AERODYNAMIC CONTROL CHARACTRISTICS OF GENERIC UCAV

MODEL USING TRAILING EDGE OUTBOARD ELEVONS.

Chapter 1 Introduction :- .................................................................................................................... 11

UCAV ............................................................................................................................................... 11
Key Tasks:- ...................................................................................................................................... 11
Generic UCAV specification:- .......................................................................................................... 12
Wing Geometry:- ............................................................................................................................ 13
Chapter 2 :- Experimental Programme, Apparatus and Instrumentation ........................................... 14
Wind Tunnel :- ................................................................................................................................ 14
The figure shown above is the schematic representation to know the direction of airflow ,
aerodynamic force and moments on wind tunnel model. Aerodynamic control is explained in other
chapters. .............................................................................................................................................. 15
Wind tunnel Balance:- .................................................................................................................... 15
Data Acquisition System:- ............................................................................................................... 16
Wind Tunnel Wall Corrections:- ...................................................................................................... 17
Chapter 3 :-Literature review .............................................................................................................. 18
Part One .......................................................................................................................................... 18
Primary Control Surface:- ............................................................................................................ 18
Part Two .......................................................................................................................................... 20
Circulation Control Replacement to Conventional Control Surface:- .......................................... 20
Recent work on Circulation Control :- ......................................................................................... 22
Fluidic Thrust Vector(FTV): .......................................................................................................... 24
Chapter 4 :- Aerodynamics as a Basic ................................................................................................. 26
Bernoulis Theorem :- ...................................................................................................................... 26
Chapter 5 Wind Tunnel Operation :- ................................................................................................... 36
Flow Visualization Test :- ................................................................................................................ 37
Chapter 6:- An Overview on Test Rig Blowing System ....................................................................... 42
Appendix & Graphs :- ...................................................................................................................... 45
Chapter 7 :-Conclusion & Recommendation ....................................................................................... 48
Chapter 8 :- ......................................................................................................................................... 50
2

Graphical Representation ............................................................................................................... 50

Chapter 9 :- APPENDIX TABLE ............................................................................................................. 59
APPENDIX A :- 40 Deg UCAV Model .............................................................................................. 59
APPENDIX B :- SYMMETRIC OUTBOARD ELEVONS .......................................................................... 62
APPENDIX C :- ASYMMETRIC OUTBOARD ELEVONS................................................................. 80
REFERENCES:- ..................................................................................................................................... 99

DECLARATION

I, DNYANESHWAR LAXMAN KALE, declare that this

dissertation is my own work. Any section, part or phrasing of more
than 20 consecutive words that is copied from any other work or
publication has been clearly referenced at the point of use and also
fully described in the reference section of this dissertation.

Signed

......................................................................

Acknowledgement

I would like to express my deepest gratitude to my supervisor, Dr. Leslie Johnstone, who has
guided me all the stages of my dissertation by providing time to time feedback to me. He
always encourages me to improve my research to do better. I would like to take this
opportunity to thank him.
I would never have been able to finish my dissertation without the guidance & support of
Mr Mike Penny Lab Technician.

Abstract

This Dissertation project is comprises of experimental work on generic Uninhabited Combat

Air Vehicle Model .The purpose of this experimental work is to study the aerodynamic
control characteristics of outboard Elevons installed on Generic 40 0 UCAV at an angle of
100 , 200, 300 respectively. This study is towards the integration of function of flight control
surface of aileron, elevator, elevons into wing to analyse the performance of aerodynamic
control with the merits of less mass , low cost, reduced drag, less complexity (by keeping
few moving parts ,less maintenance as well) in overall this will make faster and stronger
response , also it reduces the radar cross section for structure which is great advantage for
combat air vehicle. Main promising approach are wing become flexible and its fluidics. In
fluidics forces applied on vehicle through circulation control in which complexity of
mechanical parts have been replaced by smaller fluidic system , made of slot able to emit the
air flow as a consequence can change the direction of vehicle. In flexible wings it can be
direct the air flow by changing its shape of wing surface.
Part of this project is to study the fluid flow characteristics near solid object. Here the
solid object is Forward Swept Wing, formation of vortex flow over a forward swept wing
gives an idea about flow pattern created by model. This comes under the flow visualization
test .
Also the study of test rig for blowing system may help further investigation towards
implementation of it on Generic UCAV configuration model in order to achieve trailing edge
blowing as an alternative to conventional control surface to pitch , roll and to yaw.

LIST OF FIGURE
Figure 1 Generic 400 UCAV model University of Salford ................................................................... 11
Figure 2 Schematic of 400 UCAV ......................................................................................................... 12
Figure 3 Schematic of closed-loop wind tunnel [4] ............................................................................. 14
Figure 4 Schematic of close working section of wind tunnel (Lige, accessed on 24/10/2011).......... 15
Figure 5 Six- component overhead balance University of Salford....................................................... 15
Figure 6 High Resolution Data Logger. ................................................................................................ 16
Figure 7 Elevons working principle (James,2011). .............................................................................. 20
Figure 8 Trailing edge of Retractable CCW (Loth, 2005). .................................................................... 21
Figure 9 Conventional Flaps & CC (GURSUL et al, 2005) ................................................................. 23
Figure 10 CC & Plasma Airfoil (P. F. Zhang et al, 2010) .................................................................... 24
Figure 11 FTV principle (Russell Sparks et al, 2005) ............................................................................ 24
Figure 12 Venturi tube, continuity principle (Talay, 2006). ................................................................ 26
Figure 13 Pressure distribution over surface ...................................................................................... 28
Figure 14 Net Aerodynamic force & moment on body (Anderson, 2006) ......................................... 28
Figure 15 Resultant aerodynamic force and the components into which it splits (Anderson, 2006)29
Figure 16 Integrated pressure & shear stress distribution over surface of 2D body ........................... 29
Figure 17 Aerodynamic force on an element of the body surface (Anderson, 2006). ..................... 30
Figure 18 Reference area & reference length (Anderson, 2006). ....................................................... 31
Figure 19 Stability Axis (Parts of an Aircraft, 2011). ............................................................................ 32
7

Figure 20 Sideslip (Carlos Perez Arroyo, 2007). ................................................................................. 33

Figure 21 Dihedral Lateral Stability(Handbook). ............................................................................ 34
Figure 22 Various Position of C.G affect the longitudinal stability (Carlos Perez Arroyo, 2007) ....... 35
Figure 23 Movements of different stabilities (Carlos Perez Arroyo, 2007) ....................................... 35
Figure 24 Wind tunnel model inside working section. ........................................................................ 36
Figure 25 Outboard trailing edge Elevon ............................................................................................ 37
Figure 26 Zero degree University of Salford........................................................................................ 39
Figure 27 Five degree .......................................................................................................................... 39
Figure 28 Ten Degree .......................................................................................................................... 40
Figure 29 Fifteen Degree..................................................................................................................... 40
Figure 30 Twenty Degree .................................................................................................................... 41
Figure 31 Test Rig Blowing System University of Salford Lab. ......................................................... 42
Figure 32 Schematic of Test Rig .......................................................................................................... 43
Figure 33 Arrangement of Pulley & spring Balance ............................................................................. 44

LIST OF TABLES
CHAPTER ONE

Page No

Table No 1 .........................................................................................................................13
CHAPTER TWO
Table No 2.1.......................................................................................................................16
CHAPTER SEVEN
Table NO 7.1- 7.5 ...........................................................................................................45-46
CHAPTER TEN
Table 10 .1 10.52..........................................................................................................58-96

NOMENCLATURE & SPREAD SHEET FORMULAE

CL = Lift Coefficient

L = Lift

CD = Drag Coefficient

D = Drag

CM = Pitching Moment

L 0 = Lift at Wind Off condition

SF = Side Force

D 0 = Drag at Wind Off condition

YM = Yawing Moment

PM 0 = Pitching moment Wind Off condition

RL = Rolling Moment

RL0 = Rolling moment Wind Off condition

M.A.C. = Mean Aerodynamic Chord

q = Dynamic pressure

S= reference area

V = free stream velocity

Spread sheet Formula

Lift Coefficient =

0.2346 *( L L0) N
1.175*100*Betz (mbar)*Area m2

Drag coefficient =

0.0763* (D - D0) N
1.175*100*Betz(mbar)*Area m2

Pitching Moment Coefficient =

0.0113 * ( PM - PM0) N
1.175*100*Betz(mbar)*Area m2 * M.A.C.

Side Force

[ 0.1386* S.F (mV)] N

9

CL *0.1
M.A.C.

1.175*100*Betz(mbar)*Area (m2)

Yawing Moment

= [0.008048* Y.M.(mV) ]N
1.175*100*Betz*Area*M.A.C.

Rolling Moment =

[0.006326* R.M.(mV)]N
1.175*100*Betz*Area*M.A.C

10

Chapter 1 Introduction :UCAV

An Uninhabited Combat Air Vehicle(UCAV) name itself indicate an aerial vehicle without
an onboard pilot and its primary objective is to deliver weapon to attack targets . Present
UCAV are operated by human control but in future it may wont be control by human
control operation that is with pre-programmed route and target information. It reduces the
risk of human being injured or death during war [1] [2] .
Future unmanned flight vehicles will supple in technology , more advance and low structuralweight-to take-off-weight ratio. These will perform extreme manoeuvres at high g (Gursul et
al., 2005) [5].

Figure 1 Generic 400 UCAV model University of Salford .

Key Tasks:o

(1) To measure the lift, drag, pitching moment characteristics of a 40 Generic UCAV

configuration Figure 1 ,over a range of incidence angles up to and beyond the stall.
This can give familiarisation with the operation of No.1 Low-Speed Wind Tunnel and
its relevant data analysis.
11

(2) Flow visualization test on Forward Swept Wing in order to understand the basics of

flow pattern created near solid surface and its characteristics.

(3) To study the test rig single slot trailing edge blowing system which may be helpful to

implement on model for Fully Flapless for Generic UCAV model.

o

(4) Design and supervise the manufacture of a new 40 UCAV model equipped with the

trailing edge elevons. The ability to vary the elevon angle is needed. Force and
moment calibration are to be made at a number of various incidence angle for a range
of control surface at a different deflection angles. Then data are to be used to establish
the pitching, rolling and yawing moment of the 40o UCAV configuration.

Generic UCAV specification:The details of Generic UCAV used in this experimental work is 40 degree sweep back, it has
delta wing shape, weight of Generic UCAV model is 1.175 kg.
0.8 m

0.143m
40o

0.2 m

0.522m

0.4m

45o chamfer
40o

lower surface
0.1m

Wind tunnel struts

Figure 2 Schematic of 400 UCAV

12

Wing Geometry:Span

0.8 m

Root Chord

0.4 m

Area

0.147068 m2

Mean Aerodynamic Chord

0.229149 m

Wing Pivot Point

0.1 m behind root chord

Table 1.1

13

Chapter 2 :- Experimental Programme, Apparatus and

Instrumentation
Wind Tunnel :Wind tunnels referred as large tubes in which air is flowing inside. Aim of wind tunnel is to
investigate the effect of air flowing on the solid object such as aerofoil , aircraft scale model
in order study the aerodynamics . Researchers and engineer use wind tunnel to know the
attitude of aircraft during flight and how it will fly[3].
Working Principle of Wind Tunnel :There are generally two types of wind tunnel

Open Loop wind tunnel

Closed Loop wind tunnel

Open-loop tunnel intake and exhaust ends are not connected which is expensive to circulate
more air around the model . Now days mostly wind tunnel are closed-loop due to its
efficiency. The schematic of wind tunnel of No -1 Low speed wind tunnel at Salford
University is given below.

Figure 3 Schematic of closed-loop wind tunnel [4]

14

Figure 4- is a schematic of a closed-loop tunnel in which air is circulated , to reduces the power
losses and to minimize turbulence special vanes are installed. The dimensions of working section
wind tunnel is 0.85 1.15 m and the maximum flow speed in the working section is up to 36 m/s .
Wind Tunnel Close working section :-

Figure 4 Schematic of close working section of wind tunnel (Lige, accessed on 24/10/2011).

The figure shown above is the schematic representation to know the direction of airflow ,
aerodynamic force and moments on wind tunnel model. Aerodynamic control is explained in
other chapters.
Wind tunnel Balance:Wind tunnel balance plays an important role in aerodynamic experiment .In engineering balance is
an instrument which measures small forces at a high degree of accuracy . Experiment carried out in
wind tunnel has high importance so instrument must be sensitive to measure such forces encounter
during experiment. Force balance technique is needed to find out the parameters of aerodynamic
performance and these parameters will be the base to aerodynamic characteristics which would use
as tool for designing a vehicle (Smith et al., 2001). Wind tunnel balance used at University of Salford
No 1 Low speed wind tunnel is Six-Component Overhead Balance.

Figure 5 Six- component overhead balance University of Salford

15

Six-Component Force Balance Calibration

Lift Force

1mV = 0.2346 N

Drag Force
Side Force
Rolling Moment
Pitching Moment
Yawing Moment
Betz Manometer

1 mV = 0.0763 N
1 mV = 0.1386 N
1 mV =0.006326 Nm
1 mV= 0.0113 Nm
1 mV = 0.008048 Nm
1 mV = 0.01800 mV
Table 2.1

Data Acquisition System:Data acquisition system is comprises of several components which gives conversion of
physical force into values managed by computer. There are different types of DAS used in
wind tunnel , DAS used at University of Salford at No-1 Low speed wind tunnel is
ADC -24 which is Analog to digital converter this device makes conversion of continuous
analog signal into a discrete time digital signal. Depending upon various parameters the ADC
is distinguished the most important are resolution, sample rate and mainly accuracy. An ADC
of resolution 16 bits (216 analog to digital level of conversion), 8 channel and speed of
sampling 2.5 Hz per channel (Miguel A. Gonzlez et al, 2011).Betz manometer gives the
pressure reading.

Figure 6 High Resolution Data Logger.

16

Wind Tunnel Wall Corrections:The Dynamic Pressure (q) in the working section calculated using the equation;
, K1 = 1.175

The Lift, Drag and pitching moment coefficients can be calculated using ;

The Wind Tunnel Wall Corrections will applied because of the development of downstream
wing trailing vortex system will affected by the interference of wind tunnel walls and is given
by,

Where S is the wing area and CR is the cross sectional area of the wind tunnel working
section.
In order to determine the average free stream velocity and Reynolds number of the
experiment the average air density and viscosity during the experiment are required. Using
the measured atmospheric pressure Patm (mmHg) and the average temperature in the wind
tunnel working section Ttunnel (in K) thus:

The Average Velocity and Reynolds Number are calculated as:

17

Chapter 3 :-Literature review

Literature review presented here is divided into two parts , first part is about conventional
control surface and second part is about replacement of conventional control surface by
Circulation Control. Control surface are movable airfoils can deflect in specific direction
There are different types of control surface installed on aircraft to change its attitude in its
flight operation. Effective flight control allows pilot to change aircraft attitude and make
aircraft stable in flight. Basically control surface are divided into three groups these are
Primary group, Secondary group and Auxiliary group. Description of it is given in part one.

