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    Flight Demonstration Wind Tunnel Lab Report

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    romesaali23
    1. The document describes an experiment conducted in a flight demonstration wind tunnel to determine the relationship between lift and angle of attack for a model aircraft. 2. Key results show that lift increases with angle of attack until reaching a stall angle, around 19 degrees, where lift starts to decrease as airflow separates from the wing. 3. A graph of coefficient of lift versus angle of attack confirms that lift increases with angle of attack initially before peaking and decreasing at higher angles once stall occurs.

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    © All Rights Reserved
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    Flight Demonstration Wind Tunnel Lab Report

    Uploaded by

    romesaali23
    24 views5 pages
    1. The document describes an experiment conducted in a flight demonstration wind tunnel to determine the relationship between lift and angle of attack for a model aircraft. 2. Key results show that lift increases with angle of attack until reaching a stall angle, around 19 degrees, where lift starts to decrease as airflow separates from the wing. 3. A graph of coefficient of lift versus angle of attack confirms that lift increases with angle of attack initially before peaking and decreasing at higher angles once stall occurs.

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    Lab Report for flight demonstration wind tunnel for aerodynamics lab.

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    1. The document describes an experiment conducted in a flight demonstration wind tunnel to determine the relationship between lift and angle of attack for a model aircraft. 2. Key results show that lift increases with angle of attack until reaching a stall angle, around 19 degrees, where lift starts to decrease as airflow separates from the wing. 3. A graph of coefficient of lift versus angle of attack confirms that lift increases with angle of attack initially before peaking and decreasing at higher angles once stall occurs.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    24 views5 pages

    Flight Demonstration Wind Tunnel Lab Report

    Uploaded by

    romesaali23
    1. The document describes an experiment conducted in a flight demonstration wind tunnel to determine the relationship between lift and angle of attack for a model aircraft. 2. Key results show that lift increases with angle of attack until reaching a stall angle, around 19 degrees, where lift starts to decrease as airflow separates from the wing. 3. A graph of coefficient of lift versus angle of attack confirms that lift increases with angle of attack initially before peaking and decreasing at higher angles once stall occurs.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    of 5

    Subject: Incompressible Aerodynamics Lab

    Title: Flight Demonstration of a model to understand different


    phases of flight using a flight demonstration wind tunnel

    Submitted to: MS Rida

    Submitted by:
    Group Member 1 Group Member 2 Group Member 3
    Name Syeda Rumesa Ali Hamza Nawaz Khan Muhammad Qasim
    Reg no. 220101053 220101061 220101015
    Objective
    Basic aim of this experiment is to determine the graphical relationship between lift and angle of
    attack for the complete dummy aircraft model fixed in the aircraft. As it is known that with the
    change of angle of attack, lift starts to increase until stall is experiences beyond a certain point.
    At this point, the flow separates from the surface of the lifting body (i.e., airfoil and wing) which
    causes decrease in lift and increase in drag. So, it is also required of this experiment to
    experimentally check the stalling angle of the model airplane inside flight demonstration wind
    tunnel to understand the concepts of some aerodynamic fundamentals like lift, drag and
    freestream velocity.
    Apparatus
    AF41 Fight Demonstration Wind Tunnel
    The apparatus is an open-circuit wind tunnel with a model aircraft suspended in the working
    section. The model is supported by linkages that allow it to move vertically and to pitch about
    the quarter chord point independently. The working section is brightly illuminated, and the
    aircraft model is clearly visible through a large transparent window. The operator flies the
    aircraft manually using a control column and throttle. These are positioned directly in front of the
    window and are arranged typically as found in a light aircraft, providing realistic simulation of
    flight and the effect of the control surfaces. To fly the aircraft, the operator pushes the throttle
    lever forward to increase the tunnel airspeed. When the airspeed reaches a certain level, the
    aircraft may be made to 'take-off’ by drawing the control column slowly back. A digital display
    shows air velocity (pressure) in the working section, attitude, altitude or lift force on the aircraft.

