T3

N3

T1

Transport in 7th FP

6 - 7 june 2006, Warsaw

Wind tunnel test and CFD aerodynamic design capabilities

of IoA in 7th FP Air and Surface Transport Priority

Wojciech Kania, Jerzy Żółtak, Jan Kacprzyk, Zygmunt Wysocki

Institute of Avition ( IoA)

Aerodynamic Department

• The scientific and research staff of Aerodynamic Department (1 professor, 8 PhD and 7 MSc) is widely aerodynamics research for aeronautical and surface transport applications from the initial design phase to the CFD and the experi-mental validation in five wind tunnels with advanced measurement and calibra-tion equipment.

• The largest over the country low-speed (with test section 5 m) and trisonic wind tunnels are certified by PCBC according to the standard PN-EN ISO/IEC 17025: 2001. Almost all aircrafts and helicopters developed in Poland have been tested in the IoA wind tunnels.

Aerodynamic Department

Low Speed LaboratoryHigh Speed

LaboratoryModel

Workshop

CFD

& Flight

Mechanics

Section

1.5 -Meter

Wind

Tunnel

5-Meter

Wind

Tunnel

Low

Turbulence

Wind Tunnel

Trisonic

Wind

Tunnel

AERODYNAMIC DEPARTMENT

CAPABILITIES

IN WIND TUNNEL TESTS

AND CFD ANALYSIS

• Wind tunnel test of aircraft models. Measuring of aerodynamic characteristics

and pressure distribution at Mach number 0.1 to 2.3.

• Aerodynamic load measurement on models of aircraft elements and flutter test.

• Buffet boundaries tests.

• Flow visualization (tufts, minitufts with UV - light, smoke, oil, b/w and coloured Schlieren).

• Helicopter model tests (rotor diameter up to 3m.)

• Aerodynamic design of aircraft, wing, airfoil, high-lift system using CFD methods

• Surface transport aerodynamic wind tunnel tests (cars, trains, ships).

• Design and manufacturing of measuring stands and devices for aerodynamic

tests including strain-gauge balances.

• Strain-gauge balances and pressure transducers calibrations.

• CFD and CAD in-house and commercial tools (above twenty codes): panel method

coupled with boundary layer analysis (PANEL-3D), Euler code (OVER-3D), Navier -

Stokes codes (FLUENT, SPARC), parametric optimization software based on Genetic

Algorithm (OGA) and others.

1.5 – Meter Low Speed Wind Tunnel (T-1)

Low-Speed Wind – Tunnel T-1

Type of wind tunnel- closed circuit with open test section,

Test section - diameter 1.5 m,length 2.01 m,

max wind speed - 40 m/s,min wind speed – 15 m/s,turbulence intensity - 0.5%

WIND TUNNEL T1

φ 1,5M TEST SECTION

The AS-2 aircraft model being tested in the

Low-Speed Institute of Aviation Wind – Tunnel φ1,5m.

(W-615 – six- component inner strain-gauge balance.)

The two-dimensional airfoil ILL-515 model

with end plates being testedin the wind tunnel T1

The AS-2 model without gear.

Tufts flow visualisation.The COBRA 2000 model.

WIND TUNNEL T1

φ 1,5M TEST SECTION

CARS AERODYNAMICS

Truck model test

• force, pressure and velocity distribution measurements• study of flow visualisation

Bus model optimisation test

for drag reduction

CD = 0.68

CD = 0.39

initial version

finalversion

FSM 106 MODEL TEST

force measurements

& flow visiualisation tests

The T3 Low Speed Wind Tunnel is an atmospheric,

closed-circuit tunnel with an open test section of 5

meter diameter, and 6.5m length which can reach

velocity of 57 m/s with a dynamic pressure of 2000

N/m 2 .

The Reynolds number per meter ranges from 0 to

3.810e 6 . The flow in the test section is relatively

uniform with a longitudinal turbulence level of about

0.5 percent.

