265/40R19 front & P285/35R20 Goodyear Eagle F1 tires - 19" x 9.5" painted aluminum wheels -inc: 20" x 9.5" rear wheels Safety - Locking center console -inc: armrest, storage bin - (2) covered cupholders - Front floor mats -inc: silver stitching & GT500 logo - Bright pedals - Leather & alcantara suede-wrapped tilt steering wheel -inc: audio controls - Brushed aluminum accented 6-gauge instrument cluster -inc: message center, compass, SVT graphics - MyColor 125-color gauge backlighting system - Pwr windows -inc: global front window open feature - Pwr door locks - Remote keyless entry - MyKey system -inc: top speed limiter, audio volume limiter, early low fuel warning, programmable sound chimes, Beltminder w/audio mute - Cruise control- SecuriLock passive anti-theft system (PATS) - Active anti-theft system -inc: perimeter/intrusion alarms- Manual climate control - Rear window defroster- (2) pwr points - Sun visors w/illuminated vanity mirrors -inc: multi-purpose/interchangeable storage system, universal garage door opener - Illuminated entry- Rear split fold-down seat - Leather sport bucket seats -inc: 6-way pwr driver seat w/pwr lumbar, 4-way adjustable headrests, racing stripes coordinated to exterior stripes, Alcantara suede accents Mechanical - Easy Fuel capless fuel filler system- Quad stainless steel exhaust w/3.5" tips - Pwr vented 4-wheel disc brakes -inc: Brembo front rotors & calipers - Driver selectable electric pwr-assist steering (EPAS)- 3.31 limited slip rear axle - Rear wheel drive- 6-speed Tremec manual transmission - 5.8L 4V supercharged V8 engine Option Packages Factory Installed Packages - 5.8L 4V SUPERCHARGED V8 ENGINE Ask Jorge Lopez askjorgelopez.com (866) 773-1396 22702 Tomball Parkway Tomball, TX 77375 © 2021 AutoRevo - All rights reserved. - Powered by AutoRevo.
Load more

Recommended publications
  • Final Annual Activity Report 2014
    Final Annual Activity Report 2014 This report is provided in accordance with Articles 8 (k) and 20 (1) of the Statutes of the Clean Sky 2 Joint Undertaking annexed to the Council Regulation (EU) No 558/2014 and with Article 20 of the Financial Rules of Clean Sky 2 Joint Undertaking. ~ Page intentionally left blank ~ CS-GB-2015-06-23 Doc9 Final AAR 2014 2 Table of Contents 1. EXECUTIVE SUMMARY 5 2. INTRODUCTION 7 3. KEY OBJECTIVES AND ASSOCIATED RISKS 10 3.1 CLEAN SKY PROGRAMME - ACHIEVEMENT OF OBJECTIVES 10 3.2 CLEAN SKY 2 PROGRAMME - ACHIEVEMENT OF OBJECTIVES 16 4. RISK MANAGEMENT 18 4.1 GENERAL APPROACH TO RISK MANAGEMENT 18 4.2 JU LEVEL RISKS 19 4.3 CLEAN SKY PROGRAMME LEVEL RISKS 23 4.4 CLEAN SKY 2 PROGRAMME LEVEL RISKS 24 5. GOVERNANCE 26 5.1 GOVERNING BOARD 26 5.2 EXECUTIVE DIRECTOR 28 5.3 STEERING COMMITTEES 28 5.4 SCIENTIFIC AND TECHNICAL ADVISORY BOARD/ SCIENTIFIC COMMITTEE 28 5.5 STATES REPRESENTATIVES GROUP 29 6. RESEARCH ACTIVITIES 31 6.1 CLEAN SKY PROGRAMME - REMINDER OF RESEARCH OBJECTIVES 31 6.1.1 General information 32 6.1.2 SFWA - Smart Fixed Wing Aircraft ITD 34 6.1.3 GRA – Green Regional Aircraft ITD 40 6.1.4 GRC – Green Rotorcraft ITD 47 6.1.5 SAGE – Sustainable and Green Engine 52 6.1.6 SGO – Systems for Green Operations ITD 55 6.1.7 ECO – Eco-Design ITD 60 6.1.8 TE – Technology Evaluator 64 6.2 CLEAN SKY 2 PROGRAMME – REMINDER OF RESEARCH OBJECTIVES 70 6.2.1 General information 74 6.2.2 LPA – Large Passenger Aircraft IADP 75 6.2.3 REG – Regional Aircraft IADP 79 6.2.4 FRC – Fast Rotorcraft IADP 82 6.2.5 AIR– Airframe ITD 86 6.2.6 ENG – Engines ITD 91 6.2.7 SYS – Systems ITD 95 6.2.8 SAT – Small Air Transport Transverse Activity 99 6.2.9 ECO – Eco Design Transverse Activity 100 6.2.10 TE – Technology Evaluator 100 7.
