Tunnel Facility Research Articles

Experimental Measurements of Wind Flow Characteristics on an Ellipsoidal Vertical Farm

The rise of high-rise vertical farms in cities is helping to mitigate urban constraints on crop production, including land, transportation, and yield requirements. However, separate issues arise regarding energy consumption. The utilisation of wind energy resources in high-rise vertical farms is therefore on the agenda. In this study, we investigate the aerodynamic performance of an ellipsoidal tall building with large openings to determine, on the one hand, the threshold income wind that could impact human comfort, and on the other, the turbulence intensity at specific locations on the roof and façade where micro-wind turbines could operate. To this end, we calculate the wind pressure coefficient and turbulence intensity of two scale models tested within a wind tunnel facility and compare the results with a separate CFD simulation completed in the past. The results confirm that the wind turbines installed on the building façade at a height of at least z/h = 0.725 can operate properly when the inlet wind speed is greater than 7 m/s. Meanwhile, the wind regime on the roof is more stable, which could yield higher energy harvesting via wind turbines. Furthermore, we observe that the overall aerodynamic performance of the models tested best under wind flowing at angles of 45° and 60° with respect to their centreline, whereas the turbulence at the wind envelope compares to that of the free wind flow at roof height.

Benchmark experimental study on cavitating flow around Clark-Y 11.7 % hydrofoil at various angles of attack under controlled levels of dissolved air

The present research aims to study cavitating flow around a CLARK-Y 11.7 % hydrofoil with variable angles of attack (α) while maintaining controlled levels of dissolved air in the operating fluid, which is water. A series of experiments were conducted using a water tunnel facility, where the cavitation characteristics were measured and observed using sensors and high-speed imaging techniques. The variables studied in the present work are cavitation number (1 ≤ σ ≤ 2.2) and angle of attack (α = 4°, 6°, 8°, 10°, and 12°), with dissolved air levels (DAL) in the range of 9.3 ppm to 13.1 ppm. The dimensionless cavity length decreases significantly with increasing values of σ/α, indicating an inverse relationship where higher cavitation numbers or lower angles of attack result in shorter cavities. The cavity length follows a power-law scaling relationship, with the empirical equation Lmax/C=4.78×σ/α−0.76.Increasing the angle of attack transitions the cavitation nature from stable (Mode I) to dynamic (Mode II) and highly oscillating (Mode III). Larger cavities result in lower Strouhal numbers, which indicates reduced vortex shedding activity. The relationship between the Strouhal number and the normalized cavitation number σ/α is characterized by the power-law equation St=0.041×σ/α0.3. The pressure coefficient at the leading-edge increases with the angle of attack at low cavitation numbers, while higher cavitation numbers lead to greater pressure coefficient differences between the leading and trailing edges.The present study offers an extensive dataset and empirical correlations that may serve as a benchmark framework, which facilitates the validation of computational and experimental models of cavitating flow under similar conditions.

Noise and inflow velocity measurements of fixed pitch rotors in edgewise flight

A common design of many of the proposed generation of electric Vertical Takeoff and Landing (eVTOL) vehicles involves fixed pitch rotors in edgewise flight. These applications typically have significantly lower tip Mach numbers than conventional rotor-craft and involve distributed smaller rotors making them operate at lower Reynolds numbers and hence likely having a greater sensitivity to gusts and environmental turbulence. This work will present results of studies with fixed pitch rotors conducted in the UF Anechoic Wind Tunnel Facility. The studies involve radiated noise, thrust and stereoscopic Particle Image Velocimetry to measure the inflow velocity to the rotor plane. The measurements were taken for un-altered free stream conditions as well as ones subjected to three different turbulence generation grids. The results provided show that there can be effects at moderate levels of free stream to turbulence to the rotor efficiency and radiated noise.

Design and characterization of the university of Toronto hybrid anechoic wind tunnel

A detailed overview of the hybrid anechoic wind tunnel at UTIAS is presented, highlighting its design and performance features. The findings demonstrated that the tunnel achieves a uniform flow with very low turbulence intensity, matching the performance of similar open-loop wind tunnel facilities. The anechoic chamber effectively reduces noise with a cutoff frequency of around 160 Hz, providing a suitable environment for a broad spectrum of aeroacoustic measurements. The versatility of the wind tunnel was illustrated through its application in various aerodynamic and aeroacoustic studies, showcasing examples such as the NACA 0012 airfoil, the multi-element 30P30N configuration, and finite-span airfoil investigations. Moreover, the facility's Overall Sound Pressure Level (OASPL) is on par with other prominent global aeroacoustic wind tunnels, indicating its competitive performance and utility in the field.

