Mohammed Ahmed Rasheed & Ahmed Adnan AL-Qaisy

Eng.&Tech.Journal,Vol.27,No.
2,2009
Experimental Investigation of Aerodynamic Characteristics of

NACA 23015 under different angles of attack and Comparison with
Available Package
Mohammed Ahmed Rasheed* & Ahmed Adnan AL-Qaisy*

Received on: 5/5/2008
Accepted on: 7/8/2008
Abstract
A Model of wing section of type (NACA 23015) had been built to be investigated and
study the aerodynamic characteristics in a subsonic wind tunnel at different angles of
attack in order to calculate the aerodynamic coefficients such as lift, drag, moment and
pressure coefficients. The effect of changing the angle of attack on the aerodynamic
coefficients was investigated. Then a virtual model of the wing section and wind tunnel
had been programmed and tested by available standard packages such as the (Design
Foil) Program which uses Panel Method to calculate the aerodynamic coefficients, and
the finite element package (Ansys Ver.9). A comparison was made to the arrived results
with the experimental data to check the accuracy of the results, and both experimental
and theoretical results were convergent. The percentage of similarity between the
experimental and theoretical was 83% for the Aerodynamic characteristics.
‫ﺒﺤﺙ ﻋﻤﻠﻲ ﺤﻭل ﺍﻟﺨﻭﺍﺹ ﺍﻟﺩﻴﻨﺎﻫﻭﺍﺌﻴﺔ ﻟﻤﻘﻁﻊ ﺠﻨﺢ ﻤﻁﻴﺎﺭ ﻨﻭﻉ‬

