COZY AIRCRAFT FORUM Chris Esselstyn s COZY MKIV Blended Winglets. Marc J. Zeitlin July 31 st, :45 PM 2:15 PM Forum Tent 02 GAMA Pavilion
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1 COZY AIRCRAFT FORUM Chris Esselstyn s COZY MKIV Blended Winglets Marc J. Zeitlin July 31 st, :45 PM 2:15 PM Forum Tent 02 GAMA Pavilion
2 What Will I Talk About? Chris s Plane Desire / Plan Fabrication / Structure Aerodynamics / Results Conclusions (MINE) Q / A 7/30/2009 EAA COZY Forum Page 2
3 Chris Plane 12 Stretch between wing / canard IO HP Retractable Mains and Nose 25k ft. service ceiling 240 kt. top speed 7/30/2009 EAA COZY Forum Page 3
4 Desire / Plan Similar to Jack Morrison s now defunct E-Racer, wanted drag reduction / efficiency gain from wing/winglet intersection blend Wanted outward canted winglets (looks, stability) Wanted symmetrical tip airfoil (thought was to reduce tip vortex strength [drag]) Sharp Intersection 7/30/2009 EAA COZY Forum Page 4
5 Fabrication / Structure Cut ~12 off wingtip Prep wing spar / shear web Carve foam intersection piece Winglet in SAME place still 4 offset from leading edge of wing Use same airfoil at root NACA 0010 symmetric airfoil at tip 7/30/2009 EAA COZY Forum Page 5
6 Fabrication / Structure Similar to wing construction Split foam at shear web Create cap trough Splice shear web to wing shear web Layup caps Layup skin / reinforcements 7/30/2009 EAA COZY Forum Page 6
7 Aerodynamics / Results - Jack Morrison s E-Racer Reminder from two years ago At same normalized power levels (MP * RPM) Note CLEAR TAS increase post blend TAS vs. Normalized Power Pre-Blend TAS Blended TAS Linear (Pre-Blend TAS) Linear (Blended TAS) TAS NORMALIZED Pow er (%) 7/30/2009 EAA COZY Forum Page 7
8 Aerodynamics / Results At same normalized power levels (MP * RPM), IAS LOWER than pre-blend NOT what was expected TAS vs. Normalized Power - Low Altitude Pre-Blend - DA 1464 Pre-Blend - DA 2523 Blended - DA 4300 Linear (Pre-Blend - DA 1464) Linear (Pre-Blend - DA 2523) Linear (Blended - DA 4300) TAS NORMALIZED Power (%) 7/30/2009 EAA COZY Forum Page 8
9 Aerodynamics / Results Similar Result at high Density Altitudes, although lower magnitude Again, NOT what was expected TAS vs. Normalized Power - High Altitude Pre-Blend - DA Blended - DA Linear (Pre-Blend - DA 10767) Linear (Blended - DA 10540) 220 TAS NORMALIZED Power (%) 7/30/2009 EAA COZY Forum Page 9
10 Aerodynamics / Results Look at Efficiency rather than IAS maybe a hint as to what s going on Aha more efficient at lower Density altitudes after blend seems to conflict with lower IAS s at same normalized power levels MPG vs. Normalized Power - Low Altitude Pre-Blend - DA 1464 Pre-Blend - DA 2523 Blended - DA 4300 Linear (Pre-Blend - DA 1464) Linear (Pre-Blend - DA 2523) Linear (Blended - DA 4300) MPG NORMALIZED Power (%) 7/30/2009 EAA COZY Forum Page 10
11 Aerodynamics / Results Same effect, albeit smaller, at high Density Altitudes More efficient after blend MPG vs. Normalized Power - High Altitude Pre-Blend - DA Blended - DA Linear (Pre-Blend - DA 10767) Linear (Blended - DA 10540) 20.0 MPG NORMALIZED Power (%) 7/30/2009 EAA COZY Forum Page 11
12 Aerodynamics / Results Look at Fuel Flow - AHA! At same normalized power levels, fuel flow is substantially different after blending How can this be FF vs. power setting is NOT dependent upon aerodynamics purely an engine issue Fuel Flow vs. Normalized Power - Low Altitude Fuel Flow Pre-Blend - DA 1464 Pre-Blend - DA 2523 Blended - DA 4300 Linear (Pre-Blend - DA 1464) Linear (Pre-Blend - DA 2523) Linear (Blended - DA 4300) NORMALIZED Power (%) 7/30/2009 EAA COZY Forum Page 12
13 Aerodynamics / Results Same effect, albeit smaller (to be expected given efficiency differences) at high Density Altitudes Lower fuel flow at similar normalized power settings post-blend Fuel Flow vs. Normalized Power - High Altitude 20.0 Pre-Blend - DA Blended - DA Linear (Pre-Blend - DA 10767) Linear (Blended - DA 10540) 15.0 Fuel Flow NORMALIZED Power (%) 7/30/2009 EAA COZY Forum Page 13
14 Conclusions (MJZ s) Aerodynamic Differences from (my) perceived optimum Left original 4 winglet leading edge offset would have recommended moving winglet forward to align leading edges Relatively small radius would have made blend radius at least 12 internal Tip symmetry effect unknown aerodynamicist indicated could be higher or lower drag, depending on complex interrelationships 7/30/2009 EAA COZY Forum Page 14
15 Conclusions (MJZ s) No change in efficiency due to aerodynamics if anything, aerodynamic efficiency is slightly worse (see slides 7 and 8) with lower TAS s at similar power settings Why was there no aero improvement? 1. Jack s E-Racer started in worse place E-Racer aligned leading edge with sharp intersection Left LE s aligned, which is better for these blended winglets 2. Chris started in better place less potential for improvement Long-EZ/COZY offset winglet is better for sharp intersection Left LE s offset not as good for blended winglets / separation drag 3. Used somewhat smaller blend radius not getting full attachment of flow in intersection 7/30/2009 EAA COZY Forum Page 15
16 Conclusions (MJZ s) If MPG/efficiency is better (with higher top end speed), it s related to engine What engine changes occurred between pre-blend / blend runs? What measurement inaccuracies could there be in IAS, FF, MPG, etc.? What instrumentation/calibration changes may have occurred in the engine instrumentation? What propeller changes may have occurred? Chris states the only engine related change was an induction system modification to improve airflow Clearly NOT what Chris would have wanted to see with respect to Aerodynamics, but he should be happy with whatever engine change has occurred, if any 7/30/2009 EAA COZY Forum Page 16
17 Questions & Answers My Website: 7/30/2009 EAA COZY Forum Page 17
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