Spectral properties of ablating meteorite samples for improved meteoroid composition diagnostics

Emission spectra and diagnostic spectral features of a diverse range of ablated meteorite samples with a known composition are presented. We aim to provide a reference spectral dataset to improve our abilities to classify meteoroid composition types from meteor spectra observations. The data were obtained by ablating meteorite samples in high-enthalpy plasma wind tunnel facilities recreating conditions characteristic of low-speed meteors. Near-UV to visible-range (320–800 nm) emission spectra of 22 diverse meteorites captured by a high-resolution Echelle spectrometer were analyzed to identify the characteristic spectral features of individual meteorite groups. The same dataset captured by a lower-resolution meteor spectrograph was applied to compare the meteorite data with meteor spectra observations. Spectral modeling revealed that the emitting meteorite plasma was characterized by temperatures of 3700–4800 K, similar to the main temperature component of meteors. The studied line intensity variations were found to trace the differences in the original meteorite composition and thus can be used to constrain the individual meteorite classes. We demonstrate that meteorite composition types, including ordinary chondrites, carbonaceous chondrites, various achondrites, stony-iron and iron meteorites, can be spectrally distinguished by measuring relative line intensities of Mg I, Fe I, Na I, Cr I, Mn I, Si I, H I, CN, Ni I, and Li I. Additionally, we confirm the effect of the incomplete evaporation of refractory elements Al, Ti, and Ca, and the presence of minor species Co I, Cu I, and V I.

Hypersonic Stability and Breakdown Measurements on the AFRL/AFOSR BOLT II Flight Geometry

The Air Force Research Laboratory/Air Force Office of Scientific Research (AFRL/AFOSR) introduced the Boundary Layer Turbulence (BOLT II) flight experiment to further the understanding and modeling of a hypersonic turbulent boundary layer on a geometry that features concave surfaces with swept leading edges. In support of the flight experiment, this paper identifies and documents the transition instabilities and quantifies the breakdown to turbulence on a 25%-scale BOLT II model in hypersonic flow. Experiments were conducted in the conventional Actively Controlled Expansion wind tunnel facility and the Mach 6 Quiet Tunnel located at the Texas A&M University National Aerothermochemistry and Hypersonics Laboratory. Global surface heating was viewed using infrared thermography with on-surface measurements made using high-frequency Kulite and PCB Piezotronics surface pressure transducers. Modal growth was observed among the sensors both upstream and downstream of the model. Off-surface measurements were made in the mixed-mode region utilizing constant-temperature hot-film anemometry in the Mach 6 Quiet Tunnel. Comparisons were made to the Direct Numerical Simulation (DNS) results from the University of Minnesota. Amplified content was observed between f=53 and 75 kHz in the root-mean-square voltage fluctuations of the hot-film measurements.

Transverse Jet Interaction with Hypersonic Crossflow I: Experimental and Numerical Investigations

Applications of transverse jet interaction are widespread in hypersonic aircraft systems. In wind tunnel facilities, it is more convenient to perform jet interaction tests with jet fluids of different compositions and with test models of different sizes from those of the actual aircraft. The paper presents a detailed analysis of the transverse jet interaction with hypersonic crossflow by combining the use of both experimental and numerical tools. A hypervelocity ballistic correlation model HB-1, with a sonic jet nozzle, was designed to provide a simplified flowfield for comparison with the simulations. It is found that the temperature and molecular weight of the injectant gas play an important role in the interactions between the hypersonic flow and transverse jet. The applicability of different scaling parameters for this kind of aerodynamic experiment is discussed at the end of this paper.

Design and characterisation of an open-jet pressure gradient test rig for an aeroacoustic wind tunnel

This paper summarises an approach to generating controllable pressure gradients within an open-jet configuration for aeroacoustics research. A novel open-jet pressure gradient test rig has been designed for the UNSW Anechoic Wind Tunnel with the help of RANS simulations. A range of pressure gradients is created by adjusting the inclination angle of the top plate to change the cross-sectional area along the streamwise direction gradually. The test model mounting point is located on the bottom plate adjacent to partially opened side walls to allow far-field noise measurements. A comprehensive characterisation of flow quality, pressure gradient parameters and acoustic data quality has been carried out using Particle Imaging Velocimetry (PIV), surface pressure taps, and a microphone array. The test rig produces near-uniform pressure gradient flows at the model mounting point, with momentum Reynolds numbers (Reθ) ranging from 3014 to 11853 and Clauser's pressure gradient parameters (β) from -0.24 to 1.66. The pressure gradients generated by this facility are approximately linear, approaching the model mounting point, and the boundary layer profiles compare favourably with those from conventional hard-walled enclosed pressure gradient wind tunnel facilities. Measurements of airfoil trailing-edge noise from this test rig compare well with classical semi-empirical model predictions. Simultaneous acoustic and flow measurements on a square finite wall-mounted cylinder showcase the capability of this facility for coupled acoustic-flow diagnosis.

