Aerospace Engineering & Technology vol 6 issue 3

Journal of

Aerospace Engineering

& Technology(JoAET)

September–December 2016

SJIF: 3.8

ISSN 2231-038X (Online)

ISSN 2348-7887 (Print)

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Dr. Parammasivam Kanjikovil Mahali Anna University , Madras, India.

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Institute of Aeronautical Engineering, Dundigal, Hyderabad, India.

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Defence Institute of Advanced Technology, Girinagar, Pune, India.

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Kodihalli, Bangalore India.

Dr. M. R. NayakHead, Aerospace Electronics & Systems

Division, and Advisor to Director National Aerospace Laboratories, India.

It is my privilege to present the print version of the [Volume 6 Issue 3] of our Journal of Aerospace

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STM JOURNALS

1. Application of Magnus Effect in Case of a Soccer Ball Ved Prakash 1

2. Flush Air Data System (FADS) Validation in a Subsonic Wind Tunnel Vidya S.B., M. Jayakumar, Finitha K.C., Remesh N., Jayantha Dhaoya, Abdul Samad A.K., Ravikumar C., Shyam Mohan N. 5

3. A Report on Numerical Investigation of Wings: with and without Telescopic WingSomashekar V., Kruthika K.C., Pavithra S., Priyanka R., Shreerangamma T.L. 16

4. Material Selection for Mechanical Structures of Space Borne PayloadsShubham Vrujlal Rupani, Piyush Gopani 24

5. Numerical Analysis over a Low Reynolds Number 3D WingSomashekar V. 29

ContentsJournal of Aerospace Engineering & Technology

JoAET (2016) 1-4 © STM Journals 2016. All Rights Reserved Page 1

Journal of Aerospace Engineering & Technology ISSN: 2231-038X(online), ISSN: 2348-7887(print)

Volume 6, Issue 3 www.stmjournals.com

Application of Magnus Effect in Case of a Soccer Ball

Ved Prakash* Department of Mechanical Engineering, Kalinga Institute of Industrial Technology,

Bhubaneswar, Odisha, India

Abstract This paper discusses the different areas of research conducted on the Magnus effect on a soccer ball and the different methodologies used. The different methodologies used have been arranged in a tabular format for easier viewing and referring. The methodologies have been described so that the reader can understand the various contributions of the author and the considerations and assumptions taken by the author in their respective work. The tabular format helps in easy comparison of the various methods used by the various authors in their contributions. Thus, the areas of further research can be easily pointed out from the work already done in this field and the methodologies that can be used to delve further into this effect in case of soccer balls have also been briefly discussed after the review of the literature. Keywords: Magnus effect, soccer ball, application, sports, review

INTRODUCTION The Magnus effect named after German physicist Heinrich Gustav Magnus is the generation of a sidewise force acting on a cylindrical or spherical body immersed in a fluid, when there is a relative motion between the body and the fluid. This phenomenon is widely seen in various ball sports such as football, basketball, baseball, table tennis, cricket, etc. and also in artillery shells. The effect occurs when the spinning body creates a pressure difference by retarding the airflow on one side (the side turning in the same direction as direction of travel of body) and speeding up the airflow on the other side. This results in change in the path of trajectory followed by the body. German physicist Heinrich Gustav Magnus described the effect in 1852. However, in 1672, Isaac Newton had described it and correctly inferred the cause after observing tennis players in his Cambridge College. In 1742, Benjamin Robins, a British mathematician, ballistics researcher and military engineer, explained deviations in the trajectories of musket balls in terms of the Magnus effect. In case of a spinning bullet, it experiences sideways wind component due to its yawing motion and is also subjected to crosswind, which causes a Magnus Force to act on the bullet (acting perpendicular both to the motion of the bullet and combined sideways wind

component). Although, the Magnus Force acting on the bullet is insignificant as compared to the aerodynamic drag, but it affects the stability of the bullet, which ultimately affects the amount of drag created and how the bullet behaves after impact along with other factors. Magnus effect in case of sports such as table tennis is easily observed due to the low mass and density of the ball. In case of cricket, Magnus effect does not help in swing bowling, but it does contribute to the dip and drift of the ball. The football used in the FIFA World Cup 2010 was criticized for the different Magnus effect from previous match balls. The ball used was said to have less Magnus effect and so it flew further, but with less controllable swerve. Magnus effect can also be as used as rotors in airplanes and ships. The Magnus rotors, generally known as Flettner rotor consists of a rotating cylinder with disc end plates which is spun along its long axis and as air passes at right angles across it, an aerodynamic force is generated due to Magnus effect.