Part One
An Overview on Control Surface:-

Primary Control Surface:Aileron, Elevator, Rudder fall under primary group is also fundamental control surface which
allow pilot to roll, pitch and yaw .
Aileron:-These are airfoil attached to trailing edge of wings. Their purpose is to roll about
Longitudinal axis of aircraft , to do this aileron located near wing tip should deflect in
opposite direction means one aileron should deflect downward while other deflect upward to
create a roll and vice versa. By deflecting port side aileron up and starboard aileron down
create a roll bank towards port side (left wing) about longitudinal axis of aircraft. And to
bank towards right wing about longitudinal axis port side aileron should deflect down &
starboard aileron should goes up. This is all done by changing the shape of respective airfoil
of trailing edge of the wing . By changing the angle of deflection at trailing edge causes to
change in its amount lift on wing. Greater downward deflection of airfoil create a greater lift
on that wing while upward deflection create less lift on other wing this overall effect causes
aircraft to roll. (NASA, 2011)
Elevator:- These are attached to horizontal stabilizer able to deflect in up or down position in
order to cause the airplane pitch up, pitch down . It is also called lateral control. Elevator
keeps an aircraft flying in a straight. It moves in up or down position it produce amount of
force in the tail section which cause airplane pitch up and pitch down.Elevator works in pair
it means that if left elevator goes down then right elevator must go down to make nose down
pitching moment and vice versa. It also helpful to control the angle of attack of main wing
and nose up and nose down moment of aircraft. It also works on the same principle explained
in aileron section which by changing the effective shape of airfoil to generate the lift on that
part. (NASA, Elevator, 2011)

18

Rudder:- Rudder is located at the end of the aircraft in the form of vertical stabilizer , its
primary function is to provide the stability to aircraft. It controls the yawing moment of
aircraft by deflecting the angle of rudder by vertically left and right. It creates the amount of
force needed to yaw or turn about vertical axis this is known as directional control.
Secondary Control Surface:- These are trim tabs and spring tab. These are small airfoil
attached at trailing edge of primary control surafec. Trim tab connected to its primary control
surface which also called as parent primary control surface but operate independently to each
other. It reduces the work of pilot by trimming the control surface otherwise pilot has to
apply continuous force on control surface to level or to change the attitude of aircraft. Spring
tabs are similar to trim tabs its function is to serve as hydraulic actuator to move a larger
control surface such as aileron and elevator (Engineering, 2011)
Auxiliary control surface:- This group includes the wing flaps, spoiler & slats.

Wing flaps:- It provides the extra lift to aircraft , also its purpose is to decrease the landing
speed which reduce the landing rollout. Flaps allows pilot to land in small area it also reduce
the take off speed by making more camber of wing which increase the overall lift.
Spoiler:- Its primary purpose is to reduce the lift on wing. It has different shapes depending
on aircraft. On some aircraft spoiler are narrow connected to leading edge of wing. In
retracted position these spoiler makes level with the wing surface. When it is in raised
position it helps to destroy the smooth airflow flowing over wing ultimately reduces the lift
on wing.
Slats :- Slats are attached to leading edge of wing, when its in retracted position it flush with the shape
of leading edge of wing and when it open it create a slot between slat and wing leading edge. This
improves the boundary layer over wing surface and increases the lift.
.
Elevons:-

There are different types of control surface as already explained previous section. Basically it
is a movable portion deflect about respective axis which cause aircraft rotate in a specific
position. These are namely aileron, elevator, rudder, which makes aircraft to roll, to pitch
about lateral axis ,to turn or yaw with reference to its axis. The idea of Elevons comes from
combination of ailerons and elevators into a set of single control surface which has the
advantages of both aileron and elevators (James) in order to reduce the complexity of control
surface. Elevons can do both functions of aileron and elevator which itself is an advantage.

19

Figure 7 Elevons working principle (James,2011).

Part Two
Circulation Control Replacement to Conventional Control Surface:Literature review presented here is about the circulation control technology to control the
Aircraft .Circulation control is based on Coanda effect is that when moving fluid comes in
contact with curved surface it follows the shape of curvature of the surface instead of moving
in straight line. (FERNHOLZ, 1965). While surveying the literature it shows that early
research done in England (Liu, 2003). Flow control helps to improve aerodynamic
characteristic as well as environmental impact affected by flight vehicle (R.C. Swanson,
2009). Curvature of body plays an important role in circulation control.
Historical review:-

Historically there are very few CC aircraft have been built since 30 years this is due to
implementation of application is expensive. Fix wing aircraft installed with CC makes ideal
for creating high lift for (STOL) short take-off & landing air vehicle (Loth, 2005).Stall of
leading edge is delayed with the help of CC wing of BD-4 airplane by rotatting its flap
through 166 degree that made round CC wing from sharp trailing edge.The figure given
below is blown flap of BD-4, 200HP compressor APU is mounted for blowing air purpose
(Loth, 1976).

20

Figure 8 Trailing edge of Retractable CCW (Loth, 2005).

Since more than 30 years research is going on CC technique (Englar R. J., 2004). Benefits
getting from CC are simplified actuatation, reduced moving parts which in turn reduce noise
and low weight , reduce oil and lubrication because of less moving parts in wing structure.
Early work started in england to improve VTOL verical take off & landing. Blown rotor
blade having capability to produce high lift per blade to propel.
In 1970 conceept of CC began to study by Navy research pioneers. Various reseachers
(Williams, 1970), (Englar R. J., 1975), (Abramson, 1975) and others studied on CC airfoils
of different thickness , at different angle of attack, camber and free stream considaration for
Mach-number as well . During this period DTNSRDC (David Taylor & Development
Center) became main center for Circulation Control effect research.
Talking about the research done past few decades studies were focused on CCW for
fixed wing and rotary wing aircraft (Englar R. J.2000) provides information of a such studies
up to the year 2000. (Salikuddin et al 1987) Brown & Ahuja experimentally studied the
difference in noise produced by upper surface when blowing is installed and without blowing
as well . (Munro et al 2001) have studied the noise charactristics of CC wing and
conventional control surface for the same lift and also studied the fluid dynamics of high

21

aspect-ratio jet , from these experiment they have found that CC wing had acoustic merits
over conventional wing of the same lift performance. There is a less computational study
done on CCW configuration .
Finding out Performance of CC airfoils has proved with the help of analytical or
numerical methods is difficult its because of viscous flow that should be fistly modeled. The
moving fluid over a CC airfoil is difficult to understand due to rounded trailing edge or to say
Coanda effect and it also makes more unpredictable with the application of blowing jet. In
order to get accurate flow field a method of viscous flow region highlycoupled with inviscid
flow is necessary . Navier-Stokes equations represents the best method to solve it but
problem associated with highly curved flows which has adverse pressure.

Recent work on Circulation Control :Flapless Air Vehicle Integrated Industrial Research (FLAVIIR) Project which
is run by British Aerospace (BAE) and University of Manchester, Cranfield University,
Imperial college London and many other universities. Project is funded by BAE system and
Engineering and Physical Sciences Research Council (EPSRC) (J. P. Fielding, 2010) .
Project aim is to use air as a flap and control surface rather than change its shape with the
conventional flaps and control devices also project goal is to develop an aircraft which can
produce similar effect when compared to other aircraft of having flaps.
Pressure difference is reponsible for generation of lift and that makes aircraft to fly in the air.
Also shape of wing contributes towards the generation of lift, wing has more curve shape on
upper surface than lower surface which allows more air to flow on upper surafec than lower
surface which creates pressure difference and that is how wing contributes to lift the aircraft.
When talking about flaps and other control surfaces that is rudder , aileron,elevator force the
air to flow in a specific direction and ultimatly one side is pushed according to air affecting
the aircraft to bank or turn (Weimin Sang, 2011).

22

Figure 9 Conventional Flaps & CC (GURSUL et al, 2005)

DEMON is flying UAV Demonstrator which demonstrate the tecchnology used for
completion of FLAVIIR programme these technology are related to fluidic thrust vectoring
FTV and CC device developed by Cranfield University , Manchester University,Leicester
University and Imperial college to develop algorithm code for flight control (J. P. Fielding
et al 2010).
Advancement in Circulation Control

P. F. Zhang,et al has worked on Plasma Circulation control technique which

is abstracted from CC wing (P. F. Zhang et al 2010) .Their results shows that plasma CC is
more better for lift augmentation than conventional CC . The location of plasma actuator of
plasma CC is below the separation point of boundary layer using efficient distance where it
delays trailing edge stagnation by the effect of Coanda and it allows separated shear layer
reattach to airfoil by doing this they got higher lift augmentation for Plasma CC than
conventional CC.
CC concept is based on Coanda effect discover by Romanian Henri Coanda around 1930s (H
Coanda, 1936) ; according to him moving fluid has tendency to attach to curve surface.
Centrifugal force and pressure gradient remains in equilibrium the fluid remains attached to
surface and there is no separation ata all. In general conventional airfoils have slender trailing
edge Kutta condition satisfy for these airfoils and uncover the circulation for airfoil for a
given angle of attack and free stream condition. Implementation of CC airfoil with the help of
blowing a high velocity jet for a highly curved shape like rounded trailing edge make trailing
23

edge separation point free to move keeping Kutta condition constraint sketch below provide
details of it.

CC airfoil
Figure 10 CC & Plasma Airfoil

Plasma CC airfoil
(P. F. Zhang et al, 2010)

It makes trailing edge more efficient, with blowing there is a shift of separation point
towards pressure side which force to change the entire circulation. If mass flow rate of
blowing jet is controlled by this above effect then it is possible to control the
separation point of location (Liu, 2003).

Fluidic Thrust Vector(FTV):

Thrust vectoring method is ability to change the orientation of vehicle thrust independent of
its attitude. By changing the geometric boundary condition of exhaust jet mechanical thrust
vector is achieved while for fludic control geometry of nozzle reamains constant and flow
control allows to change boundary conditions. (M. Pilmoor W. C., 2006). For the
enhancement of DEMON UAV in addition to circulation control fluidic thrust vectoring is
used which controls the direction of jet of exhaust nozzle basically it would be usegul for
pitch control (BUONANNO, 2009)

Figure 11 FTV principle (Russell Sparks et al, 2005)

24

The working principle of FTV is similar to CC although FTV has Coanda jet which is use to
control primary jet instead of free stream, primary jet gets attached to secondary jet making
thrust vector as a consequence it can be use for pithch controlling (Russell Sparks et al,
2005). Advantages of flow control technique to FTV Elimination of moving parts to which
are interacting to primary flow as a result there is a weight reduction and increase in
reliability. It also allows reduce drag due to fixed nozzle geometry (H.J., 2002).
Although mechanical thrust vector has some merits like effectivness fluidic thrust vector has
adavntage of low weight, simplicity,not much expensive and no moving parts which makes
fluidic thrust control more effective (Mark S. Mason, 2002).

25

Chapter 4 :- Aerodynamics as a Basic

Aerodynamics is branch of science which deals with the study of motion of air with
considering pressure forces that is dynamics is involved in it (JR., 2007).

Bernoulis Theorem :Bernouli theorem is about the continuity equation and energy conservation will provide and
how aerodynamic forces generate. Bernoulis theorem considers about inviscous,
incompressible,steady,one dimensional flow.Energy contain in the flow is of several
energies.Kinetic energy of fluid is due to motion of flowing fluid while pressure energy is
due to potential of fluid that is random motion of fluid (Carlos Perez Arroyo,
2007).Conservation of total energy which is summation of kinetic energy, potential energy
and pressure energy is constant.
Continuity principle is a conservation of mass within system.Consider a tube having different
cross section as shown below, continuity equation says that mass of fluid passing over section
1 at a given time must be equal to fluid mass which passing through section 2 per unit time.

Figure 12 Venturi tube, continuity principle (Talay, 2006).

Then again flow is consider as horizontal if aircraft is in level flight so fluid potential energy
consider as a constant then bernoulis equation becomes
Kinetic Energy + Pressure Energy = Constant
26

...............(1)

To express Bernoulis equation in terms of pressure if energy per unit volume is considered. q
is Dynamic pressure which is kinetic energy per unit volume and can be found by v at
that point. Static pressure is the pressure energy per unit volume which due to random motion
in fluid represented by symbol p. Bernoulis equation can be reduced by total pressure pt
which is constant energy per unit volume.
Dynamic pressure + Static pressure = total pressure .............(2)
v2 + p = pt .............(3)
Bernoulis principle says that velocity of fluid flow is achieved with decreased static pressure
in a streamline and increase in static pressure incorporated with decrease in velocity. Their is
a relation between static and dynamic pressure such as their total remains constant. It is
achieved as one increases while other decreases it means if speed has increased static
pressure must decrease so dynamic pressure get increase as the term speed increase.
Application of Bernoulis equation to airfoil is decrease in pressure over upper surface of an
airfoil as speed of airflow over upper surface increases and for lower surface pressure is
increased achieved with speed of airflow decreased.The differnce in pressure creates the
aerodynamic lift which is related to below equation 4.
F = P S......................................(4)
Aerodynamic Moments and Forces :-

Force is driven cause for every movement or state of body (Anderson, 2006). When aircraft
flying there are different force exert on it .Lift and Drag both are consider as aerodynamic
forces and other forces act on aircraft are thrust and weight.
There is cause of aerodynamic force and moments due to following reason
Pressure distribution on surface of body.
Shear stress distribution on surface of body.

27

Figure 13 Pressure distribution over surface

pressure and shear stress distribution over aerodynamic surface. (Anderson, 2006) As shown
in above figure (13) it can be said that p acts through perpendicular and t is tangent to
surface. Shear stress on the surface is friction caused by tugging action between body and
air.
Integration of p and t distributions over complete body are aerodynamic force R, moment
M on body are consider as resultant as shown in figure (14)below where Vis the relative
wind consider as the speed of flow ahead of the body. The flow which is away from body is
known as free stream so Valso called as free stream velocity.

Figure 14 Net Aerodynamic force & moment on body (Anderson, 2006) .

L lift component of resultant R normal to V

D drag component of R parallel to V
The chord c is the straight line joining from leading edge to trailing edge of the
airfoil or wing

N normal force component of R perpendicular to c

A axial force component of R parallel to c
The definition of angle attack is the angle made between chord c and the free stream V.