Test section airflow is produced by 7-m diameter 8-

bladed fan powered by a 2040 hp direct current

motor.

5 – Meter Low Speed Wind Tunnel (T-3)

Test Section and Performance

T-3 Low speed wind tunnel

The basic model support mechanism is a two struts, sting support and sidewall turntable for

use with semispan models or buildings models.

Sting mounting of a model in the wind tunnel T3

for high angle of attack ( ±180 o )

Single strut mounting of model

In the wind tunnel T3

Sting mounting of a model in the wind

tunnel T3 for low angle of attack

5-Meter Low Speed Wind Tunnel- Model Supports

WIND TUNNEL T3

φ 5M TEST SECTION

The special stand for helicopter models testing has been constructed

which can be used for studying:

�fuselage models,�rotor models,�rotor and fuselage models together.

The maximum rotor model diameter is 2.5 m. The range of tunnel flow velocity is from 0 up to 40 m/s.

The test of the M-18 DROMADER agricultural aircraftmodel in wind tunnel T3

The test of the new jet - treiner aircraft Bielik model at high angles of attack up to 90 degrees

The test of the flutter model of the I-22 IRYDAjet trainer aircraft

The two-dimensional airfoil ILL-417 model

with end plates being testedin the wind tunnel T3

Surface transport model test in T3 & T1 wind tunnels

and CFD application

X

Y

Z

Cp: -0.8 -0.6 -0.4 -0.2 0 0.2 0.4

Surface transport model test in T3 & TMT wind tunnels

and CFD application

X

Z

Y

Cp0.400.35

0.300.25

0.200.150.10

0.050.00

-0.05-0.10

-0.15-0.20-0.25

-0.30-0.35

-0.40-0.45-0.50

-0.55-0.60

Low Turbulence Wind Tunnel (TMT)

- Characteristics

Type of wind tunnel.................................................... open circuit,........................................... closed test sectionFirst test section parameters:test section............. 0.5m. - 0.65m. rectangular test section length..................................... 1.3mspeed ................................................. 1-85 m/sSecond test section parameters:test section size .. 1.75m. ﾗ 2.28m rectangular

test section length ................................. 2.4m.

speed ............................................ up to 8m/sMax Reynolds number, per meter..............1.610 6Number of grids ......................................... up to 5

Properties of the airflow in the test section:Turbulence intensity measured by anemometer ...without grids ..................................... . <=0.05%with 5 grids ....................................... . <=0.02%(at velocity lower than 40 m/s)

Variation of turbulence . with flow velocity in centre

of low turbulence wind tunnel

N-3 trisonic

wind tunnel

• Blowdown with partial recirculation offlow

• Mach number:

M = 0.3-1.15, 1.6, 2.3

• Test section:

0.6 m x 0.6 m square and length of 1.58 m, for subsonic and transonic speed the top and bottom walls are perforated – the test section is connected with plenum chamber

• Run time:

High subsonic up to 10 min

Transonic up to 5 min

Trisonic Wind Tunnel (N-3)

Calibration model Onera M2 in trisonic wind tunnel N-3

Oscillating model of the airfoil (with simulation of icing)in trisonic wind tunnel N-3

Shock-wave on the profil NACA 0012 in Wind Tunnel N-3 in Schlieren visualisation

with color filter at M = 0.8 and α = 0°

Store drop test in trisonic wind tunnel N-3 for Iryda jet trainer/combat aircraft The visualisation of flow on upper surface

of Cobra 2000 Ground attack aircraft

M = 0.3÷2.3

Aerodynamic optimization of trailing

edge flaps (both slotted and Fowler type) based on the wind tunnel test

for the trainer aircraft PZL-130 ORLIK

Development of a high-lift systemfor the general purpose light aircraft

PZL-105 FLAMING-the Fowler flap and the flaperon for advanced

wing section ILL-1:

all concepts, aerodynamic-surface and kinematics optimized by IoA

Development of the high-lift system for the modified jet trainer/combat aircraft

IRYDA I-22M96−leading edge full span slat: all concepts,

aerodynamic-surface, kinematics and structure designed by IoA

−trailing edge Fowler flap: all concepts, aerodynamic-surfaces, kinematics

and structure designed by IoA.