‫ " ﻟﺯﻭﺍﻴﺎ ﻁﻴﺭﺍﻥ ﻤﺨﺘﻠﻔﺔ ﻤﻊ ﻤﻘﺎﺭﺘﺔ ﺍﻟﻨﺘﺎﺌﺞ ﺒﺎﻟﺘﻁﺒﻴﻘﺎﺕ ﺍﻟﺠﺎﻫﺯﺓ‬NACA 23015 "
‫ﺍﻟﺨﻼﺼـﺔ‬
‫ ( ﻭﺍﺨﺘﺒﺎﺭﻩ ﺩﺍﺨل ﻨﻔﻕ ﻫﻭﺍﺌﻲ‬NACA 23015) ‫ﺘﻡ ﻓﻲ ﻫﺫﺍ ﺍﻟﺒﺤﺙ ﺘﺼﻨﻴﻊ ﻤﻘﻁﻊ ﻤﻁﻴﺎﺭ ﻤﻥ ﺍﻟﻨﻭﻉ‬
‫ﻭﻤﻥ ﺜﻡ ﺤﺴﺎﺏ ﺍﻟﻤﻌﺎﻤﻼﺕ‬.‫ﺘﺤﺕ ﺼﻭﺘﻲ ﻭﻟﺯﻭﺍﻴﺎ ﻫﺠﻭﻡ ﻤﺨﺘﻠﻔﺔ ﻟﻐﺭﺽ ﺩﺭﺍﺴﺔ ﺍﻟﺨﻭﺍﺹ ﺍﻟﺩﻴﻨﺎﻫﻭﺍﺌﻴﺔ ﻟﻪ‬
‫ﻜﻤﺎ ﺘﻡ ﺩﺭﺍﺴﺔ ﺘﺄﺜﻴﺭ ﺯﻭﺍﻴﺎ‬. ‫ ﻤﻌﺎﻤل ﺍﻟﻌﺯﻡ ﻭﻤﻌﺎﻤل ﺍﻟﻀﻐﻁ‬، ‫ ﻤﻌﺎﻤل ﺍﻟﻜﺒﺢ‬، ‫ﺍﻟﺩﻴﻨﺎﻫﻭﺍﺌﻴﺔ ﻜﻤﻌﺎﻤل ﺍﻟﺭﻓﻊ‬
) ‫ﺘﻡ ﺒﻨﺎﺀ ﻨﻤﻭﺫﺝ ﺤﺎﺴﻭﺒﻲ ﻟﻠﻤﻘﻁﻊ ﻭﺍﻟﻤﺠﺭﻯ ﺍﻟﻬﻭﺍﺌﻲ ﻭﻨﻔﺫ ﺒﺒﺭﻨﺎﻤﺞ‬. ‫ﺍﻟﻬﺠﻭﻡ ﺍﻟﻤﺨﺘﻠﻔﺔ ﻋﻠﻰ ﺘﻠﻙ ﺍﻟﻤﻌﺎﻤﻼﺕ‬
‫ ( ﻓﻲ ﺇﻴﺠﺎﺩ ﺍﻟﻤﻌﺎﻤﻼﺕ‬Panel Method ) ‫ ( ﻭﺍﻟﺫﻱ ﻴﺴﺘﻌﻤل ﻁﺭﻴﻘﺔ ﺍﻷﺴﻁﺢ ﺍﻟﻤﺤﺩﺩﺓ‬Design Foil
‫( ﻭﺫﻟﻙ ﻟﻤﻘﺎﺭﻨﺔ ﺍﻟﻨﺘﺎﺌﺞ‬Ansys Ver.9) ‫ﺍﻟﺩﻴﻨﺎﻫﻭﺍﺌﻴﺔ ﻭﻜﺫﻟﻙ ﺘﻡ ﺒﻨﺎﺀ ﻨﻤﻭﺫﺝ ﺍﻓﺘﺭﺍﻀﻲ ﺃﺨﺭ ﻤﺼﻤﻡ ﺒﺒﺭﻨﺎﻤﺞ‬
‫ﺍﻟﻌﻤﻠﻴﺔ ﺍﻟﻤﺴﺘﺨﻠﺼﺔ ﻤﻊ ﺍﻟﻨﺘﺎﺌﺞ ﺍﻟﺘﻲ ﺘﻡ ﺍﻟﺤﺼﻭل ﻋﻠﻴﻬﺎ ﻤﻥ ﻫﺫﻴﻥ ﺍﻟﺒﺭﻨﺎﻤﺠﻴﻥ ﻟﻤﻌﺭﻓﺔ ﻤﺩﻯ ﺘﻁﺎﺒﻕ ﺍﻟﻨﺘﺎﺌﺞ‬
‫ ﻭﻜﺎﻥ ﺍﻟﺘﻁﺎﺒﻕ ﺒﻨﺴﺒﺔ‬.‫ﻭﺍﻟﻘﺭﺍﺭ ﻋﻠﻰ ﺃﻓﻀﻠﻴﺔ ﺍﻟﺒﺭﺍﻤﺠﻴﺎﺕ ﺍﻟﺠﺎﻫﺯﺓ ﻤﻥ ﻋﺩﻤﻪ‬، ‫ﺍﻟﻌﻤﻠﻴﺔ ﻤﻊ ﺍﻟﻨﺘﺎﺌﺞ ﺍﻟﻨﻅﺭﻴﺔ‬
.‫ ﻤﻊ ﺍﻟﻨﺘﺎﺌﺞ ﺍﻟﻌﻤﻠﻴﺔ ﺒﺎﻟﻨﺴﺒﺔ ﻟﻠﺨﻭﺍﺹ ﺍﻟﺩﻴﻨﺎﻫﻭﺍﺌﻴﺔ‬%83
in z – Direction -
Nomenclature Cp Pressure coefficient -
AR Aspect ratio - Cx Drag Coef. in x- Direction -
b Span mm Cz Lift Coef. in z- Direction -
c/a Mid thickness to radius D Drag N
ratio(thickness ratio) - H Local Pressure (heights
C The Chord of the Airfoil mm of Water column) mm
CD Drag coefficient - hu Pressure on the upper
CL Lift coefficient - section surface mm
hL Pressure on the lower
Cm Moment coefficient - section surface mm
Cmx Pitching Moment Coeff. L Lift N
in x – Direction - M Moment on airfoil N.m
Cmz Pitching Moment Coef. P Pressure on airfoil N/m2
*Mechanical Engineering Department, University of Technology/Baghdad

215
PDF created with pdfFactory Pro trial version www.pdffactory.com

Eng.&Tech.Journal,Vol.27,No.2,2009 Experimental Investigation of Aerodynamic
Characteristics of NACA 23015 under different
angles of attack and Comparison with Available
Package
P o Local Pressure on Wing N/m2 environment was perfect [1]. The