28

Figure 15 Resultant aerodynamic force and the components into which it splits (Anderson, 2006)
We get the realationship from above figure (Anderson, 2006).

L = N cosAsin.........................(5)
D = N sin+Acos

Figure 16 Integrated pressure & shear stress distribution over surface of 2D body

The above figure shown is about the nomenclature of integration of shear stress and pressure
distribution over two dimensional surface body. In order to consider above figure as cross
section of infinite long cylinder of same cross section we have to see below figure to clear the
concept. By considering the elemental surface dS the generation of total normal N and total
axial force A are due to pressure and shear stress on elemental surface area of dS. The
equation given below are of force per unit span and for respective lower surface represented
by sub index l
29

dNu = pudsu cosudsu sin

dAu = pudsu sin+udsu cos
dNl = pldsl cosldsl sin
dAl = pldsl sin+ldsl cos

Figure 17 Aerodynamic force on an element of the body surface (Anderson, 2006).

The following equations obtained by integration of Equation 5,6,7,8 for all edge of airfoil the
result obtained is given below.

Nu =

.(9)

Au =

.................(10)

Momentum equation can be obtained from above equation

MLE =
......................(11)
Aerodynamic Coefficients:There are some coefficients which are rudimentary to aerodynamics these are as follows
and referred to reference length l and reference area S.

CL =

CD =

...............................(12)

...............................(13)
30

CN =

...........................(14)

CA =

.............................(15)

CM =

......................(16)

S and l

are reference area and reference length respectively for given shape they can be
different if shape of body is different .Some specific area given below

Figure 18 Reference area & reference length (Anderson, 2006).

Cl & Cd these coefficients divided by we get the equation of relationship between these two
coefficients . The lift-drag curve shows how an airplane is aerodynamically efficient. Liftdrag curve for different airplane is different not by shape of curve but by the values. This
ratio reaches at highest point where angle of attack is maximum. Then there is angle of attack
for lowest glide angle and for long. Lift-drag curve is a function of angle of attack.

= = f ()...............................(17)
Control & Stability:-

Control means efforts done to sustain or initiate a change in angle of attack or side slip or
bank (Philips, 2009).
An Aircraft has following three axis

Longitudinal
Lateral
Normal
An Aircraft has respective three axis of rotation about these three axis which are given below
31

 Roll motion about the longitudinal axis.

Pitch motion about the lateral axis.
Yaw motion about the directional axis.

Figure 19 Stability Axis (Parts of an Aircraft, 2011).

Aileron controls the rolling moment of an aircraft. As the downward deflection of aileron
increases the camber of that wing which give rise to lift for that wing and upward deflection
of aileron of other side of wing decreases the lift of respective wing which overall produces
the asymmetric lift between these two wings (Philips, 2009). Rudder controls the directional
stability or yawing of the aircraft. Pitching of the aircraft is created by elevator .

Stability :-Stability of aircraft is related to ability of an aircraft to return to its specific

position after being applied a small disturbance to aircraft without control by pilot (Malcolm
j.Abzug, 2002).Different types of stability are categorize like positive , negative and neutral
for an ease .
Positive stability referred as once disturbance has remove object or airplane come back to its
original state . Negative stability referred as once disturbance has remove but object or
airplane continue to move away from its original position. And finally neutral stability of
object is referred as it stops doing any movement after removing a force of disturbance . It
neither come to its original state nor further move away. Neutral stability is its initial
response to disturbance for that angle of attack and its attitude (Carlos Perez Arroyo, 2007).

Directional Stability:- Static directional stability of aircraft is how it resist to side

slipping.Higher static directional stability of aircraft is decide from how quickly aircraft takes
turn in wind which is not aligned to longitudinal axis. A much contribution towards the static
32

directional stability given by fin . Size and arm of fin decide the directional stability of
airplane. In order to have more static directional stability the vertical fin should have furthe
behind the centre of gravity (Carlos Perez Arroyo, 2007) (BUONANNO, 2009).

Figure 20 Sideslip (Carlos Perez Arroyo, 2007).

Lateral Stability :- Ability of aircraft to recover from roll which is not control by pilot. If
aircraft is in straight level flight with no slip with both ailerons at neutral position then wing
create same lift. This could be true because of aircraft is flying at same angle of attack and
with the same velocity. Deflection in aileron create a more lift on relevant wing due to its
camber shape and that causes an aircraft to roll about longitudinal axis (Malcolm J,E
Eugene, 1997). This rolling moment will increase as we keep on increasing the camber of
respective wing and aircraft will roll faster untill one wing produces more lift than other
wing. Roll damping is the tendency of roll to establish a constant rate .
Increase in the lateral stability of aircraft is achieved by implementing dihedral design. A
gust of wind cause one wing to rise and make other wing downwards. In this case if airplane
is turned it tends to side slipping towards lowered wing. Dihedral wing allow air to strike for
lower wing at higher angle of attack which give rise to lift for that wing and ultimately restore
to its original position (lateral attitude) making wings at same level as well as lift equal on
both wing.

33

Figure 21 Dihedral Lateral Stability(Handbook).

Dynamic instability also known as Dutch Roll. It happens due to combination of strong
lateral stability and weak directional stability. Aircraft yaw due to gust or any other input, to
stop yaw aircraft begin to start roll and by the time it also start with zero slip.Aircraft has
developed considerate roll rate and slip angle and it continues to roll eventhough the nose has
started to come back to its original position. At last yaw overshoots the zero slip angle which
ultimately causes roll back to its opposite direction. This happens at large motions or at small
motion.At high altitude Dutch roll will be worst where air is less.
Longitudinal Stabilitty :- It is a stability about lateral axis also known as pitch stability. It
is depend on position of centre of gravity. This chractristic is helpful to predict whether
aircraft intended to fly or not. Small increase in angle of attack makes nose pitching up of
aircraft and if aircraft is longitudinally stable there will be a decrease in angle of attack and
vice-a-versa.
Most of the aircraft might unstable due to absense of stabilizer (Carlos Perez Arroyo,
2007).Function of stabilizer is similar to function of fin in directional stability. As increment
of angle of attack followed by pitch up tends aircraft to go back to its original position. Based
on centre of gravity position main wing can be unstable or stable. Position of centre of
gravity with reference to aerodynamic centre affect a lot to longitudinal stability. Below
figures given are the a good set of examples of positive , negative and neutral stabilities .

34

Figure 22 Various Position of C.G affect the longitudinal stability (Carlos Perez Arroyo, 2007)

Figure 23 Movements of different stabilities (Carlos Perez Arroyo, 2007)

35

Chapter 5 Wind Tunnel Operation :The wind tunnel model 40 degree Generic UCAV suspended with the help of strut which
runs from overhead six-component force balance of the wind tunnel working section.This
makes the model at the center of close working section of 0.85 1.15 m dimensions of close
loop wind tunnel and maximum flow speed in working section 36 m/s at Salford University
Labaratory. This model is of 1/200 of full scale model.
.

Figure 24 Wind tunnel model inside working section.

Purpose of this experiment is to provide familiarization to wind tunnel operation and its force
balance calibrations. In this experiment a model of generic UCAV have been tested to study
the aerodynamic characteristics i.e. Lift, Drag and Pitching moment. Appendix A provides
the force balance data and moments so with the help of this data plotted graph which gives its
behaviour for that configuration
Then same configuration model with the outboard elevon installed on it have been tested.
Appendix B & Appendix C gives the forces and moments with the help of these forces and
moment graphs of lift coefficient , side force, pitching moment, yawing moment, rolling
moment and drag have plotted against Angle of Incidence.

36

Figure 25 Outboard trailing edge Elevon

It has dimension of 10cm X 4cm and 2 mm thick.

Experiment carried out with same dimensions keeping for all outboard elevons of 100, 200 ,
300 installed on 400 UCAV Model for various a range of angle of incidence.

Flow Visualization Test :Flow visualization test for Forward Swept Wing experimentally done in Low speed wind
tunnel at University of Salford. The purpose of this test to study the flow pattern flowing near
the solid object.
Flow visualization technique is very helpful to predict the flow pattern and study about it.
There are various techniques present to visualize the flow pattern over the solid surface
(BOYLE, 1982).Flow visualization technique used here is same as China clay powder. A
mixture of paraffin and clay powder is applied with the help of brush over a surface of
forward swept which is going to give a flow pattern and the application of a mixture to a
model done with the wind off. Once a model was ready for testing it was installed in wind
tunnel carefully. Next step taken to complete the test turn the wind on. Wind causes the
paraffin to gets evaporate and it gives a flow pattern of band of clay powder.
This technique at University of Salford No-1 Low speed wind tunnel and some advantage and
disadvantage about method is given below (Laboratory)
Advantage :37

To setup and apply a mixture is easy.

Continuing for a long time gives a much time to take photograph when wind is off.

Flow pattern is clear and can read easily.

Separation of flow showed by method is satisfactory.

Disadvantage:-

It does not allow to change the position of model during flow visualization test.

Model must be dark contrast preferably used flat black in order to get best results.

Fluid Flow Charactristics :-

In order to understand what the flow pattern says there are some concept should be
understand these are given below (http://www-mdp.eng.cam.ac.uk accessed on 20/10/2011).
Streamlines :- These are the tangential to velocity vector at any given instance.
Streaklines:- It is a locus of flow particle which have past fixed points

Pathline:-It is a line traced by given fluid particle.

Timeline:-It is a line connecting adjacent fluid particle of flow at any instantanious time.
In steady or smooth flow streamline,pathline,streakline follow same position but in unsteady
flow they can be different.
Vortex Flow :- It is a flow of fluid particularly spiral with streamlines closed . It is turbulent
flow and swirling about centre known as vortex. More turbulent flow means more vortices
created by it (Mary, 2003).
Discussion On Flow Visualization Test:-

Photographs of Flow visualization test of a Forward Swept is given below for

different angles. Angle range is from Zero degree to twenty degree and of
increment of Five degree for 1/20th of full scale model.

38

Figure 26 Zero degree University of Salford

Flow visualization test is carried on forward swept wing 1/20th of full scale model for Zero
degree angle of Incidence in No-1 low speed wind tunnel. Above photo shows the flow
pattern of forward swept from this picture we can describe about the flow pattern . It is
clearly seen that flow direction is constant which is in the direction of red arrow shown.There
is no formation of vortex or separation of flow around wing ,flow is smooth so we can say
that flow is steady . Streamlin ,pathline and streakline coincide to each other.

Figure 27 Five degree

If we look at nose of forward swept wing there is formation of small vortex core. And at the
wing section there are also vortex core with small sub vortex flow, red circle marked on wing
shows the formation of bubble which has high pressure due to swirling effect. Fore-body

39

voretex generated at the nose at small extent.Red lines marked on figure makes a vortex core
of flow.

Figure 28 Ten Degree

At an angle of 10 degree we can see fore-body vortex core generated at centre and also
formation of vortex core at each wing section we can see .

Figure 29 Fifteen Degree

40

At an angle of 150 a complete formation of vortex generated near it surface.It has swirling
pattern clearly seen. There is separation of flow from the leading edge of wing to form a
curved shear layer near suction surface side of the wing which rolls up into a core.

Figure 30 Twenty Degree

As we increase the angle of incidence then leading edge vortex undergo sudden expansion it
is known as vortex breakdown.At high angle of attack flow becomes disturbed there is a
reversal of flow we can see .

41

Chapter 6:- An Overview on Test Rig Blowing System

Figure 31 Test Rig Blowing System University of Salford Lab.

The test rig blowing system have been tested at university of salford in the labaratory. It has
the small reactanngular slot of area 0.0001 of m2 which emit air at high velocity. The amount of
air blown out from slot is control by pressure valve these are circular knob in black. Air supplied to
blowing system is compressed to deliver more work done by air. Air gets compressed by means of
compressor.

Dimensions of test rig blowing :68 cm

42

2.2cm

50 mm
2mm

Schematic of slot area

Main Pressure Valve

Compressor

Figure 32 Schematic of Test Rig

A various test have been carried out on test rig in order to implement it as trailing edge
blowing as an alternative to conventionally control surface to pitch, roll, yaw. Graphical
representation of deflection produced by blown out air against blowing coefficient plotted.
Velocity of air blown out from slot determined with the help of TMA10 Wavtek
Anemometer Thermometer. Deflection produced in test rig when one slot blowing out air
determined with the help of pulley and string balance .
Mass flow rate for respective velocity .
A * Vj * = 0.0001 * 3.64* 1.22 =(0.00044408 kg/s) *(3.64m/s)
= 0.001616 N

43

Figure 33 Arrangement of Pulley & spring Balance

Keeping main pressure at 60 psi and by opening the knob of pressure which allow
compressed air to blow out from slot to produce moment.

44

Appendix & Graphs :-

Pressure
psi

Velocity
m/s
2
4

Pressure
psi

Mass Flow
rateKg/sec

3.6433

0.000444

5.65

0.0006893

Pressure

MFR(N)

0.001616

0.003894

0.007233

0.01028

10

0.013682

7.7

0.0009394

9.18

0.0011199

10

10.59

10

0.0012919

12

12.54

12

0.0015298

12

0.01918

14

13.18

14

0.0016079

14

0.021192

16

15.08

16

0.001839

16

0.027743

18

17.58

18

0.002144

18

0.037704

20

20.03

20

0.0024436

20

0.048946

22

23.07

22

0.0028145

22

0.064931

Table 7.2
Table 7. 1

Table 7.3

45

By allowing more air to blown out from slot produce deflection according to Newtons third
law of motion ,as air is emited from one slot ,othe slots gets deflected .This deflection is
measured using Spring balance and pulley. Multiplying deflection (N) by 0.63 m which is
moment arm ie distance from one slot to another slot.