Flush Air Data System (FADS) Validation in a

Subsonic Wind Tunnel

Vidya S.B., M. Jayakumar*, Finitha K.C., Remesh N., Jayantha Dhaoya,

Abdul Samad A.K., Ravikumar C., Shyam Mohan N. Department of Space, Vikram Sarabhai Space Centre, Trivandrum, Kerala, India

Abstract Flush air data sensing system (FADS) makes use of surface pressure measurements from the nose cap of the vehicle for deriving the air data parameters of the vehicle such as angle of attack, angle of sideslip, Mach number, etc. The overall FADS system including pressure transducers, tubing, port geometry, FADS algorithm, and electronics along with the mechanical and electrical integration scheme is successfully tested in a subsonic wind tunnel facility. The tests are carried out in a low speed wind tunnel at wind speed of 65 m/s (Mach=0.2). For each blow-down, angle of sideslip (beta) is set at one value and angle of attack (alpha) is varied. Air data measurements (alpha, beta, Mach number) in each blow-down is analyzed and compared with the set conditions. For first developmental flights, the demanded accuracies from FADS are of the order of +/–2° in alpha and beta. Details of the FADS system, the embedded algorithm and the various interfaces are explained. The tests conducted and the performance obtained by comparing with the set conditions is presented in this paper. The experimental result establishes that the accuracies demanded are provided by the system. Keywords: FADS, subsonic, angle of attack, wind tunnel

INTRODUCTION The knowledge of air data parameters like, angle of attack, Mach number, etc. with sufficient accuracy in real time is required for flight control of an aerospace vehicle. These parameters are normally obtained from the air data system of the vehicle. This data is mainly used by the control and guidance system for manoeuvring the flight in a profile for limiting the vehicle loads and thermal environment and also for keeping the vehicle trajectory within the desired flight envelope. Different types of air data systems have been developed, such as those based on laser velocity meter systems, onboard inertial measurement unit (IMU) based systems, and intrusive boom type instruments like pitot tube and mechanical vanes. However, for hypersonic flying vehicles, most of the above systems cannot be used as protruding systems are not permitted due to the high energy nature of the flow. Hence in hypersonic flying vehicles, flush air data sensing system (FADS) is used. FADS essentially makes use of surface

pressure measurements from orifices flushed with the surface of the vehicle [1–6]. In most cases these orifices are located on the nose cone of the hypersonic vehicle. For deriving the air data parameters from the surface pressures, an aerodynamic model is used. This aerodynamic model captures the salient features of the flow, and is valid over a large Mach number range from hypersonic to subsonic. FADS system has been successfully demonstrated in the space shuttle [7, 8], and also through a number of aircraft flight tests [9–11]. The FADS system used in this test is configured using nine pressure ports located on the nose cone of the vehicle. Five of these ports are in the vertical meridian and remaining four arranged horizontally as shown in Figure 1. The system comprises of a set of highly accurate pressure sensors along with the pneumatic tubings to take care of re-entry heating and an electronic module with embedded FADS algorithm [12].




A Report on Numerical Investigation of Wings: with and

without Telescopic Wing

Somashekar V.*, Kruthika K.C., Pavithra S., Priyanka R., Shreerangamma T.L. Department of Aeronautical Engineering, Acharya Institute of Technology,

