Low Speed Wind Tunnel Wing Performance
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1 Low Speed Wind Tunnel Wing Performance ARO 101L Introduction to Aeronautics Section 01 Group November 2015 Aerospace Engineering Department California Polytechnic University, Pomona Team Leader: Alejandra Castellon Team Member: Jessie Damon Team Member: Ricky Palomares Team Member: Nizhoni Pigott Team Member: Savannah Saucedo Team Member: Shelby Worrell
2 Table of Contents Page # Author i. List of Figures 2 Pigott ii. List of Tables 3 Pigott iii. List of Acronyms, Symbols, and Definitions 4 Pigott 1.0 Executive Summary 5 Pigott 2.0 Objectives 7 Pigott 3.0 Approach 8 Worrell 3.1 Assumptions 8 Worrell 3.2 Applied Theory 8 Worrell 3.3 Experimental Description 9 Worrell 4.0 Test Facility 10 Palomares 4.1 Wind Tunnel Description 11 Palomares 4.2 Model Balance and Data Acquisition System 12 Palomares 5.0 Test Plan and Procedure 13 Damon 5.1 Model Description and Geometry 13 Damon 5.2 Model Setup in Wind Tunnel 14 Damon 5.3 Test Conditions 14 Damon 5.4 Test Procedure 14 Damon 5.5 Intended Data to be collected 15 Damon 6.0 Test Data and Results 16 Saucedo 6.1 Raw Data 16 Saucedo 6.2 Calculated Results 16 Saucedo 6.3 Key Data Plots 18 Saucedo 6.4 Data Interpretation 20 Saucedo 7.0 Conclusions and Recommendations 21 Castellon 8.0 References 22 Castellon 9.0 Appendix 23 Castellon 9.1 Data Recording Sheet 24 Castellon 1
3 List of Figures Figure Stall angle at approximately 10 degrees Figure Relationship between the coefficients of lift and drag Figure Linear relationship of the pitching moment coefficient to lift coefficient Figure Wind Tunnel Apparatus Figure Viewing window section of model station Figure Essential Sting Components Figure Tuft distribution along airfoil Figure The NACA 0012 elliptical wing Figure Alternate Viewing Angles of the NACA 0012 Airfoil Figure The NACA 0012 elliptical wing mounted on a sting balance system Figure Measured Wing Lift Coefficient vs. Angle of Attack Figure Measured Drag Coefficient versus Lift Coefficient Figure Measured Pitching Moment Coefficient versus Lift Coefficient 2
4 List of Tables Table 6.1 1: Raw Data Table 6.2 1: Calculated Data at Velocity: 60 ft/sec Table 6.2 2: Calculated Data at Velocity: 80 ft/sec Table 6.2 3: Calculated Data at Velocity: 100 ft/sec Table 6.2 4: Calculated Data at Velocity: 120 ft/sec Table 6.2 5: Calculated Data at Velocity: 140 ft/sec Table 6.2 6: Calculated Data at Velocity: 160 ft/sec 3
5 Acronyms, Symbols, and Definitions 1. Aerodynamic Force: A F a. summary of aerodynamic forces measured by the sting of the wind tunnel apparatus 2. Angle of Attack: α a. the angle between the oncoming air or relative wind and a reference line that connects the leading edge and trailing edge at some average point on the wing 3. Coefficient of Drag: C D a. an expression for the ratio of the drag force to the force produced by the dynamic pressure multiplied by the area 4. Coefficient of Lift: C L a. an expression for the ratio of the lift force to the force produced by the dynamic pressure multiplied by the area 5. Relative Wind: V a. the direction of movement of the atmosphere relative to an aircraft or an airfoil, in which case is opposite to the direction or movement of an aircraft or airfoil relative to the atmosphere 4
6 1.0 Executive Summary While experimenting with an elliptical wing in the Cal Poly Pomona Low Speed Wind Tunnel, teams were able to discover correlations with lift and drag coefficients, C L and C D respectively, while varying angles of attack, (α) against a produced wind velocity vector ( V ). By varying angles of attack with the wing from 6 degrees to 12 degrees against a specific velocity given to teams, ranging from 60 ft/s to 160 ft/s, teams were able to observe how the variation of the wind speed and angle of attack affect the airflow over the wing. The collective data proves to show that at all wind velocities, there is a direct correlation between angle of attack and the lift coefficient as visually seen in Figure As deduced from the same figure, as well as the talons on the wing, teams were able to see the general angle of attack that would produce stalling effects with the wing. Also seen in Figure is a positive parabolic correlation of the drag coefficient with respect to the angle of attack, regardless of whether (α) is positive or negative in relation to ( V ). Figure Stall angle at approximately 10 degrees 5
7 Figure Relationship between the coefficients of lift and drag In relation to the coefficient of lift, teams also observed a linear relationship of the pitching moment coefficient, and were able to evaluate and discuss skewed data, as seen in Figure in regards to what may have caused it such as the wind velocity being lenient which would cause imprecise measurements to be taken that correlated to the calculation of the pitching moment coefficient. Figure Linear relationship of the pitching moment coefficient to lift coefficient 6
8 2.0 Objectives For the Low Speed Wind Tunnel Experiment, each team sought to do the following: Test and observe the effects on airflow at various angles of attack and wind speeds Determine key performance parameters of the wing airfoil including lift and drag coefficients, and pitching moments Understand the relationship between the shape of the airfoil, angle of attack, wind speed and airflow Format predictions for future test designs that would prevent possible issues 7