Pressure

Deflection
(gram)
Pressure

11

15

10

26

12

30

14

32

16

33

18

35.5

20

37

Table 7.4

Deflection N

0.02943

0.06867

0.10791

0.14715

10

0.25506

12

0.2943

14

0.31392

16

0.32373

18

0.34825

20

0.36297

Table 7.5

46

Graphs:-

47

Chapter 7 :-Conclusion & Recommendation

Conclusion:-

Outboard elevons installed on Generic 400UCAV model have been tested at an

angle of 100, 200 , 300 which gives an estimation of control charactristics for lift,drag,side
force,pitching moment, rolling moment and yawing moment . If we see graphical
representation for Symmetric Elevon of generic UCAV there is change in graph at small
extent for each configuration so we can say that the implementation of symmetric elevon
have been succesful.
Typically relationship between lift coefficient of UCAVmodel with angle of incidence is
familirised. All surface of the model that is wing, main body and control surface behave at
some extent as airfoils and each one will have its own lift against angle of incidence. The
overall or net effect would not be consider as sum of all the contributions because of mutual
interference within the flow field , but net effect will be a similar shape to that of single
airfoil.
For lift against incidence graph with the outboard elevon facing down gives higher
value of lift as compare to elevons facing up. There is a increase in lift for more camber
shape for symmetric outboard elevons as these are facing down and for outboard elevons
facing up gives less values for lift it is becuase reduce lift on model due to implementation of
outboard elevons which are facing up.
A change in angle of incidence of model gives change in lift on model in fact model is
normally intended to provide moment that tend to encounter the changes in angle of
incidence to give rise to static stability in pitch. This can be seen from typical CM vs
relationship which shows that slope is negative , which tells us that positive change in result
in negative change ie nose down change in pitching moment in CM as shown in figure.
For Asymmetric elevons installed on model also shows a drastic change for different
configuration of same model . Yawing moment for asymmetric elevons gives a change in its
graph , six configuration have been tested for same model out of three experiment 100,200,300
for portside facing down & starboard facing up outboard elevons and rest of three experiment
of 100,200,300 portside facing up & starboard facing down outboard elevon configuration. By
observing graph for asymmetric one for yawing moment there is positive and negative
moment for it
48

Recommendation:To increase the span of outboard elevon may provide more associated data regarding control
characteristics of UCAV model.

The increase in mass air flow rate required for test rig blowing in order to implement on
model trial and error neccessary. The angle of blowing out air should be corrected.

49

Chapter 8 :Graphical Representation

40 Deg UCAV Model:-

Figure No-

50

Figure NO-

Figure No-

Figure No51

Symmetric Elevon

Drag vs Incidence:-

52

Side force vs Incidence:-

Pitching Moment vs Incidence:-

53

Yawing Moment vs Incidence:-

Rolling Moment vs Incidence:-

54

Generic UCAV with Asymmetric Elevon:Lift vs Incidence:-

55

Drag vs Incidence:-

Side Force vs Incidence:56

Pitching Moment vs Incidence:-

Yawing moment vs Incidence:57

Rolling moment vs Incience:-

58

Chapter 9 :- APPENDIX TABLE

APPENDIX A :- 40 Deg UCAV Model
LOW-SPEED WIND TUNNEL TEST SHEET - 1 of 2
UCAV CONFIGURATION

- Incidence Sweep

Wind-On Readings for Tunnel Speed Setting = 70%

Atmospheric Pressure =

Betz
(mV)
(mbar)
-200
5.332

-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

5.310
5.320
5.363
5.390
5.398
5.410
5.430
5.425
5.429
5.410
5.390
5.350
5.315
5.280
5.250
5.210
5.178
5.152
5.151
5.140
5.120
5.080
5.030

Tunnel Temperature
Start = 27.42 oC
End = 34.12 oC

766mmHg
L
(mV)
-387

D
(mV)
520

PM
(mV)
-75

-356
-325
-314
-255
-193
-130
-63
5
80
155
230
274
310
330
356
373
378
362
345
340
349
340
336

432
330
272
187
115
71
56
41
68
80
136
215
290
375
425
489
553
621
637
713
787
837
911

-95
-87
-30
-33
-13
-5
-1
8
24
21
55
70
75
63
33
-15
-65
-115
-130
-160
-162
-179
-187

Table No- 10.1

59

LOW-SPEED WIND TUNNEL TEST SHEET - 2 of 2

UCAV CONFIGURATION 400 - Incidence Sweep

Wind-Off Readings for Balance Zeros

(mV)
-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

(deg)
-19.5
-17.2
-15
-12.4
-10
-7.8
-5.2
-2.8
0
2.1
4.9
7
9.6
12
14.3
17
19.1
21.5
24
26
28.5
31
33
35.4

Lo
(mV)

Do
(mV)

-6

-6

PMo
(mV)
-12
-14
-16
-15
-14
-13
-43
-37
-19
-20
-23
-19
-23
-27
-26
-26
-31
-33
-33
-40
-37
-45
-42
-50

Table No -10.2

Wind Tunnel Conditions For Average Run

T tunnel

27.47deg C

Betz Reading

5.2859 mbar

Air Density

1.1657 kg/m3

Air Viscosity

1.87E-05 kg/ms

Air Speed

32.644 m/s

Reynolds Number

470,944 based on
MAC

Table N0 10.3

60

epsilon

alf (deg)

CL

CD

CM

-0.017878

-20.424

-0.97008

0.41465

0.38962

-0.016492

-18.045

-0.89484

0.34070

0.34698

-0.015003

-15.760

-0.81405

0.25281

0.31716

-0.014369

-13.123

-0.77968

0.20181

0.33227

-0.011558

-10.562

-0.62717

0.12708

0.26363

-0.008668

-8.197

-0.47031

0.06478

0.20524

-0.005735

-5.429

-0.31117

0.02636

0.15584

-0.002626

-2.850

-0.14251

0.01252

0.08111

0.000507

0.129

0.02753

0.00000

0.00219

0.003963

2.427

0.21506

0.02277

-0.07072

0.007446

5.247

0.40402

0.03493

-0.15310

0.010955

7.728

0.59442

0.088457

-0.22023

0.013095

10.450

0.71052

0.15343

-0.26046

0.014875

12.952

0.80715

0.21964

-0.29747

0.015922

15.312

0.86393

0.29410

-0.32891

0.017252

18.088

0.93610

0.34036

-0.37644

0.018201

20.243

0.98758

0.39921

-0.42221

0.018555

22.663

1.00680

0.45708

-0.45700

0.017871

25.124

0.96971

0.51642

-0.46860

0.017049

27.077

0.92510

0.52868

-0.45357

0.016842

29.5655

0.91387

0.59476

-0.46710

0.017348

32.094

0.94130

0.66193

-0.47599

0.017041

34.076

0.92466

0.71020

-0.48048

0.017012

36.475

0.92306

0.76506

-0.48055

Table No- 10.4

61

APPENDIX B :- SYMMETRIC OUTBOARD ELEVONS

300 Facing Upward Outboard Elevons:LOW-SPEED WIND TUNNEL TEST SHEET - 1 of 2
UCAV CONFIGURATION

- Incidence Sweep

Wind-On Readings for Tunnel Speed Setting = 70%

Tunnel Temperature
Start = 27.42 oC

Atmospheric Pressure =

Betz
(mV)
(mbar)

End = 34.12 oC
SF
YM
(mV)
(mV)

-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

5.25
5.26
5.27
5.28
5.32
5.355
5.38
5.4
5.41
5.41
5.415
5.39
5.35
5.32
5.29
5.27
5.24
5.21
5.2
5.14
5.09
5.06
5.04
5.02

766mmHg
L
D
(mV)
(mV)

PM
(mV)

RM
(mV)

-392
-367
-357
-320
-261
-197
-123
-30
50
145
214
260
295
327
346
360
361
353
323
315
318
316
316
320

30
-27
-33
-12
-9
4
25
31
31
31
37
59
66
47
33
3
-29
-71
-114
-144
-154
-188
-226
-287

-35
-39
-51
-68
-52
-47
-50
-21
-41
-41
-28
-34
-7
-8
-3
7
15
31
27
42
38
51
45
40

496
414
358
261
177
122
81
61
61
85
137
209
284
360
433
472
536
566
586
657
706
758
822
886

Table N0 10.5

62

18
17
17
14
16
22
18
13
19
16
23
20
17
21
20
24
14
28
25
19
23
19
21
30

43
35
23
16
21
-5
-8
-7
-7
-4
-4
-6
-2
2
5
1
8
12
16
18
17
21
24
25

LOW-SPEED WIND TUNNEL TEST SHEET - 2 of 2

UCAV CONFIGURATION 40 0 - Incidence Sweep
Wind-Off Readings for Balance Zeros

(mV)
-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

(deg)
-18
-16.3
-14
-11.5
-9
-6.8
-4
-1.5
1
3.2
6
8.5
11
13.2
15.7
18.2
20.5
23
25.2
27.5
30
32
34.3
36.5

Lo
(mV)

Do
(mV)

-3

-2

Table N0 10.6

Wind Tunnel Conditions For Average Run

T tunnel

30.77 deg C

Betz Reading

5.2654 mbar

Air Density

1.1706 kg/m3

Air Viscosity

1.87E-05 kg/ms

Air Speed

32.513 m/s

Reynolds Number

466,466 based on
MAC

Table N0 10.7

63

PMo
(mV)
31
-17
-18
-21
-23
-27
-29
-29
-31
-28
-34
-35
-31
-41
-48
-58
-67
-78
-92
-74
-122
-142
-91
-194

epsilon

alf (deg)

CL

CD

CM

Drag

-0.018539

-18.562

-1.00592

0.38574

0.43844

0.437479

-0.01065

0.016647

0.027499

-0.017314

-16.792

-0.93948

0.31372

0.40456

0.365468

-0.01184

0.013524

0.025922

-0.016807

-14.463

-0.91194

0.26520

0.38984

0.316947

-0.01485

0.00887

0.025873

-0.015021

-11.861

-0.81507

0.18043

0.36056

0.232177

-0.01513

0.006159

0.025824

-0.012134

-9.195

-0.65839

0.10481

0.29483

0.156551

-0.01562

0.008023

0.024122

-0.009064

-6.819

-0.49183

0.05496

0.23115

0.1067

-0.01521

-0.0019

0.029956

-0.005581

-3.820

-0.30281

0.01806

0.16079

0.069808

-0.01485

-0.00302

0.026835

-0.001251

-1.072

-0.06788

-0.00015

0.06133

0.051598

-0.0145

-0.00263

0.02525

0.002451

1.640

0.13300

0.00000

-0.02534

0.051744

-0.01211

-0.00263

0.026686

0.006845

4.092

0.37140

0.02180

-0.13095

0.073547

-0.01211

-0.0015

0.023721

0.010026

7.074

0.54404

0.06705

-0.20000

0.118795

-0.00826

-0.0015

0.031105

0.012208

9.699

0.66243

0.12919

-0.23931

0.180934

-0.01008

-0.00226

0.029761

0.013936

12.298

0.75620

0.19483

-0.27826

0.246576

-0.00209

-0.00076

0.028484

0.015520

14.589

0.84212

0.26177

-0.32030

0.313515

-0.0024

0.000764

0.03166

0.016507

17.146

0.89566

0.32612

-0.34717

0.377864

-0.00091

0.001921

0.030324

0.017234

19.687

0.93512

0.36151

-0.37505

0.413249

0.002122

0.000386

0.036526

0.017380

21.996

0.94307

0.41798

-0.39086

0.461634

0.004573

0.003103

0.030613

0.017096

24.480

0.92765

0.44549

-0.40099

0.497229

0.009506

0.004681

0.043105

0.015686

26.599

0.85111

0.46088

-0.38350

0.512628

0.008295

0.006254

0.038561

0.015479

28.887

0.83992

0.52735

-0.40540

0.579098

0.013054

0.007117

0.03745

0.015779

31.404

0.85617

0.57593

-0.39157

0.627673

0.011927

0.006788

0.036242

0.015773

33.404

0.85588

0.62494

-0.39945

0.67668

0.016102

0.008435

0.031702

0.015836

35.707

0.85927

0.68374

-0.45142

0.735488

0.014264

0.009678

0.033419

0.016099

37.922

0.87352

0.72504

-0.43407

0.79511

0.01273

0.010122

0.043139

Table N0 10.8

64

C RM

C YM

C SF

20 0 Outboard Elevon Facing Upward:LOW-SPEED WIND TUNNEL TEST SHEET - 1 of 2

UCAV CONFIGURATION - Incidence Sweep
Wind-On Readings for Tunnel Speed Setting = 70%
Atmospheric Pressure =

Betz
(mV)
(mbar)

766 mmHg
L
D
(mV)
(mV)

PM
(mV)

RM
(mV)

Tunnel Temperature
Start = 25.82 oC
End = 33.02oC
SF
YM
(mV)
(mV)

-200

5.285

-382

465

33

-64

15

38

-175

5.283

-359

421

-57

-74

12

33

-150

5.3

-353

341

-46

-87

18

16

-125

5.325

-314

256

-25

-85

16

11

-100

5.35

-257

166

-26

-89

17

12

-75

5.37

-190

114

-14

-77

16

-11

-50

5.395

-122

80

-52

15

-10

-25

5.405

-39

64

23

-42

16

-13

5.42

51

63

33

-44

18

-13

25

5.43

142

90

33

-12

20

-14

50

5.39

213

139

36

-3

20

-11

75

5.36

261

214

60

-7

18

-6

100

5.33

304

294

63

-12

18

125

5.305

326

364

46

-2

21

150

5.276

345

419

31

22

175

5.25

361

488

-1

11

23

200

5.25

366

541

-30

29

19

10

225

5.22

361

574

-76

48

20

11

250

5.21

329

611

-117

45

21

15

275

5.15

321

665

-117

38

23

13

300

5.13

324

733

-138

39

24

16

325

5.1

323

781

-159

44

27

26

350

5.07

328

879

-214

43

25

28

375

5.04

328

949

-355

49

25

44

Table N0 10.9

65

LOW-SPEED WIND TUNNEL TEST SHEET - 2 of 2

UCAV CONFIGURATION - Incidence Sweep
Wind-Off Readings for Balance Zeros

(mV)

(deg)

-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

-18.6
-16.5
-14
-11.6
-9
-6.8
-4
-1.5
1
3.7
6
8.5
11
13.2
16
18.1
20.5
23
25.3
27.5
30
32.2
34.5
36.5

Lo
(mV)

-3

Do
(mV)

PMo
(mV)
12
-19
-25
-28
-26
-29
-30
-30
-32
-32
-34
-33
-40
-42
-44
-49
-47
-60
-67
-80
-88
-106
-105
-266

Table N0 10.10

Wind Tunnel Conditions For Average Run

T tunnel

29.42deg C

Betz Reading

5.2769mbar

Air Density

1.1758kg/m3

Air Viscosity

1.86E-05 kg/ms

Air Speed

32.476m/s

Reynolds Number

469,873based on
MAC

Table N0 10.11

66

epsilon

alf (deg)