Bangalore, Karnataka, India

Abstract The telescopic wing has generated lots of interest in telescopic wing weight, geometry, complexity, structure, retractable/extendable mechanisms and aerodynamic performance etc. The problem is to develop telescopic wing for Piper PA-28 Cherokee is a one of the light aircraft built by Piper aircraft and designed for flight training, air taxi, and personal use. The key design parameters for the telescopic wing aircraft as mentioned are lift force generated (lift coefficient) to reduce the take-off and landing distances, to decrease fuel consumption during take-off and landing and to increase static stability of the aircraft during take-off and landing phase at the same time in flight maneuvers remains same. The design process is based upon the above parameters. After numerical computation of the above parameters, the same will be checked with the values obtained from the theoretical calculations. Since the telescopic wing aircraft to go through a cycle from take-off to ascend to cruise to descent to landing on the runway it is necessary to check the design process at every stage of computation. The proposed solutions are lift and draft coefficients, aerodynamic forces at different angles of attack. In the present work, it is proposed to study the telescopic wing aerodynamic analysis using CFD software. The various steps involved in this work are geometric modeling using CATIA V5R17, meshing using ICEM CFD, and solution and post-processing through FLUENT. The lift and drag coefficients were compared for all the simulations with experimental results. The objective of the work has been achieved successfully for both takeoff and landing of the aircraft with increased level of stability and performance of the aircraft. Keywords: Telescopic Wing, Computational Fluid Dynamics, Take-off and Landing, Maneuvers, Aerodynamic Characteristics

INTRODUCTION The only high performance aircraft that can take-off and land on snow, water, and hard surface! Unique designs of Multipurpose Landing Gear, Telescopic Wing, and Interconnected Propeller system provide increased utility, performance, and safety. The GENESIS is a twin engine; six-seat 'triphibious' aircraft designed for unprecedented speed, utility, safety, and ruggedness. The landing gear enables the aircraft to take-off and land in water, snow, hard surface, and sod or undeveloped runways without changing gear components and is completely retractable. All three of the aircraft landing configurations are selectable by the pilot while in flight. The new telescopic wing design gives the aircraft a fast cruise speed of 280 mph while maintaining Short Take Off and Landing

(STOL) characteristics for short and rough field conditions on undeveloped and developed airstrips (stall speed 63 mph). The range is also increased to over 2,000 miles. The durable structure gives the aircraft aerobatic capabilities and a useful load of 2,400 lbs (1091 kgs). The innovative propulsion system of the aircraft links both propellers to both engines so power is still provided to both propellers during an engine failure, which greatly increases safety. Patents have been issued and construction is beginning on the prototype aircraft. Preparations are being made for production under FAR Part 23 certification. Investors are being sought to expedite construction of the aircraft [1].




Material Selection for Mechanical Structures of

Space Borne Payloads

Shubham Vrujlal Rupani1,*, Piyush Gopani

2

1Department of Mechanical Engineering, Atmiya Institute of Technology and Science, Rajkot, Gujarat, India

2Department of Mechatronics Engineering, G. H. Patel College of Engineering and Technology, V.V. Nagar, Gujarat, India

Abstract

Space borne payloads consist of several structures to fulfill its functions in space operation. Among these structures, mechanical structure serves as a backbone of whole payload. Hence mechanical structure needs to have very high rigidity and strength. For space applications, materials to be used in mechanical structures need to be selected very carefully. Every gram of added weight increases few liters of fuel consumption and hence costs extra money for launching of payloads. Hence material used in space borne mechanical structure needs to be very light. Now days composite materials are replacing metallic materials due to having superior mechanical properties with lesser weight. Although manufacturing of all the components of structure is not possible with composite materials. Hence compromised choice of light weight metal needs to be selected. This paper gives insight about materials selection consideration for space borne mechanical structures.

Keywords: Mechanical structure, space borne payload, material selection, space application

INTRODUCTION Choice of material to be used in space application is constrained by several parameters. For higher efficiency of launch vehicles, materials should be very light with required strength and stiffness for functional requirements. Material selection process for space application requires consideration of almost 21 different parameters. These parameters are: (1) vacuum, (2) atomic oxygen, (3) ultraviolet radiation/solar exposure, (4) thermal environment, (5) thermal cycling induced micro-cracking, (6) micrometeoroid and debris, (7) weightlessness and microgravity, (8) space plasma and spacecraft electrical charging and discharging, (9) contamination, (10) environmental synergistic effect, (11) off gassing/toxicity, (12) bacterial and fungus growth, (13) flammability, (14) chemical (corrosion), (15) stress corrosion, (16) fluid compatibility, (17) galvanic compatibility, (18) moisture absorption and desorption, (19) lightning strike, (20) electromagnetic interface and (21) planetary environment [1]. These many