Effect of incoming flow conditions on air lubrication regimes

Different air phase regimes are formed by controlled air injection in a spatially developing flat plate turbulent boundary layer (TBL). The air is introduced via a slot type injector without the use of a backward-facing step or cavitator upstream of the air injection position. The effect of different incoming liquid flow characteristics on the different regimes is investigated by varying both the liquid freestream velocity and the incoming TBL thickness. The latter is realized through changing the position of the air injection along the length of the water tunnel facility. That resulted in a downstream distance based Reynolds number from 1 to 5 million. Three different air phase regimes are identified under different air flow rates and freestream velocities: the bubbly regime, the transitional, and the air layer regime. The morphological differences of each one are described and quantitative analysis is performed based on the non-wetted area in each condition. The incoming TBL as well as the flow around the air layer are measured with planar particle image velocimetry. The latter enabled the determination of the air layer thickness. In addition, the ratio of the air layer to the incoming boundary layer thickness tair/δ is also calculated (≈ 0.04 – 0.5). This is a significant dimensionless parameter for scaling, which indicates the extent to which the air layer is embedded within the incoming TBL. Depending on the incoming flow conditions, a two or three branch air layer is formed. The length of the air layer is found to increase with increasing liquid freestream velocities. A good agreement between the air layer length and a half gravity wave predicted by the dispersion relation is found. An increase of the air layer length is observed with a decreasing incoming TBL thickness. This is attributed to a decrease in the local mean velocity at the air–water interface due to the TBL growth. Finally, increasing the incoming TBL thickness delays the onset of the air layer regime.

Growth of organized flow coherent motions within a single-stream shear layer: 4D-PTV measurements

This study investigates the evolution of a single-stream shear layer (SSSL) originating from a wall boundary layer past a backward-facing step. Utilizing a time-resolved 3D-Particle Tracking Velocimetry (4D-PTV) technique, we track the trajectories of fluorescent particles to gain insight into the flow characteristics of the SSSL. A compact water tunnel facility (Reτ=1240\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$\ extrm{Re}_\ au =1\\,240$$\\end{document}) is fabricated to obtain an SSSL with a perpendicular slow entrainment stream past the separation edge. A hybrid interpolation approach that combines ensemble binning and Gaussian weighting is implemented to derive minimally filtered mean and instantaneous lower- and higher-order flow field parameters. Spanwise-dominant coherent motion accompanied by finer flow scales is observed to grow due to flow entrainment through “nibbling” actions of small-scale vortices, “engulfing” by large-scale vortices, and vortex pairing events. Furthermore, the non-zero-speed stream edge grows relatively faster than the zero-speed stream edge, showing a strong asymmetry in mixing composition across a mixing layer. The SSSL reaches self-similarity at a streamwise distance of ≈55θ0\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$\\approx 55\\,\ heta _{0}$$\\end{document}, where θ0\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$\ heta _0$$\\end{document} is the initial momentum thickness from the separation edge, i.e., considerably shorter than reported in previous studies. A literature comparison of growth rate parameters raises intriguing questions regarding a potential inclusive growth scaling unifying the free shear layers. A turbulent kinetic energy (TKE) budget analysis reveals a negative production region immediately downstream of the separation edge attributed to a large positive streamwise gradient of streamwise velocity. In the self-similar region, the phase-averaged flow mapping demonstrates a larger concentration of turbulence production rate around the outer edges of spanwise vortices, specifically at the intersection of braids and vortices. Furthermore, a spatial separation exists in the regions of peak production and dissipation rates within the vortex core region favoring dissipation. The braids exhibit a larger concentration of turbulence diffusion rates, indicating their function as a conduit for exchanging turbulence between neighboring coherent motions.