P∞ Freestream Pressure N/m2 purpose of this research is to
investigate and calculate the
q∞ Dynamic Pressure N/m2
aerodynamic coefficients such as lift,
Rex Reynolds Number - drag, moment and pressure
S Airfoil surface section coefficients. The effect of changing
area mm2 the angle of attack on the
t Thickness mm aerodynamic coefficients was
v Stream Velocity m/s investigated.
W.T Wind Tunnel - Theory
Z1 Thickness from the Lower To investigate and calculate
Surface of the Wing mm lift, drag and pitching moment
Z2 Thickness from the Upper coefficients from the pressure
Surface of the Wing mm distribution on the airfoil section
α Angle of attack degree model NACA 23015 in the wind
ρ a Air density kg/m3 tunnel. Figure.(1) represents a section
of an airfoil on incidence α to the
ρ w Water density kg/m3 fluid stream, which is assumed to be
ρ ∞ Free stream density kg/m3 from left to right at a speed of (v).
γ
Through the nose of the airfoil are
Angle Between Cz & Cx degree drawn axes (ox) and (oz) parallel and
∈ Angle of Slop Tangent degree
perpendicular to the chord line
respectively. The chord of the airfoil
is denoted by (c). The ordinates of
Other subscriptions were defined
the highest and lowest points of the
locally in the text.
section are (z2) and (z1) respectively,
Introduction Fig.(2).
The investigation of aerodynamic The airfoil may or may not
characteristics of different types of be solid in either case its surface is
airfoil model section is one of the regarded as a thin sheet of material,
most important fields in aeronautical perfectly rigid with the pressure
engineering, to make these inside uniform at (Po), the static
investigations there are two ways: pressure of the undisturbed stream
a. Experimental method. this is permissible, since the pressure
b. Theoretical method. are to be integrated round the surface
The experimental method is to and the integral of a uniform pressure
investigate the airfoil section model over a closed surface is zero.
in wind tunnel and then calculate the Whatever its magnitude .Taking a
results to find the aerodynamic slice of the airfoil of unit span wise
coefficients, while the theoretical length, consider the forces acting on
method is done by using one or more
of modeling analyzing software a small element, of length ( δ s ), of
programs though designing the airfoil the surface. The normal force of the
section model and analyze it in that element is composed of ( Pδ s ) in
program .Barely the experimental
method is much confidant than the wards, and ( Po δ s ) out wards force
theoretical way in the end if the tests of (P - Po) δ s .
216

Package
This force may be resolved Considering unit span the area (s)
into component ( δ z ) and ( δ x )
is equal to the chord (c).
acting parallel to the (oz) and (ox) z
axis respectively then:- Cz =
1 / 2 ρ v2 C
δ z = −( P − Po ) δ s cos∈ ........(1)
−1
c
Now, from the geometry of the =
1 / 2 ρ v2 C ∫ [(P − P )
o u − ( P − Po ) l ] dx
element δ S cos ∈= δ x 0
where ......................... (5)

δ z = −( P − Po )δ x ..............(2) Dividing by 1 / 2 ρ v2 inside the
square bracket, and remembering that
This is for an element on the
upper surface. For an element on the 1
(dx) = d  x  Gives
lower surface it c c
becomes
...........(2 ) C z = − ∫ (C pu − C pl )d   ........ (6 )
 x
1
S z = −( P − Po ) S x
If this is now integrated with 0 c
respect to (x) between the limits of
x = 0 and x = c, the integration of δ z P − Po
Since = C P by definition.
becomes the total force z, whence 1 / 2 ρ v2
c c
Z = ∫ −(P − Po ) dx+ ∫ (P − Po ) dx.(3)
A similar argument may be used
to give the following relation
0 0
δ x = (P − Po )δs sin∈ ⇒ δs sin∈=δ z .
Using subscripts (u ) and (l ) for the
leading finally to
upper and lower surface respectively
this z2 / c
 z
∫ Cp.d  c  .............. (7)
becomes:
c
Cx =
Z = ∫ [( P − Po ) u − ( P − Po ) l ] dx ...(4) z1 / c
0
This gives the variation of This coefficient is based on the
pressure (P) along the chord of the plane area of the airfoil. The
airfoil it is possible to calculate the pinching moment may also be
lift. It can be seen that, although the calculated from the pressure
pressure inside the airfoil section distribution for simplicity it will be
model was assumed to be (Po). The found about the origin of the (ox) and
actual value is quit immaterial in the (oz) axes.
present context. The next step will δ z = −[(P − Po )u − (P − Po )l ] dx
reveal why the particular value (Po)
was chosen. Equation (4) is easily And therefore the contribution to
put into coefficient. From as follow be pitching moment due to this
define Cz by:- element of z….force is:-
z δM =[(P−Po )u −(P −Po )l ] x.dx.....(8)
Cz =
1 / 2 ρ v2 S Where the total pitching moment
due to (Z) is:-
217

