Computation of the Helicopter Fuselage Wake with the SST, SAS, DES and XLES Models

Chuiton, F. Le; D'Alascio, A.; Barakos, George N.; Steijl, R.; Schwamborn, D.; Lüdeke, Heinrich

doi:10.1007/978-3-540-77815-8_12

Cited by 5 publications

(3 citation statements)

References 2 publications

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“…On the other hand, when blunt helicopter fuselages are taken into account, CFD prediction accuracy deteriorates, at least in the after body region, where complex separation structures are present. 6 For instance, in Vogel et al 7 and Martin et al 8 massive flow separation and vortex formation were detected in the rear ramp region; even though the aerodynamic loads were predicted with good accuracy using an unsteady RANS simulation with a structured grid, the flow structures in the fuselage wake were qualitatively similar to experiments, although some discrepancies were still detected.…”

Section: Introductionmentioning

confidence: 88%

Helicopter fuselage aerodynamic data fitting using multivariate smoothing thin plate splines

Venturelli

Ponza

Benini

2013

Proceedings of the Institution of Mechanical Engineers, Part G:

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Smoothing thin plate splines, a nonparametric statistical technique for multivariate data fitting, were investigated to predict the aerodynamic performance (output variables) of a generic 3D helicopter fuselage as functions of the pitch angle and of some geometric parameters describing their shape (input variables). In order for the smoothing thin plate splines to be properly applied, a database needed to be constructed containing pairs of input–output variables. To this purpose, a sample helicopter fuselage was chosen and 14 variants were generated modifying the geometric parameters; then, the pertinent lift, drag and pitching moment coefficients were obtained via computational fluid dynamics. The smoothing thin plate splines model was built excluding from the database one fuselage at a time and was then used to determine the aerodynamic performance of the left out configuration: finally, the obtained results were compared with those coming from direct computational fluid dynamics simulations over the same fuselage. The prediction capability of the smoothing thin plate splines models has been confirmed for all the analyzed fuselage geometries

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Section: Introductionmentioning

confidence: 88%

Helicopter fuselage aerodynamic data fitting using multivariate smoothing thin plate splines

Venturelli

Ponza

Benini

2013

Proceedings of the Institution of Mechanical Engineers, Part G:

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“…The addition of the TP to configuration 4-8 results in a gradual drag increase from 4% at = −15° to 22% at = −18° (see configuration [4][5][6]. Adding the rectangular fuel tanks (FT3) (configuration 4-5) to configuration 4-6 results in additional drag rise, from 20% (at = −18°) to 36% (at = −6°) and back to 16% (at = 18°).…”

Section: Modelmentioning

confidence: 99%

“…The drag itself is influenced by various parameters, such as shape, roughness, free stream turbulence, boundary layer properties [1]. Its accurate prediction remains one of the most difficult challenges in aerodynamics because of the complex geometries inherent to helicopters, unsteady flowfields [2] and complex fuselage-rotor interactions [3][4][5][6].…”

Section: Introductionmentioning

confidence: 99%

Experimental Study of Helicopter Fuselage Drag

Stepanov¹,

Zherekhov²,

Pakhov³

et al. 2016

Journal of Aircraft

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Experimental data are presented for the parasite drag of various helicopter fuselage components, such as skids, external fuel tanks, and tailplane. The experiments were conducted at the KNRTU-KAI T-1K wind tunnel, investigating four versions of a fuselage similar to the ANSAT helicopter. It was found that for the range of pitch angles −10°≤ ≤ 10°, the skids added 80% to the drag of the bare fuselage, while the tailplane increased the drag by 20%. At the same conditions, external fuel tanks were found to add 48% to the clean fuselage drag. A simple rotor hub with a tail support added 74% to the bare fuselage in the range of pitch angles −8°≤ ≤ 6°. Streamlining the rear fuselage was found to reduce the drag by 16% over the range of pitch angles −10°≤ ≤ 10°. Apart from the parasite drag, ideas for drag reduction are also discussed. Nomenclature

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