SUBSONIC AERODYNAMICS OF AEROSPACE VEHICLES
SUDIP DAS
LECTURER
DEPARTMENT OF SPACE ENGINEERING & ROCKETRY
BIRLA INSTITUTE OF TECHNOLOGY: MESRA
AEROPLANE IN STEADY FLIGHT
AIR IS FLOWING PAST THE AIRCRAFT
PILOT
AIRCRAFT IS MOVING INTO STILL AIR
OBSERVER
MUTUAL EFFECTS OF THE AIR AND THE AEROPLANE
AERODYNAMIC PROBLEMS
FLOW OF A STREAM OF FLUID PAST A BODY AT REST
TYPES OF FLOW
LOW DENSITY AND FREE MOLECULAR FLOW
AERODYNAMICS
CONTINUUM FLOW
CONTINUUM FLOW
VISCOUS FLOW
INVISCID FLOW
COMPRESSIBLE FLOW
INCOMPRESSIBLE FLOW
SUBSONIC FLOW SUPERSONIC FLOW TRANSONIC FLOW HYPERSONIC FLOW
SMOOTH & STREAMLINED FLOW COMMERCIAL, TRAINING, SMALL AIRCRAFTS PARTIALLY SUPERSONIC/SUBSONIC FLOW FIGHTERS, MODERN AIRCRAFTS
VISCOUS INTERACTION CHEMICALLY REACTING EFFECTS DOMINATE THE FLOW REENTRY VEHICLES, TRANSATMOSPHERIC VEHICLES, FUTURE AEROSPACE VEHICLES
PRESENCE OF SHOCK WAVES PROPERTIES AND STREAMLINES CHANGE DISCONTINUOUSLY FIGHTERS, MISSILES
LOW SPEED WIND TUNNELS
1 2 P1 V1 P2 < P1 V2 > V1 P1 V1 1
P1
P2 > P1 V2 < V1
P2 V2 A2 A1
V1
Convergent Duct
Divergent Duct
p Minimum pressure
V1
2( P 1P 2)
[( A1 / A2 )2 1]
A LOW SPEED WIND TUNNEL IS A LARGE VENTURI
AIRFLOW IS DRIVEN BY A FAN
WIND TUNNELS ARE GROUND BASED EXPERIMENTAL FACILITIES DESIGNED TO PRODUCE FLOWS OF AIR IN THE LABORATORY WHICH SIMULATE THE ACTUAL FLIGHT IN THE ATMOSPHERE
OPEN CIRCUIT WIND TUNNELS CLOSED CIRCUIT
OPEN CIRCUIT WIND TUNNEL
P1 P2 V 2 A2 P3 V3 A3
Fan
DRAWS AIR FROM ATMOSPHERE AND EXHAUSTS OUT TO THE ATMOSPHERE
V1 A1
Motor
Settling Chamber (reservoir)
Nozzle
Test Section
Diffuser
Motor
CLOSED CIRCUIT WIND TUNNEL
Fan
Nozzle
Test Section
Diffuser
AIR FROM EXHAUST IS RETURNED TO THE FRONT OF THE TUNNEL VIA A CLOSED DUCT FORMING A LOOP
P1 V1 A1
P2 V2
P3 V3 A3
PLANFORM OF A WING
Direction of Flight
Le
Wing Tip
ng adi
e edg
Root Cr
L.E
Fuselage Side
T.E
e Trailing edg
S b
CT
WING SPAN WING SEMI SPAN TIP CHORD
b s CT
ASPECT RATIO
WING SPAN / MEAN CHORD SPAN 2 / WING AREA
SWEEP BACK
LE
TE
ROOT CHORD
TAPER RATIO MEAN CHORD
Cr
CT/ Cr WING AREA / WING SPAN SG / b
WING SECTION [ AEROFOIL ]
Y X
Y Ys Ys Chord X
Upper surface Yu Yl Lower surface
Symmetrical fairing
Leading edge Thickness Mean Camber Line Chord Line Camber Trailing edge Chord C
Cambered aerofoil
Yu = Ys + Yc Yl = Ys - Yc
Yc
Camber Line
ANGLE BETWEEN CHORD AND FLIGHT DIRECTION
INCIDENCE (ANGLE OF ATTACK) TWIST WASH IN WASH OUT
WINGDIFFERENT SECTION GEOMETRY AEROFOIL SECTIONS HAVING ANGLES OF INCIDENCE FOR A WING