9 3.0 Approach 3.1 Assumptions It is known that as the angle of attack (α) approaches 0, both lift (L) and drag (D) will increase as well. As α departs from 0, the values for L and D will stray away as well. Therefore, one can infer that the values for coefficient of lift (C L ) and coefficient of drag (C D ) will behave the same as lift and drag do. Knowing this, it can be estimated that in this experiment as the values for α sweep from 6 to 12 that the values for L, D, C L, and C D will become larger as α approaches 0. Assumptions: a. Temperature is constant b. Velocity is constant (per each group) c. Pressure is constant d. Density is constant e. Surface area is constant 3.2 Applied Theory Lift Equation This equation can be used to find the number value of lift acting on an object in given units. (Used in section 6.2 to calculate lift) L = N cosα A sinα Where: L = lift N = normal force α = angle of attack A = force along chord line Drag Equation This equation can be used to find the number value of drag acting on an object in given units. (Used in section 6.2 to calculate drag) D = N sinα + A cosα Where: D = drag N = normal force α = angle of attack A = force along chord line Coefficient of Lift Equation This equation can be used to find the relationship between the lift acting on an object and its surroundings. (Used in section 6.2 to calculate the lift coefficient) C L = L/(q*S) Where: C L = coefficient of lift L = lift q = dynamic pressure S = area Coefficient of Drag Equation This equation can be used to find the relationship between the drag acting on an object and its surroundings. (Used in section 6.2 to calculate the drag coefficient) C D = D/(q*S) Where: C D = coefficient of drag D = drag q = dynamic pressure S = area 8
10 3.3 Experimental Description In this experiment, each group is to decide a constant velocity for the wind tunnel test. Angle of attack is swept from 6 to 12 as some group members note the computer output values, while others observe what is occurring to the airfoil model in the wind tunnel. The groups then use the data collected to calculate important values such as L, D, C L, and C D. 9
11 4.0 Test Facility 4.1 Wind Tunnel Description The wind tunnel used for testing was located at the California Polytechnic State University, Pomona s wind tunnel lab. The campus is located about 725 feet above sea level. Figure Wind Tunnel Apparatus Figure is a top view of the wind tunnel. It is a closed circuit system that works with atmospheric conditions. The model employs a sting that is capable of controlling model attitude from + 35 angle of attack as well as a yaw of The attitude of the sting is controlled by a control arm that is hooked up to a computer. The computer also serves as a data endpoint for moment data from the sting as well as velocity of the free stream inside of the wind tunnel. The wind tunnel has an analog switch to control the velocity of air stream inside the test section. The wind tunnel facility is also capable of testing flutter, free roll, pitching moment, and translational movement. There is a sinusoidal free stream air sweeping mechanism as well to attempt to find resonance velocities for particular shapes. For this experiment only pitching moment and aerodynamic forces will be measured. 10
12 Figure Viewing window section of model station Figure shows the viewing window of the model and sting section. It is located next to the data acquisition and sting control station. The model can clearly be observed and visual confirmation of attitude controls may be done via the window. 4.2 Model Balance and Data Acquisition System To find forces on the model a sting was used inside of the wind tunnel. Figure shows the essential parts that allow for inertial forces to be found using a sting thus generating data that may be used to calculate six degrees of freedom for the aerodynamic analysis: Pitch, yaw, roll, lift, drag, and side Figure Essential Sting Components The model is attached near the model mount and axial gauge of the sting. The entire sting is on mechanism that allows for model orientation of angle of attack, roll, and yaw to be achieved upon user input. 11
13 To further visualize the aerodynamic effect that angle of attack at specific velocities has on lift and drag, tufts were added throughout the airfoil to track airflow. The tufts were spread throughout the inner to outer length of the airfoil as displayed in Figure The inner tufts were intended to keep track of stream flow and visually tell when the airfoil was stalling while the outermost tuft was to placed to visualize the wing tip vortices generated. Figure Tuft distribution along airfoil 12
14 5.0 Test Plan and Procedure 5.1 Model Description and Geometry The NACA 0012 elliptical wing (see Figure and Figure 5.0 2) was used for this experiment. Figure The NACA 0012 elliptical wing Figure Alternate Viewing Angles of the NACA 0012 Airfoil The NACA 0012 has a wingspan of inches with a reference area of square inches. The elliptical shape of the wing is thought to improve the lift distribution and reduce "induced" drag. An aircraft with an elliptical lift distribution along its span should have the lowest induced 13
