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e-ISSN (O): 2348-4470

Scientific Journal of Impact Factor (SJIF): 4.72


p-ISSN (P): 2348-6406

International Journal of Advance Engineering and Research


Development
Volume 4, Issue 1, January -2017

HIGH LIFT GENRATING FUSELAGE DESIGN USING EXPERIMENTAL


ANALYSIS
Sandip Patela,Kalpesh Patelb,sukritindra sonic
a
Assistant professor, G.H.Patel college of Engineering and Technology,vallbh vidhyanagar,gujrat,india.
b
Lecturer in government polytechnic valsad,gujrat,india.
C
Assistant professor, G.H.Patel College of Engineering and Technology,vallbh vidhyanagar,gujrat,india.

Abstract:-
1. Generally fuselage produced lift due to its aerofoil shaped longitudinal section. Recently more research has been done to
produce more lift by fuselage itself. This research is directed towards attainment of substantially higher lift coefficients,
needed for future generations of quiet transport aircraft with short take-off and landing capabilities.

2. The configuration investigated in this study is the high-lift Technology Concept Fuselage in Airplane. The purpose of this
project is to develop a procedure to numerically model airflow over airfoils using GAMBIT and FLUENT. Two dimensional
models for the airfoil NACA 4415, Gottingen 535, Gottingen 398 and SVNIT FOIL were created, drawn and meshed in
Gambit. Those models were read into FLUENT where flow boundary conditions were applied and the discretizedNavier-
Stokes equations were solved numerically. CFD fluent data were obtained at 12The airfoil section lift coefficient
from the numerical simulation was compared with published and experimental data. The comparison clearly established the
superiority of proposed SVNIT aerofoil section as a high lift generating fuselage.

NOMENCLATURE

A : Area (m2)
a : Acoustic Velocity at Sea Level (m/sec.)
ac : Acoustic Velocity at Cruising Altitude (m/sec.)
Cd : Coefficient of Drag
CL : Coefficient of Lift
CM : Coefficient of Pitching Moment
CR : Coefficient of Resultant Force
D : Diameter
Fd : Thrust (N)
K : Coefficient of Elasticity
M : Mach No.
P : Mechanical Power of Propulsion (kW)
Re : Reynolds number
S : Span
SFC : Specific Fuel Consumption (kgs/mt/km)
VC : Min. Cruising Speed (knots)
VR : Take Off Velocity (knots)
We : Empty aircraft weight.
WL : Maximum Take Off Weight of Aircraft (kgs.)
: Angle of Attack (deg.)
: Density of air (kg/m3)
:Kinematic Viscosity (m2 / sec)
p : Static Pressure
P : Pressure of free stream

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International Journal of Advance Engineering and Research Development (IJAERD)
Volume 4, Issue 1, January -2017, e-ISSN: 2348 - 4470, print-ISSN: 2348-6406

EXPERIMENTAL SETUP AND INVESTIGATIONS

Set up design options considered/explored


In line with the previously stated objective the following options were attempted/evaluated.
(1)The force sensing structure was initially fitted on the wind tunnel at the hydraulics laboratory at SVNIT, Mechanical
Engineering Department. This tunnel is approximately 15 meters long, and has converging and diverging sections before and
after the test section respectively (Figure 4.1). The test section itself has a flow area cross section of 600 x 600 mm, and
length of approximately 600 mm. The air flow is caused by an axial flow fan of 1350 mm diameter, located at the exit end of
the tunnel. The tunnel itself is of wooden construction. A fine mesh of flow straighteners is provided at the entry of the
tunnel. The axial flow fan is driven by a self excited, DC shunt motor of 20 HP, via a set of V-belts. Holes for insertion of
Pitot tube for velocity measurements have been drilled in to the tunnel wall at the start of the test section. After the initial
trial, this set up had to be abandoned for this experimental purpose due to the following reasons.
(i) The maximum wind speed that could be attained in the test section was about 10 m/s which was deemed too less.
(ii)The test section height of the wind tunnel is 600mm.Thus, if we have to keep the blockage below 10% only 60 mm height
would be usable. This would be too less as the test specimen has to be tilted up to 15o inclination (angle of attack). There by
covering additional distance in the vertical direction.

