Experimental Investigation of Active Aerodynamic Load Reduction on a Rotorcraft Fuselage with Rotor Effects

Schaeffler, Norman W.; Allan, Brian G.; Wong, Oliver D.; Tanner, Philip E.

doi:10.2514/6.2014-2561

Cited by 7 publications

(3 citation statements)

References 8 publications

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“…The fuselages are 3D-printed from polylactic acid and are based on the NASA Rotor Body Interaction (ROBIN) model, specifically the ROBIN-Mod7 (Ref. 43). They have a length of 28 cm, with a hull width of 5.3 cm and a height of 4.5 cm.…”

Section: Experimental Methodologymentioning

confidence: 99%

Numerical and Experimental Investigation into the Aerodynamic Benefits of Rotorcraft Formation Flight

Voskuijl¹,

Vries²,

Veen³

et al. 2020

Proceedings of the Vertical Flight Society 76th Annual Forum

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The use of formation flight to achieve aerodynamic benefit as applied to rotorcraft is, unlike its fixed-wing counterpart, an unproven principle. This document presents a proof-of-concept of rotorcraft formation flight through a numerical research study, supported by results from an independent wind-tunnel experiment. In both cases, two helicopters are placed in an echelon formation aligned on the advancing side of the main rotor, though they do not simulate directly comparable flight conditions. The vertical and lateral alignment is varied in order to observe the achievable reductions in main rotor power required during cruise flight. The wind-tunnel experiment data yields an estimated maximum total power reduction for the secondary aircraft of 24%, while the numerical models yield reductions between 20% and 34% dependent on flight velocity. Both experiments predict a higher potential for aerodynamic benefit than observed for fixed-wing formations, which is contributed to the asymmetric upwash profile in the rotor wake. Optimal lateral alignment of both experimental and numerical results is found to feature overlap of the rotor disk areas due to circular area effects. Experimental data shows an optimal vertical alignment of the secondary rotorcraft below the primary, due to wake displacement. This is not present in the numerical simulations as a result of the applied leader wake modeling.

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Section: Experimental Methodologymentioning

confidence: 99%

Numerical and Experimental Investigation into the Aerodynamic Benefits of Rotorcraft Formation Flight

Voskuijl¹,

Vries²,

Veen³

et al. 2020

Proceedings of the Vertical Flight Society 76th Annual Forum

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“…An average of 15 to 20% drag reduction was achieved. Schaeffler et al [34] observed a maximum drag reduction of 22% for a 1/3 scale powered rotorcraft model, which was equipped with 8 blowing slots in the ramp section. In a similar study, Martin et al [35] achieved large drag reductions (about 20%) using active flow control in the rear ramp section.…”

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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“…Kim et al 7 showed that the synthetic jet exit configuration changes the vortical structures and is therefore an important component in effective momentum transfer for separation control. In a more applied configuration, Schaeffler et al 8 showed drag and download reduction with synthetic jet excitation on a rotorcraft fuselage under the influence of a rotor. Synthetic jet actuators have also been flight tested for download reduction on a XV-15 tiltrotor aircraft during hover.…”

Section: Introductionmentioning

confidence: 99%

Synthetic Jet and Turbulent Boundary Layer Interaction Quantification

Schatzman

Wilson

Chandrasekhara

2016

8th AIAA Flow Control Conference

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An experimental effort was performed in order to identify and quantify the structural changes to a two-dimensional turbulent boundary layer under the influence of a high spanwise aspect ratio slot synthetic jet. A comprehensive test matrix of key synthetic jet variables including non-dimensional stroke length, jet Reynolds number, and slot angle, was conducted in quiescent air, zero pressure gradient, and a mild adverse pressure gradient turbulent boundary layer flows. Time averaged and phase averaged features of the modified boundary layer flowfield were examined using hot-wire anemometry. Velocity profiles and turbulence data measured downstream of the actuator were compared for the range of actuator parameters with the baseline turbulent boundary layers. Nomenclature Cf= skin friction coefficient Cf,2 = turbulent contribution to skin friction coefficient Cp AIAA 2016-4238 This material is declared a work of the U.S. Government and is not subject to copyright protection in the United States.

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Experimental Investigation of Active Aerodynamic Load Reduction on a Rotorcraft Fuselage with Rotor Effects

Cited by 7 publications

References 8 publications

Numerical and Experimental Investigation into the Aerodynamic Benefits of Rotorcraft Formation Flight

Numerical and Experimental Investigation into the Aerodynamic Benefits of Rotorcraft Formation Flight

Experimental Study of Helicopter Fuselage Drag

Synthetic Jet and Turbulent Boundary Layer Interaction Quantification

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