    Theory
    All the forces and moments on the bodies are produced by the two basic ways:
    • Pressure distribution
    • Shear stress distribution
    The net effect of these forces when integrated over whole body results into Resultant
    aerodynamic force and moment. The resultant force 'R' can be split into two parts:
    1. Lift - Lift-component of R, perpendicular to the free-stream velocity
    2. Drag-component of R, parallel to the free-stream velocity.
    Lift is the force that directly opposes the weight of an airplane and holds the airplane in the air.
    Lift is generated by every part of the airplane, but most of the lift on a normal airliner is
    generated by the wings. Lift is a mechanical aerodynamic force produced by the motion of the
    airplane through the air. Because lift is a force, it is a vector quantity, having both a magnitude
    and direction associated with it. Lift acts through the center of pressure of the object and is
    directed perpendicular to the flow direction. There are several factors which affect the magnitude
    of lift.
    Lift is given by the formula:
    L= N cosα - A sinα
    Here,
    N= component of R, perpendicular to the chord
    A component of R, parallel to the chord
    A= angle of attack
    For a 2D airfoil, normal and axial forces per unit span can be calculated by the formulas,
    𝑻𝑬 𝑻𝑬
    N’ = -∫𝑳𝑬 (𝑷𝒖 𝒄𝒐𝒔𝜽 + 𝝉𝒖 𝒔𝒊𝒏𝜽)𝒅𝑺𝒖 + ∫𝑳𝑬 (𝑷𝒍 𝒄𝒐𝒔𝜽 + 𝝉𝒍 𝒔𝒊𝒏𝜽)𝒅𝑺𝒍
    𝑻𝑬 𝑻𝑬
    A’ = ∫𝑳𝑬 (−𝑷𝒖 𝒔𝒊𝒏𝜽 + 𝝉𝒖 𝒄𝒐𝒔𝜽)𝒅𝑺𝒖 + ∫𝑳𝑬 (𝑷𝒍 𝒔𝒊𝒏𝜽 + 𝝉𝒍 𝒄𝒐𝒔𝜽)𝒅𝑺𝒍

    Co-efficient of Lift
    Lift co-efficient is a dimensionless coefficient that relates the lift generated by a lifting body, the
    dynamic pressure of the fluid flow around the body, and a reference area associated with the
    body. A lifting body is a foil or a complete foil-bearing body such as a fixed-wing aircraft.
    𝑳
    Cl=𝟏
    𝝆𝒗²𝐒
    𝟐

    Angle of Attack
    The angle of attack is the angle between an airfoil and the oncoming air. A symmetrical airfoil
    will generate zero lift at zero angle of attack. But as the angle of attack increases, the air is
    deflected through a larger angle and the vertical component of the airstream velocity increases,
    resulting in more lift. As seen from the graph below, the value of CL increases with the increase
    in the angle of attack.
    Stall angle
    In fluid dynamics a stall is a reduction in the lift coefficient generated by a foil as angle of attack
    increases. This occurs when the critical angle of attack of the foil is exceeded. The critical angle
    of attack is typically about 15 degrees, but it may vary significantly depending on the fluid, foil,
    and Reynolds number. Stalls in fixed wing flight are often experienced as sudden reduction in lift
    as the pilot increases angle of attack and exceeds the critical angle of attack (which may be due
    to slowing down below stall speed in level flight). A stall does not mean that the engine or
    engines have stopped working or that the aircraft has stopped moving. Air no longer flows
    smoothly over the wings during a stall, aileron control of roll becomes less effective, whilst
    simultaneously the tendency for the ailerons to generate adverse yaw increases.
    Observations
    To calculate Pressure in Pascals, we use the formula,
    P=ρgh
    To calculate the wing area, we use the formula,
    S=b x c
    S=0.22m x 0.152m
    S=0.033m²
    S.no. Angle Velocity Velocity Lift Wing Co-
    of (knots) (m/s) (N) Area S efficient
    Attack (m²) of Lift
    α (˚) (Cl)
    1 12 39 20.063 28.9 0.033 3.552
    2 17 32 16.462 29.9 0.033 5.458
    3 19 35 18.005 30.0 0.033 4.578
    Results
    Co-efficient of Lift vs Angle of attack

    Cl vs Angle of Attack
    6

    5
    Co-efficient of Lift

    0
    0 5 10 15 20
    Angle of attack

    Conclusion
    With the change of angle of attack, lift starts to increase until stall is experiences beyond a
    certain point. At this point, the flow separates from the surface of the lifting body (i.e., airfoil and
    wing) which causes decrease in lift and increase in drag.

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