Half Model Testing for Canard of a Hybrid Buoyant Aircraft
Due to the interference effects, the intrinsic
aerodynamic parameters obtained from the individual component
testing are always fundamentally different than those obtained for
complete model testing. Consideration and limitation for such testing
need to be taken into account in any design work related to the
component buildup method. In this paper, the scaled model of a
straight rectangular canard of a hybrid buoyant aircraft is tested at 50
m/s in IIUM-LSWT (Low Speed Wind Tunnel). Model and its
attachment with the balance are kept rigid to have results free from
the aeroelastic distortion. Based on the velocity profile of the test
section’s floor; the height of the model is kept equal to the
corresponding boundary layer displacement. Balance measurements
provide valuable but limited information of overall aerodynamic
behavior of the model. Zero lift coefficient is obtained at -2.2o and
the corresponding drag coefficient was found to be less than that at
zero angle of attack. As a part of the validation of low fidelity tool,
plot of lift coefficient plot was verified by the experimental data and
except the value of zero lift coefficients, the overall trend has under
predicted the lift coefficient. Based on this comparative study, a
correction factor of 1.36 is proposed for lift curve slope obtained
from the panel method.
[1] E. Reshotko and W. S. Saric, “Flow quality issues for large wind tunnels
Flow Quality Issues for Large Wind Tunnels,” AIAA Paper (1997): 97-
0225.
[2] D. Kiichemann, “Problems in Wind Tunnel Testing Techniques.”
AGARD Report No. 601, 1973
[3] A. U. Haque, W. Asrar, A. A. Omar, E. Sulaeman, and J. S. Mohamed,
“Assessment of Engine ’ s Power Budget for Hydrogen Powered Hybrid
Buoyant Aircraft,” Journal of Power and Propulsion, 2015 (in press).
[4] A. U. Haque, W. Asrar, A. A. Omar, E. Sulaeman, and M. A. JS,
“Conceptual Design and Sizing of a Winged Hybrid Airship,” 21st
AIAA Lighter-Than-Air Systems Technology Conference, 16-20 June
2014, Atlanta, GA. Paper No. AIAA–2014–2710.
[5] J. T. Tambahan and S. D. Ehsan, “winglet technology for the modern
aircraft In Proceedings of the 3rd BSME-ASME International
Conference on Thermal Engineering (Vol. 20, p. 22).
[6] R. Hills, “A Review of measurements on AGARD calibration
models,”Agardograph-64, Advisory Group For Aeronautical Research
And Development Paris (France), 1961.
[7] N. Gross and M. R. Number, “The ETW wall interference assessment
for full and half models, AIAA paper, 769, 2004.
[8] J. F. Marchman, W. J. Devenport, W. H. Mason, and T. Experiments,
“Gap Size Effect on Low Reynolds Number Wind Tunnel Experiments.
(Doctoral dissertation, Virginia Polytechnic Institute and State
University), 1999.
[9] A. Group, F. O. R. Aerospace, and A. A. Report, A Selection of
Experimental Test Cases for the Validation of CFD Codes, AGARD
AR, 2(303), 1994 .
[10] W. H. Rae, & A. Pope (1984). Low-speed wind tunnel testing. John
Wiley.
[11] H. C. Garner, E. W. Rogers, W. E. Acum, & E. C. Maskell, Subsonic
wind tunnel wall corrections (Agardograph-109), 1966, Advisory Group
For Aerospace Research And Development Neuilly-Sur-Seine (France).
[12] A. Malik, “Suppression of junction flow effects in half model wind
tunnel testing.” PhD Thesis, Loughbergh Univerity, UK, 2011
[13] M. R. Soltani, A. Mamaghani, and A. Bakhshalipour, “Half-Model
Testing and Sidewall Effects,” 25th International Congress of the
Aeronautical Sciences, 3 - 8 September 2006, Hamburg, Germany
[14] S. Kuppa and Marchman III, J. F. End plate gap effects on a half wing
model at low Reynolds nUfy, bers. In a Collection of Technical Papers:
AIAA 5th Applied Aerodynamics Conference, August 17-19, 1987,
Monterey, California, American Institute of Aeronautics and
Astronautics.
[15] H. Schlichting and K. Gersten, Schlichting, H., Gersten, K., & Gersten,
K., Boundary-layer theory. Springer Science & Business Media, 2000.
[16] A. Deperrois, XFLR5: a tool for the design of airfoils, wings and planes
operating at low Reynolds numbers. Software Package.”, 2010
[17] S. G. Hedman, Vortex lattice method for calculation of quasi steady
state loadings on thin elastic wings in subsonic flow (No. FFA-105).
Aeronautical Research Inst of Sweden Stockholm, 1966.
[1] E. Reshotko and W. S. Saric, “Flow quality issues for large wind tunnels
Flow Quality Issues for Large Wind Tunnels,” AIAA Paper (1997): 97-
0225.