(2) With the above criteria in mind it was clear that the tunnel section would have to be designed so as to have a greater
height rather than width for this experimental purpose. Thus, the tunnel dimensions were worked out as 750 mm H x 150 mm
W. The 750 mm height would enable an aerofoil of up to 300 mm chord length to be tested at an angle of attack up to +15.

(3) The new tunnel section was fabricated and fitted on the wind tunnel set up available at Unity Engineers, Baroda (Figures
4.2 & 4.3). This wind tunnel had been previously used for carrying out the tests on the finite wing. It had a uniform flow
cross section of 250mm W x 400mm H. The new tunnel section was fitted on the blower outlet with suitable reducers, as well
as flow straighteners. However, it was observed that the velocity variations at various locations over the flow cross section
area were too drastic i.e. of the order of 25%. This problem refused to go away despite increasing the number of flow
straighteners and also increasing their length.

(4) In the next place the wind tunnel section was so arranged that its exit end would lead to the section of the centrifugal
blower. This option was initially considered but not opted for as it was expected that it would not give enough air velocity
within the tunnel. However, with the turbulence levels in the previous option (i.e. of connecting delivery end of the blower to
the tunnel inlet) being unacceptable, there was no recourse but to explore this option. The set up yielded instantaneous
improvement in the flow quality as the velocity levels at all the locations in the flow cross section were observed to be
uniform. However, predictably, the peak velocity attained was limited to about 20 m/sec.

(5)To overcome this problem certain modifications were carried out in the impeller of the blower. Significantly, the depth of
the impeller was increased. The overall length of the wind tunnel was also reduced from 7.5 meters to 5.0 meters. With this
the balance was achieved and we have been able to achieve the target maximum velocity of 25 m/sec with acceptably low
levels of turbulence. The detailed specifications of the test set up are outlined in the next chapter.
Description of test setup
After the trials and tribulations as described in the previous chapter, the wind tunnel set up zeroed in has the following
features/specification. The wind-tunnel is an open circuit, single pass atmospheric tunnel.

Tunnel section
The wind tunnel cross section is uniform throughout its length of 5 meters. The width of the cross section is 150 mm and the
height is 750 mm. The structure is fabricated out of 1.2mm thick HRCA steel sheets, and reinforced with mild steel angles of
40 x 40 x 5 mm thick size. The 5m length has been made by joining two sections of 2.5 meters length each with nuts & bolts.

The end of the tunnel is connected via two successive reducers to the suction end of a centrifugal blower. The damper
provided on the blower serves as the device for changing the air velocity within the tunnel. Thus the air enters the system
from the far end of the inlet of the wind tunnel, passes through the test section and then enters in to the suction end of the
centrifugal blower via successive reducers and damper pipe, and then after whirling through the impeller and volute of the
blower, set discharged sky wards through the delivery duct of the atmosphere. The distinct advantage of this arrangement is
that a centrifugal blower produces for more powerful suction than what can be produced by an axial flow fan

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International Journal of Advance Engineering and Research Development (IJAERD)
Volume 4, Issue 1, January -2017, e-ISSN: 2348 - 4470, print-ISSN: 2348-6406

Test specimen
Since the sample has to be tested in 2D the width of the test specimen is just about the same as the width of the tunnel, i.e.
150mm. The maximum chord length permissible considering less than 10% allowable blockage, and up to 15 inclination to
the tunnel axis would be about 289 mm. Hence, the chord length of the test specimen has been fixed at 250 mm. The test
specimen has been constructed from teak wood and its contours have been verified with a CRCA template cut on laser
cutting machine.
The test specimen is hung across the width at the location near the flange joint by a shaft inserted across the width through
holes in the tunnel walls. The shaft itself is supported in two ball bearings located outside the tunnel section. This
arrangement enables us to rotate the test specimen in the XY plate (considering the tunnel cross section to be in YZ plane)
and at the same time provides us with a purchase to sense the pitching moment induced on the specimen. The drilled indexing
plate along with lever and pin arrangement provided at one end of the shaft enables positioning of the foil from -5 to +15
angle of attack

Lift sensing device


The bearing housings of the test specimen's shaft are mounted on a U-shape yoke whose base is rigidly mounted on a strain
gauge based low profile bending beam load cell. The vertical struts of the yoke are guided on either side by a set of four ball
bearings which cut out any eccentricity of loading and ensure that the force transferred to the load cell is purely unidirectional
and vertical. The specification of the load cell are as below.