    [Show full text]
  • Effects of Gurney Flap on Supercritical and Natural Laminar Flow Transonic Aerofoil Performance
    Effects of Gurney Flap on Supercritical and Natural Laminar Flow Transonic Aerofoil Performance Ho Chun Raybin Yu March 2015 MPhil Thesis Department of Mechanical Engineering The University of Sheffield Project Supervisor: Prof N. Qin Thesis submitted to the University of Sheffield in partial fulfilment of the requirements for the degree of Master of Philosophy Abstract The aerodynamic effect of a novel combination of a Gurney flap and shockbump on RAE2822 supercritical aerofoil and RAE5243 Natural Laminar Flow (NLF) aerofoil is investigated by solving the two-dimensional steady Reynolds-averaged Navier-Stokes (RANS) equation. The shockbump geometry is predetermined and pre-optimised on a specific designed condition. This study investigated Gurney flap height range from 0.1% to 0.7% aerofoil chord length. The drag benefits of camber modification against a retrofit Gurney flap was also investigated. The results indicate that a Gurney flap has the ability to move shock downstream on both types of aerofoil. A significant lift-to-drag improvement is shown on the RAE2822, however, no improvement is illustrated on the RAE5243 NLF. The results suggest that a Gurney flap may lead to drag reduction in high lift regions, thus, increasing the lift-to-drag ratio before stall. Page 2 Dedication I dedicate this thesis to my beloved grandmother Sandy Yip who passed away during the course of my research, thank you so much for the support, I love you grandma. This difficult journey would not have completed without the deep understanding, support, motivation, encouragement and unconditional love from my beloved parents Maggie and James and my brother Billy.
    [Show full text]
  • Wake Vortex Alleviation Using Rapidly Actuated Segmented Gurney Flaps
    WAKE VORTEX ALLEVIATION USING RAPIDLY ACTUATED SEGMENTED GURNEY FLAPS by Claude G. Matalanis and John K. Eaton Prepared with support from the The Stanford Thermal and Fluid Sciences Affiliates and the Office of Naval Research Report No. 102 Flow Physics and Computation Division Department of Mechanical Engineering Stanford University Stanford, CA 94305-3030 January 2007 c Copyright 2007 by Claude G. Matalanis All Rights Reserved ii Abstract All bodies that generate lift also generate circulation. The circulation generated by large commercial aircraft remains in their wake in the form of trailing vortices. These vortices can be hazardous to following aircraft due to their strength and persistence. To account for this, airports abide by spacing rules which govern the frequency with which aircraft can take-off and land from their runways when operating in instrument flight rules. These spacing rules have become the limiting factor on increasing airport capacity, and with the increases in air travel predicted for the near future, the problem is becoming more urgent. One way of approaching this problem is active wake alleviation. The basic idea is to actively embed perturbations in the trailing vortex system of an aircraft which will excite natural instabilities in the wake. The instabilities should result in a wake which is benign to following aircraft in less time than would normally be required, allowing for a reduction in current spacing rules. The main difficulty with such an approach is in achieving perturbations large enough to excite instability without significantly degrading aircraft performance. Rapidly actuated segmented Gurney flaps, also known as Miniature Trailing Edge Ef- fectors (MiTEs), have shown great potential in solving various aerodynamic problems.
    [Show full text]
  • Numerical Investigation for the Enhancement of the Aerodynamic Characteristics of an Aerofoil by Using a Gurney Flap
    International Journal of GEOMATE, June, 2017, Vol.12 Issue 34, pp. 21-27 Geotec., Const. Mat. & Env., ISSN:2186-2990, Japan, DOI: http://dx.doi.org/10.21660/2017.34.2650 NUMERICAL INVESTIGATION FOR THE ENHANCEMENT OF THE AERODYNAMIC CHARACTERISTICS OF AN AEROFOIL BY USING A GURNEY FLAP Julanda Al-Mawali1 and *Sam M Dakka2 1,2Department of Engineering and Math, Sheffield Hallam University, Howard Street, Sheffield S1 1WB, UK *Corresponding Author, Received: 13 May 2016, Revised: 17 July 2016, Accepted: 28 Nov. 2016 ABSTRACT: Numerical investigation was carried out to determine the effect of a Gurney Flap on NACA 0012 aerofoil performance with emphasis on Unmanned Air Vehicles applications. The study examined different configurations of Gurney Flaps at high Reynolds number of 푅푒 = 3.6 × 105 in order to determine the optimal configuration. The Gurney flap was tested at different heights, locations and mounting angles. Compared to the clean aerofoil, the study found that adding the Gurney Flap increased the maximum lift coefficient by19%, 22%, 28%, 40% and 45% for the Gurney Flap height of 1%C, 1.5%C, 2%C, 3%C and 4%C respectively, C represents the chord of the aerofoil. However, it was also found that increasing the height of the gurney beyond 2%C leads to a decrease in the overall performance of the aerofoil due to the significant increase in drag penalty. Thus, the optimal height of the Gurney flap for the NACA 0012 aerofoil was found to be 2%C as it improves the overall performance of the aerofoil by 21%.
