AUTONOMOUS UNIVERSITY OF BAJA CALIFORNIA FACULTY OF

ENGINEERING AEROSPACE ENGINEERING

AIRCRAFT CONTROL AND STABILITY

Practice 1:

MEMBERS:

Canizales Salvador Brandon Álvarez Flores Erwin Pamela

Chávez Carlos Hernan Salomón Murillo Alejandro de Jesús
Jesús Oscar Gutierrez Jesús Octavio Medina Lizárraga
Rubén Oreste Escarrega Andrés Jesús Nieto Lizárraga

Mexicali, Baja California, October 26, 2019.

INTRODUCTION
Before starting with the experimentation of a phenomenon of interest it is advisable
to carry out a pilot test which will help to know the level of adequacy of the
instruments involved in the data collection, if the data obtained are the desired
ones, if the techniques used are the most appropriate, if it is necessary to calibrate
the equipment, the necessary time for the correct measurement or the
arrangement of instruments necessary for each occasion and the appearance of
unexpected problems in the measurements.

That is why conducting a pilot test before an experiment is a very useful process.
If the pilot test that was carried out allowed to know some of the points that were
mentioned just now, it can be considered that it was carried out satisfactorily and
the measurements of the response or interest variables already established in a
previous experiment design are started.

An important point when an experiment is performed is the device or instrument

that will allow us to perform that experiment, in this case, it is the wind tunnel. A
wind tunnel is a tool that aims to help the study of the effects of air movement
around solid objects.

The use of this tool is very important in aerodynamics because it allows to know
how an object will behave in the air without the need to replicate the phenomenon
in real conditions, it will be enough to do it at reduced scales, thus facilitating its
realization.

In the present practice, experimental tests will be carried out in a subsonic wind
tunnel in order to obtain the aerodynamic forces at a certain speed that an aircraft
with a specific design experiences, within the test section of said tunnel the aircraft
is held by a stem.

The above will be done with the help of differential force sensors connected to the
wind tunnel. When the measurements are finished, statistics will be used for the
control of the data obtained and the generation of graphs for the visualization of the
results and thus be able to compare results obtained by means of a descriptive and
inferential statistical analysis.

Additionally, Excel statistical software will be used to facilitate the calculation of

certain factors and in the branch of computational fluid dynamics (CFD) VDAS
software will be used

OBJECTIVE
Be aware of the location of the wind tunnel laboratory within the aerospace
engineering facilities, mechanize the efficient use of the tunnel, keep the tunnel
area clean and safe for future students, such as raising awareness of the learning
possibilities it can offer us the wind tunnel, make aware of the support materials
that can help us perform tests without damaging the sensitive components that the
wind tunnel contains.

Characterize the test area of a subsonic wind tunnel such as knowing the use and
operation of each of the tools and attachments in the wind tunnel, follow the safety
standards provided by the wind tunnel, perform the tests with supervision from a
teacher or tutor. Having the ability to place a scale model of an airplane inside the
wind tunnel, gather manufacturing methods and knowledge of materials that will
allow us to achieve our goal much faster.

Make comparisons by obtaining results, learn the different data that the different
states or changes of position that our plane presents can show as the air flow is
tested, draw a force differential with a specific velocity profile, achieve concrete
results that help us understand the phenomenon more easily.

We have the task of knowing more about the parts of a wind tunnel and
understanding the importance of aerodynamics in the designs of airplane and
airplane wing profiles, such as knowing how the position of the wings affects how
the design of certain aircraft can Be more aerodynamic than others, understand the
behavior of airplanes through design patterns and results collected in wind tunnel,
to be able to make a category of airplanes and be able to reach the results much
faster.

Look at the behaviors and understand the models of the various military aircraft for
commercial use, such as the different aerodynamic bodies that our nature
possesses, understand the way in which they have the ability to fly, obtain the
behavior when the bodies are They are subjected to different positions when they
are in full flight, look at the possibilities offered by the analysis of the air flow
through these aerodynamic bodies, the wind tunnel forms an essential piece for the
use, analysis and experimentation of all that subject body testing.

Learn the information capacity that the wind tunnel can give us and become aware
of the geometric and aerodynamic limits that our plane has in the wind tunnel.

THEORETICAL FRAMEWORK
SUBSONIC WIND TUNNEL:

The AF100 subsonic wind tunnel offers an open, compact and practical open-loop
wind tunnel, in which the low-speed aerodynamic effects can be studied.

The test area is square section with roof and acrylic floor. The sides are removable
acrylic panels. The entire unit is supported by an aluminum frame. Each side panel
has a special support bracket for optional wind tunnel models. On the roof of the
test area there are holes for the two Pitot devices and the two pressure taps to
measure the static pressure before and after the work area.