Type : Strain gauge based bending beam


Capacity : 0 75 kg
Non linearity : < 0.025% FSO

Drag sensing device


The yoke of the lift sensing device along with its load cell and the associated structure is mounted by means of hex bolts on a
flat plate of 575mm x 575mm x 5mm thick. This plate is pivoted on two hinges mounted along its centre line in the direction
of the Z-axis on the base plate of the structure. This arrangement virtually creates a type 3 lever in the XY plane. Whereas the
drag force is experienced at the top end of the lever where the model is mounted, it is resisted by a load cell mounted on the
base plate in vertical orientation. The drag force is transferred to the upper end of the load cell beam via a turn buckle fitted
with the upper plate. Obviously the force experienced at the load cell tip is magnified by the lever arm ratio which in this case
is 8.4. The load cell used here is identical to the one used for sensing lift.

Control display console


The control and display console houses three microprocessor based load indicators, each individual for lift, drag and moment
related forces. It is powered by regular 230 V AC power supply and has individual toggle switches to switch ON or OFF any
load indicator. The indicators themselves have a five digit LED display with zero and tare facility. They also have the option
to choose the output in terms of kgf or Newtons as may be desired

Blower
The air is blown in to the tunnel by a centrifugal blower capable of delivering air up to 15000 m3/hr. The blower is driven by
a set of V belts through which it is coupled to the driving shaft of a 22.5 kW, 2 pole, squirrel cage induction motor. The
specification of the motor is as below.

Type : TEFC 3 Phase Squirrel cage


Make : Crompton Greeves
Power : 22.5 kW
Power factor : 0.9 at FL
RPM : 2880

The above motor is operated by a star-delta starter. Since the motor is a constant speed motor, the air flow is regulated by a
damper provided at the inlet of the blower.

Velocity measurement
Velocity measurements have been taken by employing a Pitot tube. Ten number of holes have been drilled in the side wall of
the tunnel in vertical straight line, with 75mm pitch. The centre line of the holes is positioned 250mm upstream from the
leading edge of the sample. Pitot tube can be inserted through any of these holes, and the manometric difference between the

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International Journal of Advance Engineering and Research Development (IJAERD)
Volume 4, Issue 1, January -2017, e-ISSN: 2348 - 4470, print-ISSN: 2348-6406

static and stagnation pressures can be observed on the U-tube manometer, conveniently positioned in the vicinity of the
tunnel. The velocity can be computed easily by using the following formula.


= 2 1

Where,
= Air velocity in m/s
= Menometric height
= Density of menometer fluid (in this case water)
= Density of air.
= Pitot tube constant (in this case 0.95)

Figure - Wind tunnel set up Tunnel inlet view

Experimental procedure
As stated in the objective statement, our main purpose is to find out the lift and drag coefficients for various angles of attack
and at various velocities. Towards that end following stepwise procedure has been followed and the observations recorded.
(1) Set the airfoil position to 0 angle of attack by inserting the lock pin in the appropriate hole on the indexing plate.
(2) Set the airfoil position to 0 angle of attack by inserting the lock pin in the appropriate hole on the indexing plate.
(3) Switch on the blower with the inlet damper being in fully closed position.
(4) Switch on the load indicators and set them on zero.
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International Journal of Advance Engineering and Research Development (IJAERD)
Volume 4, Issue 1, January -2017, e-ISSN: 2348 - 4470, print-ISSN: 2348-6406

(5) Gradually open the damper and measure the velocity in the test section using the Pitot tube. Set the damper position at the
desired velocity.
(6) Take velocity measurements at five locations over the tunnel cross section as depicted in the Figure 4.2.
(7) Note the values of forces F1 and F2 as displayed by the load Indicators
(8) Reset the damper to the next velocity and repeat the steps 5 & 6.
(9) Once all the load readings for all the required velocity steps are recorded, pull back the damper to zero position.
(10) Change the airfoil angle to the next position by removing and reinserting the lock pin in to next hole on the indexing
plate.
(11) Repeat steps 3 to 8.

To compute the lift, drag and pitching moment around the quarter chord
position the following, apparatus specific constants should be applied.

