Effects of Rotor Contamination on Gyroplane Flight Performance
Total Page:16
File Type:pdf, Size:1020Kb

Load more
Recommended publications
-
215293694.Pdf
EFFECTS OF A WINGTIP-MOUNTED PROPELLER ON WING LIFT, INDUCED DRAG, AND SHED VORTEX PATTERN By MELVIN H. SNYDER, JR. II Bachelor of Science in Mechanical Engineering Carnegie Institute of Technology Pittsburgh, Pennsylvania 1947 Master of Science in Aeronautical Engineering Wichita State University Wichita, Kansas 1950 Submitted to the Faculty of the Graduate College of the Oklahoma State University in partial fulfillment of the requirements for the Degree of DOCTOR OF PHILOSOPHY May, 1967 OKLAHOMA STATE UNIVERSrrf LIBRARY JAN 18 1968 EFFECTS OF A WINGTIP-MOUNTED PROPELLER·· --..-.- --., ON WING LIFT, INDUCED DRAG, AND SHED VORTEX PATTERN Thesis Approved: Deanoa~ of the Graduate College 660169 ii PREFACE The subject of induced drag is one that is both intriguing and frustrating to an aerodynamicist. It is the penalty that must be paid for producing lift using a wing having a finite span. Induced drag is drag that would be present even in a perfect (inviscid) fluid. Also present is the trailing vortex which produces the induced drag. It was desired to determine whether it was possible to combine the swirling of a propeller slipstream with the trailing wing vortex in ways such that the wing loading would be affected and the induced drag either increased or decreased. This paper reports the results of a wind tunnel testing program designed to examine this idea. Indebtedness is acknowledged to the National Science Foundation for the financial support through a Science Faculty Fellowship, which made possible graduate study at Oklahoma State University. Acknowledgement is gratefully made of the guidance and encouragement of Dr. G. W. -
Montgomerie-Bensen B8MR, G-BXDC
Montgomerie-Bensen B8MR, G-BXDC AAIB Bulletin No: 1/2001 Ref: EW/C2000/04/03 - Category: 2.3 Aircraft Type and Registration: Montgomerie-Bensen B8MR, G-BXDC No & Type of Engines: 1 Rotax 582 piston engine Year of Manufacture: 1999 Date & Time (UTC): 16 April 2000 at 1411 hrs Location: Carlisle Airport, Cumbria Type of Flight: Private Persons on Board: Crew - 1 - Passengers - None Injuries: Crew - 1 - Passengers - N/A Nature of Damage: Aircraft destroyed Commander's Licence: Private Pilot's Licence (gyroplanes) Commander's Age: 51 years Commander's Flying Experience: 67 hours (of which 30 were on type) Last 90 days - 44 hours Last 28 days - 43 hours Information Source: AAIB Field Investigation Background information The pilot first showed an active interest in autogyros when in March 1999 he visited Carlisle Airport for a trial lesson. He had not flown before and enjoyed the experience so much that he flew again the same day and agreed to embark on a formal training programme with an instructor who was authorised by the CAA to conduct dual and single seat autogyro training as well as flight examinations. The instructor reported that his student approached all matters to do with his flying 'with a great deal of enthusiasm and a fair degree of ability'. From the start of his course until January 2000 the pilot undertook dual instruction, mainly at weekends, on a two seater VPM M16 autogyro. By March 2000 he was sufficiently experienced to transfer to the 'open frame' single-seat Benson autogyro. He flew this for approximately 20 hours, carrying out mainly short 'hops' along the length of the runway and practising balancing on the main wheels before progressing to flying the aircraft in the visual circuit and carrying out general handling exercises. -
Book Reviews the SYCAMORE SEEDS
Afterburner Book Reviews THE SYCAMORE SEEDS Early British Helicopter only to be smashed the following night in a gale. The book then covers the Cierva story in some detail, the Development chapter including, out of context, two paragraphs on By C E MacKay the Brennan propeller-driven rotor driven helicopter [helicogyro] fl own in 1924 at Farnborough but Distributed by A MacKay, 87 Knightscliffe Avenue, aborted by the Air Ministry the next year, stating that Netherton, Glasgow G13 2RX, UK (E charlese87@ there was no future for the helicopter and backing btinternet.com). 2014. 