The use of infrared thermography for boundary layer detection was evaluated for use in the Cal Poly Low Speed Wind Tunnel (LSWT) and recommendations for the successful use of this technique were developed. In cooperation with Joby Aviation, an infinite wing model was designed, manufactured and tested for use in the LSWT. The wing was designed around a custom airfoil profile specific for this project, where the nearly-flat pressure gradient at a zero pitch angle would delay the chordwise onset of boundary layer transition. Steady-state, RANS numerical simulations predicted the onset of transition to occur at 0.75 x/c for the design Reynolds Number condition of 6.25x105. The wing was manufactured from 3D printed aluminum, with a wall thickness of 0.125 inches and a chord length of 13.78 inches. Two central rows of static pressure taps were used, each with 12 functional chordwise locations. The taps were able to generate strong correlation to the numerically predicted pressure coefficient distribution. The use of an infrared camera visualized and confirmed the presence of boundary layer transition at the chordline location anticipated by the early simulations. To do so, the model was pre-heated such that the differential cooling properties of laminar and turbulent flow would generate a clear temperature gradient on the surface correlating to boundary layer transition. Adjustment of the model’s pitch angle demonstrated a change in the onset location of boundary layer transition during the infrared testing. The change of onset location was seen to move forward along the chordline as the aerodynamic angle of attack was increased. Testing with a Preston Tube system allowed for the interpolation of local skin friction coefficient values at each static tap location. Application of both laminar and turbulent empirical assumptions, when compared to numerical expectations, allowed for the qualitative assessment of boundary layer transition onset. Overall, the wing model developed for this research proved capable of producing quality and repetitive results for the experimental goals it was designed to meet. The model will next be used in continued tests which will further explore the use of infrared thermography.

When an aircraft is aerodynamically or structurally damaged in battle, it may not able to complete the mission and the damage may cause its loss. The subject of aircraft battle survivability is one of critical concern to many disciplines, whether military or civil. This thesis considered and focused on Computational Fluid Dynamics [CFD] predictions and experimental investigations into the effects of simulated battle damage on the low-speed aerodynamics of a fmite aspect ratio wing. Results showed that in two-dimensional [2d] and three-dimensional [3D] CFD simulations, Fluent's® models work reasonably well in predicting jets flow structures, pressure distributions, and pressure-coefficient Cp's contours but not for aerodynamic coefficients. The consequences were therefore that CFD prediction was poor on aerodynamic-coefficients increments. The prediction of Cp's achieved good agreement upstream and near the damage hole, but showed poor agreement at downstream of the hole. For the flow structure visualisation, at both weak and strong jet incidences, the solver always predicted pressure-distribution-coefficient lower at upstream and higher at downstream. The results showed relatively good agreement for the case of transitional and strong jet incidences but slightly poor for weak jet incidences. From the experimental results of Finite Wing, the increments for Aspect-ratio, AR6, AR8 and ARIO showed that as damage moves out towards the tip, aerodynamic-coefficients increments i.e. lift-loss and drag-rise decreased, and pitching-moment-coefficient increment indicated a more positive value at all incidence ranges and at all aspect ratios. Increasing the incidence resulted in greater magnitudes of lift-loss and drag-rise for all damage locations and aspect ratios. At the weak jet incidence 4° for AR8 and in all of the three damage locations, the main characteristics of the weak-jet were illustrated clearly. The increments were relatively small. Whilst at 8°, the flow structure was characterised as transitional to stronger-jet. In Finite Wing tests and for all damage locations, there was always a flow structure asymmetry. This was believed to be due to gravity, surface imperfection, and or genuine feature. An 'early strong jet' that indicated in Finite Wing-AR8 at 'transitional' incidence of 8°, also indicated in twodimensional results but at the weak-jet incidence of 4°. For the application of 2d data to AR6, AR8, and ARIO, an assessment of 2d force results led to the analysis that the tests in the AAE's Low Turbulence Tunnel for 2d were under-predicting the damage effects at low incidence, and over-predicting at high incidences. This suggested therefore that Irwin's 2d results could not be used immediately to predict three-dimensional.

Pracovní podmínky atomizérů v reálných operacích v průmyslu a zemědělství se liší od podmínek laboratorních, ve kterých jsou atomizéry testovány. Částečné přiblížení k realističtějším podmínkám nám může poskytnout použití větrného tunelu. Větrný tunel se používá k simulaci okolního proudění. Studium spreje ve větrném tunelu nám poskytne realističtější představu o chování spreje. Tato diplomová práce se zabývá návrhem malého, nízko rychlostního větrného tunelu pro experimenty s tlakovými vířivými tryskami s obtokem v příčném a podélném proudění. Existuje mnoho typů větrných tunelů, ale jako nejvhodnější typ byl zvolen otevřený, výtlačný větrný tunel s uzavřenou testovací sekcí. Výhodou jsou jeho kompaktní rozměry, ochrana částí tunelu před kapičkami spreje a poměrně jednoduchý návrh. Konstrukce větrného tunelu se skládá z několika částí, každá část je zkonstruována tak, aby bylo dosaženo co nejlepší kvality proudu v testovací sekci. Sprej je zkoumán pomocí optických metod Fázové Dopplerovské anemometrie (PDA), Laserové Dopplerovské anemometrie (LDA), Integrální laserová anemometrie (PIV) a pomocí vysokorychlostního záznamu. Tyto optické metody kladou speciální požadavky na konstrukci tunelu, především na konstrukci testovací sekce, která musí umožňovat optický přístup ke spreji a musí být pro tyto měřící techniky uzpůsobena. Rychlost v testovací sekci se pohybuje v rozmezí 0 až 40 m/s s intenzitou turbulence pod 0,7 %. V závěru práce je ukázka vizualizace spreje, v příčném proudění, pomocí vysokorychlostní kamery. Okolní proudění mění rozpadovou vzdálenost spreje, úhel kužele spreje i jeho tvar. Dochází k vymývání menších kapek, které jsou unášeny okolním proudem.

No description available.

No description available.

No description available.