Package
 x  x
c
1
CM z = + ∫ [Cpu − Cpl ]  ⋅ d   Where q ∞ = ρ ∞ v 2 Then
0 c c 2
c
 x  x  P − P∞
= −∫ ∆Cp   ⋅ d   ...................(9) C pu = u ...................(14)
c c q∞
0
Since Also
M M PL − P∞
CM = = C pL = .......... ....(15)
1 / 2 ρ ⋅ v ⋅ S.c 1 / 2 ρ ⋅ v 2 ⋅ C 2
2
q∞
where S=c in this cases similarly, Where (P) represented by (h)
the contribution to C M due to the experimentally.
x….force may be obtained as:- Subsonic Wind Tunnel
The subsonic wind tunnel used in
z2 c current research is an open circuit
 z  z
CM x = ∫ ∆Cp  c  ⋅ d  c  ....... (10)
z1 c
type with a working cross section of
(300mm x 300mm) as schematically
The integration given above are shown in Fig.(5). Wind speeds of
normally performed graphically. The (36m / sec.) are achievable allowing
force coefficient (Cx) and (Cz) are experiments on many aspects of
parallel and perpendicular to the incompressible air flow and subsonic
chord line where as the more usual aerodynamics to be performed at
coefficient (CL) and (CD) are referred satisfactory Reynolds numbers. The
to the air direction. The conversion tunnel has a smooth contraction fitted
from one pair to the other may be with the protective screen. The
performed by reference to Fig. (2), in working section is constructed of
which CR, the coefficient of the clear Perspex with a cross section of
resultant both of Cx, Cz and of CL and (300mm x 300mm) and a length of
CD and therefore from Fig (2) now (600mm), Figs. (6) and (7) represent
[2]:- photo of the wind tunnel and the
CL = C R cos(γ + α )
working section respectively.
Downstream of the working
= C R cosγ ⋅ cosα − C R sin γ ⋅ sin α section, a diffuser which leads to an
And axial flow fan which is driven by a
(5.6 kW three phase A.C motor). The
CR cosγ = Cz and CR sinγ = Cx flow is controlled by a butterfly valve
Where before exhausted to atmosphere
CL = Cz cosγ − Cx sinα ...(11) through exhaust duct. The air enters
the tunnel through carefully shaped
Similarly diffuser. The working section giving
C D = C R sin (γ + α ) full visibility of flow field and the
= C z sin α + C x cos α ....(12) model is supported from one side of
the wall. At the downstream there is
Since
a pitot static tube, Fig. (8) Shows the
P − P∞
Cp = .......... .......(13) pitot tube used here with the wind-
q∞ tunnel working section, thus the pitot
tube is fixed through wind tunnel
ceiling. The boundary layer thickness
218

Package
at the end wall of the wind tunnel test cross-sectional area is equal to
section was found by using the well 0.85%. This means that the blocking
known formulas for laminar and errors are relatively small and may be
turbulent boundary layer growth negligible.
respectively are as follows:-
4.64 x Hints for those models who had
δ lam. = (For laminar flow ratio more than 7.5% the solid-
Re x blocking eq.(18) and wake-blocking
on flat surface) …………….(16) eq.(19) corrections are calculated
0.37 respectively as follows[8]:-
δ turb.. = (For turbulent flow 3
5 Re
x ε sb = K m (mv ) / A 2 ……..(18)
on flat surface) ……………...(17) Where
The boundary layer change from Km : Wing section Shape factor =
laminar to turbulent is regarded as 0.74 for this model
sudden change at (Rex=500000), so mv : Model Volume = 0.7.t.C.b
that turbulent boundary layer A : Test section area = (93025mm2)
thickness was found to be about for this wind tunnel
(26mm) at the test section exit which 1 C
is acceptable and does not affect the ε wb = . Cdun ………..(19)
test section a lot. The turbulence 2 ht
level at the working section was Where
found [3] to be acceptable. ht :Heights of wind tunnel test
Wind Tunnel Boundary Corrections:- section
The condition under which a Cdun : Uncorrected drag coefficient
model is tested in a wind tunnel are Then the Overall Correction Coef.
not the same as those in free air. The is:-
walls on the model thickness and
wake are subjected to solid and wake
ε = ε wb + ε sb ………..(20)
blocking, solid and wake blocking From This equation the Rex
are usually negligible with an open correction is:-
test section since the air stream is Re x = Re x un (1 + ε ) ……..(21)
then free to expand in a normal And the lift coefficient correction
manner Alan Pope [4]. Maskell [5] is:-
suggests that the total solid and C L = C L un (1 − σ − 2ε ) ……...(22)
wake-blocking corrections are
Where
calculated as follows:-
 π 2  C 
2
1 Model frontal area σ =   
Ct = ………..(23)
2 Test sec tion area  48  ht 
And he found that a maximum Also the drag coef. correction is:-
ratio of model frontal area to test C d = C d un (1 − 3ε sb − 2ε wb ) ….(24)
cross-sectional area 7.5% should Finally the angle of attack
probably be used, unless errors of correction is:-
several percent can be accepted.
In the present research, the wing
section model frontal area to the test
219