218pp. Illustrated. £12.95. Cierva’s autogyro programme contracting Avro to build ISBN 978-0-9573443-3-4. the fi rst British machines. Good coverage is given to the range of Cierva autogyros culminating in the Avro Given the paucity of coverage of British helicopter C30 Rota and its service use by the RAF. development I approached this slim (218 A5 pp) The heart of the book begins with a quotation: publication with interest. While autogyros have been “Morris, I want you to make me blades, helicopter well documented, Charnov and Ord-Hume giving blades,” with which William Weir, the fi rst Air Minister, exhaustive and well documented treatments of the founder of the RAF and supporter of Cierva, brought helicopter’s predecessor, the transition to the directly furniture maker H Morris & Co into the history of driven rotor of the helicopter is somewhat lacking. rotorcraft pulling in designers Bennett, Watson, Unfortunately MacKay’s book only contributes a Nisbet and Pullin with test pilots Marsh and Brie fi nal and short chapter to the ‘British Helicopter’ to form his team. -
Aerodynamic Design of the A400m High-Lift System
26TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES AERODYNAMIC DESIGN OF THE A400M HIGH-LIFT SYSTEM DANIEL RECKZEH Airbus, Aerodynamics Domain Bremen, Germany [email protected] Keywords: Aerodynamic Design, High-Lift, Propeller, Fixed Vane Flap Abstract altitudes, logistic and tactical missions, unpaved runway operations) dictate a much different The aerodynamic design of the A400M configuration than for a civil transport aircraft. high-lift system is characterized by The configuration optimisation must consider requirements very dissimilar to the design of all aspects of the design, and achieve a proper “classical” Airbus high-lift wings. The balance between aerodynamic performance, requirements for the “Airdrop-mission” weight, handling characteristics, integrated (parachutist & load dropping) provide logistic support, cost, amongst many other additional design constraints for the layout of aspects. the high-lift system. Leading edge devices were avoided to keep system complexity low. This required a carefully integrated design of the wing leading edge profile & the nacelle shapes. The interaction of the propeller wakes with the wing appeared to be a major effect on the high-lift wing flow topology with significant impact on its maximum lift performance. Fixed-Vane-Flaps on simple Dropped- Hinge Kinematics were selected as trailing edge system solution. While being beneficial for lower system complexity and weight the layout represented a significant challenge for an Fig. 1: Airbus A400M optimised aerodynamic design. The solution therefore had to be carefully optimised in As a result of all of these considerations, several loops with the use of intensive high- several features of the wing configuration are Reynolds number windtunnel testing in direct significantly different from normal Airbus coupling with the CFD-based design work. -
Over Thirty Years After the Wright Brothers
ver thirty years after the Wright Brothers absolutely right in terms of a so-called “pure” helicop- attained powered, heavier-than-air, fixed-wing ter. However, the quest for speed in rotary-wing flight Oflight in the United States, Germany astounded drove designers to consider another option: the com- the world in 1936 with demonstrations of the vertical pound helicopter. flight capabilities of the side-by-side rotor Focke Fw 61, The definition of a “compound helicopter” is open to which eclipsed all previous attempts at controlled verti- debate (see sidebar). Although many contend that aug- cal flight. However, even its overall performance was mented forward propulsion is all that is necessary to modest, particularly with regards to forward speed. Even place a helicopter in the “compound” category, others after Igor Sikorsky perfected the now-classic configura- insist that it need only possess some form of augment- tion of a large single main rotor and a smaller anti- ed lift, or that it must have both. Focusing on what torque tail rotor a few years later, speed was still limited could be called “propulsive compounds,” the following in comparison to that of the helicopter’s fixed-wing pages provide a broad overview of the different helicop- brethren. Although Sikorsky’s basic design withstood ters that have been flown over the years with some sort the test of time and became the dominant helicopter of auxiliary propulsion unit: one or more propellers or configuration worldwide (approximately 95% today), jet engines. This survey also gives a brief look at the all helicopters currently in service suffer from one pri- ways in which different manufacturers have chosen to mary limitation: the inability to achieve forward speeds approach the problem of increased forward speed while much greater than 200 kt (230 mph). -
