Thin/Cambered/Reflexed Airfoil Development for Micro Air Vehicle Applications at Reynolds Numbers of 60,000 to 100,000

Reid, Michael; Kozak, Jeffrey

doi:10.2514/6.2006-6832

Cited by 5 publications

(7 citation statements)

References 9 publications

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“…2 [8] indicates the parameters in the camber line design. Based on previous studies [5][6][7][8], a positive camber of 5.8%…”

Section: A Geometry Descriptionmentioning

confidence: 91%

“…The reflex camber is another issue for a MAV to perform in a longitudinal stable flight as a flying wing. The combined positive and reflex camber effects on MAV aerodynamic characteristics were studied by Reid and Kozak [7] and Null and Shkarayev [8] separately. Reid and Kozak focused on a rectangular wing (AR 2) planform with a positive camber varied from 1 to 9%c located at 25%c and a fixed reflex camber of 1%c located at 85%c.…”

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confidence: 99%

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Planform Effects for Low-Reynolds-Number Thin Wings with Positive and Reflex Cambers

Chen

Qin

2013

Journal of Aircraft

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To understand the planform effects on low-Reynolds-number aerodynamic characteristics for micro air vehicles, various cambered thin plate wings were studied by numerical simulations based on Reynolds-averaged Navier-Stokes solutions with transition modeling. Six wing planforms, with the same wing aspect ratio and area, a positive camber at the quarter chord location, and a reflex camber near the trailing edge for longitudinal stability were selected for the study. They include a rectangular wing, four taped wings with the same taper ratio but different leading-edge sweeps, a Zimmerman wing, and an inverse-Zimmerman wing. For validation with available windtunnel experimental data, an investigation of a circular wing planform with a similarly cambered profile is also presented. The results show that the Zimmerman wing planform gives the best lift-to-drag ratio at the design condition, whereas the tapered wing with higher leading-edge sweep produces higher maximum lift. Flow separation and vortical flow structures on the upper wing surface are presented to gain insight into the different aerodynamic characteristics for the different planforms.

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“…2 [8] indicates the parameters in the camber line design. Based on previous studies [5][6][7][8], a positive camber of 5.8%…”

Section: A Geometry Descriptionmentioning

confidence: 91%

mentioning

confidence: 99%

Planform Effects for Low-Reynolds-Number Thin Wings with Positive and Reflex Cambers

Chen

Qin

2013

Journal of Aircraft

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“…10,12 The flow around airfoils in this regime is dominated by viscous effects, and the performance of an airfoil is largely dependent on the length and stability of the laminar separation bubble that forms on the upper surface near the leading edge. [13][14][15] This separation bubble causes many interesting phenomena to occur in the lift curves of airfoils at low Reynolds numbers, including nonlinearities, sudden drops and jumps in lift coefficient, and points where the airfoil seems to stall but then recovers. 14 Studies have shown that thin airfoils of 2-12% thickness to chord ratio have the best performance in this regime, 16,13 and the amount of camber also is important in determining the performance.…”

Section: Introductionmentioning

confidence: 98%

“…14 Studies have shown that thin airfoils of 2-12% thickness to chord ratio have the best performance in this regime, 16,13 and the amount of camber also is important in determining the performance. 15 These are affects that we must be aware of and further investigate in modeling a morphing bat wing.…”

Section: Introductionmentioning

confidence: 99%

Analysis of bat wings for morphing

2008

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The morphing of wings from three different bat species is studied using an extension of the Weissinger method. To understand how camber affects performance factors such as lift and lift to drag ratio, XFOIL is used to study thin (3% thickness to chord ratio) airfoils at a low Reynolds number of 100,000. The maximum camber of 9% yielded the largest lift coefficient, and a mid-range camber of 7% yielded the largest lift to drag ratio. Correlations between bat wing morphology and flight characteristics are covered, and the three bat wing planforms chosen represent various combinations of morphological components and different flight modes. The wings are studied using the extended Weissinger method in an "unmorphed" configuration using a thin, symmetric airfoil across the span of the wing through angles of attack of 0°-15°. The wings are then run in the Weissinger method at angles of attack of -2° to 12° in a "morphed" configuration modeled after bat wings seen in flight, where the camber of the airfoils comprising the wings is varied along the span and a twist distribution along the span is introduced. The morphed wing configurations increase the lift coefficient over 1000% from the unmorphed configuration and increase the lift to drag ratio over 175%. The results of the three different species correlate well with their flight in nature.

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“…To mitigate these adverse effects, a transition ramp in the pressure distribution is often employed to bring the flow to a gradual transition form in a thin bubble without a large pressure rise and high drag associated with an otherwise thick bubble. The airfoil is usually designated as S5010, which is the representative for a flying wing in M\AV [14,15]. We use the mean camber line of S5010 as the profile of the thin wing.…”

Section: Introductionmentioning

confidence: 99%

A Novel Micro Air Vehicle with Flexible Wing Integrated with On-board Electronic Devices

Zhang

Zhu

Liu

et al. 2008

2008 IEEE Conference on Robotics, Automation and Mechatronics

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This paper presents an electrically powered Micro Air Vehicle (MAV) with a flexible wing integrated with on-board electronic components that is built at Tsinghua University. The low aspect ratio wing, adopting the airfoil of S5010 and Zimmerman shape, is made up of a flexible printed circuit membrane (FPCM) that covers a thin carbon fiber skeleton. The real MAV prototype is tested in a low-speed wind tunnel in order to evaluate its aerodynamic characteristics. The comparing experiments are conducted on the flexible wing and its rigid counterpart with the same size and the same wing shape to illustrate the aerodynamic advantages of the flexible wing. The results of the wind tunnel experiments indicate that the flexible wing has a larger angle of stall, bigger maximum lift coefficient than the rigid one. However, the lift-drag ratio of the flexible wing varies in a complex way because the flexible wing also increases the drag with the lift growth. The FPCM functions as both the skin of the aircraft wing and the supporting substrate for the electronic components, such as micro hot-film flow speed sensors that are used to determine 3 fundamental flight parameters: air speed, angle of attack and sideslip angle. In addition, most of the signal processing circuits is distributed on the FPCM, which remarkably reduces the autopilot load. The dimensions of a homemade autopilot that is separately installed in the fuselage are 35x20xl2mm with the weight of 6g. Through experiments of real flights, the turning, climbing, maneuverability and wind resistant ability of the MAV are tested. The flight results show that the MAV can fly with good stability and maneuverability.

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Thin/Cambered/Reflexed Airfoil Development for Micro Air Vehicle Applications at Reynolds Numbers of 60,000 to 100,000

Cited by 5 publications

References 9 publications

Planform Effects for Low-Reynolds-Number Thin Wings with Positive and Reflex Cambers

Planform Effects for Low-Reynolds-Number Thin Wings with Positive and Reflex Cambers

Analysis of bat wings for morphing

A Novel Micro Air Vehicle with Flexible Wing Integrated with On-board Electronic Devices

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