CL

CD

CM

Drag

C SF

C RM

C YM

-0.017942

-19.628

-0.97357

0.35421

0.43620

0.402613

0.099343

-0.01935

0.014613

-0.016854

-17.466

-0.91449

0.31540

0.37856

0.363797

0.079474

-0.02237

0.012691

-0.016523

-14.947

-0.89653

0.24716

0.37940

0.295565

0.118874

-0.02622

0.006136

-0.014613

-12.437

-0.79289

0.17214

0.34762

0.22054

0.105169

-0.0255

0.004198

-0.011879

-9.681

-0.64454

0.09295

0.28128

0.141356

0.11122

-0.02658

0.004559

-0.008713

-7.299

-0.47276

0.04616

0.21428

0.094565

0.104288

-0.02291

-0.00416

-0.005519

-4.316

-0.29945

0.01545

0.14761

0.063853

0.097317

-0.0154

-0.00377

-0.001666

-1.595

-0.09042

0.00076

0.06744

0.049165

0.103613

-0.01241

-0.00489

0.002493

1.143

0.13526

0.00000

-0.02480

0.048401

0.116242

-0.01297

-0.00487

0.006681

4.083

0.36253

0.02395

-0.12405

0.072353

0.12892

-0.00353

-0.00524

0.010027

6.574

0.54405

0.06764

-0.20036

0.116044

0.129876

-0.00089

-0.00415

0.012323

9.206

0.66867

0.13283

-0.24229

0.181231

0.117543

-0.00209

-0.00228

0.014411

11.826

0.78196

0.20310

-0.28610

0.251506

0.118205

-0.0036

0.001144

0.015517

14.089

0.84194

0.26429

-0.32008

0.312694

0.138555

-0.0006

0.001532

0.016503

16.946

0.89546

0.31368

-0.35021

0.362083

0.145951

0.002422

0.003082

0.017347

19.094

0.94127

0.37498

-0.38468

0.423385

0.153341

0.003347

0.001549

0.017585

21.508

0.95420

0.42001

-0.40717

0.468411

0.126673

0.008825

0.003871

0.017447

24.000

0.94668

0.45025

-0.42188

0.498656

0.134106

0.01469

0.004283

0.015944

26.214

0.86511

0.47981

-0.40492

0.528215

0.141082

0.013798

0.005852

0.015741

28.402

0.85410

0.53176

-0.39323

0.580157

0.156318

0.011788

0.00513

0.015948

30.914

0.86537

0.59285

-0.40546

0.641251

0.163751

0.012145

0.006339

0.015993

33.116

0.86780

0.63817

-0.40836

0.686576

0.185303

0.013783

0.010361

0.016335

35.436

0.88632

0.72810

-0.44814

0.776502

0.172592

0.013549

0.011224

0.016432

37.441

0.89160

0.77700

-0.43948

0.842535

0.17362

0.015532

0.017743

Table N0 10.12

67

10 0 Outboard Elevon Facing Upward:LOW-SPEED WIND TUNNEL TEST SHEET - 1 of 2

UCAV CONFIGURATION
- Incidence Sweep
Wind-On Readings for Tunnel Speed Setting = 70%
Atmospheric Pressure =

Betz
(mV)
(mbar)

766 mmHg
L
D
(mV)
(mV)

PM
(mV)

RM
(mV)

Tunnel Temperature
Start = 22.22 oC
End = 31.82oC
SF
YM
(mV)
(mV)

-200

5.37

-394

487

15

-50

11

40

-175

5.3

-358

425

-78

-58

13

28

-150

5.31

-346

346

-67

-63

12

11

-125

5.35

-309

258

-57

-57

14

-100

5.39

-249

173

-63

-55

15

-75

5.41

-188

113

-49

-53

21

-50

5.45

-116

86

-33

-40

23

-25

5.455

-42

66

-18

-37

20

5.49

34

63

-3

-31

15

25

5.47

125

83

-33

23

50

5.462

201

130

20

-32

22

75

5.43

259

216

35

-36

21

100

5.39

295

280

41

-26

19

-6

125

5.36

329

362

31

-29

18

-2

150

5.33

343

411

16

-28

17

175

5.29

365

477

-24

-28

17

200

5.27

376

548

-76

-26

18

225

5.24

366

593

-121

-12

16

13

250

5.23

342

633

-168

-8

18

15

275

5.19

340

691

-194

-4

20

17

300

5.17

346

742

-213

-6

23

20

325

5.13

329

813

-225

-7

21

25

350

5.11

335

887

-286

-10

20

24

375

5.08

340

959

-388

-7

25

27

Table N0 10.13

68

LOW-SPEED WIND TUNNEL TEST SHEET - 2 of 2

UCAV CONFIGURATI - Incidence Sweep
Wind-Off Readings for Balance Zeros

(mV)

(deg)

-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

-17.4
-16
-14
-11.5
-9
-6.8
-4
-1.5
1
3.1
5.9
8.4
10.9
13.2
15.5
18
20.5
23
25.1
27.6
30
32
34.4
36.4

Lo
(mV)

Do
(mV)

-2

PMo
(mV)
28
-31
-38
-44
-43
-49
-47
-54
-60
-61
-63
-69
-57
-68
-75
-85
-95
-107
-118
-129
-145
-158
-185
-282

Table N0 10.14

Wind Tunnel Conditions For Average Run

T tunnel

27.02deg C

Betz Reading

5.32mbar

Air Density

1.1852kg/m3

Air Viscosity

1.85E-05 kg/ms

Air Speed

32.478m/s

Reynolds Number

477,040based on
MAC

Table N0 10.15

69

epsilon

alf (deg)

CL

CD

CM

Drag

C SF

C RM

C YM

-0.018264

-17.446

-0.99102

0.36759

0.42557

0.412771

0.01643

-0.01487

0.015139

-0.016806

-15.963

-0.91190

0.31837

0.37264

0.363557

0.019673

-0.01748

0.010737

-0.016209

-13.929

-0.87950

0.25096

0.36823

0.296142

0.018126

-0.01895

0.00421

-0.014357

-11.323

-0.77903

0.17315

0.33303

0.218336

0.020989

-0.01702

0.002659

-0.011466

-8.657

-0.62213

0.09793

0.26091

0.143117

0.022321

-0.0163

0.003017

-0.008602

-6.293

-0.46675

0.04534

0.20369

0.090527

0.031134

-0.01565

0.001503

-0.005234

-3.300

-0.28398

0.02030

0.13126

0.065489

0.033848

-0.01173

0.000746

-0.001835

-0.605

-0.09955

0.00275

0.06228

0.047938

0.029406

-0.01084

0.001118

0.001641

2.094

0.08902

0.00000

-0.00922

0.045185

0.021914

-0.00902

0.00074

0.005809

4.433

0.31520

0.01799

-0.10521

0.063178

0.033725

-0.00964

0.000372

0.009299

7.433

0.50456

0.05894

-0.17683

0.104123

0.032306

-0.00936

0.001116

0.012026

10.089

0.65255

0.13261

-0.23011

0.177795

0.031019

-0.01059

0.000749

0.013787

12.690

0.74807

0.18876

-0.27457

0.23395

0.028273

-0.00771

-0.00226

0.015451

15.085

0.83837

0.26021

-0.31315

0.30539

0.026935

-0.00864

-0.00076

0.016195

17.428

0.87875

0.30372

-0.33476

0.348906

0.025582

-0.00839

0.001144

0.017358

19.995

0.94185

0.36346

-0.37812

0.408642

0.025775

-0.00846

0.001537

0.017946

22.528

0.97376

0.42556

-0.41466

0.470743

0.027395

-0.00788

0.0027

0.017571

25.007

0.95343

0.46535

-0.42370

0.510534

0.02449

-0.00366

0.005042

0.016457

27.043

0.89295

0.49801

-0.41696

0.54319

0.027604

-0.00244

0.005829

0.016487

29.545

0.89460

0.55148

-0.42614

0.596661

0.030908

-0.00123

0.006657

0.016841

31.965

0.91382

0.59792

-0.43632

0.643109

0.035682

-0.00185

0.007862

0.016144

33.925

0.87596

0.66268

-0.41954

0.707864

0.032833

-0.00218

0.009905

0.016500

36.345

0.89533

0.72997

-0.44712

0.775153

0.031392

-0.00313

0.009546

0.016844

38.365

0.91398

0.77971

-0.45840

0.842845

0.039471

-0.0022

0.010802

Table N0 10.16

70

100 Outboard Elevon Facing Down:LOW-SPEED WIND TUNNEL TEST SHEET - 1 of 2

UCAV CONFIGURATION - Incidence Sweep
Wind-On Readings for Tunnel Speed Setting = 70%
Atmospheric Pressure =

Betz
(mV)
(mbar)

760.50

mmHg
L
(mV)

D
(mV)

PM
(mV)

RM
(mV)

Tunnel Temperature
Start = 21.82 oC
End = 32.92 oC
SF
YM
(mV)
(mV)

-200

5.35

-363

457

-80

-59

11

41

-175

5.36

-334

373

-128

-64

12

22

-150

5.379

-325

314

-120

-72

13

11

-125

5.39

-275

216

-106

-74

15

12

-100

5.42

-212

139

-104

-77

17

-5

-75

5.43

-147

101

-117

-65

21

-14

-50

5.435

-77

55

-109

-68

19

-17

-25

5.43

-6

45

-94

-32

13

-18

5.44

70

53

-75

-7

13

-17

25

5.437

148

78

-50

16

-18

50

5.41

217

123

-37

13

21

-16

75

5.378

264

192

29

22

-11

100

5.34

304

270

20

38

21

-5

125

5.31

338

339

15

39

16

150

5.25

365

425

53

18

175

5.23

386

505

-68

58

17

14

200

5.19

392

600

-162

65

19

17

225

5.17

391

651

-239

67

20

23

250

5.15

364

642

-295

75

19

20

275

5.1

359

724

-270

66

23

25

300

5.07

356

779

-342

67

22

26

325

5.04

354

870

-394

63

23

27

350

5.02

347

920

-435

76

24

37

375

4.9

356

991

-429

69

28

32

Table No-10.17
71

LOW-SPEED WIND TUNNEL TEST SHEET - 2 of 2

UCAV CONFIGURATION - Incidence Sweep

Wind-Off Readings for Balance Zeros

(mV)

(deg)

Lo
(mV)

Do
(mV)

PMo
(mV)

-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

-17
-14.5
-12.1
-10
-7.5
-5
-2.8
0
2.5
5
7.3
10
12
14.4
16.9
19.8
21.8
24.5
26
28.5
30
33
35
37

-4
-4
-4
-5
-4
-3
-2
-4
-4
-4
-4
-4
-4
-5
-4
-4
-4
-4
-4
-5
-5
-4
-4
-5

-2
-1
-1
-1
-1
-1
-4
-2
-2
-2
-2
-2
-2
-2
-2
-2
-2
-2
-2
-2
-1
-2
-1
-2

31
-31
-65
-67
-68
-70
-56
-47
-37
-76
-79
-56
-71
-67
-82
-45
-134
-82
-175
-193
-200
-242
-266
-295

Table N0 10.18

Wind Tunnel Conditions For Average Run

T tunnel

27.37deg C

Betz Reading

5.4949mbar

Air Density

1.1753kg/m3

Air Viscosity

1.85E-05 kg/ms

Air Speed

33.146m/s

Reynolds Number

482,292based on
MAC

Table N0 10.19

72

epsilon

alf (deg)

CL

CD

CM

Drag

C SF

C RM

C YM

-0.016789

-18.162

-0.91099

0.34884

0.33835

0.39411

0.016491

-0.01762

0.015576

-0.015404

-15.583

-0.83584

0.27652

0.31311

0.321787

0.017957

-0.01908

0.008342

-0.014931

-13.155

-0.81017

0.22622

0.32438

0.271487

0.019384

-0.02138

0.004156

-0.012580

-10.921

-0.68258

0.14190

0.27723

0.187168

0.022321

-0.02193

0.004525

-0.009602

-8.250

-0.52100

0.07460

0.20841

0.119868

0.025157

-0.0227

-0.00187

-0.006589

-5.578

-0.35753

0.04084

0.13132

0.08611

0.031019

-0.01912

-0.00524

-0.003361

-3.193

-0.18235

0.00165

0.05175

0.046919

0.028039

-0.01999

-0.00636

-0.000092

-0.205

-0.00500

-0.00705

-0.02252

0.038218

0.019202

-0.00941

-0.00674

0.003403

2.495

0.18467

0.00000

-0.10052

0.045269

0.019167

-0.00206

-0.00635

0.006995

5.201

0.37954

0.02235

-0.15198

0.067623

0.023603

0.002351

-0.00673

0.010221

7.686

0.55458

0.06242

-0.21986

0.107687

0.031134

0.003839

-0.00601

0.012468

10.514

0.67653

0.12244

-0.26340

0.167711

0.03281

0.008615

-0.00416

0.014431

12.627

0.78304

0.19093

-0.29308

0.236203

0.031542

0.011368

-0.0019

0.016115

15.123

0.87439

0.25237

-0.33751

0.29764

0.024168

0.011733

0.017585

17.708

0.95420

0.33063

-0.36966

0.375898

0.027499

0.016128

0.000774

0.018657

20.669

1.01236

0.40165

-0.45434

0.446918

0.026071

0.017717

0.005441

0.019090

22.694

1.03586

0.48666

-0.46744

0.531925

0.029363

0.020008

0.006657

0.019116

25.395

1.03724

0.53225

-0.53931

0.577515

0.031027

0.020703

0.009042

0.017878

26.824

0.97009

0.52421

-0.48984

0.569481

0.029591

0.023265

0.007893

0.017808

29.320

0.96629

0.60048

-0.46477

0.645751

0.036171

0.020674

0.009963

0.017766

30.818

0.96398

0.65202

-0.50060

0.697286

0.034803

0.021112

0.010423

0.017772

33.818

0.96433

0.73580

-0.50689

0.78107

0.036602

0.019969

0.010888

0.017494

35.802

0.94924

0.78229

-0.51032

0.827559

0.038346

0.024186

0.01498

0.018382

37.853

0.99742

0.85319

-0.51331

0.913126

0.045832

0.022496

0.013273

Table N0 10.20

73

200 Outboard Elevon Facing Down:LOW-SPEED WIND TUNNEL TEST SHEET - 1 of 2

UCAV CONFIGURATION - Incidence Sweep
Wind-On Readings for Tunnel Speed Setting = 70%
Atmospheric Pressure =

760.50

Tunnel Temperature
Start = 26.62 oC
End = 33.25 oC

mmHg

(mV)

Betz
(mbar)

L
(mV)

D
(mV)

PM
(mV)

RM
(mV)

SF
(mV)

YM (mV)