Modelling the Propeller Slipstream Effect on the Longitudinal Stability and Control
Modelling the Propeller Slipstream Effect on the Longitudinal Stability and Control Thijs Bouquet Technische Universiteit Delft MODELLINGTHE PROPELLER SLIPSTREAM EFFECT ON THE LONGITUDINAL STABILITY AND CONTROL by Thijs Bouquet in partial fulfillment of the requirements for the degree of Master of Science in Aerospace Engineering at the Delft University of Technology, to be defended publicly on Friday January 22, 2016 at 1:30 PM. Supervisors: Prof. dr. ir. L. L. M. Veldhuis Dr. ir. R. Vos Thesis committee: Dr. ir. E. van Kampen TU Delft An electronic version of this thesis is available at http://repository.tudelft.nl/. Thesis registration number: 069#16#MT#FPP ACKNOWLEDGEMENTS This thesis marks the conclusion of my time as a student at the faculty of Aerospace Engineering of Delft Uni- versity of Technology. This was no small feat, which could not have been done without the help of others, I would therefore like to express my gratitude. First of all, I would like to thank my supervisors, Dr.ir.Roelof Vos and Prof.dr.ir.Leo Veldhuis, for their guid- ance, support and feedback throughout the past year. Secondly, I would like to thank Dr.ir.Erik-Jan van Kam- pen for being a part of my thesis committee. I would also like to thank my friends and colleagues for their support. A special mention has to be made for the students of ’Kamertje-1’, whose mutual goals created a sense of camaraderie which motivated me greatly. Finally, I would like to thank my family, who were never more than a phone call away to support and en- courage me throughout my entire education. -
DYNAMIC MODELING of AUTOROTATION for SIMULTANEOUS LIFT and WIND ENERGY EXTRACTION by SADAF MACKERTICH B.S. Rochester Institute O
DYNAMIC MODELING OF AUTOROTATION FOR SIMULTANEOUS LIFT AND WIND ENERGY EXTRACTION by SADAF MACKERTICH B.S. Rochester Institute of Technology, 2012 A thesis submitted in partial fulfilment of the requirements for the degree of Master of Science in the Department of Mechanical and Aerospace Engineering in the College of Engineering and Computer Science at the University of Central Florida Orlando, Florida Spring Term 2016 Major Professor: Tuhin Das c 2016 Sadaf Mackertich ii ABSTRACT The goal of this thesis is to develop a multi-body dynamics model of autorotation with the objective of studying its application in energy harvesting. A rotor undergoing autorotation is termed an Autogyro. In the autorotation mode, the rotor is unpowered and its interaction with the wind causes an upward thrust force. The theory of an autorotating rotorcraft was originally studied for achieving safe flight at low speeds and later used for safe descent of helicopters under engine failure. The concept can potentially be used as a means to collect high-altitude wind energy. Autorotation is inherently a dynamic process and requires detailed models for characterization. Existing models of autorotation assume steady operating conditions with constant angu- lar velocity of the rotor. The models provide spatially averaged aerodynamic forces and torques. While these steady-autorotation models are used to create a basis for the dynamic model developed in this thesis, the latter uses a Lagrangian formulation to determine the equations of motion. The aerodynamic effects on the blades that produce thrust forces, in- plane torques, and out-of-plane torques, are modeled as non-conservative forces within the Lagrangian framework. -
Aviation Safety Letter Produce a Flurry of Re-Circulating Snow, Reducing Local Visibility and Causing Whiteout Conditions