Package
 
σ 

E : Correction factor
α = α un +  57 . 3
 CL un + 4 C m1  Eo: Represent the effect of distance
 2π 4 un  of static pressure inlet (Eo=0.9976)
………(25) ω : Viscosity effect and it's equal to
Where the symbol un represents zero for fully developed flow
uncorrected reads Ω : The effect of the distance from
The Wing Section Modeling the tube to the wall and it could be
A model of wood of the (NACA taken from the curve in fig.(8)
23015) had been built locally; the The Multi Tubes Manometers
model as we know is un-summitry A standard multi tubes manometer
i.e. the upper surface is different had been used to measure the
from the lower one. The data for this pressure Fig. (7), this type of
section were taken from NACA's manometers used liquid water
lists of wings section [9],[10]. And because we work in subsonic criteria.
its coordinates is as listed as in The manometer connected with the
(Table 1). stainless steel pressure tubes of the
The wing section model specification wing section model by a rubber
was, the cord (C = 150mm) and snout.
thickness ratio of (15%) ,the section Effects of Changing Angles of
length (b = 305mm). Static pressure Attack
taps have been made inside the both By changing the angle of attack
sections ,these bores were distributed we found its effects on the
to 10 bores for each section but un- aerodynamic characteristics coef. for
equally on both sections and the the section NACA 23015. At the
bigger numbers distributed at the beginning the calculation were
front of the both sections fig.(3). performed for the range of angle of
Inside the taps a stainless steel attack of (-10o ~ 20o) but we found
pressure pipes were fixed with inner that the effecting angles for this
diameter of (0.7mm) and outer section lies between (-9o ) and (15o)
diameter of (1mm). angles of attack, so to reduce the data
Pitot-Static Tube Corrections and calculations the results will be
In this research we used a presented for this range of. Figures
standard pitot-static tube with (9,10,11) shows that (Cpu) was
standard elliptical head shape (N.P.L decreased while (Cpl) was increased
Standard) to measure airspeed inside also the increment in (Cp) for the
the wind tunnel .Where it's diameter upper surface were much higher than
was (5mm) and (200mm) long .And that for the lower surface due to the
the corrections for the pitot-static positive increment in ( α ) while in
tube was as[6][7]:- Figs.(12,13) the case was reversed,
∆P = ( ρH 1 ) water .g yet the increments between the upper
1 and lower surface were less than the
= Ptotal − Pstatic = .E.ρ .u ∞2 1st case ,which gives as an
2 indications that the upper surface of
……..(26) the wing section is more importance
E = Eo + ω + Ω .……(27) than the lower one, i.e. the flow
Where stream variation for the upper surface
is much effective on the aerodynamic
220

Package
characteristics than the lower surface Conclusions

,and for that reason all or most of the From this research we conclude:-
developments on airplane wings to 1-The values of (Cpu, CL, Cd) is
increase or reduce the boundary layer increased with increasing angle of
separation were applied on the upper attack.
surface of the wing, also we could 2-The value of (CpL, Cm) is
know why they construct the engines decreased with increasing angle of
of the airplane on the lower surface attack.
of the wings. 3-The critical angle of attack in the
Figures (14, 15 and 16) show the positive position for this wing section
aerodynamics coefficients through model (NACA 23015) is (15o) , Fig.
different angles of attack and for both (14) Illustrates that after the angle
experimental and theoretical results (15o) a drop in (CL) occurs, while the
from the Design Foil program. critical angle of attack in the
Anyway the results were convergent Negative position for this wing
and the experimental data is accurate section model (NACA 23015) is (9o).
and acceptable. 4-The separation of the boundary
The results of (Ansys Ver.9) layer at both upper and lower surface
Figures (17 to 22) show the variation of the wing section model (NACA
of pressure coefficient among the 23015) begins with the increasing or
wing section model the figures shows decreasing of the angle of attack and
clearly the increment of pressure its effects at the upper surface are
coefficient on the leading edge of the more than the lower one which is
wing, also they show that the why most ways of controlling
pressure coefficient at the upper separation and boundary layer
surface of the wing was smaller than designed at the upper section of the
the lower surface at the positive wings and also because of little effect
angles of attack while in the negative of separated boundary layer at the
angles the case is reverse which is lower section of the wing, most
agree with the experimental results of airplanes put its engines there.
the W.T and shows a great similar in 5-The stole area (i.e. the area without
value with that of the Design Foil any boundary layer and any
program and which make as movement of flaps at these areas do
conclude that the experimental result nothings) at the upper surface which
were accurate and acceptable. illustrated as a red area in Fig. (11)
Then the whole results were Starting at the angle of attack equal
compared with those which had been to (15o) ,while in the lower surface it
taken from the program Design Foil begins at the angle of (9o).
and (Ansys.9), the accuracy of the 6-The Study recommend to
experimental work was high were the investigate the effects of changing of
difference was limited because the the aerodynamics characteristic due
percentage of identification was 83% to change in angles of attack on the
after comparing the excremental structure of the wing section model
results with the packages one, which (NACA 23015), also study the
give us an indication that the performance ,Stability and
experimental data was acceptable. controllability for this section.
221