    [Show full text]
  • General Aviation Aircraft Design
    Contents 1. The Aircraft Design Process 3.2 Constraint Analysis 57 3.2.1 General Methodology 58 1.1 Introduction 2 3.2.2 Introduction of Stall Speed Limits into 1.1.1 The Content of this Chapter 5 the Constraint Diagram 65 1.1.2 Important Elements of a New Aircraft 3.3 Introduction to Trade Studies 66 Design 5 3.3.1 Step-by-step: Stall Speed e Cruise Speed 1.2 General Process of Aircraft Design 11 Carpet Plot 67 1.2.1 Common Description of the Design Process 11 3.3.2 Design of Experiments 69 1.2.2 Important Regulatory Concepts 13 3.3.3 Cost Functions 72 1.3 Aircraft Design Algorithm 15 Exercises 74 1.3.1 Conceptual Design Algorithm for a GA Variables 75 Aircraft 16 1.3.2 Implementation of the Conceptual 4. Aircraft Conceptual Layout Design Algorithm 16 1.4 Elements of Project Engineering 19 4.1 Introduction 77 1.4.1 Gantt Diagrams 19 4.1.1 The Content of this Chapter 78 1.4.2 Fishbone Diagram for Preliminary 4.1.2 Requirements, Mission, and Applicable Regulations 78 Airplane Design 19 4.1.3 Past and Present Directions in Aircraft Design 79 1.4.3 Managing Compliance with Project 4.1.4 Aircraft Component Recognition 79 Requirements 21 4.2 The Fundamentals of the Configuration Layout 82 1.4.4 Project Plan and Task Management 21 4.2.1 Vertical Wing Location 82 1.4.5 Quality Function Deployment and a House 4.2.2 Wing Configuration 86 of Quality 21 4.2.3 Wing Dihedral 86 1.5 Presenting the Design Project 27 4.2.4 Wing Structural Configuration 87 Variables 32 4.2.5 Cabin Configurations 88 References 32 4.2.6 Propeller Configuration 89 4.2.7 Engine Placement 89 2.
    [Show full text]
  • Vestas Annual Report 2015 · Group Performance ­VESTAS FACTS
    Technology “ The introduction of the V136-3.45 MW™ turbine as well as various other upgrades once again proves our ability to develop very competitive offerings based on our existing product portfolio – and with a time-to-market consistent with our customers’ needs.” Anders Vedel Executive Vice President & CTO Vestas’ technology strategy During 2015, the 3 MW variants have increased their potential and Being the global wind leader requires a long-term line of sight in tech- were upgraded to a higher wind class. Also included was an upgrade nology development. ­­Vestas continuously strives to bring commercially of standard rating to 3.45 MW, power modes of up to 3.6 MW (except relevant products to the market in a profitable way. The Vestas technol- on the V136-3.45 MW™), tower heights of up to 166 metres and the ogy strategy derives its strength from a market-driven product devel- introduction of a next-generation advanced control system. The new opment and extensive testing at Vestas’ test facility in Denmark – the control system is significantly faster, and available input/output sig- largest test facility in the wind power industry. This enables Vestas to nals are significantly increased to secure availability to meet future continuously innovate new and integrate proven technologies to cre- requirements. ate high-performing products and services in pursuit of the over-riding objective: lowering the cost of energy. V136-3.45 MW™ turbine introduced In September 2015, Vestas introduced the V136-3.45 MW™ turbine, By building on existing platforms – the 2 MW and 3 MW – and using the latest and as yet largest addition to the 3 MW wind turbine family, standardised and modularised “building blocks”, it has been possible demonstrating the strong technological capabilities of the platform to offer energy-effective solutions for a wide variety of wind regimes and how far Vestas has come in utilising the advantages of standardi- across the global wind energy markets, but with minimal additional sation and modularisation.