[2] D. Kiichemann, “Problems in Wind Tunnel Testing Techniques.”
AGARD Report No. 601, 1973
[3] A. U. Haque, W. Asrar, A. A. Omar, E. Sulaeman, and J. S. Mohamed,
“Assessment of Engine ’ s Power Budget for Hydrogen Powered Hybrid
Buoyant Aircraft,” Journal of Power and Propulsion, 2015 (in press).
[4] A. U. Haque, W. Asrar, A. A. Omar, E. Sulaeman, and M. A. JS,
“Conceptual Design and Sizing of a Winged Hybrid Airship,” 21st
AIAA Lighter-Than-Air Systems Technology Conference, 16-20 June
2014, Atlanta, GA. Paper No. AIAA–2014–2710.
[5] J. T. Tambahan and S. D. Ehsan, “winglet technology for the modern
aircraft In Proceedings of the 3rd BSME-ASME International
Conference on Thermal Engineering (Vol. 20, p. 22).
[6] R. Hills, “A Review of measurements on AGARD calibration
models,”Agardograph-64, Advisory Group For Aeronautical Research
And Development Paris (France), 1961.
[7] N. Gross and M. R. Number, “The ETW wall interference assessment
for full and half models, AIAA paper, 769, 2004.
[8] J. F. Marchman, W. J. Devenport, W. H. Mason, and T. Experiments,
“Gap Size Effect on Low Reynolds Number Wind Tunnel Experiments.
(Doctoral dissertation, Virginia Polytechnic Institute and State
University), 1999.
[9] A. Group, F. O. R. Aerospace, and A. A. Report, A Selection of
Experimental Test Cases for the Validation of CFD Codes, AGARD
AR, 2(303), 1994 .
[10] W. H. Rae, & A. Pope (1984). Low-speed wind tunnel testing. John
Wiley.
[11] H. C. Garner, E. W. Rogers, W. E. Acum, & E. C. Maskell, Subsonic
wind tunnel wall corrections (Agardograph-109), 1966, Advisory Group
For Aerospace Research And Development Neuilly-Sur-Seine (France).
[12] A. Malik, “Suppression of junction flow effects in half model wind
tunnel testing.” PhD Thesis, Loughbergh Univerity, UK, 2011
[13] M. R. Soltani, A. Mamaghani, and A. Bakhshalipour, “Half-Model
Testing and Sidewall Effects,” 25th International Congress of the
Aeronautical Sciences, 3 - 8 September 2006, Hamburg, Germany
[14] S. Kuppa and Marchman III, J. F. End plate gap effects on a half wing
model at low Reynolds nUfy, bers. In a Collection of Technical Papers:
AIAA 5th Applied Aerodynamics Conference, August 17-19, 1987,
Monterey, California, American Institute of Aeronautics and
Astronautics.
[15] H. Schlichting and K. Gersten, Schlichting, H., Gersten, K., & Gersten,
K., Boundary-layer theory. Springer Science & Business Media, 2000.
[16] A. Deperrois, XFLR5: a tool for the design of airfoils, wings and planes
operating at low Reynolds numbers. Software Package.”, 2010
[17] S. G. Hedman, Vortex lattice method for calculation of quasi steady
state loadings on thin elastic wings in subsonic flow (No. FFA-105).
Aeronautical Research Inst of Sweden Stockholm, 1966.
@article{"International Journal of Mechanical, Industrial and Aerospace Sciences:70983", author = "A. U. Haque and W. Asrar and A. A. Omar and E. Sulaeman and J. S. Mohamed Ali", title = "Half Model Testing for Canard of a Hybrid Buoyant Aircraft", abstract = "Due to the interference effects, the intrinsic
aerodynamic parameters obtained from the individual component
testing are always fundamentally different than those obtained for
complete model testing. Consideration and limitation for such testing
need to be taken into account in any design work related to the
component buildup method. In this paper, the scaled model of a
straight rectangular canard of a hybrid buoyant aircraft is tested at 50
m/s in IIUM-LSWT (Low Speed Wind Tunnel). Model and its
attachment with the balance are kept rigid to have results free from
the aeroelastic distortion. Based on the velocity profile of the test
section’s floor; the height of the model is kept equal to the
corresponding boundary layer displacement. Balance measurements
provide valuable but limited information of overall aerodynamic
behavior of the model. Zero lift coefficient is obtained at -2.2o and
the corresponding drag coefficient was found to be less than that at
zero angle of attack. As a part of the validation of low fidelity tool,
plot of lift coefficient plot was verified by the experimental data and
except the value of zero lift coefficients, the overall trend has under
predicted the lift coefficient. Based on this comparative study, a
correction factor of 1.36 is proposed for lift curve slope obtained
from the panel method.", keywords = "Wind tunnel testing, boundary layer displacement,
lift curve slope, canard, aerodynamics.", volume = "9", number = "10", pages = "1743-4", }