Application Of Onboard PIV To Front Wheelhouse Wake Behavior Under Stationary Crosswind Conditions

When driving a car, the driver and passengers may feel larger drag from a headwind, the steering wheel would be taken away by a crosswind or pushed by a tailwind. Anytime, anywhere, we will encounter various scenes with natural wind under real world conditions such as urban, suburb and highway. We will develop the appropriate vehicle by simulating these conditions to satisfy with various customer requirements. For vehicle aerodynamic research and development, we are simply running simulations in physical- and cyber-space, that is, wind tunnel facility and computational fluid dynamics to reproduce these real worlds. However, it is not easy to simulate these wind inlet conditions, such as the temporal change in crosswind, especially, in wind tunnel facility. The stationary yaw angle by rotating turntable would reproduce a crosswind, if there is no turbulent generator system like in Pininfarina and Swing in FKFS. Therefore, we focus on the unsteady and asymmetrical flow from the front wheelhouse of the vehicle with tire rotation. There is three-dimensional complicated flow that are interacted by the flow from various directions, such as the flow along the front bumper, the flow along the rotating tire and wheel, the blowing flow from the rotating wheel opening area and the flow from the tire house. These complicated flow produces the front wheelhouse wake along the body side that affects the vehicle aerodynamic performance. Furthermore, there are asymmetrical flows around the vehicle by different front wheelhouse wake in windward and leeward sides. The larger side wake increases the aerodynamic drag, and the fluctuating side wake may induce the instability of the vehicle handling stability. Here, the proposed onboard 2D-3C PIV measurement system in the previous study enables us to measure same measurement area along the vehicle body side without change in optical configuration effectively, that indicates to reduce the time by resetting the optical configuration. We will investigate what kind of flow field should be focused on and controlled to prevent the vehicle instability by investigating these asymmetrical flow field around the vehicle under crosswinds.

Spatially-Resolved Freestream Velocity Measurements At The NASA Langley 31-Inch Mach 10 Air Tunnel Using FLEET

Freestream velocity measurements in the NASA Langley 31-inch Mach 10 wind tunnel are reported in this paper using Femtosecond Laser Electronic Excitation Tagging (FLEET). The freestream measurements acquired during the January 2023 test campaign were the first direct measurement of freestream velocity in this hypersonic wind tunnel facility. Spatial distributions of time-averaged and instantaneous velocity measurements were obtained at all three typical wind tunnel freestream unit Reynolds number conditions of Re∞ /L = 1800000 [1/m] , 3600000 [1/m], and 6400000 [1/m], though the current paper focuses on centerline measurements for the three Re∞ /L and spatial distributions for one Re∞ /L. Measured values for time-averaged velocity and mean of the instantaneous velocity at the wind tunnel centerline agree within 5 m/s or 0.4% of the calculated velocity from the facility data acquisition system. Measurements acquired at locations away from the wind tunnel centerline reveal the spatial extent of the core flow of the hypersonic facility.

Near-Wall Flow Features In ZPG-TBL At Various Reynolds Numbers Using Dense 3D Lagrangian Particle Tracking

The 3D Lagrangian particle tracking method Shake-The-Box (STB) and, subsequently, the data assimilation method FlowFit3 have been applied to measure the flow field in a narrow wall-parallel volume inside the nearwall region of a zero-pressure-gradient (ZPG) turbulent boundary layer (TBL) flow at various Reynolds numbers. The STB experiments have been conducted in the 1m- wind tunnel facility of DLR in Göttingen at relatively high particle image densities (~0.07 ppp) using µm-sized DEHS particles and high-repetition pulse laser at up to 38.1 kHz. The results show that the chosen methodology is able to volumetrically resolve almost all features of the flow inside the viscous sub-, buffer- and lower logarithmic- layer in space and time at Reynolds numbers up to Re θ = 5,455. The gained data consists of time-series of spatially well resolved 3D velocity, acceleration and pressure fields, as well as a huge amount of long Lagrangian particle trajectories. Selecting the viscous sublayer part of the measurement volume provides time-series of the 2D distribution of both components of the instantaneous wall-shear stresses w,x/z . The resulting data are used for conditional and time-resolved 3D analyses of coherent structures, rare (e.g. back flow) events and two-point space-timecorrelations.