    [Show full text]
  • THE GURNEY FLAP by Sergio Montes
    THE GURNEY FLAP by Sergio Montes Gurney flaps are bent strips attached to the trailing edge of an airfoil, normally no larger than about 2 to 5% of the chord. They have a profound effect on the lift but in many cases a surprisingly small effect on drag. They defy what conventional wisdom would recommend as good aerodynamic practice. The name of this flap derives from American car driver Dan Gurney, who sought to increase the downward force of a wing fitted at the rear of his Indy car in the 1960's. He thought that he could get even more down-force by blocking the flow on the top of the wing with a dam at the trailing edge. Aerodynamicists who heard of this idea were not supportive, fearing that this dam might act like a spoiler and reduce the downward force rather than increase it. One of the considerations in the Circulation Theory of Lift is that the flow from the upper and lower surfaces of the trailing edge must smoothly merge in the wake. It seemed reasonable to expect that the Gurney flap would interfere with this requirement. However, a very similar scheme called the "split flap" was used on airplanes as far back as the 1930's. This is a fairly simple device consisting of a hinged plate covering the last 20% of chord on the bottom of the trailing edge. The device is deployed during landings. In the 1940's, NACA ran many two-dimensional wind tunnel tests of airfoils with and without split flaps.
    [Show full text]
  • The Development and Improvement of Instructions
    WIND TUNNEL AND FLIGHT TESTING OF ACTIVE FLOW CONTROL ON A UAV A Thesis by YOGESH BABBAR Submitted to the Office of Graduate Studies of Texas A&M University in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE May 2010 Major Subject: Aerospace Engineering WIND TUNNEL AND FLIGHT TESTING OF ACTIVE FLOW CONTROL ON A UAV A Thesis by YOGESH BABBAR Submitted to the Office of Graduate Studies of Texas A&M University in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Approved by: Co-Chairs of Committee, Othon K. Rediniotis John Valasek Committee Member, Mark T. Holtzapple Head of Department, Dimitris C. Lagoudas May 2010 Major Subject: Aerospace Engineering iii ABSTRACT Wind Tunnel and Flight Testing of Active Flow Control on a UAV. (May 2010) Yogesh Babbar, B.E., Punjab Engineering College, Chandigarh, India Co-Chairs of Advisory Committee: Dr. Othon K. Rediniotis Dr. John Valasek Active flow control has been extensively explored in wind tunnel studies but successful in-flight implementation of an active flow control technology still remains a challenge. This thesis presents implementation of active flow control technology on- board a 33% scale Extra 330S ARF aircraft, wind tunnel studies and flight testing of fluidic actuators. The design and construction of the pulsed blowing system for stall suppression (LE actuator) and continuous blowing system for roll control (TE actuator) and pitch control have been presented. Full scale wind tunnel testing in 7’×10’ Oran W. Nicks low speed wind tunnel shows that the TE actuators are about 50% effective as the conventional ailerons.
    [Show full text]
  • Numerical Investigation of an Airfoil with a Gurney Flap
    Numerical investigation of an airfoil with a Gurney flap Cory S. Jang�, James C. Ross�, Russell M. Cummings� � California Polytechnic State University, San Luis Obispo, CA 93407, USA � NASA Ames Research Center, Moffett Field, CA 94035, USA Abstract A two-dimensional numerical investigation was performed to determine the effect of a Gurney flap on a NACA 4412 airfoil. A Gurney flap is a flat plate on the order of 1—3% of the airfoil chord in length, oriented perpendicular to the chord line and located on the airfoil windward side at the trailing edge. The flowfield around the airfoil was numerically predicted using INS2D, an incompressible Navier—Stokes solver, and the one-equation turbulence model of Baldwin and Barth. Gurney flap sizes of 0.5%, 1.0%, 1.25%, 1.5%, 2.0%, and 3.0% of the airfoil chord were studied. Computational results were compared with available experi­ mental results. The numerical solutions show that some Gurney flaps increase the airfoil lift coefficient with only a slight increase in drag coefficient. Use of a 1.5% chord length Gurney flap increases the airfoil lift � + coefficient by C� 0.3 and decreases the angle of attack required to obtain a given lift coefficient by �� '! ��� 3°. The numerical solutions show the details of the flow structure at the trailing edge and provide a possible explanation for the increased aerodynamic performance. Nomenclature c airfoil reference chord e, f inviscid flux terms in x, y directions, respectively " C� sectional drag coefficient ( d/q�c) e�, f� viscous flux terms in x, y directions, respectively
    [Show full text]
  • Aussie Invader Airbrake Design by Paul Martin
    Aussie Invader Airbrake Design by Paul Martin When I design anything, my first step is to create a succinct reference. At the most elementary level, it is the answer to the question, “What is the goal?” So, in relation to the Aussie Invader airbrakes, I asked the question, “What do the airbrakes have to do?” The answer is of course, “To provide a means to decelerate the vehicle from 1000 mph rapidly in a controlled manner.” This retardation can best be achieved by creating a drag force that resists the direction of forward movement of the car. Aerodynamic drag is due firstly to the creation of a high-pressure region on the oncoming face of the airbrake. This is the side one Current Aussie Invader Airbrake - Engineered by Paul Martin, 3D Drawing would see if you stood next to the by Luis Boncristiano nose and looked rearward. Secondly, drag is enhanced by creating a low-pressure region on the trailing face of the airbrake. Thirdly, significant wave drag is accrued when the airbrakes are deployed supersonically. Good engineering may be best described as “the ability to optimise compromises”. The airbrakes on the Aussie Invader are a good example of this maxim. For example, for packaging reasons, the Invader’s airbrakes are limited to having a 650mm long chord with a 440mm wide span. The result is an aspect ratio (span to chord ratio) of 0.68 which is very low. [Aspect ratio is defined for a rectangular planform as the ratio of span to chord. It is a measure of how efficient or 2-Dimensional the flow is over the wing (or plate)].