HIGH LIFT AERODYNAMICS

Development of the slotted flap for the executive aircraft I-23 MANAGER :

CFD design and two-dimensional wind tunnel testof advanced wing section ILL-217

with slotted flap designed by IoA

Design of the advanced airfoils family:

ILL417 with Fowler and slotted flap

ILL515 with slotted flap and ILL 513 with ailerons

− CFD design and two - dimensional wind tunnels test

− airfoil ILL417M with slotted flap was applied in preliminary

design

of the primary trainer aircraft I-25,

0 -0.02 -0.04 -0.06 -0.08 -0.1 -0.12

Cm0

1.2

1.3

1.4

1.5

1.6

1.7

1.8

1.9

2

CLmax

LS(1)-0417M

LS(1)-0413M

ILL1

ILL417

ILL217ILL713

ILL513

ILL213

ILL515

ILL- airfoil designed by IoA

EC Research Projects

in the 5th FP

High Reynolds Number Toolsand Techniques for Civil

Transport Aircraft Design NAS HiReTT

COORDINATOR : Airbus UK11 Partners:Airbus UK, Airbus D., Airbus F.,

ETW,

DLR, ONERA, NLR, IoA, QinetiQ,

RWT, WUTIoA participation – Principal

Contractor

AERODYNAMIC DEPARTMENT

Innovative Aerodynamic

High Lift Concepts - HELIX

COORDINATOR : Airbus UK13 Partners:Airbus UK, Alenia Aerospace, IAI,

IoA, FOI, VZLU, QinetiQ, NLR, INTA,

Cranfield Univ., KTH, IST, HUT

IoA participation - PrincipalContractor

AERODYNAMIC DEPARTMENT

AIRCRAFT DESIGN GROUP

Cicilian Unmanned Air VehiclesNAS – UAV NET Thematic Network

COORDINATOR : IAI19 Partners:IAI, Airbotics, Alenia Aerospace, BAE Syst.,

EADF, SNECMA, SONACA, SSC, THALES,

CIRA, NLR, ONERA, IoA, DLR, WUT, BUT,

DUH, POLITO, VGUIoA participation - Principal Contractor

AERODYNAMIC DEPARTMENT

EC Research Projects

in the 6th FP

Environmentally FriendlyHigh Speed Aircraft

INTEGRATED PROJECTContract No. 516132 (AIPA-CT-2005-516132)Duration: 48 months (2005 - 2009)

COORDINATOR : DassaultAviation37 Partners:Airbus UK, Airbus D., Airbus F.,

ETW

IoA participation - Contractor

AERODYNAMIC DEPARTMENT

Unsteady Effects in Shock Wave Induced Separation

SPECIFIC TARGET RESEARCH PROJECTContract No. 01226 (AST4-CT-2005-01226)Duration: 36 months (2006-2008)

COORDINATOR : IFFM18 Partners:IMP, IUSTI, ONERA, UCAM, QUB,

ITAM, TUD, INCAS, SOTON, URMLS,

LIV, NUMECA, IMFT, FORTH, LMFA,

EADS-M, IoA

IoA participation - ContractorAERODYNAMIC DEPARTMENT

INTEGRATED PROJECTProposal No. 030888Duration: 36 months (2006 - 2008)

COORDINATOR : VZLU40 Partners:VZLU, CENAERO, CIRA, DLR,

EADS, Eurocopter, IoA, Liebherr, NLR, ONERA, PIAGGIO AERO,

TURBOMECA, UoM, ULg

IoA participation - Contractor

AERODYNAMIC DEPARTMENT

Third Call: Recommended for funding, expected start – May 2006

Cost-Effective Small AiRcraft

CESAR

HELIX

Objectives

• Develop and explore innovative high lift concepts– 21 innovative concepts proposed