Transport Transports Canada Canada Transport Transports aviation safety in history Canada Canada TP 185E A Issue 1/2008 viation Safety in History 1907—The Helicopter’s Chaotic Beginnings by Guy Houdin, Chief, Aviation Terminology Standardization, Policy and Regulatory Services, Civil Aviation, Transport Canada In those days, the safety of humans and machines was a concept that was buried in the subconscious. What mattered most was rising up, flying in the air, and landing without damaging the machine, or “beating up” the pilot. But first, the sky had to be iation Safety in History conquered and mastered. Av On July 14, 2007, I was watching the military parade, ones to witness this first successful flight, and although celebrating France’s National Day in Paris, on television. others before him—such as Léger in Monaco, Bréguet Approximately one hundred aircraft had been invited to and Vollumard in Douai, France—had some good, but less Snow Landing and Take-off Techniques for Helicopters the event. The airplanes started the procession down the convincing, attempts, historians retained November 13, 1907, Champs-Élysées, followed by the troops on foot and in as the birth date of free flight by a rotary wing aircraft. Throughout the course of winter operations, helicopters face a significant hazard associated with takeoffs, vehicles, and then about 30 helicopters brought up the landings and hovering when the ground is covered with fresh or light snow. The rotor down wash can rear. When you could barely see them, high above the La aviation safety letter produce a flurry of re-circulating snow, reducing local visibility and causing whiteout conditions. -
A Numerical Blade Element Approach to Estimating Propeller Flowfields
A Numerical Blade Element Approach to Estimating Propeller Flowfields Douglas F. Hunsaker∗ Brigham Young University, Provo, UT, 84606, USA A numerical method is presented as a low computational cost approach to modeling an induced propeller flowfield. This method uses blade element theory coupled with momen- tum equations to predict the axial and tangential velocities within the slipstream of the propeller, without the small angle approximation assumption common to most propeller models. The approach is of significant importance in the design of tail-sitter vertical take- off and landing (VTOL) aircraft, where the propeller slipstream is the primary source of air flow past the wings in some flight conditions. The algorithm is presented, the model is characterized, and the results (including the results of coupling the propeller model with a lifting-line aerodynamic model) are compared with published experimental data. Nomenclature Bd = slipstream development factor b = number of blades Cl = section coefficient of lift cb = blade section chord Dp = propeller diameter J = advance ratio N = number of blade sections Rp = propeller radius r = radial distance from propeller axis s = normal distance to propeller plane Vi = blade section total induced velocity Vθi = blade section induced tangential velocity α = angle of attack to freestream βt = geometric angle of attack at propeller tip i = blade section induced angle of attack ∞ = blade section advance angle of attack Γ = blade section circulation κ = Goldstein’s kappa factor ω = propeller angular velocity θ = azimuthal angle of propeller I. Introduction nterest in vertical take-off and landing (VTOL) small unmanned air vehicles (SUAVs) has heightened Irecently as micro autopilots have become capable of handling flight trajectories common to VTOL mis- sions. -
Slipstream Deformation of a Propeller-Wing Combination Applied for Convertible Uavs in Hover Condition Yuchen Leng, Murat Bronz, T
Slipstream Deformation of a Propeller-Wing Combination Applied for Convertible UAVs in Hover Condition Yuchen Leng, Murat Bronz, T. Jardin, Jean-Marc Moschetta To cite this version: Yuchen Leng, Murat Bronz, T. Jardin, Jean-Marc Moschetta. Slipstream Deformation of a Propeller-Wing Combination Applied for Convertible UAVs in Hover Condition. IMAV 2019, 11th International Micro Air Vehicle Competition and Conference, Sep 2019, Madrid, Spain. 10.1142/S2301385020500247. hal-02312623 HAL Id: hal-02312623 https://hal-enac.archives-ouvertes.fr/hal-02312623 Submitted on 11 Oct 2019 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. IMAV2019-13 11th INTERNATIONAL MICRO AIR VEHICLE COMPETITION AND CONFERENCE Slipstream Deformation of a Propeller-Wing Combination Applied for Convertible UAVs in Hover Condition Y. Leng∗, M. Bronz, T. Jardin and J-M. Moschetta ISAE-SUPAERO, Université de Toulouse, France ENAC, Université de Toulouse, France ABSTRACT up new type of missions. Rotor lifting system is inefficient for long-endurance flight, and thus mission range is limited. On the other hand, most current fixed-wing UAVs rely on Convertible unmanned aerial vehicle (UAV) promises a good balance between convenient crew and sometimes specific systems for launch and recovery, autonomous launch/recovery and efficient long which limits the origin and destination to dedicated points range cruise performance. -