Package
7-Also we recommended [11] L. J. Clancy, “ Aerodynamics ” ,

investigating the aerodynamic 5th Edition .1997.
characteristics of this section for [12] Charles E. Dole, “ Flight theory
transonic speed with angles and Aerodynamics ” , John Wiley
changing. .1981.
References [13] John J. Bertin & Michael L.
[1] Royal air force – UK,“ The Smith, “ Aerodynamics for
Principle of Flight ” , Vol. A , Engineering ” , Prentice Hall.
Sec.3 , Ch.2,1992 1979.
[2] John D. Anderson , JR., “ An [14] A. E. Brock & E. L. Houghton,
Introduction to Flight ” , 5th “ Aerodynamics for Engineering
Edition . McGraw-Hill, 1995 and Students ” , McGraw-Hill,
[3] EL. Houghton & NB. Caruthers, London. 1960 .
“ Aerodynamics for Engineering ” [15] A. C. Kermode , “ Mechanics of
, 4th Edition . John Wiley, 1998. Flight ” , Pitman Publishing
[4] Alan Pope & John, J. H., “Low /London. 1977.
Speed Wind Tunnel”, John Wiley [16] Charles E. Dole “Flight Theory
& Sonc., New York / London. and Aerodynamic” (John Wiley-
2001 1981).
[5] Maskel, C. E., “A Theory of
Blockage Effects of Buff Bodies
and Stalled Wings in A Closed
Wind Tunnel”. ARC R & M
3400,1965.
[6] Kadir N. “Modification of Airfoil
Aerodynamic Properties by using
Internal Aquatic Excitations
Technique “,Msc. Theses ,
Mechanical Department,
University of Technology. Iraq,
2005.
[7] Chue S. H., “Pressure Probes For
Fluid Measurement”, Progress in
Aerospace Sciences,Vol.16, No.2,
pp. 147 – 223, 1975.
[8] “ Journal of the Royal
Aeronautical Society ” ,Vol.64 ,
No.596 , P.449-464 , Aug.1960 &
Vol.61 , No.553 , P.37-42 ,
Jan.1957.
[9] I. H. Abbott & A. E. Van
Doenhoff , “ Theory of wing
Section ” , McGraw-Hill ,NY.
1959.
[10] Alan Pope , “ Basic Wing &
Airfoil theory ” , McGraw-Hill .
1951.
222

Package
Table (1) The Coordinates of the wing section model NACA23015
Upper Surface Lower Surface

X (mm) Y (mm) X (mm) Y (mm)
0 0 0 0
1.875 5.01 1.875 2.31
3.75 6.66 3.75 3.375
7.5 8.835 7.5 4.56
11.25 10.35 11.25 5.415
15 11.46 15 6.135
22.5 12.78 22.5 7.26
30 13.38 30 8.115
37.5 13.62 37.5 8.67
45 13.575 45 8.94
60 12.885 60 8.88
75 11.61 75 8.25
90 9.915 90 7.215
105 7.875 105 5.865
120 5.595 120 4.245
135 3.06 135 2.385
142.5 1.68 142.5 1.35
150 0 150 0
Table (2) The CPu of W.T. results at V = 36 m/s
Point 1 2 3 4 5 6 7 8 9 10
x/c 0.01 0.02 0.05 0.1 0.175 0.25 0. 5 0.75 0.9 0.95
-
α = − 9 o
- 0.212 - 0.433 - 0.616 - 0.837 - 1.006 - 0.913 - 0.867 - 0.695 - 0.588
0.095
-
α = −3o - 0.515 - 1.029 - 1.417 - 1.423 - 1.381 - 1.212 - 0.951 - 0.786 - 0.685
0.103
-
α = 0o - 0.749 - 1.254 - 1.628 - 1.501 - 1.423 - 1.325 - 1.102 - 0.864 - 0.812
0.243
-
α = 6o 2.015
- 2.730 - 2.741 - 2.442 - 2.266 - 1.856 - 1.511 - 1.356 - 0.988 - 0.884
-
α = 15 o
- 3.126 - 3.723 - 3.568 - 3.223 - 2.875 - 1.895 - 1.421 - 1.095 -0.971
2.655
Table (3) The CPL of W.T. results at V=36 m/s
223

