Wind tunnel testing of additive manufactured aircraft components

Teo, Zhen Wei; New, T. H.; Li, Shiya; Pfeiffer, Till; Nagel, Björn; Gollnick, Volker

doi:10.1108/rpj-06-2016-0103

Cited by 7 publications

(6 citation statements)

References 21 publications

(27 reference statements)

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“…Aghanajafi and Daneshmand (2010) compared the performance of 3D printed models with conventional metallic models in the same wind tunnel test environment, they concluded that the additive manufactured model could be used for a preliminary test to obtain initial aerodynamic database with much less time and cost. Teo et al (2018) conducted wind tunnel study on unconventional joined-wing models manufactured by 3D printing. Although the wing deflections were observed, they could be accounted for systematically.…”

Section: Introductionmentioning

confidence: 99%

Using additive manufactured parametric models for wind tunnel test-based aerodynamic shape optimization

Chung

Kim

Choi

2020

RPJ

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Purpose The purpose of this paper is to propose a new approach of using additively manufactured parametric models in the wind tunnel test-based aerodynamic shape optimization (ASO) framework and to present its applicability test results obtained from a realistic aircraft design problem. Design/methodology/approach For aircraft shape optimization, the following three methodologies were used. First, as a validation study, the possibility of using rapid prototyping (RP) model in the wind tunnel test was verified. Second, through the wind tunnel test-based ASO, the application and feasibility of the real fighter aircraft shape optimization were verified. A generic fighter configuration is parameterized to generate various test models using additive manufacturing. Wind tunnel tests are conducted to measure their stability criteria in high angle of attack (AOA). Finally, a computational fluid dynamics (CFD) study was performed and analysis procedures, costs and results compared to the wind tunnel test were compared and reviewed. Findings RP technology can significantly reduce the time and cost of generating parametric wind tunnel models and can open up new possibilities for wind tunnel tests to be used in the rigorous aerodynamic design loop. There was a slight difference between the results of the RP model and the metallic model because of rigidity and surface roughness. However, the tendency of the aerodynamic characteristics was very similarly predictable. Although there are limitations to obtaining precise aerodynamic data, it is a suitable method to be applied to comparative studies on various shapes with large geo-metric changes in the early phase of design. The CFD analysis indicates that the wind tunnel-based ASO using the RP model shows the efficiency corresponding to the CFD shape optimization. Research limitations/implications The RP parametric models may have various assembly error sources and rigidity problems. The proposed methodology may not be suitable for collecting the accurate aerodynamic database of a final design; rather, the methodology is more suitable to screen out many configurations having fairly large shape variation in the early stage of the design process. Practical implications The wind tunnel test-based ASO can replace or supplement CFD-based ASO. In areas where CFD accuracy is low, such as high AOA flight characteristics, RP model wind tunnel-based ASO can be a research method that can secure both efficiency and accuracy advantages, providing ten times more effective in terms of cost and time. The wind tunnel test is used to obtain aerodynamic data at the final stage of shape design. It can be extended to a comparative study of several shapes in the early design phase. This procedure can be applied for both industrial level and educational aircraft design activities. Originality/value This study is the application to be applied as a parametric study on the whole aircraft, rather than using the RP model applying a simple partial control surface or configuration change of a part of the wing. The possibility of using the RP model was confirmed by comparing and verifying each other in a medium-sized wind tunnel using a relatively large RP model and a metallic model. It was verified that it can be applied in the shape design process, not the shape verification in the traditional design procedure, and a comparison with the CFD method was also performed. With further development and validation efforts, the new design framework may become an industrial standard for future aircraft development.

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Section: Introductionmentioning

confidence: 99%

Using additive manufactured parametric models for wind tunnel test-based aerodynamic shape optimization

Chung

Kim

Choi

2020

RPJ

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“…In addition, the nylon parts were smoothed down by hand with 2000 grit sandpaper till they were smooth to touch. Previous experience 32 with this method of fabrication justifies its use in this study. Minor gaps between the fastened pieces were filled with plasticine to ensure a smooth continuous surface.…”

Section: Fuselage Modelmentioning

confidence: 95%

Characteristics of helicopter engine exhaust through scaled experiments using stereoscopic particle image velocimetry

Teo

Wong

Lee

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part G:

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Helicopter engines are often mounted atop the fuselage to keep the aircraft footprint small and optimal for operations. As a result, hot gases produced by the engines may inadvertently impinge upon the tail boom or dissipate inefficiently that compromises on operation safety. In this study, a scaled fuselage model with a hot air blower was used to simulate hot exhaust gases. The velocity field immediately outside the exhaust port was measured through stereoscopic particle image velocimetry to capture the trajectory and flow behaviour of the gases. Two cases were considered: freestream to exhaust velocity ratios of 0 (no freestream velocity) and 0.46 (co-flowing free stream), respectively. The formation of a counter-rotating vortex pair was detected for both cases but were opposite in the rotational sense. For the case without freestream, the plume formed into a small “kidney” shape, before expanding and dissipating downstream. For the case with freestream, the plume formed into a slenderer and more elongated “reversed-C” shape as compared to the case without freestream. It also retained its shape further downstream and maintained its relative position. These observations on the trajectory and shape of plume provide basis to understanding the nature and interaction of the plume with its surroundings.

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“…Teo et al [6] found that additive manufacturing provides cost-effective wing components for wind tunnel test components with fast turn-around time. They can be used with confidence if the wing deflections could be accounted for systematically and accurately, especially at the region of aerodynamic stall [6].…”

Section: Introductionmentioning

confidence: 99%

Production Process of D-Nose Panel Components for A-350 Airplane Wings, PT Dirgantara Indonesia

Yosef Pandapotan,

Sofyan Arief,

Fridawaty

2023

JOMAse

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Airplanes are one of the most frequently used forms of transportation globally. The aircraft's ability to mobilize between continents and its near-sound speed makes it an excellent cross-country travel choice. This paper discussed the production process of D-nose panel components for A-350 airplane wing in PT. Dirgantara Indonesia. PT. Dirgantara Indonesia (Persero) or commonly referred to as PTDI, is one of the aircraft companies in Asia with core competencies in aircraft design and development, aircraft structure manufacturing, aircraft production, and aircraft services for civil and military from light and medium aircraft. The main components of the aircraft consist of the engine, propeller (power plant), fuselage, wing, tail (empennage) and landing gear. The components that make up the wing of the aircraft consist of a fuel tank, wing flap, spar, aileron, skin, ribs, stringer, wingtip, as well as external parts such as the D-nose panel. The process from beginning to end of the D-nose panel component requires several stages. Finally, this process also checks data from existing component documents and ends with the final stamp as a sign that the entire process for making the D-nose panel component has been completed.

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Wind tunnel testing of additive manufactured aircraft components

Cited by 7 publications

References 21 publications

Using additive manufactured parametric models for wind tunnel test-based aerodynamic shape optimization

Using additive manufactured parametric models for wind tunnel test-based aerodynamic shape optimization

Characteristics of helicopter engine exhaust through scaled experiments using stereoscopic particle image velocimetry

Production Process of D-Nose Panel Components for A-350 Airplane Wings, PT Dirgantara Indonesia

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