Aerodynamic Concept of the Uav in the Gyrodyne Configuration
TRANSACTIONS OF THE INSTITUTE OF AVIATION 1 (250) 2018, pp. 49–66 DOI: 10.2478/tar-2018-0005 © Copyright by Wydawnictwa Naukowe Instytutu Lotnictwa AERODYNAMIC CONCEPT OF THE UAV IN THE GYRODYNE CONFIGURATION Jan Muchowski*, Marek Szumski*, Andrzej Krzysiak** *Department of Fluid Mechanics and Aerodynamics, Mechanical Engineering and Aeronautics, Rzeszow University of Technology, al. Powstańców Warszawy 8, 35-959 Rzeszow **Aerodynamics Department, Institute of Aviation, Al. Krakowska 110/114, 02-256 Warsaw [email protected], [email protected], [email protected], Abstract The article presents an aerodynamic concept of UAV in the gyrodyne configuration, as a more efficient one than the currently used UAV airframe configuration applied for monitoring tasks of pow- er lines and railway infrastructure. A sample task which is realised by conceptual gyrodyne based on monitoring aerial power lines was characterised and described . The assumed idea of UAV was shown in comparison to the currently used aircraft configuration presented in the introduction. Referring to momentum theory, hover efficiency of the multicopter and the helicopter was evaluated. In relation to the helicopter, an initial draft of the airframe conception accompanied by a description of advan- tages of the gyrodyne configuration was exposed. Problems related to the gyrodyne configuration were emphasised in the summary. Keywords: aerodynamic concept, UAV, VTOL, gyrodyne, airframe configuration 1. INTRODUCTION In recent years a dynamic growth of the UAV (Unmanned Aerial Vehicle) usage in civil and mili- tary missions can be observed . Economic aspects are the main reasons of that increase, i.e. the purchas- ing cost of the UAS (Unmanned Aircraft System) varies from 40% up to 80% of the manned system cost. -
Performance Analysis of the Slowed-Rotor Compound Helicopter Configuration
Performance Analysis of the Slowed-Rotor Compound Helicopter Configuration Matthew W. Floros Wayne Johnson Raytheon ITSS Army/NASA Rotorcraft Division Moffett Field, California NASA Ames Research Center Moffett Field, California The calculated performance of a slowed-rotor compound aircraft, particularly at high flight speeds, is exam- ined. Correlation of calculated and measured performance is presented for a NASA Langley high advance ratio test and the McDonnell XV-1 demonstrator to establish the capability to model rotors in such flight conditions. The predicted performance of a slowed-rotor vehicle model based on the CarterCopter Technology Demonstra- tor is examined in detail. An isolated rotor model and a model of a rotor and wing are considered. Three tip speeds and a range of collective pitch settings are investigated. A tip Mach number of 0.2 and zero collective pitch are found to be the optimum condition to minimize rotor drag. Performance is examined for both sea level and cruise altitude conditions. Nomenclature Much work has been focused on tilt rotor aircraft; both military and civilian tilt rotors are currently in development. But other configurations may provide comparable benefits to CT thrust coefficient tilt rotors in terms of range and speed. Two such configura- CQ torque coefficient tions are the compound helicopter and the autogyro. These CH longitudinal inplane force coefficient configurations provide STOL or VTOL capability, but are ca- D drag pable of higher speeds than a conventional helicopter because L lift the rotor does not provide the propulsive force or at high MTIP tip Mach number speed, the vehicle lift. The drawback is that redundant lift VT tip speed and/or propulsion add weight and drag which must be com- q dynamic pressure pensated for in some other way.