Thermite-for-demise (T4D): Experiments and numerical modelling on ball-bearing unit mock-ups containing thermite in an arc-heated wind tunnel

The use of thermite to aid spacecraft demise during atmospheric re-entry has been investigated in the ESA-TRP SPADEXO project. An experimental campaign in DLR's L2K arc-heated wind tunnel facility was dedicated to explore the Thermite-for-Demise concept. Steel mock-ups of a ball bearing unit, partially filled with thermite, were placed in L2K. The breadboards were then exposed to an air flux simulating the typical conditions that characterize spacecraft re-entry. In this paper, the key results of the tests are presented. The dispersion of a mechanically activated fraction of thermite proved to be effective in controlling the overall charge ignition temperature. Thermite-induced demise was experimentally verified in the wind tunnel. The SCARAB software was extended and used to rebuild the retrieved thermal data. The results of the simulations were in good agreement in both predicting the ignition timing and the effects of the thermite charge on the sample.

On the role of induced power in turbine wake scaling: bridging 100-m to 0.1-m rotors

A wake scaling methodology is proposed in which turbine power is separated into its induced and profile power components. It is shown that preserving induced power as a function of thrust coefficient in conjunction with the radial circulation distribution are sufficient conditions for wake scaling. This work demonstrates the primary role of induced power in scaling turbine wakes over three orders of magnitude from full-scale down to model-scale rotors. The extended theory is verified using blade-element momentum theory (BEMT) and large-eddy simulation (LES), and an example set of model-scale turbine wake experiments is proposed for known wind tunnel facilities around the world.

Scale Effects in Wind Tunnel Testing: Extrapolation of the Drag Coefficient

Subscale wind tunnel data extrapolation is both a necessary and challenging undertaking. Most readily available wind tunnel facilities can achieve Reynolds numbers that are typically an order of magnitude lower than those of the full-scale flight article. Consequently, the wind tunnel data need to be scaled, with the Reynolds number disparity impacting force and moment measurements. Although computational fluid dynamics is ascending as a valuable tool for enabling scaling, the most common extrapolation methodologies are analytic and semi-empirical in nature. Consequently, a new approach is presented to scale both the minimum drag coefficient and the sectional pressure drag coefficient that uses the subscale data to define extrapolation exponents. Implementation requires a minimum of two subscale tests to enable specification of the exponents determined through coalescence of the extrapolated subscale tests. The approach is simple to implement and can be applied to both airfoils and wings. Numerous cases are presented for method validation.

Design, assembly and testing of an upgraded aeroacoustics wind tunnel facility

The Aeroacoustics Laboratory in the Department of Aerospace Engineering at Penn State currently serves several areas of experimental research. Most notable in the laboratory is the Anechoic Chamber of which the Aeroacoustics Wind Tunnel is an integral part. In recent years the dominant areas of research have included model aircraft exhaust jets and model rotors for helicopter applications involving detailed noise experiments. In the jet noise area, the applications have included aircraft in both flyover and take-off configurations. In the flyover application the air flow surrounding the exhaust jet has a significant effect on the radiated noise and must be simulated to produce experimental results that will be most useful in preliminary design of noise suppression applications. The Aeroacoustics Wind Tunnel at Penn State serves the purpose for this simulation. During aircraft take-off, the aircraft airspeed is in a range exceeding 250 ft per second, or Mach number of over M = 0.22. In the years preceding 2022, the velocity of the free jet flow of the Penn State facility was limited to less than 200 ft/sec. This paper reports on a project to design upgrades to the existing wind tunnel to improve the test section flow velocity to values closer to the 250 ft/sec target. The approach began with a preliminary design of the return flow ducting to convert the open jet, open return wind tunnel to a closed return tunnel. The concept is to make use of the flow energy in the exhaust of the tunnel to boost the input energy to the inlet fan that drives the flow to the test section. An integral part of the preliminary design involved making use of an upgraded flow analysis computer code to predict the gain in test section velocity of the new facility. For the available horsepower of two fans in the facility, the configurations of the existing and upgraded wind tunnel were entered into this analysis code based on a quasi-one-dimensional formulation. The code included empirical data formulated to include the various shapes of the components of the tunnels. The relative flow velocities in each section used simple incompressible continuity to calculate all velocities in the component sections. The average dynamic pressure in each section is calculated from the flow (constant) density and the velocity squared. Each section had a non-dimensional pressure loss parameter calculated from empirical data (from the relevant literature). The basic code (using the Excel algorithms) was based on a predictor-corrector concept in which the calculation was initialized with the estimated velocity and pressure of the flow at the entrance to the test section. The loss in each following section is estimated to determine the loss in the total pressure and the cumulated loss compared to the gains made at the two fans in the circuit. The initial guess is adjusted based on the total pressure value at the end of the circuit. During the related experiments, measurements of the total and dynamic pressure were performed at several joints between sections and compared to the values predicted in the analysis code. Various settings of the horsepower of the drive fans were used and the results were compared to flow measurements for the tunnel configurations (predominantly for the open return and closed return tunnel setups available before and after the upgrade project.) Results of the analysis and experiments are presented and analyzed together with the remaining activities planned for the coming months.