INCREASING INCIDENCE TOWARDS THE TIP DECREASING INCIDENCE TOWARDS THE TIP
AERODYNAMIC FORCES AND MOMENTS
Cross Wind Force
L
Y Camber Line M Pitching moment Lift L Drag D
W W V
High speed level flight
Climbing flight
L
Lr Rolling Moment X
N Yawing Moment
V
Low speed level flight
Banked circling flight
DEPENDENT VARIABLE AERODYNAMIC FORCE VARY WITH INDEPENDENT VARIABLES F = f [ STREAM SPEED V, BODY SIZE D, FLUID DENSITY , KINEMATIC VISCOSITY , BULK ELASTICITY K ] FROM DIMENSIONAL ANALYSIS FLOW GEOMETRICALLY SIMILAR
F/V2D2 = f [ VD/ ; M ]
RAYLEIGHS EQUATION
ESSENTIAL FOR WIND TUNNEL EXPERIMENTS
LOW SUBSONIC FLOWS
REYNOLDS NUMBER - ONLY CRITERION FOR DYNAMIC SIMILARITY
THE QUANTITY
F/V2D2 IS A NONDIMENSIONAL QUANTITY AND
IT IS CONVENTIONAL TO USE (1/2) V2 IN PLACE OF V2 AND IS CALLED DYNAMIC PRESSURE..
NON DIMENSIONAL AERODYNAMIC FORCE COEFFICIENT :
CF = F / [0.5 V2 S]
NON DIMENSIONAL LIFT COEFFICIENT :
CL = LIFT / [0.5 V2 S]
CD = DRAG / [0.5 V2 S] CM = M / [0.5 V2 S.C]
NON DIMENSIONAL DRAG COEFFICIENT :
NON DIMENSIONAL MOMENT COEFFICIENT :
NON DIMENSIONAL PRESSURE COEFFICIENT :
CP = (LOCAL STREAM PRESSURE ) / [0.5 V2 ]
PRESSURE DISTRIBUTION ON AN AEROFOIL
ZERO DEGREE INCIDENCE
FIFTEEN DEGREE INCIDENCE
Zero degree incidence
CP IS POSITIVE +ve CP CP IS NEGATIVE
AT HIGHER INCIDENCE THE LIFT IS DUE TO PRESSURE REDUCTION ON THE UPPER SURFACE AND PRESSURE INCREASE ON THE LOWER SURFACE CP +ve
Fifteen degree incidence
X/C
X/C
-ve
-ve
TYPES OF DRAG [ RESIST THE MOTION OF THE BODY THROUGH BULK OF FLUID] TOTAL DRAG = RATE OF DECREASE OF MOMENTUM IN A DIRECTION PARALLEL TO FREESTREAM SURFACE FRICTION DRAG = > FROM RESOLVED COMPONENTS OF THE TANGENTIAL STRESSES ON THE SURFACE OF THE BODY. > GRIP DUE TO VISCOSITY > ALSO CALLED SKIN FRICTION DRAG
INDUCED DRAG = DRAG DUE TO LIFT
WAVE DRAG = DRAG ASSOCIATED WITH SHOCK WAVES IN HIGH SPEED FLIGHT FORM DRAG = [BOUNDARY LAYER NORMAL PRESSURE DRAG ] DRAG DUE TO VORTICES PROFILE DRAG = > DRAG ASSOCIATED WITH LOSSES OF TOTAL PRESSURE AND TEMPERATURE IN THE BOUNDARY LAYER > SUM OF SKIN FRICTION DRAG & FORM DRAG
COEFFICIENT OF LIFT Vs INCIDENCE
1.4
ORDINARY ANGLES OF FLIGHT
CL
STALLING ANGLE
stalling angle is where the lift coefficient is maximum and beyond this angle airflow becomes separated instead of streamlined
15O
INCIDENCE
THE DRAG CURVE
0.3
ORDINARY ANGLES OF FLIGHT
CD
DUE TO TURBULENCE
STALLING ANGLE
INCIDENCE
15O
THE LIFT / DRAG RATIO
24
L/D
MOST EFFICIENT ANGLE
STALLING ANGLE
INCIDENCE
15O