-200

5.24

-358

467

-128

-64

11

37

-175

5.25

-325

363

-115

-74

12

26

-150

5.265

-314

299

-101

-79

14

14

-125

5.31

-275

213

-66

-100

11

-100

5.35

-213

141

-85

-81

15

-75

5.37

-144

95

-75

-70

19

-3

-50

5.384

-72

51

-62

-64

15

-6

-25

5.4

48

-51

-33

16

-8

5.425

78

43

-34

-5

20

-7

25

5.418

158

71

-6

26

23

-11

50

5.4

226

133

34

24

-10

75

5.37

280

201

31

26

20

-4

100

5.33

324

299

32

35

19

125

5.29

355

369

29

27

17

10

150

5.26

371

439

38

19

15

175

5.22

392

509

-37

55

18

14

200

5.19

391

591

-87

63

24

17

225

5.16

387

656

-149

69

23

24

250

5.14

359

666

-206

80

16

26

275

5.13

358

729

-160

86

21

28

300

5.1

362

817

-267

77

20

31

325

5.07

360

870

-271

71

19

33

350

5.04

360

940

-306

65

23

37

375

4.97

357

999

-402

65

25

39

Table N0 10.21

74

LOW-SPEED WIND TUNNEL TEST SHEET - 2 of 2

UCAV CONFIGURATION
Wind-Off Readings for Balance Zeros

Lo
(mV)
(deg)
(mV)
-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

-18.5
-16
-13.7
-11
-8.9
-6
-3.8
-1
1.5
4
6.3
9
11
13.5
16
18.8
21
23.2
26
28
30.3
32.9
35
37

-4

- Incidence Sweep
Do
(mV)

PMo
(mV)
-17
-18
-19
-16
-19
-20
-20
-21
-22
-26
-24
-27
-28
-29
-37
-45
-45
-43
-80
-89
-112
-131
-150
-229

-6

Table N0 10.22

Wind Tunnel Conditions For Average Run

T tunnel

29.93deg C

Betz Reading

5.2534mbar

Air Density

1.1654kg/m3

Air Viscosity

1.85E-05 kg/ms

Air Speed

32.548m/s

Reynolds Number

466,037based on
MAC

Table N0 10.23

75

epsilon

alf (deg)

CL

CD

CM

Drag

C SF

C RM

C YM

-0.016903

-19.668

-0.91716

0.37341

0.37465

0.414067

0.016837

-0.01951

0.014351

-0.015298

-17.077

-0.83008

0.28238

0.30952

0.323037

0.018333

-0.02252

0.010065

-0.014732

-14.744

-0.79935

0.22690

0.30439

0.267558

0.021327

-0.02397

0.005404

-0.012769

-11.932

-0.69286

0.14946

0.27549

0.190119

0.016615

-0.03009

0.003445

-0.009774

-9.660

-0.53035

0.08585

0.19624

0.126504

0.022488

-0.02419

0.002279

-0.006523

-6.574

-0.35394

0.04470

0.12523

0.085354

0.028378

-0.02082

-0.00114

-0.003160

-4.181

-0.17147

0.00663

0.05257

0.047287

0.022346

-0.01899

-0.00226

0.000278

-1.184

0.01508

0.00350

-0.02244

0.044158

0.023765

-0.00976

-0.00301

0.003782

1.517

0.20520

0.00000

-0.09586

0.040657

0.029569

-0.00147

-0.00262

0.007481

4.229

0.40593

0.02513

-0.16661

0.065788

0.034048

0.007666

-0.00413

0.010657

6.711

0.57824

0.07916

-0.23860

0.119817

0.035647

0.010059

-0.00376

0.013232

9.558

0.71799

0.13905

-0.28251

0.179702

0.029872

0.007735

-0.00151

0.015397

11.682

0.83545

0.22487

-0.33246

0.265526

0.028591

0.01049

0.002669

0.016980

14.273

0.92132

0.28799

-0.37077

0.328643

0.025775

0.008154

0.003842

0.017837

16.822

0.96787

0.35015

-0.40068

0.390809

0.028972

0.011541

0.005796

0.018981

19.688

1.02990

0.41451

-0.44507

0.455166

0.027657

0.016832

0.005451

0.019042

21.891

1.03324

0.48692

-0.47400

0.527572

0.03709

0.019392

0.006657

0.018959

24.086

1.02872

0.54532

-0.50755

0.585973

0.035751

0.021363

0.009453

0.017670

26.812

0.95877

0.55355

-0.48836

0.594205

0.024967

0.024865

0.010281

0.017655

28.812

0.95799

0.60887

-0.45756

0.649527

0.032833

0.026782

0.011093

0.017956

31.129

0.97428

0.68936

-0.51190

0.730015

0.031453

0.02412

0.012354

0.017963

33.729

0.97469

0.73975

-0.50415

0.780403

0.030057

0.022372

0.013229

0.018070

35.835

0.98049

0.80582

-0.51621

0.846478

0.036602

0.020603

0.014921

0.018173

37.841

0.98610

0.85539

-0.52967

0.91077

0.040345

0.020894

0.015949

Table N0 10.24

76

300 Outboard Elevon Facing Down:LOW-SPEED WIND TUNNEL TEST SHEET - 1 of 2

UCAV CONFIGURATION

- Incidence Sweep

Wind-On Readings for Tunnel Speed Setting = 70%

Atmospheric Pressure =

Betz
(mV)
(mbar)
-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

5.28
5.29
5.3
5.32
5.36
5.39
5.4
5.4
5.4
5.4
5.39
5.35
5.32
5.29
5.265
5.23
5.2
5.174
5.15
5.10
5.07
5.04
5.02
4.99

760.50 mmHg
L
(mV)

D
(mV)

PM
(mV)

RM
(mV)

-347
-325
-312
-264
-200
-130
-61
9
82
160
234
279
320
351
372
397
401
396
382
364
358
356
363
354

438
351
291
201
124
92
56
41
48
71
131
194
277
351
433
506
602
646
681
729
808
886
925
1038

-81
-113
-104
-89
-113
-112
-90
-84
-74
-54
-25
15
32
29
-9
-70
-128
-170
-211
-243
-228
-307
-345
-439

-73
-88
-93
-99
-80
-70
-41
-27
5
12
56
37
36
53
45
55
59
81
65
70
69
64
61
74

Table N0 10.25

77

Tunnel Temperature
Start = 27.72 oC
End = 35.42 oC
SF
YM (mV)
(mV)
11
13
14
14
15
19
18
15
34
22
16
19
27
28
23
26
28
22
20
24
26
22
23
24

45
30
18
17
-1
0
-2
-3
-4
-10
-4
3
7
13
17
19
25
20
26
28
31
37
24
55

LOW-SPEED WIND TUNNEL TEST SHEET - 2 of 2

UCAV CONFIGURATION - Incidence Sweep
Wind-Off Readings for Balance Zeros

Lo
Do
(mV)
(deg)
(mV)
(mV)
-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

-17.5
-16
-14
-11
-9
-6.5
-4
-1.5
1
3.7
6
8.8
11
13.5
16
18.2
20.9
22.4
25.3
28
30
32
35
37

-4

PMo
(mV)
32
-18
-19
-29
-41
-50
-28
-38
-35
-39
-40
-46
-60
-55
-72
-31
-88
-100
-114
-120
-149
-123
-197
-291

-11

Table N0 10.26

Wind Tunnel Conditions For Average Run

T tunnel

31.57deg C

Betz Reading

5.255mbar

Air Density

1.1591kg/m3

Air Viscosity

1.85E-05 kg/ms

Air Speed

32.641m/s

Reynolds Number

462,635based on
MAC

Table N0 10.27

78

epsilon

alf (deg)

CL

CD

CM

Drag

C SF

C RM

C YM

-0.016254

-18.631

-0.88193

0.34071

0.32380

0.389809

0.01671

-0.02209

0.017322

-0.015182

-17.070

-0.82380

0.26555

0.30826

0.314656

0.01971

-0.02658

0.011526

-0.014540

-15.033

-0.78895

0.21396

0.29853

0.263065

0.021187

-0.02803

0.006903

-0.012228

-11.901

-0.66349

0.13496

0.25736

0.184064

0.021107

-0.02973

0.006495

-0.009149

-9.724

-0.49644

0.06665

0.17831

0.11575

0.022446

-0.02384

-0.00038

-0.005849

-7.035

-0.31736

0.03713

0.10567

0.086232

0.028273

-0.02075

-0.00038

-0.002641

-4.351

-0.14330

0.00606

0.02977

0.055162

0.026735

-0.01213

-0.00075

0.000602

-1.665

0.03268

-0.00657

-0.03857

0.042538

0.022279

-0.00799

-0.00113

0.003985

1.028

0.21621

0.00000

-0.11496

0.049104

0.029706

0.001479

-0.00151

0.007599

3.935

0.41231

0.02108

-0.18786

0.070181

0.032677

0.00355

-0.00376

0.011048

6.433

0.59946

0.07384

-0.25366

0.122946

0.023809

0.016598

-0.00151

0.013235

9.358

0.71813

0.12959

-0.28085

0.178692

0.028484

0.011048

0.00114

0.015238

11.673

0.82681

0.20252

-0.31147

0.251627

0.040706

0.010811

0.002674

0.016790

14.262

0.91106

0.26834

-0.35227

0.317446

0.042453

0.016006

0.004995

0.017868

16.824

0.96953

0.34057

-0.38895

0.389675

0.035038

0.013654

0.006562

0.019184

19.099

1.04091

0.40734

-0.47553

0.456441

0.039873

0.0168

0.007384

0.019487

21.817

1.05736

0.49201

-0.48338

0.54111

0.043188

0.018126

0.009771

0.019343

23.308

1.04956

0.53187

-0.49663

0.580972

0.034104

0.02501

0.007856

0.018753

26.174

1.01754

0.56327

-0.49780

0.612372

0.031148

0.020163

0.010261

0.018054

28.834

0.97960

0.60925

-0.49632

0.658349

0.037744

0.021927

0.011158

0.017864

30.824

0.96933

0.68147

-0.46748

0.730571

0.041131

0.021742

0.012427

0.017871

32.824

0.96971

0.75406

-0.52736

0.803163

0.035011

0.020286

0.014921

0.018292

35.848

0.99251

0.79232

-0.51726

0.841421

0.036748

0.019412

0.009717

0.017950

37.828

0.97399

0.88311

-0.50968

0.945687

0.038576

0.023691

0.022401

Table N0 10.28

79

APPENDIX C :- ASYMMETRIC OUTBOARD ELEVONS

300 Outboard Elevon > Port Facing Down & Starboard Facing UP

LOW-SPEED WIND TUNNEL TEST SHEET - 1 of 2

UCAV CONFIGURATION
- Incidence Sweep
Wind-On Readings for Tunnel Speed Setting = 70%
Atmospheric Pressure =

Betz
(mV)
(mbar)

758.25 mmHg
L
D
(mV)
(mV)

PM
(mV)

RM
(mV)

Tunnel Temperature
Start = 31.22 oC
End = 36.06 oC
SF
YM (mV)
(mV)

-200

5.19

-369

485

-85

69

12

136

-175

5.17

-344

389

-74

72

13

107

-150

5.185

-331

318

-71

72

11

91

-125

5.21

-290

229

-45

80

10

74

-100

5.25

-233

147

-46

103

17

68

-75

5.28

-168

90

-38

151

20

36

-50

5.31

-98

67

-23

207

19

33

-25

5.33

-25

58

-7

257

18

17

5.32

50

42

12

288

17

25

5.32

138

70

20

276

15

-18

50

5.3

209

123

29

271

18

-40

75

5.265

267

200

40

265

23

-38

100

5.22

305

274

47

249

19

-45

125

5.2

336

356

37

253

18

-44

150

5.165

352

415

29

246

24

-45

175

5.13

370

488

-18

254

26

-49

200

5.11

366

550

-65

242

27

-51

225

5.09

367

595

-88

249

28

-54

250

5.07

340

622

-155

235

27

-56

275

5.04

340

670

-177

225

27

-58

300

5.015

337

741

-194

218

24

-62

325

4.985

331

801

-217

208

21

-61

350

4.96

333

865

-252

216

26

-64

375

4.93

330

937

-366

213

24

-58

Table N0 10.29

80

LOW-SPEED WIND TUNNEL TEST SHEET - 2 of 2

UCAV CONFIGURATION
Wind-Off Readings for Balance Zeros

Lo
(mV)
(deg)
(mV)
-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

-18.1
-16
-13.8
-11
-8.9
-6
-4
-1
1.3
4
6.1
8.8
11
13.5
16
18.5
21
23.1
25.8
28
30.2
32.5
35
36.8

- Incidence Sweep
Do
(mV)

-2

PMo
(mV)
21
-18
-32
-36
-37
-37
-37
-20
-29
-32
-33
-27
-48
-52
-56
-50
-68
-77
-49
-103
-118
-134
-156
-282

-3

Table N0 10.30

Wind Tunnel Conditions For Average Run

T tunnel

33.64deg C

Betz Reading

5.1685mbar

Air Density

1.1479kg/m3

Air Viscosity

1.85E-05 kg/ms

Air Speed

32.529.m/s

Reynolds Number

453,843based on
MAC

Table N0 10.31

81

epsilon

alf (deg)

CL

CD

CM

Drag

SF

RM

YM

-0.017692

-19.114

-0.96000

0.39448

0.36066

0.43215

0.018545

0.021239

0.053258

-0.016551

-16.948

-0.89806

0.31197

0.36100

0.349647

0.020168

0.022248

0.042064

-0.015876

-14.710

-0.86143

0.24936

0.35446

0.287029

0.017016

0.022184

0.03567

-0.013831

-11.792

-0.75046

0.16932

0.32257

0.206995

0.015395

0.024531

0.028867

-0.011009

-9.531

-0.59734

0.09506

0.25579

0.13273

0.025971

0.031342

0.026325

-0.007866

-6.451

-0.42682

0.04346

0.18572

0.081128

0.030381

0.045688

0.013857

-0.004523

-4.259

-0.24544

0.02164

0.11463

0.059317

0.028699

0.062277

0.012631

-0.001080

-1.062

-0.05858

0.01292

0.03253

0.050596

0.027086

0.07703

0.006482

0.002446

1.440

0.13270

0.00000

-0.03592

0.037673

0.02563

0.086484

0.000382

0.006584

4.377

0.35726

0.02527

-0.12802

0.062939

0.022614

0.082881

-0.00688

0.009961

6.671

0.54048

0.07268

-0.20248

0.110353

0.02724

0.081686

-0.01534

0.012783

9.532

0.69363

0.14144

-0.26638

0.179109

0.035038

0.080409

-0.01467

0.014715

11.843

0.79844

0.20838

-0.29650

0.246052

0.029194

0.076205

-0.01752

0.016263

14.432

0.88244

0.28151

-0.33625

0.319182

0.027764

0.077727

-0.0172

0.017148

16.983

0.93048

0.33562

-0.35909

0.37329

0.037269

0.076089

-0.01771

0.018143

19.540

0.98446

0.40279

-0.41181

0.440464

0.04065

0.079099

-0.01941

0.018018

22.032

0.97768

0.45777

-0.42498

0.495445

0.042379

0.075657

-0.02028

0.018138

24.139

0.98419

0.49892

-0.43567

0.536594

0.044121

0.078151

-0.02156

0.016877

26.767

0.91578

0.52209

-0.45931

0.559759

0.042713

0.074048

-0.02245

0.016978

28.973

0.92123

0.56756

-0.44392

0.605234

0.042968

0.071319

-0.02339

0.016913

31.169

0.91770

0.63289

-0.44373

0.670565

0.038384

0.069445

-0.02513

0.016713

33.458

0.90688

0.68961

-0.44327

0.727287

0.033788

0.066658

-0.02487

0.016899

35.968

0.91693

0.75051

-0.45538

0.788187

0.042043

0.069571

-0.02622

0.016849

37.765

0.91425

0.80295

-0.44760

0.857283

0.039046

0.069022

-0.02391

Table N0 10.32

82

300 Outboard Elevon > Portside Facing UP , Starboard Down:LOW-SPEED WIND TUNNEL TEST SHEET - 1 of 2
UCAV CONFIGURATION - Incidence Sweep
Wind-On Readings for Tunnel Speed Setting =
Atmospheric Pressure =

