CFD Analysis of an Isolated Main Helicopter Rotor for a Hovering Flight at Varying RPM

2012 ◽  
Author(s):  
K. M. Pandey ◽  
U. Kumar ◽  
Gaurav Kumar ◽  
Dhrubajyoti Deka ◽  
Dipankar Das ◽  
...  
Keyword(s):  
Computational Fluid Dynamic ◽  
Flow Model ◽  
Fluid Dynamic ◽  
Helicopter Rotor ◽  
Cfd Analysis ◽  
Main Rotor ◽  
Rotor Speed ◽  
Blade Profile ◽  
Hovering Flight ◽  
The Stability

The main objective of this simulation is to analyze the flow around an isolated main helicopter rotor at various main rotor speed of 800 RPM, 600 RPM and 400 RPM at an angle of attack of 8 degrees using blades of the Eurocopter AS350B3, which uses the blade profile of standard ONERA OA209 airfoil during hovering flight conditions. The comparison of the stability in terms of wake formations and vorticity has been included to visualize an optimum RPM for hovering of the helicopter mentioned. For the computational fluid dynamic (CFD) analysis, the moving reference frame (MRF) method with the standard viscous k-ε turbulent flow model was used for modeling the rotating rotor operating in a hovering flight condition.

A CFD Analysis of the Viscous Fluid Behavior of Glycerin in Various of Stirring Patterns

2016 ◽  
Vol 836 ◽  
pp. 132-138
Author(s):  
Retno Wulandari ◽  
I.N.G. Wardana ◽  
Slamet Wahyudi ◽  
Nurkholis Hamidi
Keyword(s):  
Viscous Fluid ◽  
Computational Fluid Dynamic ◽  
Fluid Dynamic ◽  
Cfd Analysis ◽  
Particle Track ◽  
Streamline Flow ◽  
Flow Topology ◽  
Fluid Behavior ◽  
Simulation Results ◽  
Almost All

The important matter of mixing at both micro and macro-fluidic levels has to be studied for determining how to achieve proper stirring ways. In order to analyse this matter, the first problem was how to visualise and especially how to measure the stirring process in a certain flow. In this study, the behavior of viscous glycerin employing various stirring patterns was investigated. The changes in glycerin solutions were observed by means of streamline flow topology and particle track arising from four variations in configurations: the same stirring directions of rod and vessel (RUN 1), opposite stirring directions of rod and vessel (RUN 2), stationary rod and rotating vessel (RUN 3), stirring rod and stationary vessel (RUN 4). The flow pattern was analyzed with ANSYS computational fluid dynamic tool. The simulation results shows that the opposite direction stirring pattern configuration produced more vortices than those of the same direction stirring patterns and the stirring rod pattern generated more vortices in almost all parts of the vessel than stationary rod pattern.

LCAC Main Engine Installed Performance

2008 ◽  
Author(s):  
Benjamin Canilang ◽  
David Zipkin
Keyword(s):  
Statistical Analysis ◽  
Computational Fluid Dynamic ◽  
Fluid Dynamic ◽  
Performance Testing ◽  
Acceptance Test ◽  
Cfd Analysis ◽  
Test Procedures ◽  
Turbine Engine ◽  
Cfd Analyses ◽  
Main Engine

This paper investigates the installed performance of the ETF40B marine gas turbine engine (MGTE) on SLEP LCAC. Historical estimates of intake and uptake losses for SLEP LCAC have proven inaccurate, resulting in loss of available power for hump transition. A recent computational fluid dynamic (CFD) analysis of the uptakes revealed a possible 1000% increase in actual uptake losses. NSWCCD was tasked to evaluate and correct these detrimental deficiencies. This paper documents the development of the performance testing and results. Specifically, NSWCCD performed CFD analyses of the uptake configuration, designed pressure/temperature rakes, developed a unique DAQ schema, and statistical analysis of the average engine based upon acceptance test procedures (ATP), and generation of new torque tables based upon the LCAC drive train limits.

scholarly journals Computational fluid dynamic (CFD) analysis on ALUDRA SR-10 UAV with parachute recovery system

2017 ◽  
Vol 243 ◽  
pp. 012014
Author(s):  
R Saim ◽  
S Mohd ◽  
S S Shamsudin ◽  
M F Zulkifli ◽  
Z Omar ◽  
...  
Keyword(s):  
Computational Fluid Dynamic ◽  
Fluid Dynamic ◽  
Cfd Analysis ◽  
Recovery System

Computational fluid dynamic analysis of an unmanned amphibious aerial vehicle for drag reduction

