The purpose of this investigation is determinate the effects of propeller on wing aerodynamic, both for a propeller mounted in the middle of the wing, and for tip mounted propeller. Especially, it is investigated how a tip-mounted propeller can decrease wing induced drag, and how distributed propulsion can increase the high-lift aerodynamic. Analyses are carried out using a Virtual Disk Model on CFD software, showing a good agreement comparing numerical results with experimental data obtained by previous works. Wing tip engine with propeller, has been employed on a general aviation aircraft wing with an installed thrust to accomplish with cruise performance, reducing the induced drag. Distributed propeller engines on the wing allows improving of low speed performance, increasing the aircraft lift coefficient. Induced drag can be reduced of about 2-3% a low cruise lift coefficient, until 8-10% at relative high cruise lift coefficient. Maximum achievable lift coefficient could be increased of about 20-30% in clean configuration, and more than 50% in flapped configuration.

Numerical analysis of propeller effects on wing aerodynamic: Tip mounted and distributed propulsion

Vecchia, Pierluigi Della;Nicolosi, Fabrizio;De Marco, Agostino
2018

Abstract

The purpose of this investigation is determinate the effects of propeller on wing aerodynamic, both for a propeller mounted in the middle of the wing, and for tip mounted propeller. Especially, it is investigated how a tip-mounted propeller can decrease wing induced drag, and how distributed propulsion can increase the high-lift aerodynamic. Analyses are carried out using a Virtual Disk Model on CFD software, showing a good agreement comparing numerical results with experimental data obtained by previous works. Wing tip engine with propeller, has been employed on a general aviation aircraft wing with an installed thrust to accomplish with cruise performance, reducing the induced drag. Distributed propeller engines on the wing allows improving of low speed performance, increasing the aircraft lift coefficient. Induced drag can be reduced of about 2-3% a low cruise lift coefficient, until 8-10% at relative high cruise lift coefficient. Maximum achievable lift coefficient could be increased of about 20-30% in clean configuration, and more than 50% in flapped configuration.
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Utilizza questo identificativo per citare o creare un link a questo documento: http://hdl.handle.net/11588/704723
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