Betz
(mV)
(mbar)

758.25 mmHg
L
(mV)

D
(mV)

PM
(mV)

RM
(mV)

Tunnel Temperature
Start = 30.25 oC
End = 35.12 oC
SF
YM (mV)
(mV)

-200

5.195

-370

472

-83

-219

13

-23

-175

5.2

-344

390

-82

-215

13

-27

-150

5.215

-326

311

-63

-268

15

-53

-125

5.235

-292

231

-36

-297

17

-36

-100

5.285

-231

150

-36

-308

16

-22

-75

5.31

-163

104

-9

-310

13

-22

-50

5.33

-97

78

-18

-317

17

-24

-25

5.35

-22

57

-2

-310

17

-22

5.35

54

52

16

-300

18

-9

25

5.36

143

76

18

-268

16

11

50

5.345

221

126

34

-241

17

34

75

5.32

274

211

43

-219

14

49

100

5.29

308

277

47

-213

18

65

125

5.26

338

361

41

-180

14

75

150

5.24

358

415

31

-167

16

84

175

5.21

375

483

-6

-154

14

92

200

5.18

382

556

-56

-145

16

94

225

5.15

382

613

-100

-119

12

101

250

5.135

341

632

-146

-112

13

112

275

5.1

339

672

-142

-110

16

126

300

5.07

342

762

-169

-96

13

129

325

5.04

346

823

-86

-100

14

135

83

350

5.01

341

893

-224

-109

15

146

375

4.96

337

974

-331

-101

17

151

Table N0 10.33

84

LOW-SPEED WIND TUNNEL TEST SHEET - 2 of 2

UCAV CONFIGURATION - Incidence Sweep
Wind-Off Readings for Balance Zeros

(mV)

(deg)

-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

-18.8
-16
-14
-11.4
-9
-6.5
-4
-1.2
1
3.8
6
8.6
11
13.5
16
18.2
21
23
25.5
28
30
32.5
35
37

Lo
(mV)

Do
(mV)

-1

PMo
(mV)
-12
-17
-18
-21
-24
-22
-25
-26
-26
-31
-36
-38
-39
-42
-44`
-42
-49
-59
-47
-78
-91
-97
-127
-241

-2

Table N0 10.34

Wind Tunnel Conditions For Average Run

T tunnel

32.685deg C

Betz Reading

5.2141mbar

Air Density

1.1515kg/m3

Air Viscosity

1.85E-05 kg/ms

Air Speed

32.621m/s

Reynolds Number

457,822based on
MAC

Table N0 10.35

85

epsilon

alf (deg)

CL

CD

CM

Drag

SF

RM

YM

-0.017772

-19.818

-0.96430

0.37508

0.38182

0.420004

0.020071

-0.06735

-0.009

-0.016504

-16.946

-0.89549

0.30271

0.35512

0.347631

0.020052

-0.06605

-0.01055

-0.015593

-14.893

-0.84606

0.23327

0.34459

0.2782

0.02307

-0.0821

-0.02066

-0.013908

-12.197

-0.75465

0.16209

0.32115

0.207016

0.026046

-0.09063

-0.01398

-0.010889

-9.624

-0.59082

0.08850

0.25135

0.133422

0.024282

-0.0931

-0.00846

-0.007633

-6.937

-0.41418

0.04638

0.18773

0.091303

0.019636

-0.09327

-0.00842

-0.004506

-4.258

-0.24452

0.02245

0.11046

0.067374

0.025582

-0.09501

-0.00915

-0.000982

-1.256

-0.05329

0.00382

0.03606

0.048745

0.025486

-0.09257

-0.00836

0.002572

1.147

0.13957

0.00000

-0.03850

0.044925

0.026985

-0.08958

-0.00342

0.006722

4.185

0.36473

0.02178

-0.13308

0.066705

0.023942

-0.07988

0.004171

0.010392

6.595

0.56387

0.06667

-0.20870

0.111598

0.02551

-0.07203

0.012928

0.012933

9.341

0.70177

0.14093

-0.26280

0.185857

0.021107

-0.06576

0.01872

0.014615

11.837

0.79300

0.19954

-0.29967

0.244461

0.027291

-0.06432

0.024973

0.016125

14.424

0.87496

0.27390

-0.33680

0.318821

0.021348

-0.05467

0.028979

0.017142

16.982

0.93011

0.32240

-0.36505

0.367321

0.02449

-0.05091

0.032581

0.018057

19.235

0.97977

0.38379

-0.40785

0.42872

0.021552

-0.04722

0.035889

0.018499

22.060

1.00379

0.44928

-0.44191

0.494203

0.024774

-0.04472

0.036882

0.018607

24.066

1.00963

0.50113

-0.46332

0.54606

0.018689

-0.03691

0.039859

0.016664

26.455

0.90419

0.51529

-0.44960

0.560219

0.020305

-0.03484

0.044329

0.016680

28.956

0.90507

0.55369

-0.43078

0.59862

0.025163

-0.03446

0.050213

0.016927

30.970

0.91846

0.63598

-0.44471

0.680902

0.020566

-0.03025

0.051713

0.017226

33.487

0.93470

0.69393

-0.44357

0.738857

0.022279

-0.0317

0.05444

0.017080

35.979

0.92675

0.75968

-0.45968

0.804605

0.024014

-0.03476

0.059228

0.017050

37.977

0.92514

0.82290

-0.45551

0.884607

0.02749

-0.03253

0.061874

Table N0 10.36

86

200 Outboard Elevon > Port facing Downward, Starboard Facing UP.
LOW-SPEED WIND TUNNEL TEST SHEET - 1 of 2
UCAV CONFIGURATION
- Incidence Sweep
Wind-On Readings for Tunnel Speed Setting =
Atmospheric Pressure =

Tunnel Temperature
Start = 27.72 oC
End = 35.12 oC

761 mmHg

(mV)

Betz
(mbar)

L
(mV)

D
(mV)

PM
(mV)

RM
(mV)

SF
(mV)

YM (mV)

-200

5.23

-376

491

-68

91

16

111

-175

5.25

-345

401

-110

84

18

89

-150

5.28

-335

332

-91

74

20

67

-125

5.29

-296

221

-62

69

20

54

-100

5.34

-237

155

-69

114

21

47

-75

5.36

-177

101

-65

201

15

17

-50

5.4

-104

62

-51

213

16

15

-25

5.415

-29

55

-38

222

14

5.423

44

41

-24

212

17

-9

25

5.43

128

62

-12

210

28

-17

50

5.41

204

112

188

25

-29

75

5.37

266

195

31

176

32

-34

100

5.35

301

287

35

199

19

-32

125

5.31

339

369

33

191

22

-39

150

5.29

360

420

16

205

18

-36

175

5.25

373

500

-27

186

19

-44

200

5.23

379

549

-79

184

20

-42

225

5.2

377

603

-128

209

27

-41

250

5.18

359

644

-169

179

30

-47

275

5.15

348

702

-202

172

32

-43

300

5.12

352

749

-217

173

30

-38

325

5.09

342

831

-243

188

31

-49

350

5.05

341

901

-254

162

30

-49

375

5.01

343

958

-346

171

29

-52

Table N0 10.37

87

LOW-SPEED WIND TUNNEL TEST SHEET - 2 of 2

UCAV CONFIGURATION - Incidence Sweep

Wind-Off Readings for Balance Zeros

(mV)

(deg)

-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

-18
-16
-13.8
-11
-9
-6.5
-4
-1.3
1
3.5
6
8.2
11
13.5
16
18.1
20.5
23
25.1
27.5
30
32
34.4
36.5

Lo
(mV)

-4

Do
(mV)

PMo
(mV)
26
-19
-39
-43
-23
-51
-59
-64
-67
-74
-76
-82
-64
-91
-49
-109
-118
-110
-135
-144
-151
-156
-144
-263

-4

Table N0 10.38

Wind Tunnel Conditions For Average Run

T tunnel

31.42deg C

Betz Reading

5.2678mbar

Air Density

1.1604kg/m3

Air Viscosity

1.85E-05 kg/ms

Air Speed

32.662m/s

Reynolds Number

463,669based on
MAC

Table N0 10.39

88

epsilon

alf (deg)

CL

CD

CM

Drag

SF

RM

YM

-0.017988

-18.731

-0.97602

0.39847

0.37464

0.432079

0.024537

0.027797

0.043136

-0.016489

-16.645

-0.89472

0.31840

0.34099

0.352005

0.027499

0.025561

0.034454

-0.015874

-14.410

-0.86136

0.25770

0.34779

0.291308

0.030381

0.02239

0.02579

-0.014000

-11.502

-0.75964

0.16149

0.32126

0.195096

0.030324

0.020838

0.020747

-0.011104

-9.336

-0.60253

0.10125

0.23836

0.134853

0.031542

0.034105

0.017888

-0.008262

-6.673

-0.44831

0.05330

0.18819

0.086904

0.022446

0.059908

0.006446

-0.004819

-3.976

-0.26146

0.01835

0.11833

0.051955

0.023765

0.063015

0.005646

-0.001340

-1.077

-0.07271

0.01134

0.04543

0.044944

0.020737

0.065495

0.000751

0.002030

1.416

0.11015

0.00000

-0.02544

0.033606

0.025143

0.062453

-0.00337

0.005898

4.138

0.32002

0.01870

-0.10707

0.052303

0.041359

0.061784

-0.00636

0.009435

6.841

0.51192

0.06263

-0.18226

0.096239

0.037064

0.055516

-0.01089

0.012394

9.210

0.67248

0.13506

-0.23342

0.16867

0.047795

0.052359

-0.01287

0.014077

12.107

0.76381

0.21401

-0.28052

0.247615

0.028484

0.059423

-0.01216

0.015973

14.715

0.86672

0.28707

-0.31159

0.320676

0.03323

0.057464

-0.01493

0.017027

17.276

0.92389

0.33269

-0.36812

0.366291

0.027291

0.061909

-0.01383

0.017776

19.418

0.96454

0.40405

-0.37635

0.437659

0.029027

0.056599

-0.01703

0.018131

21.839

0.98381

0.44772

-0.40805

0.481326

0.030672

0.056205

-0.01632

0.018139

24.339

0.98426

0.49626

-0.43941

0.529869

0.041645

0.064209

-0.01602

0.017340

26.394

0.94089

0.53165

-0.42933

0.565255

0.046451

0.055205

-0.01844

0.016907

28.769

0.91737

0.58377

-0.43248

0.617374

0.049837

0.053355

-0.01697

0.017201

31.286

0.93335

0.62837

-0.44410

0.661977

0.046996

0.05398

-0.01508

0.016811

33.263

0.91218

0.70259

-0.44685

0.736196

0.048848

0.059006

-0.01957

0.016895

35.668

0.91672

0.76966

-0.46221

0.803262

0.047647

0.051248

-0.01972

0.017129

37.781

0.92945

0.80928

-0.45289

0.86022

0.046427

0.054527

-0.0211

Table N0 10.40

89

200 Outboard Elevon > Portside Facing UP , Starboard Facing Down:-

LOW-SPEED WIND TUNNEL TEST SHEET - 1 of 2

UCAV CONFIGURATION - Incidence Sweep
Wind-On Readings for Tunnel Speed Setting = 70%
Atmospheric Pressure =

Betz
(mV)
(mbar)
-200
5.24

mmHg
L
(mV)
-374

D
(mV)
485

PM
(mV)
-69

RM
(mV)
-169

Tunnel Temperature
Start = 28.72oC
End = 34.72 oC
SF
YM (mV)
(mV)
9
-13

-175

5.22

-338

384

-95

-191

15

-23

-150

5.26

-334

328

-83

-230

17

-47

-125

5.29

-298

262

-55

-265

19

-33

-100

5.34

-237

153

-64

-255

22

-25

-75

5.37

-172

94

-56

-250

23

-36

-50

5.38

-98

77

-47

-245

22

-31

-25

5.39

-27

66

-34

-249

25

-25

5.4

45

58

-23

-215

22

-15

25

5.41

121

82

-22

-135

23

-4

50

5.4

202

107

-8

-87

23

15

75

5.37

257

178

30

-90

25

27

100

5.33

303

275

28

-92

24

39

125

5.3

330

351

31

-86

24

60

150

5.24

352

407

-90

28

63

175

5.19

369

479

-55

-92

29

68

200

5.18

373

553

-107

-79

27

76

225

5.15

369

592

-164

-52

24

83

250

5.15

345

617

-211

-29

25

89

275

5.12

347

679

-229

-34

25

94

300

5.09

349

748

-249

-47

27

101

325

5.06

337

813

-275

-55

29

108

350

5.035

338

888

-309

-50

35

111

375

4.99

346

959

-380

-50

33

125

Table N0 10.41

90

LOW-SPEED WIND TUNNEL TEST SHEET - 2 of 2

UCAV CONFIGURATION - Incidence Sweep
Wind-Off Readings for Balance Zeros

Lo
Do
(mV)
(deg)
(mV)
(mV)
-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

-18
-16.2
-14
-11.5
-9
-6.8
-4
-1.8
1
3
6
8.2
10.9
13.1
15.5
18
20.3
22.8
25
27.5
29.8
32
34
36.4