2020 ◽  
Vol 8 (3) ◽  
pp. 187-200 ◽  
Author(s):  
Surendar Ganesan ◽  
Balasubramanian Esakki
Keyword(s):  
Wind Tunnel ◽  
Computational Fluid Dynamic ◽  
Fluid Dynamic ◽  
Flow Characteristics ◽  
Vehicle Speed ◽  
Cfd Analysis ◽  
Computational Fluid Dynamic Analysis ◽  
Razor Blade ◽  
Content Type ◽  
Aerial Vehicle

PurposeThe aim of this article is to minimize the drag of an unmanned amphibious aerial vehicle (UAAV) and enhancing the endurance.Design/methodology/approachVarious surface geometrical profiles such as rectangular, semicircular groove, razor blade and V-groove riblets are incorporated into the UAAV, and computational fluid dynamic (CFD) analysis is performed for various angles of attack at diverse vehicle speed conditions to estimate the coefficient of drag considering k–e turbulence model. Comparative evaluation between riblet and blunt body shape methodology is performed. Wind tunnel experiments are conducted to validate the flow characteristics around the UAAV.FindingsIt is observed that V-groove riblet method produced minimal drag in comparison with other profiles. The pressure distributions around UAAV for various geometrical profiles suggested that V-groove profile has achieved minimal vortex region, flow separation and turbulent boundary layer near to the outer profile.Originality/valueThe CFD analysis of UAAV for various riblet configurations and validation with wind tunnel smoke test confirms that UAAV with V-groove riblet provides low drag.

scholarly journals Analisis Airfoil Double-Slot Flap LS(01)-0417 MOD Dengan Airfoil Tanpa Flap Nasa SC(2) 0610

2018 ◽  
Vol 11 (2) ◽  
pp. 49
Author(s):  
Gaguk Jatisukamto ◽  
Mirna Sari
Keyword(s):  
Computational Fluid Dynamic ◽  
Static Pressure ◽  
Fluid Dynamic ◽  
Dynamic Pressure ◽  
Lift Coefficient ◽  
Pressure Coefficient ◽  
Angle Of Attack ◽  
Airflow Velocity ◽  
The Difference ◽  
The Stability

Kestabilan pesawat terbang ditentukan oleh desain airfoil sayap dan ekor. Perbedaan kecepatan aliran udara antara permukaan atas dan bawah airfoil menghasilkan perbedaan tekanan sehingga akan memberikan gaya angkat (lift) pada sayap. Perbedaan tekanan udara pada permukaan sayap dinyatakan dengan pressure coefficient (Cp), yaitu perbedaan tekanan statik lokal dengan tekanan statik aliran bebas. Koefisien lift (Cl) adalah rasio antara gaya angkat (lift) dengan tekanan dinamis. Peningkatan angka CL sebesar 20,4% pada riset sebelumnya diperoleh berdasarkan simulasi penambahan flap. Tujuan penelitian ini adalah membandingkan hasil simulasi airfoil double slot flap LS(01)-0417 MOD  dengan airfoil NASA SC(2) 0610 yang tanpa flap dan mencari korelasi antara sudut serang (?) dengan koefisien lift (Cl ).Metodologi penelitian dilakukan dengan simulasi Computational Fluid Dynamic (CFD). Hasil penelitian dapat disimpulkan bahwa koefisien lift CL untuk airfoil double slot flap LS(01)-0417 MOD menghasilkan CL = 1,498 sedangkan dengan sudut serang ? = 16o sedangkan airfoil NASA SC(2) 0610 tanpa flap memiliki nilai CL = 1,095 dengan sudut serang 13o. The stability of the aircraft is ordered by the airfoil design of the wings and the tail. The difference in flow velocity between the surface and the bottom of the airfoil will produce styles that will present lift  on the wings. The difference in airflow velocity between the top and bottom surfaces of the airfoil produces a pressure difference so it will provide lift (lift) on the wing. The lift coefficient (CL) is the ratio between lift with dynamic pressure. The difference of air pressure on the wing surface is expressed by pressure coefficient (Cp), the difference of local static pressure with free flow static pressure. The lift coefficient (Cl) is the ratio of lift to dynamic pressure. An increase in CL value of 20.4% in previous research was obtained based on the simulation of flap addition. The purpose of this research is comparison between airfoil double slot flap LS (01)-0417 MOD with airfoil NASA SC (2) 0610 without flap and search between angle of attack (?) with coefficient of lift (Cl). Method research is done by Computational Fluid Dynamic (CFD). The result of this research can be concluded that lift coefficient CL for double slot airfoil flap LS (01)-0417 MOD yield CL = 1,498 while with angle of attack ? = 16o while airfoil NASA SC (2) 0610 without flap have value CL = 1,095 with angle of attack 13o

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