Rotor Performance Predictions for Urban Air Mobility: Single vs. Coaxial Rigid Rotors

This work details the development and validation of a methodology for high-resolution rotor models used in hybrid Blade Element Momentum Theory Unsteady Reynolds Averaged Navier–Stokes (BEMT-URANS) CFD. The methodology is shown to accurately predict single and coaxial rotor performance in a fraction of the time required by conventional CFD methods. The methodology has three key features: (1) a high-resolution BEMT rotor model enabling large reductions in grid size, (2) a discretized set of momentum sources to interface between the BEMT rotor model and the structured URANS flow solver, and (3) leveraging of the first two features to enable highly parallelized GPU-accelerated multirotor CFD simulations. The hybrid approach retains high-fidelity rotor inflow, wake propagation, and rotor–rotor interactional effects at a several orders of magnitude lower computational cost compared to conventional blade-resolved CFD while retaining high accuracy on steady rotor performance metrics. Rotor performance predictions of thrust and torque for both single and coaxial rotor configurations are compared to test the data that the authors obtained at the NASA Langley 14- by 22-ft. Subsonic Tunnel Facility. Simulations were run with both fully turbulent and free-transition airfoil performance tables to quantify the associated uncertainty. Single rotor thrust and torque were predicted on average within 4%. Coaxial thrust and power were predicted within an average of 5%. A vortex ring state (VRS) shielding phenomenon for coaxial rotor systems is also presented and discussed. The results support that this hybrid BEMT-URANS CFD methodology can be highly parallelized on GPU machines to obtain accurate rotor performance predictions across the full spectrum of possible UAM flight conditions in a fraction of the time required by conventional higher-fidelity methods. This strategy can be used to rapidly create look-up tables with hundreds to thousands of flight conditions using a three-dimensional multirotor CFD for UAM.

Low Observable Uncrewed Aerial Vehicle Wind Tunnel Model Design, Manufacturing, and Aerodynamic Characterization

Developing wind tunnel models is time consuming, labor intensive, and expensive. Rapid prototyping for wind tunnel tests is an effective, faster, and cheaper method to obtain aerodynamic performance results while considerably reducing acquisition time and cost for the models. Generally, the rapid prototyping models suffer from insufficient stiffness or strength to withstand the loads generated during a wind tunnel test. In the present study, a rapid prototype model reinforced with metallic inserts was produced to experimentally investigate the aerodynamic characteristics of an uncrewed aerial vehicle with various wingtip deflections. The fused deposition modeling process was used to make the outer mold, whereas the metallic parts were produced using laser cutting and the computer numerical control machining process. Then, the model was evaluated both experimentally and numerically. The test campaign presented in this work was conducted in the de Havilland low-speed wind tunnel facility at the University of Glasgow. For better characterization of flow patterns dominated by leading edge vortices, numerical simulations were run using OpenFOAM 8.0 and validated with experimental data. The experimental data obtained from the hybrid rapid-prototyped model agreed well with the numerical results. This demonstrates the efficacy of hybrid rapid-prototyped models in providing reliable results for initial baseline aerodynamic database development within a short period and at a reduced cost for wind tunnel tests.

Tomographic Reconstruction of Hypersonic Aircraft Flowfields in Large-Scale Wind Tunnel Experiments

Three-dimensional flowfield features around a hypersonic aircraft model were reconstructed using a computed tomography background-oriented schlieren technique. Datasets of projection images were acquired in hypersonic wind tunnel experiments conducted at the Japan Aerospace Exploration Agency’s 0.5m hypersonic wind tunnel facility, by rotating the test model with an increment of 2° azimuth. A telecentric optical configuration was applied to the background-oriented schlieren measurement at the large-scale hypersonic wind tunnel facility. A basic tomographic reconstruction method, such as filtered backprojection, was used to reconstruct the projection datasets with some combination of denoising calculations. Results showed that the reconstructed flowfield was first noisy without denoising. With the denoising considerations proposed in this study, the flow physics, such as oblique shock waves emanating from the vehicle nose tip and engine lip, were clearly visualized. Therefore, the telecentric optical setup and denoising processes proposed in this study can successfully reconstruct a complex three-dimensional flowfield obtained at a large-scale wind tunnel facility. This setup and denoising process can also apply to other applications in large-scale wind tunnel experiments.