Lift = F1 Newtons
Drag = F2 145/685 newtons
Experimental results
Experimental forces, moments, and surface pressures are compared with computational data. The results of the wing-body
high-lift configuration in free air and with wind-tunnel walls are presented. The wind-tunnel test measured forces and
moments for 0. The simulated free-air cases were performed at angle of attack 0 to 12 and compared with
experimental data.
Comparisons of SVNITFOIL, FLUENT & wind tunnel results

SVNITFOIL SVNITFOIL Wind % Deviation of


Angle of FLUENT results tunnel results SVNITFOIL
attack CL CD CL CD CL CD
0 0.45 0.011 0.85 0.0093 47% 11%
2 0.58 0.017 1 0.0103 42% 65%
4 0.75 0.026 1.1 0.0105 31% 100%
6 0.91 0.037 1.2 0.0109 31% 200%
8 1.1 0.047 1.2 0.0124 8% 300%
10 1.44 0.048 1.3 0.0145 9% 231%
12 1.59 0.058 1.33 0.0167 7% 247%

1.8
1.6
1.4
Lift coefficient

1.2
1
SVNIT foil FLUENT data
0.8
0.6
SVNIT foil wind tunnel
0.4 data
0.2
0
0 2 4 6 8 10 12
Angle of attack

Figure 0.1 Comparison of lift coefficient for SVNITFOIL


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International Journal of Advance Engineering and Research Development (IJAERD)
Volume 4, Issue 1, January -2017, e-ISSN: 2348 - 4470, print-ISSN: 2348-6406

0.07
0.06

Drag Coefficient
0.05
0.04
SVNIT foil fluent data
0.03
0.02
SVNIT foil Wind tunnel
0.01 data
0
0 2 4 6 8 10 12
Angle of attack

Figure - Comparison of drag coefficient for SVNITFOIL

CONCLUSIONS

The salient features of the present work may be concluded follows:


1. The numerical simulation results obtained by FLUENT software are in good agreement with published data and
experimental results.
2. SVNIT aerofoil generates higher maximum lift co-efficient ( ) than NACA 4415, Gottingen 535, Gottingen 398
aerofoil.
3. Lift co-efficient increase linearly with angle of attack up to 0 to 12 degree for SVNIT aerofoil and thereafter gradually
decreases.
4. Drag co-efficient increases with angle of attack.
5. The ground velocity being considered is 150 km/hr, which is almost half of the normal values of similarly sized aircrafts
and with this velocity the lift co efficient for SVNIT aerofoil is sizeably higher, which means that significant reduction of
the order of 75% in the runway length requirements may be achieved with the use of SVNIT aerofoil shaped fuselage.

Refrences

[1] F. X. Wortmann, The Quest for High Lift. AIAA Paper 74-1018, MIT - Cambridge, Sept. 1974.
[2] F. X. Wortmann, ExperimentelleUntersuchungenanneuenLaminarprofilen fur Segelflugzeuge and Hubschrauber.
Zeitschr. f. Flugwissenschaften 5(1957), S.228-234.
[3] Laboratory of Thermal Turbomachines, National Technical University of Athens, P.O. Box 64069, 157 10 Athens,
Greece Received 13 October 1992
[4] JoelBrezillon, Richard P. Dwight, and Markus WidhalmGerman Aerospace Center (DLR), Institute of Aerodynamics
and FlowTechnology, Lilienthalplatz 7, 38108 Braunschweig, Germany Joel.Brezillon@dlr.de, Richard.Dwight@dlr.de,
Markus.Widhalm@dlr.de
[5] KenjiYoshida _ AviationProgramGroup,JapanAerospaceExplorationAgency(JAXA),6-13-1Osawa,Mitaka,Tokyo181-
0015,Japan,8 August 2009
[6] M. Rein, H. Rosemann, and E. Schulein Institute of Aerodynamics and Flow Technology, German Aerospace Center
Bunsenstr. 10, 37073 Gottingen, Germany
[7] F. Le Chuiton1,2, A. DAlascio2, G. Barakos3, R. Steijl3, D. Schwamborn4, and H. Ldeke4
1 Subcontractor: euro engineering AG
2 Eurocopter Deutschland GmbH, Germany
3 University of Liverpool, UK
4 DLR, Germany
[8] S. Melber-Wilkending, R. Rudnik, A. Ronzheimer, and T. Schwarz DLR, Institute of Aerodynamics and Flow
Technology, Lilienthalplatz 7, D-38108 Braunschweig

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