-5

21
-37
-41
-50
-53
-56
-58
-59
-63
-70
-75
-64
-81
-72
-93
-104
-110
-120
-134
-146
-158
-174
-198
-266

Table N0 10.42

Wind Tunnel Conditions For Average Run

T tunnel

31.72deg C

Betz Reading

5.2460mbar

Air Density

1.1593kg/m3

Air Viscosity

1.85E-05 kg/ms

Air Speed

32.610m/s

Reynolds Number

462,072based on
MAC

PMo
(mV)

Table N0 10.43

91

epsilon

alf (deg)

CL

CD

CM

Drag

SF

RM

YM

-0.017858

-18.523

-0.96897

0.37832

0.37384

0.42598

0.013776

-0.05152

-0.00504

-0.016201

-16.628

-0.87906

0.29139

0.35191

0.339051

0.023048

-0.05845

-0.00896

-0.015887

-14.410

-0.86205

0.24137

0.35341

0.289028

0.025922

-0.06986

-0.01816

-0.014094

-11.808

-0.76477

0.18180

0.33105

0.229462

0.028807

-0.08003

-0.01268

-0.011104

-9.136

-0.60253

0.08554

0.25706

0.133199

0.033044

-0.07629

-0.00952

-0.008014

-6.759

-0.43484

0.03311

0.18976

0.080774

0.034353

-0.07437

-0.01363

-0.004558

-3.761

-0.24730

0.01666

0.11375

0.064321

0.032798

-0.07275

-0.01171

-0.001253

-1.372

-0.06801

0.00649

0.04291

0.054151

0.037201

-0.0738

-0.00943

0.002085

1.619

0.11313

0.00000

-0.02823

0.04766

0.032677

-0.06361

-0.00565

0.005596

3.821

0.30364

0.02096

-0.10719

0.068624

0.034099

-0.03987

-0.0015

0.009359

7.036

0.50784

0.04458

-0.18621

0.092243

0.034162

-0.02574

0.005646

0.011974

9.386

0.64973

0.10648

-0.23359

0.154137

0.03734

-0.02677

0.010219

0.014223

12.215

0.77177

0.19113

-0.27844

0.238788

0.036115

-0.02758

0.014871

0.015578

14.493

0.84530

0.25792

-0.31343

0.305584

0.03632

-0.02592

0.023009

0.016807

16.963

0.91198

0.31062

-0.34407

0.358279

0.042858

-0.02744

0.024436

0.017789

19.519

0.96523

0.37702

-0.39428

0.424679

0.044816

-0.02832

0.026629

0.018016

21.832

0.97758

0.44132

-0.42496

0.488984

0.041806

-0.02436

0.029819

0.017927

24.327

0.97273

0.47733

-0.44888

0.524993

0.037378

-0.01613

0.032756

0.016761

26.460

0.90946

0.49657

-0.43955

0.544232

0.038935

-0.009

0.035123

0.016957

28.972

0.92009

0.55350

-0.44779

0.601158

0.039163

-0.01061

0.037314

0.017155

31.283

0.93085

0.61717

-0.45724

0.664831

0.042545

-0.01475

0.040329

0.016664

33.455

0.90417

0.67683

-0.45154

0.724495

0.045968

-0.01736

0.04338

0.016796

35.462

0.91136

0.74637

-0.46063

0.794028

0.055754

-0.01586

0.044806

0.017349

37.894

0.94134

0.80017

-0.47599

0.864899

0.053042

-0.01601

0.050912

Table N0 10.44

92

100 Outboard Elevon > Portside Facing Down ,Starboard Facing UP.
LOW-SPEED WIND TUNNEL TEST SHEET - 1 of 2
UCAV CONFIGURATION - Incidence Sweep
Wind-On Readings for Tunnel Speed Setting = 70%
Atmospheric Pressure =

Tunnel Temperature
Start = 28.32oC
End = 35.62 oC

762 mmHg

(mV)
-200

Betz
(mbar)
5.227

L
(mV)
-371

D
(mV)
464

PM
(mV)
-33

RM
(mV)
3

SF
(mV)
11

YM (mV)

-175

5.24

-344

381

-100

-2

13

70

-150

5.26

-336

305

-94

-5

12

58

-125

5.29

-297

220

-64

17

45

-100

5.33

-235

143

-60

31

21

41

-75

5.36

-172

93

-61

92

20

14

-50

5.39

-100

52

-47

92

23

12

-25

5.41

-27

47

-33

115

16

10

5.42

45

42

-15

106

15

25

5.425

134

68

-3

114

22

-16

50

5.415

211

117

17

119

27

-23

75

5.38

266

195

36

125

28

-19

100

5.355

307

271

42

137

27

-20

125

5.33

341

358

35

142

28

-22

150

5.29

358

405

21

143

26

-23

175

5.26

372

476

-23

147

27

-26

200

5.22

381

553

-65

145

25

-19

225

5.19

379

614

-122

149

24

-27

250

5.16

348

650

-156

140

24

-23

275

5.12

346

711

-194

143

26

-21

300

5.09

347

744

-221

136

21

-16

325

5.07

345

829

-178

151

29

-23

350

5.04

346

892

-256

147

27

-15

375

5.0

340

953

-345

145

28

-13

Table N0 10.45

93

77

LOW-SPEED WIND TUNNEL TEST SHEET - 2 of 2

UCAV CONFIGURATION - Incidence Sweep
Wind-Off Readings for Balance Zeros

Lo
Do
(mV)
(deg)
(mV)
(mV)
-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

-17.8
-16.2
-14
-11.7
-9
-6.7
-4
-1.5
1
3.5
6
8.3
10.9
13.1
15.8
18
20.5
23
25.2
27.5
30
32
34.5
36.5

-4

33
-15
-42
-42
-31
-56
-54
-54
-52
-59
-62
-57
-71
-76
-80
-88
-96
-96
-117
-128
-139
-86
-171
-258

-4

Table N0 10.46

Wind Tunnel Conditions For Average Run

T tunnel

31.97deg C

Betz Reading

5.2613mbar

Air Density

1.1599kg/m3

Air Viscosity

1.85E-05 kg/ms

Air Speed

32.649m/s

Reynolds Number

462,526based on
MAC

PMo
(mV)

Table N0 10.47

94

epsilon

alf (deg)

CL

CD

CM

Drag

C SF

C RM

C YM

-0.017567

-17.807

-0.95320

0.37433

0.37994

0.409065

0.016879

0.000917

0.02994

-0.016234

-16.130

-0.88089

0.30096

0.33813

0.335681

0.019898

-0.00061

0.029866

-0.015792

-13.905

-0.85689

0.23516

0.34573

0.269885

0.018298

-0.001519

0.022411

-0.013858

-11.494

-0.75194

0.15963

0.31628

0.194333

0.025775

0.002718

0.017289

-0.010844

-8.621

-0.58838

0.09040

0.24124

0.125065

0.031601

0.009292

0.015634

-0.007842

-6.149

-0.42552

0.04549

0.18303

0.080108

0.029928

0.027421

0.005309

-0.004456

-3.255

-0.24180

0.00920

0.10923

0.043767

0.034225

0.027268

0.004525

-0.001064

-0.561

-0.05772

0.00393

0.03626

0.038444

0.023721

0.033959

0.003757

0.002262

2.130

0.12274

0.00000

-0.03408

0.034449

0.022197

0.031244

0.002625

0.006365

4.865

0.34534

0.02305

-0.12125

0.057417

0.032526

0.033571

-0.005994

0.009934

7.569

0.53903

0.06627

-0.19360

0.100559

0.039992

0.035108

-0.008633

0.012557

10.019

0.68132

0.13412

-0.24800

0.168341

0.041743

0.037118

-0.007178

0.014531

12.733

0.78845

0.20045

-0.28386

0.234613

0.04044

0.040871

-0.007591

0.016195

15.028

0.87875

0.27636

-0.32405

0.310471

0.042135

0.042561

-0.008389

0.017121

17.781

0.92902

0.31953

-0.35094

0.353596

0.039421

0.043185

-0.008837

0.017885

20.025

0.97045

0.38253

-0.38824

0.416556

0.04117

0.044646

-0.010046

0.018453

22.557

1.00130

0.45187

-0.42002

0.485855

0.038413

0.044376

-0.007398

0.018464

25.058

1.00185

0.50651

-0.45150

0.540473

0.03709

0.045864

-0.010573

0.017068

27.178

0.92611

0.53768

-0.42572

0.571651

0.037305

0.043344

-0.009059

0.017104

29.480

0.92805

0.59472

-0.44178

0.628664

0.04073

0.044619

-0.008336

0.017253

31.989

0.93618

0.62726

-0.45452

0.661178

0.033091

0.042685

-0.006389

0.017223

33.987

0.93452

0.70379

-0.45961

0.737691

0.045877

0.04758

-0.00922

0.017375

36.496

0.94278

0.76359

-0.45955

0.797461

0.042968

0.046595

-0.006049

0.017214

38.486

0.93403

0.80696

-0.45726

0.857279

0.044915

0.046329

-0.005284

Table N0 10.48

95

10 Outboard Elevon > Port Facing Up, Starboard Facing Down.

LOW-SPEED WIND TUNNEL TEST SHEET - 1 of 2

UCAV CONFIGURATION - Incidence Sweep
Wind-On Readings for Tunnel Speed Setting = 70%
Atmospheric Pressure =

Betz
(mV)
(mbar)
-200
5.2

762 mmHg
L
(mV)
-374

D
(mV)
465

PM
(mV)
-33

RM
(mV)
-186

Tunnel Temperature
Start =29.02oC
End = 35.72oC
SF
YM (mV)
(mV)
3
6

-175

5.23

-344

378

-92

-190

-150

5.27

-333

312

-81

-244

11

-125

5.3

-295

221

-55

-214

10

-11

-100

5.35

-237

151

-67

-209

-3

-75

5.375

-174

95

-62

-198

13

-17

-50

5.4

-102

52

-54

-199

11

-15

-25

5.41

-27

38

-41

-198

10

-15

5.41

40

46

-26

-186

20

-9

25

5.41

129

52

-17

-161

19

-3

50

5.4

203

105

-146

16

14

75

5.365

260

193

37

-132

18

26

100

5.32

302

265

39

-119

17

35

125

5.27

335

346

33

-103

18

45

150

5.265

354

405

15

-104

19

54

175

5.24

372

465

-31

-98

25

59

200

5.20

380

550

-87

-98

19

61

225

5.17

368

619

-151

-73

18

69

250

5.17

351

625

-184

-76

23

75

275

5.14

352

699

-223

-58

20

75

300

5.1

344

751

-237

-59

18

81

325

5.08

351

846

-266

-66

18

89

350

5.05

344

877

-296

-59

21

96

375

5.02

343

952

-387

-65

23

107

96

Table N0 10.49
LOW-SPEED WIND TUNNEL TEST SHEET - 2 of 2
UCAV CONFIGURATION - Incidence Sweep
Wind-Off Readings for Balance Zeros

(mV)

(deg)

-200
-175
-150
-125
-100
-75
-50
-25
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375

-18
-16.1
-14
-11.8
-9
-7
-4.1
-1.8
1
3.3
6
8.1
11
13
15.8
18
20.4
22.8
25.2
27.7
30
32
34.2
36.5

Lo
(mV)

Do
(mV)

-4

PMo
(mV)
35
-15
-33
-38
-43
-51
-60
-55
-67
-68
-67
-77
-78
-80
-89
-99
-102
-93
-50
-141
-157
-171
-193
-285

-9

Table N0 10.50

Wind Tunnel Conditions For Average Run

T tunnel

32.37deg C

Betz Reading

5.256mbar

Air Density

1.1584kg/m3

Air Viscosity

1.85E-05 kg/ms

Air Speed

32.654m/s

Reynolds Number

461,450based on
MAC

Table N0 10.51

97

epsilon

alf (deg)

CL

CD

CM

Drag

C SF

C RM

C YM

-0.017803

-18.020

-0.96598

0.37456

0.38424

0.419676

0.004627

-0.05714

0.002345

-0.016265

-16.032

-0.88257

0.29596

0.34314

0.341077

0.013802

-0.05804

0.001166

-0.015620

-13.895

-0.84753

0.23707

0.34387

0.282183

0.016741

-0.07397

0.003085

-0.013737

-11.587

-0.74540

0.15674

0.31614

0.201851

0.015133

-0.0645

-0.00422

-0.010897

-8.624

-0.59125

0.09338

0.24522

0.138492

0.011993

-0.06241

-0.00114

-0.007913

-6.453

-0.42938

0.04372

0.18154

0.08883

0.019399

-0.05885

-0.00643

-0.004541

-3.360

-0.24638

0.00752

0.11069

0.052632

0.016338

-0.05887

-0.00565

-0.001064

-0.861

-0.05772

-0.00669

0.03257

0.038421

0.014826

-0.05847

-0.00564

0.002035

2.117

0.11041

0.00000

-0.02656

0.045113

0.029651

-0.05493

-0.00338

0.006151

4.652

0.33375

0.00673

-0.11875

0.051838

0.028168

-0.04754

-0.00113

0.009591

7.550

0.52041

0.05309

-0.19011

0.098205

0.023765

-0.04319

0.005269

0.012312

9.805

0.66805

0.12936

-0.23090

0.17447

0.02691

-0.03931

0.00985

0.014391

12.825

0.78088

0.19353

-0.27801

0.238647

0.02563

-0.03573

0.013371

0.016094

14.922

0.87330

0.26637

-0.31991

0.311486

0.027395

-0.03122

0.017355

0.017013

17.775

0.92312

0.31778

-0.34648

0.362897

0.028944

-0.03156

0.020845

0.017953

20.029

0.97416

0.37178

-0.38809

0.416896

0.038266

-0.02988

0.022884

0.018476

22.459

1.00254

0.44806

-0.42927

0.493177

0.029306

-0.03011

0.023842

0.018003

24.831

0.97684

0.50881

-0.45831

0.553923

0.027925

-0.02256

0.027125

0.017180

27.184

0.93220

0.51236

-0.48077

0.557476

0.035682

-0.02348

0.029484

0.017329

29.693

0.94028

0.57937

-0.45586

0.624483

0.031209

-0.01803

0.029656

0.017072

31.978

0.92636

0.62868

-0.44903

0.673794

0.028308

-0.01848

0.03228

0.017484

34.002

0.94872

0.71462

-0.46738

0.759728

0.028419

-0.02076

0.035607

0.017242

36.188

0.93553

0.74568

-0.46647

0.790789

0.033353

-0.01866

0.038636

0.017295

38.491

0.93842

0.79940

-0.46751

0.861486

0.036748

-0.02069

0.043321

Table No-10.52

98

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