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Amirkabir University of technology Aerodynamic Lab1

By: Fariba Ajalli

Reference: Fundamental of Aerodynamics Anderson

The physical mechanism for generating lift on the wing is the existence of a high pressure on the bottom surface and a low pressure on the top p p surface. The net imbalance of the p pressure distribution creates the lift. However, as a by-product of this pressure imbalance, the flow near the wing tips tends to curl around the tips, p , being g forced from the high g p pressure region g just underneath j the tips to the low-pressure region on top. This flow around the wing tips is shown in the front view of the wing in Figure below.

As a result, result on the top surface of the wing, wing there is generally a spanwise component of flow from the tip toward the wing root, causing the streamlines over the top surface f to bend b d toward d the h root, as sketched k h d on the h top view shown in previous Figure. Similarly, on the bottom surface of the wing, g, there is g generally y a spanwise p component of flow from the root toward the tip, causing the streamlines over the bottom surface to bend toward the tip. tip Clearly, Clearly the flow over the finite wing is three threedimensional, and therefore you would expect the overall aerodynamic properties of such a wing to differ from those of its airfoil sections sections.

The tendency for the flow to leak around the wing tips has another important effect on the aerodynamics of the wing. This flow establishes a circulatory motion that trails downstream of the wing; that is, is a trailing vortex is created at each wing tip. These wing-tip vortices vo ces a are es sketched e c ed in Figures gu es be below. ow.

These wing-tip Th i ti vortices ti d downstream t of f the th wing i induce i d a small downward component of air velocity in the neighborhood g of the wing g itself. the two vortices tend to drag the surrounding air around with them, and this secondary movement induces a small velocity component in the downward direction at the wing. wing This downward component is called downwash, denoted by the symbol w. In turn, the downwash combines with the freestream velocity V to produce a local relative wind which is canted downward in the vicinity of each airfoil section of the wing wing, as sketched in previous Figure Figure.

The angle between the chord line and the direction of V is the angle of attack . In the previous Figure , th l the local l relative l ti wind i d is i inclined i li d below b l the th direction di ti of V by the angle i , called the induced angle of attack. The presence of downwash, and its effect on inclining the local relative wind in the downward direction, has two important effects on the local airfoil section.

The angle of attack actually seen by the local airfoil section is the angle between the chord line and the local relative wind. This angle is given by eff and is defined as the effective angle of attack. Hence, although the wing is at a geometric angle of attack , the local airfoil section is seeing a smaller angle, namely, the effective angle of attack eff.

The local lift vector is aligned perpendicular to the local relative l ti wind, i d and d hence h i inclined is i li d behind b hi d the th vertical ti l by b the th angle i , Consequently, there is a component of the local lift vector in the direction of V; that is, there is a drag created by the presence of downwash. This drag is defined as induced drag, denoted by Di

we note that the total drag on a subsonic finite wing in real life is the sum of the induced drag Di, the skin friction drag Df and the pressure drag Dp due to flow separation The sum separation. s m of these two t o viscous-dominated isco s dominated drag contributions is called profile drag.

defining the profile drag coefficient as:

and the induced drag coefficient as:

the total drag coefficient for the finite wing CD is given by:

` `

e: Span efficiency factor The induced drag coefficient for a finite wing with a general lift distribution is inversely proportional to the aspect ratio i

The total drag of a finite wing is given by:

If we consider two wings with different aspect ratios AR1 d AR2 AR1and AR2, gives i the th drag d coefficients ffi i t CD1and CD1 d CD2 for the two wings as:

Assume that the wings are at the same CL. Also, since the h airfoil f l section is the h same for f both b h wings, i cd is essentially the same. Moreover, the variation of e between the wings g is only y a few p percent and can be ignored. Subtracting two above equation, we obtain:

Above equation can be used to scale the data of a wing with aspect ratio AR2 to correspond to the case of another aspect ratio AR1

Mount the model on the balance system in the test section of the wind tunnel Turn on the wind tunnel and adjust the desired air speed by changing the motor frequency setting Calibrate the balance such that the Lift and Drag voltage outputs are approximately zero for the model at zero angle of attack Slowly vary the angle of attack of the model and record lift and drag for each angle Repeat the procedure for different AR

Plot Lift, Drag & Pitching moment coefficient versus angle of attack for AR=,2 and1 Report the stall angle of different aspect ration of the model NACA0012 Explain the differences of stall angle for different AR Comparing the experimental results with the theory considered as a point for y of prandtl p p student

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