• HELIX has rigorously assessed these concepts using multi

disciplinary design tools– Trade tools (TADPOLE – Airbus UK, FET - IAI)

• The only one concept has been down selected to experimental

validation in a large scale wind tunnel test. Selection was based on

three customer given requirements:– High performance at the same cost (e.g. improvement of field and cruise performance)

– Some performance at lower cost (e.g. simplified high-lift system)

– Lower environmental impact at the same cost (e.g. wake-vortex noise)

HELIX – Innovative Aerodynamic High Lift Concepts – RTD project of EC

Removal of the flap track Removal of the flap track

fairings in SESF concept fairings in SESF concept

reduces the the cruise reduces the the cruise

drag coefficient by 1.3% drag coefficient by 1.3%

in comparison to the in comparison to the

HELIX baseline aircraftHELIX baseline aircraft

Segmented Extention Slotted Flap SESF

SESF high - lift sysytem was developed by IoA in cooperation with Airbus UK, QintiQ, WUT and IFFM

Benefits of a 1-percent cruise drug reduction can produce additional revenue up to 12 000 000 USDor more each year for each modern, wide-body, long range passenger aicraft- according NASA/TM -1999 -206569

taketake--offoff configurationconfiguration

cruise configurationcruise configurationlanding configurationlanding configuration

Konfiguracje

SESF flap can be deflected up to 5 deg. SESF flap can be deflected up to 5 deg.

without gap to optimize the wing without gap to optimize the wing

camber to the actual cruise lift camber to the actual cruise lift

coefficientcoefficient

Each flap segment is composed of two Each flap segment is composed of two

elements:elements:

••moveable fore box, which forms a slot moveable fore box, which forms a slot

at takeoff and landingat takeoff and landing

••moveable main flap with thickness ratio moveable main flap with thickness ratio

greater than baseline Fowler flap greater than baseline Fowler flap

minimum wing camber minimum wing camber

maximum wing camber maximum wing camber inin cruisecruise

Segmented Extention Slotted Flap SESF

Benefits for HELIX aircraft (A320) with SESF innovative

high lift system

• 511kg weight saving (i. e. 35%) in the comparison to HELIX Baseline high lift system

• Reduction of the cruise drag by about 1.3% due to complete elimination of the flap track fairings

• Results of the Airbus UK numerical calculation (FLITE 3D code) show as follow:

– Increase of the CLmax by 5% at take-off

– Drag coefficient reduction (at safe take-off CL) by 160 drag counts,what gives 7.5% improvement of the lift to drag ratio

– High lift performance at landing is nearly the same

as for HELIX Baseline aircraft

Segmented Extention Slotted Flap SESF

• Trade analysis performed by Airbus UK and IAI based on 3D numerical results (FLITE 3D code) shows:

– At take-off: BFL decreases by 4.5%, take-off distance decreases by 4.4%, 2nd

segment gradient increases by 2%

– At landing: decrease of approach speed by 2% and nearly the same landing distance

– DOC reduces by 12.7% (at nominal 2nd segment) and by 7.3% (at nominal BFL)

– Fuel burn reduces by 4.7% on defined mission.

• The SESF concept has been down selected (as the best one among 21 concepts

developed within HELIX project) to the experimental 3D validation in large scale wind

tunnels at low and high Re number (Airbus UK and QuinetiQ). The selection was based

on the field and flight performance, DOC, risk analysis, aerodynamic data reliability

and project maturity.

• QinetiQ and Airbus large wind tunnels test results are in line with 3D numerical

prediction (FLITE 3D code).

Segmented Extention Slotted Flap SESF

Benefits for HELIX aircraft (A320) with SESF innovative

high lift system

Segmented Extention Slotted Flap SESF

SESF high - lift cocepts offers fulfillment unique customer driven requirement :

Higher performace and lower environmental impact at lower costs

Thank You for Your attention!

Have You got any questions?