15 drag. The elliptical taper shortens the chord near the wingtip in such a way that all parts of the wing should experience equivalent downwash, and lift at the wing tips should be zero. Wing Span Reference Area Chord length Max Thickness ft ft^ ft ft Airfoil Cross Section NACA Model Setup in Wind Tunnel The NACA 0012 airfoil was mounted on a sting balance system (see Figure 5.1 1) and tested in the wind tunnel test section at various angles of attack. Figure The NACA 0012 elliptical wing mounted on a sting balance system 5.3 Test Conditions The Cal Poly Pomona Low Speed Wind Tunnel is located at an approximate elevation of 725 feet above sea level. The temperature inside the wind tunnel was recorded at 67.7 degrees Fahrenheit. The calculated air density is x10^( 4) slugs/ft^3, and the air viscosity is 3.725x10^( 7) lbs/ft^2. 14
16 5.4 Test Procedure The controller and team leader were taught how to operate the Cal Poly Pomona Low Speed Wind Tunnel in a separate group. Then, the rest of the team came in and performed their roles (e.g., observer, photographer, recorder of data, along with the controller and the team leader). The controller operated the computer to determine the angle of attack. The team started the experiment at 6 degrees angle of attack and then gradually increased by 2 degrees at a time until the wing reached 12 degrees angle of attack. The velocity of the wind flowing around the airfoil was set at 60 feet per second. 5.5 Intended Data to be collected The intended data to be collected were: a. The effects on airflow at various angles of attack at wind speeds at 60 feet per second. b. Key performance parameters of the wing airfoil including lift and drag coefficients, and pitching moments. c. The relationship between the shape of the airfoil, angle of attack, wind speed and airflow d. Where the flow separation stall occurs that can lead to potential problems with the design 15
17 6.0 Test Data and Results 6.1 Raw Data: Table α: degrees Nf: lbs Af: lbs Pm: lbs Calculated Results Table 6.2 1: Calculated Data at Velocity: 60 ft/sec Lift Cl D Cd Cm Lift Table 6.2 2: Calculated Data at Velocity: 80 ft/sec Cl D Cd Cm
18 Table 6.2 3: Calculated Data at Velocity: 100 ft/sec Lift Cl D Cd Cm Table 6.2 4: Calculated Data at Velocity: 120 ft/sec Lift Cl D Cd Cm Table 6.2 5: Calculated Data at Velocity: 140 ft/sec Lift Cl D Cd Cm
19 Table 6.2 6: Calculated Data at Velocity: 160 ft/sec Lift Cl D Cd Cm Key Data Plots Figure Measured Wing Lift Coefficient vs. Angle of Attack 18
20 Figure Measured Drag Coefficient versus Lift Coefficient Figure Measured Pitching Moment Coefficient versus Lift Coefficient 19
21 6.4 Data Interpretation At each velocity the lift, drag, lift coefficient, drag coefficient, and pitch moment coefficient were calculated and displayed in graphs. From the data and graphs it is easy to compare data. The graph that displays the angle of attack vs the lift. Also, the pitching moment coefficient increases with the lift coefficient as well (Figure 6.3.3). However, when the velocity is at 80 feet per second, the pitching moment coefficient increases at a faster rate. This is most likely due to an error in the data. Once the angle of attack is above 6 degrees, the tufts begin to vibrate. Simultaneously the drag begins to increase (Figure 6.3.2). 20
22 7.0 Conclusions and Recommendations After conducting the wind tunnel test, we found that lift, drag, and their coefficients varied with the angles of attack the angles between the relative wind and the chord line (the line between the leading and trailing edge of an airfoil). We also found the relationships between boundary layer of an airfoil and its angle of attack. There are two types of airflow along the upper camber of an airfoil: turbulent and laminar. These two types of airflow are separated by a transition point whereas the angle of attack is increased, the portion of the upper airflow that is turbulent also increases and therefore produces increased drag. We witnessed these effects throughout the data of all the teams. The data we collected and calculated also verified our theory that (with small angles) as the angle of attack increases, so does the lift. For higher angles, the air molecules create a layer of air near the surface called the boundary layer that may separate from the airfoil and create a shape different than the physical shape and cause the wings to lose lift at high angles. This is called wing stall. We found that the airfoil NACA 0012 stalled at around 10 degrees. Some recommendations for future wind tunnel tests would be for teams to fully understand the theory and concept behind lift, drag, and their coefficients along with boundary layers, etc. before executing the wind tunnel test to gain the most out of this learning activity. 21
23 8.0 References Aerospace Applications: Wind Tunnel Compx Cal Poly Pomona. n.d. Wb. 19 Nov < Anderson, John D. Introduction to Flight. New York: McGraw Hill, Print. Internal Force Balance Nasa. N.d. Web. 19 Nov < 12/airplane/tunbalint.html> "NACA 0012 AIRFOILS (n0012 il)." Airfoiltools.com. N.p., n.d. Web. 16 Nov < il>. "U.S Standard Atmosphere." U.S Standard Atmosphere. N.p., n.d. Web. 16 Nov < atmosphere d_604.html> "The Lift Coefficient." Ed. Nancy Hall. N.p., n.d. Web. 11 Nov < 12/airplane/liftco.html>. "What Is Angle of Attack." Boeing, n.d. Web. 11 Nov < 22
24 9.0 Appendix 9.1 Data Recording Sheet: See Attached 23
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