affecting parameters make selection process very complicated. Hence all the parameters cannot be considered at once. Only critical parameters which affect the most for particular application are considered. DISCUSSION For structural application, primary functional requirement is to sustain imposed loads of overall structure. Hence, primary requirements to withstand loads with acceptable stress values need to be evaluated. For structural members like outer casing or truss structure, deflection of members needs to be smallest possible. Hence young’s modulus of materials used in these structural members needs to be very high. In space environment, payloads are subjected to wide range of temperature variations. Particularly in lower earth orbit, temperature changes from –123 to 120°C. Hence thermal expansion of material selected has to be within acceptable limits. Comparison of various materials for weight, tensile strength and modulus has been given in Figure 1.


Journal of Aerospace Engineering & Technology ISSN: 2231-038X (online), ISSN: 2348-7887(print)


Numerical Analysis over a Low Reynolds Number

3D Wing

Somashekar V.* Department of Aeronautical Engineering, Acharya Institute of Technology, Bengaluru,

Karnataka, India

Abstract

A micro air vehicle (MAV) is defined as class of unmanned air vehicle (UAV) having a linear dimension of less than 15 cm and a mass of less than 100 g with flight speeds of 6 to 12 m/sec. MAVs fall within a Reynolds number (Re) range of 50,000 and 120,000, in which many causes of unsteady aerodynamic effects are not fully understood. The research field of low Reynolds number aerodynamics is currently an active one, with many defence organizations, universities, and corporations working towards a better understanding of the physical processes of this aerodynamic regime. In the present work, it is proposed to study the unsteady aerodynamic analysis of 3D wing using CFD software. The various steps involved in this work are geometric modelling using CATIA, meshing using ICEM CFD, and solution and post processing through FLUENT. The finite control volume analysis has been carried out to predict aerodynamic characteristics such as lift coefficients and drag coefficients. The lift and drag coefficients were compared for all the simulations with experimental results. It was observed that for the 3D wing, lift and drag both compared well for the midrange angle of attack from –5 to 12° AOA. Keywords: Computational fluid dynamics, low aspect ratio wings, low Reynolds number

INTRODUCTION Micro air vehicles (MAVs) have attracted significant attention since mid-1990 for both civilian and military applications. Micro air vehicle (MAV) is defined here as a small, portable flying vehicle which is designed for performing useful work. The desire for portable, low altitude aerial surveillance has driven the development of aircraft on the scale of small birds. Vehicles in this class of small-scale aircraft are known as micro air vehicles or MAVs and have great potential for applications in surveillance and monitoring tasks in areas either too remote or too dangerous to send human agents. Equipped with small video cameras and transmitters, MAVs can image targets that would otherwise remain inaccessible. MAVs are also capable of carrying an array of sensors to obtain additional information including, for example, airborne chemical or radiation levels. MAVs are by definition small aircrafts which fly at relatively low speeds. Such flight characteristics will result in flow

regimes with Reynolds numbers. Another aerodynamic signature of MAV is wings with small aspect ratio; in most cases the chord is roughly equal to the wingspan. This combination of low Reynolds number flight and low aspect ratio wings results in a flow regime totally alien to conventional aircraft. In order for required MAV capabilities to be realized, several areas will need more focused attention. The absence of sophisticated computational analysis methods, lack of commercially available micro electromechanical sensors, and the difficulties associated with accurate experimental work at this scale, have all restricted research. From a system and manufacturing standpoint, technological advances in micro fabrication techniques and in the miniaturization of electronics in the last decade made mechanical MAVs feasible. Key research challenges include unsteady aerodynamics at low Reynolds number, low aspect ratio wings, stability and control issues

Journal of

Aerospace Engineering

& Technology(JoAET)

September–December 2016

SJIF: 3.8

ISSN 2231-038X (Online)

ISSN 2348-7887 (Print)

www.stmjournals.com

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