    [Show full text]
  • Improving Aircraft Performance with Plasma Actuators
    Improving Aircraft Performance with Plasma Actuators Dr Huu Duc Vo Dr Njuki W Mureithi IMPROVING AIRCRAFT PERFORMANCE WITH PLASMA ACTUATORS Aeroplanes are required to change their trajectory many times during a flight. A system of adjustable surfaces that manage lift is typically used to meet this requirement. However, Dr Huu Duc Vo and Dr Njuki Mureithi from École Polytechnique de Montréal, Canada, have been working on a totally different approach to flight control – and it may eliminate the need for the adjustable surfaces, which can be inefficient, especially from an economics point of view. Engineering at École Polytechnique de Montréal, Canada, are among the leaders in the field of plasma actuation, and are seeking to establish their approach as an alternative to traditional flight control systems. Their ultimate goal is to improve aircraft performance and efficiency, resulting in cheaper aircraft acquisition and operating Dielectric Barrier Discharge actuator concept (left) and top view of plasma costs as well as lower aircraft carbon generated by actuator (right) emissions through a lighter, thus more fuel-efficient, airframe. Plasma Actuation: A New Approach to electric motors, flight control still relies Benefits of Plasma Actuation Flight Control on movable surfaces that alter lift by changing the flow curvature over Plasma actuators are based on the Flight control systems are a wings and tail planes. The support and formation of what is known as ‘plasma’ fundamental feature of all aircraft. These pivot mechanisms associated with between two electrodes – one of which systems change the lift over individual these surfaces add to the weight and is exposed to the air while the other wings and tail planes to provide the mechanical complexity of an airframe, is hidden in an insulating material moment (or torque) for roll, pitch and thus contributing to the operating (fuel), (dielectric).
    [Show full text]
  • Effect of Active Gurney Flaps on Overall Helicopter Flight Envelope
    Pastrikakis, V. A., Steijl, R., and Barakos, G. N. (2016) Effect of active gurney flaps on overall helicopter flight envelope. Aeronautical Journal. There may be differences between this version and the published version. You are advised to consult the publisher’s version if you wish to cite from it. http://eprints.gla.ac.uk/116751/ Deposited on: 21 June 2016 Enlighten – Research publications by members of the University of Glasgow http://eprints.gla.ac.uk Effect of Active Gurney Flaps on Overall Helicopter Flight Envelope V. A. Pastrikakis,∗ Ren´eSteijl,† and G. N. Barakos‡ CFD Laboratory, School of Engineering, University of Glasgow This paper presents a study of the W3-Sokol main rotor equipped with Gurney flaps. The effect of the a active Gurney is tested at low and high forward flight speeds to draw conclusions about the potential enhancement of the rotorcraft performance for the whole flight envelope. The effect of the flap on the trimming and handling of a full helicopter is also investigated. Fluid and structure dynamics were coupled in all cases, and the rotor was trimmed at different thrust coefficients. The Gurney proved to be efficient at medium to high advance ratios, where the power requirements of the rotor were decreased by up to 3.3%. However, the 1/rev actuation of the flap might be an issue for the trimming and handling of the helicopter. The current study builds on the idea that any active mechanism operating on a rotor could alter the dynamics and the handling of the helicopter. A closed loop actuation of the Gurney flap was put forward based on a pressure divergence criterion, and it led to further enhancement of the aerodynamic performance.
    [Show full text]