Package
Point 1 2 3 4 5 6 7 8 9 10
x/c 0.01 0.02 0.05 0.1 0.175 0.25 0. 5 0.75 0.9 0.95
- - - - - - - - - -
α = − 9 o
1.221 2.312 3.544 3.125 2.899 2.679 1.665 1.431 0.983 0.721
- - - - - - - - - -
α = −3o
0.638 0.901 2.487 1.936 1.785 1.689 1.503 1.315 0.942 0.696
- - - - - - - - - -
α = 0o
0.241 0.622 1.252 1.281 1.366 1.298 1.247 0.955 0.803 0.518
- - - - - - - - - -
α = 6o 0.115 0.156 0.372 0.705 0.851 0.958 0.920 0.898 0.788 0.609
- - - - - - - - - -
α = 15 o
0.055 0.086 0.111 0.125 0.365 0.467 0.763 0.805 0.711 0.573
Table (4) CL, CD, Cm at V=36 m/s for both Theoretical from
Design Foil and Experimental from W.T.
α = 0 o
α = 6 o
α = 15 o
α = −3o α = −9o
Experimental
CL 0.1535418 0.9047896 2.149586 -0.2756887 -0.9491458
CD 0.0091578 0.0321457 0.0263564 0.0122145 0.0181544
-
Cm -0.0414578 -0.0814587 0.0055478 0.0352634
0.0245876
α = 0 o
α = 6 o
α = 15 o
α = −3o α = −9o
Theoretical
CL 0.1442345 0.8151023 1. 859238 -0.1995871 -0.862580
CD 0.0074351 0.0121346 0.0165014 0.0088245 0.0155984
-
Cm -0.0335472 -0.076548 -0.0026442 0.0227267
0.0104507
224

Package
R
M
α V
Figure (1) Section of an airfoil at incidence α to the fluid stream, which is

assumed to be from left to right at a speed of (v).
Z
L
α R
α γ α
V D
O
X α
Figure(2) The conversion from one pair to the other may be performed by
reference in which CR, the coefficient of the resultant both of Cx, Cz and of CL
and CD.
Figure (3) The Model of Section of NACA 23015 showing the pressure tubes
inside the wing
225

Package
Figure (4) The wind tunnel used in the Study
Figure (5) Wind Tunnel Dimension [all dimensions in mm]
Figure (6) Wind Tunnel Device (Open Circuit) Side view
226

Package
Figure (7) Working Section of Wind Tunnel and the Model Mounted
Figure (8) Pitot Static Tube and the correction factor curve
227

Package
Cpupper Theory
Cplower Theory
Cpupper Exp. 0
Cplower Exp. W.T Speed
36 m/s
0.1442345
-0.0104507
0.0074351
Figure (9) The relationship between the CPu & CPL ,for both theoretical and
experimental and x/c for α = 0 o , V = 36 m/s from Design Foil Program
Cpupper Theory
Cplower Theory
Cpupper Exp. 6
36 m/s
0.8151023
-0.0335472
0.0121346
Figure (10) The relationship between the CPu & CPL ,for both theoretical and experimental and
x/c for α = 6 o , V = 36 m/s from Design Foil Program
228

Package
Cpupper Theory
Cplower Theory
Cpupper Exp.
Cplower Exp. 15
W.T Speed
36 m/s
1. 859238
--0.076548
0.0165014
Figure (11) The relationship between the CPu & CPL ,for both theoretical and experimental
and x/c for α = 15 o , V = 36 m/s from Design Foil Program
Cpupper Theory
Cplower Theory
Cpupper Exp.
-3
Cplower Exp.
W.T Speed
36 m/s
-0.199587
-0.002644
0.0088245
x/c for α = −3o , V = 36 m/s from Design Foil Program
229

Package
Cpupper Theory
Cplower Theory
Cpupper Exp. -9
36 m/s
-0.862580
0.022726
0.0155984
x/c for α = −9 o , V = 36 m/s from Design Foil Program
Legend Key
Experimental from W.T.

Theoretical From DesignFO
2
Lift Coefficient CL
-10 -5 0 5 10 15
Angle of Attack
-1
Figure (14) The Lift Coefficient CL for both Theoretical form Design Foil and Experimental
from W.T. at different Angles of attack and Velocity of 36 m/s
230

Package
0.040
Legend Key
Experimental from W.T

Theoretical from DesignFO
0.030
Drag Coefficient Cd
0.020
0.010
0.000
-10 -5 0 5 10 15
Angle of Attack
Figure (15) The Drag Coefficient Cd for both Theoretical form Design Foil and Experimental
0.04
0.00
-10 -5 0 5 10 15
Moment Coefficient Cm
Angle of Attack
-0.04
-0.08
Legend Key
Experimental from W.T.

