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081231890
Automotive Engineering Laboratory
Air Flow around a model airplane
Abstract:
The purpose of this laboratory was to comprehend fluid dynamics and the aerodynamic performance
of a model airplane.
Introduction: A wind tunnel is equipment used to analyze the effects of air around
solid objects. A direct measurement was used to collect data about the effect of wind;
that is the force on fuselage using a balance. A model airplane of rear mount Learjet
aircraft was used which was mounted on the back and direct measurements and
visualizations of total pressure loss and axial force. The airplane has a motorized ducted
fan to simulate the effect of a jet engine. The thrust can be changed accordingly. A
model of the airplane is shown below.
20
10
0
0
0.005
0.01
0.015
0.02
0.025
-10
-20
-30
-40
The graph showing relationship between pressure loss and displacement from fuselage.
Drag force
= 2
[1 1
]
102.2587
= 1.275 102
[1 1
]
102.2587
102.2587
Drag coefficient.
[1 1
]
4.4
Very frequently, flow visualization in the vicinity of the model in the subsonic flow
is performed using tufts.
However, tuft size, distribution on the model's surface and sticking are important for
turbulent flow testing and higher quality boundary layer visualization on complex
models. If tuft diameter is less than 0.1mm, the problem of recording occurs due to a
small amount of reflected light and long exposure time. Tufts can be used for testing
the entire flow field in the wind tunnel. A grid with attached or glued tufts as screen
can be used to visualize the vortex shedding behind the model or in the interaction
regime of different fields.
A fluid flowing past the surface of a body exerts a force on it. Lift is the component of
this force that is perpendicular to the oncoming flow direction. It contrasts with the drag
force, which is the component of the surface force parallel to the flow direction. Lift is
basically the force that allows the airplane to fly. Hence the structure and shape of the
airplane is determined in such an aerodynamic way so that the wings provide enough
lift to make the airplane fly.
Air continuously changes from high pressure to low pressure, and the track of smallest
confrontation is to the planes wingtips. There is drive of air from the foot of the wing
outer from the fuselage around the wingtips. This flow of air fallouts in spillage over
the wingtips, thereby setting up an eddy of air called a vortex. The air on the top
surface of the wing has an inclination to flow in toward the fuselage and off the trailing
edge. This air current forms a comparable vortex at the inboard portion of the trailing
edge of the wing, but the fuselage bounds the inward flow, hence the vortex is
Discussions:
involved on how the flow actually works. Drag is connected to the lift and attired of the
aircraft in general. Drag is vital for the pressure distribution on the flow field that can
cause the aircraft to have enough lift as well as descend with enough tolerance.
At
the wing tip, people yield quantities from that point. Since the wing tip makes vortices
that are sourced from air to swirl, this occurrence causes stability in the aircraft.
Having a really accurate measurement for these vortices is important for the aircrafts
aeronautical presentations.
trail. These opposing forces require equivalent magnitudes. The force of lift is also equivalent in
magnitude to the force of weight. However throughout an ascent, the thrust has 2 workings, one
acting perpendicular to the flight trail in the direction of lift, while the other acts along the flight
trail. Because the actual thrust is inclined, its magnitude must be greater than drag if its
component of thrust along the flight path is to equal drag. There is also a constituent of thrust
acts right angled to the flight trail, and thus acts in the similar direction as wing lift. When the
angle of attack increases with climb, thrust as well as the drag will also increase with time.
During a descent, there is a reduction in thrust. This will also lead a reduction of drag with time.
References:
Scientific Technical Review,Vol.LVII,No.1,2007 39 DK: 533.6.07: 532.529
COSATI: 01-01
http://ctr.stanford.edu/ctrsp06/revell.pdf
http://hig.diva-portal.org/smash/get/diva2:607213/FULLTEXT01
http://www.aerotraining.com/reference/AC%2061-23C_Chapter_1_Canada.pdf
2000.
Edition. Wiley &
Sons, Inc.1996.
0471078859.
://en.wikipedia.org/wiki/Aircraft_dynamic_modes
The end