Investigation of wind tunnel wall effect and wing-fuselage interference regarding the prediction of wing aerodynamics and its influence on the horizontal tail

Hoang, Nguyen Quang; Bui, Binh V.

doi:10.1007/s12206-019-0520-x

Cited by 5 publications

(2 citation statements)

References 11 publications

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“…Two types of wall interference are considered: the boundary layer flow of the WT floor and the blockage effect (Hoang & Bui, 2019). The measured momentum thickness is less than 5 mm and the measured boundary layer thickness on the WT floor is less than 25 mm, which is similar to the estimation based on Equation ( 5) (Schlichting & Gersten, 2016).…”

Section: Wall Interference Correctionsupporting

confidence: 56%

Wind tunnel tests on aerodynamic loads and structural responses of crescent-shaped wingsails

Zhu,

Chernoray,

Ringsberg

et al. 2024

Preprint

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Wingsails as a classical means for wind-assisted ship propulsion is booming today. Crescent-shaped wingsails have shown great potential considering their aerodynamics in thrust generation. However, there have been few studies on its structural responses exposed to unsteady aerodynamic loads. In this study, a crescent-shaped wingsail at a \(1:100\) scale is investigated by using wind tunnel tests. The wingsail with aspect ratios of \(0.19\) and \(0.33\), which are derived from practical wingsail design, are measured at the angle of attack (\(\alpha\)) from \(0^\circ\) to \(90^\circ\), and at the wind speed from \(20 m/s\) to \(40 m/s\). The wind loads, pressure distribution, and wingsail tip displacements are measured and discussed. A study of the Reynolds number sensitivity indicates that the trends of the force coefficients and critical \(\alpha\) are changed when the Reynolds number (\(Re\)) is above \(3.1\times {10}^{5}\). Besides, at \(Re=3.1\times {10}^{5}\) a lift crisis is found for \(\alpha\) below \(10^\circ\), and a drag crisis happens for \(\alpha =0^\circ\) at \(Re=3.6\times {10}^{5}\). Structural response analysis is conducted based on the wingsail tip displacement in the direction perpendicular to the chord line. The fundamental eigenfrequency of the structure, instead of the flow-induced frequencies, is found to dominate the fluid-structure interaction measured in the tests. Furthermore, the aerodynamic performance of a three-wingsail system is analyzed based on experiments. Notable interactions are found among the three wingsails.

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Section: Wall Interference Correctionsupporting

confidence: 56%

Wind tunnel tests on aerodynamic loads and structural responses of crescent-shaped wingsails

Zhu,

Chernoray,

Ringsberg

et al. 2024

Preprint

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“…Bahtia et al, [6] employed wind tunnel in China to study the boundary layer for different leading edge geometries. Aerodynamic wing study in wind tunnel test section was conducted by Hoang and Bui [7]. Although many aircraft studies have been conducted in the past, unmanned aerial vehicle (UAV) study has become increasingly popular over the past 15 years.…”

Section: Introductionmentioning

confidence: 99%

Experimental Study of Rigid and Flexible Tandem Wing for Micro Aerial Vehicle

Mohamed

Ismail

Ramli

et al. 2021

ARFMTS

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Unmanned aerial vehicle is becoming increasingly popular each year. Now, aeronautical researchers are focusing on size minimization of unmanned aerial vehicle, especially drone and micro aerial vehicle. The lift coefficient of micro aerial vehicle has wing dimension of 12 cm and mass of less than 7 g. In the present study, with the aid of 3D printer, polylactic acid material was used to develop the micro aerial vehicle structure for tandem wing arrangement. The materials for rigid wing skin and flexible wing skin were laminating film and latex membrane, respectively. The present work elaborates the lift coefficient profiles on rigid wing skin and flexible wing skin at wing flapping frequency of 11 Hz, three different Reynolds numbers of 14000, 19000 and 24000, and five different angles of attacks between 0° and 50°. According to the results obtained, the lift coefficient decreased as the Reynolds number increased. The lift coefficient increased up to 9 as the angle of attack increased from 0° to 50° at the Reynolds number of 14000 for flexible wing skin. The results also showed that the lift coefficient of flexible wing skin was higher than that of rigid wing skin at the attack angle of10° and below, except for the Reynolds number of 14000.

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