Theoretical from DesignFO
-0.12
Figure (16) The Moment Coefficient Cd for both Theoretical form Design Foil and Experimental
231

Package
Figure (17) The Pressure Coefficient Cp for both Figure (18) The Mach No. for both Tip & Tail of
Tip & Tail of the section at Angle of attack = 15o the section at Angle of attack = 15o & Velocity of
& Velocity of 36 m/s 36 m/s
Figure (19) The Pressure Coefficient Cp for Figure (20) The Mach No. for both Tip & Tail of
both Tip & Tail of the section at Angles of the section at Angles of attack = 0o & Velocity of
attack = 0o & Velocity of 36 m/s 36 m/
232

Package
Figure (21) The Pressure Coefficient Cp

Figure. (22) The Mach No. for both Tip
for both Tip & Tail of the section at
& Tail of the section at angle of attack
Angles of attack = -9o & Velocity of 36 m/s
= -9o & Velocity of 36 m/s
233

Mohammed Ahmed Rasheed & Ahmed Adnan AL-Qaisy

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Mohammed Ahmed Rasheed & Ahmed Adnan AL-Qaisy

Uploaded by

Copyright:

Available Formats

Eng.&Tech.Journal,Vol.27,No.

Experimental Investigation of Aerodynamic Characteristics of

Mohammed Ahmed Rasheed* & Ahmed Adnan AL-Qaisy*

‫ﺒﺤﺙ ﻋﻤﻠﻲ ﺤﻭل ﺍﻟﺨﻭﺍﺹ ﺍﻟﺩﻴﻨﺎﻫﻭﺍﺌﻴﺔ ﻟﻤﻘﻁﻊ ﺠﻨﺢ ﻤﻁﻴﺎﺭ ﻨﻭﻉ‬

*Mechanical Engineering Department, University of Technology/Baghdad

PDF created with pdfFactory Pro trial version www.pdffactory.com

P o Local Pressure on Wing N/m2 environment was perfect [1]. The

PDF created with pdfFactory Pro trial version www.pdffactory.com

where ......................... (5)

PDF created with pdfFactory Pro trial version www.pdffactory.com

PDF created with pdfFactory Pro trial version www.pdffactory.com

PDF created with pdfFactory Pro trial version www.pdffactory.com

PDF created with pdfFactory Pro trial version www.pdffactory.com

characteristics than the lower surface Conclusions

PDF created with pdfFactory Pro trial version www.pdffactory.com

7-Also we recommended [11] L. J. Clancy, “ Aerodynamics ” ,

PDF created with pdfFactory Pro trial version www.pdffactory.com

Table (1) The Coordinates of the wing section model NACA23015

Upper Surface Lower Surface

Table (2) The CPu of W.T. results at V = 36 m/s

Table (3) The CPL of W.T. results at V=36 m/s

PDF created with pdfFactory Pro trial version www.pdffactory.com

CL 0.1535418 0.9047896 2.149586 -0.2756887 -0.9491458

CD 0.0091578 0.0321457 0.0263564 0.0122145 0.0181544

CL 0.1442345 0.8151023 1. 859238 -0.1995871 -0.862580

CD 0.0074351 0.0121346 0.0165014 0.0088245 0.0155984

PDF created with pdfFactory Pro trial version www.pdffactory.com

Figure (1) Section of an airfoil at incidence α to the fluid stream, which is

PDF created with pdfFactory Pro trial version www.pdffactory.com

Figure (4) The wind tunnel used in the Study

Figure (5) Wind Tunnel Dimension [all dimensions in mm]

Figure (6) Wind Tunnel Device (Open Circuit) Side view

PDF created with pdfFactory Pro trial version www.pdffactory.com

PDF created with pdfFactory Pro trial version www.pdffactory.com

PDF created with pdfFactory Pro trial version www.pdffactory.com

PDF created with pdfFactory Pro trial version www.pdffactory.com

Experimental from W.T.

PDF created with pdfFactory Pro trial version www.pdffactory.com

Experimental from W.T

Experimental from W.T.

PDF created with pdfFactory Pro trial version www.pdffactory.com

PDF created with pdfFactory Pro trial version www.pdffactory.com

Figure (21) The Pressure Coefficient Cp

PDF created with pdfFactory Pro trial version www.pdffactory.com

You might also like