Two different units of Pitot tubes are provided with the wind tunnel. These two are
mounted at the top of the test area (one or both must be removed for some
experiments). Both units contain a transverse mechanism, so that they can
measure the air pressure through the test area from the top to the bottom. One of
these devices is a standard Pitot device with one connection, while the other is a
static Pitot device with two connections.

Calibration of the measurement system in a wind tunnel can further increase speed
accuracy and flow measurements. (TECQUIPMENT)

It should be mentioned that, according to the specifications of the wind tunnel

technical sheet, the maximum speed allowed by the tunnel is 36 m / s.

PITOT PIPES:

The Pitot tube is used to establish the flow rate through the measurement of
stagnation pressure (the pressure on a branch parallel to the direction of the flow
and occluded at its other end that is equal to the sum of the static pressure and the
dynamic pressure The static pressure is the pressure of a fluid measured at one
point The total pressure is measured at the occluded end.The value of the dynamic
pressure that depends on the flow velocity and its density is calculated by the
difference between the measurements, in this case with the displacement of the
diaphragm.

It is used to measure the flow; it consists of two tubes that detect the pressure at
two different points of the pipe. They can be mounted separately or grouped inside
a housing, forming a unique device. One of the tubes measures the impact
pressure at a point in the vein. The other measures only static pressure, usually
through a hole in the conduction wall.

A pitot tube measures two pressures simultaneously, the impact pressure (pt) and
static pressure (ps). The unit for measuring impact pressure is a tube with the end
bent at right angles to the direction of flow. The end of the tube that measures
static pressure is closed, but has a small groove on one side. The tubes can be
mounted separately or in a single unit.

The differential pressure measured through the Pitot tube can be calculated using
Bernoulli's equation, and turns out to be proportional to the square of the fluid
velocity. Solving the Bernoulli equation, we obtain the velocity of the flow.

pV2 2 pg h
pt − p1=(
2
) v=
√ p
Changes in flow velocity profiles can cause significant errors. For this reason Pitot
tubes are mainly used to measure gas pressures, since, in this case, changes in
flow velocity do not represent a serious inconvenience.

Although it has now been widely replaced by rotary vane meters and various
electronic instruments in hydraulic applications, it is still commonly used in
pneumatic measurements and particularly for the determination of aviation
airspeed. (Brown)

SPEED PROFILE:

It is the graphic representation of the velocity of a fluid, depending on the distance

perpendicular to the direction of the flow.

The following experiment shows the velocity profiles created with the samples
taken in the subsonic wind tunnel at different speeds and at different
accommodations of the Pitot tube.

LAYER LIMIT:
To understand the speed limit layer, we consider the flow of a fluid through a tube
with solid surface impervious to the fluid. As the fluid flows, the part that is in direct
contact with the surface adheres to this area due to the effects of viscosity and
does not slip, causing zero velocity in this area. This is known as a non-slip
condition. That layer adhered to the surface transmits the deceleration of the
adjacent layer and is the one that follows and so on due to the interaction of the
existing viscous forces, developing a velocity profile. The region of luxury adjacent
to the surface in which the viscous effects are significant is called the speed limit
layer. (SOLIDWORKS, s.f.).

DESIGN OF EXPERIMENTS:

Experiment design models are classic statistical models whose objective is to

determine if certain factors influence a variable of interest and, if there is influence
of any factor, quantify this influence.

The methodology of the design of experiments is based on experimentation. It is

known that, if an experiment is repeated, under indistinguishable conditions, the
results present a certain variability. If the experimentation is carried out in a
laboratory where most of the causes of variability are very controlled, the
experimental error will be small and there will be little variation in the results of the
experiment. But if it is experienced in industrial or administrative processes the
variability will be greater in most cases. The objective of the design of experiments
is to study whether when a certain treatment is used, there is an improvement in
the process or not. To do this you must experiment by applying the treatment and
not applying it. If the experimental variability is large, the influence of the use of the
treatment will only be detected when it produces large changes in relation to the
observation error. The methodology of the design of experiments studies how to
vary the usual conditions for performing an empirical process to increase the
probability of detecting significant changes in the response; in this way a greater
knowledge of the behavior of the process of interest is obtained. For the
experiment design methodology to be effective it is essential that the experiment
be well designed.

The use of experiment design models is based on experimentation and the

analysis of the results obtained in a well-planned experiment. (MARIN).
TYPICAL VARIABILITY OF THE NATURE OF THE PROBLEM AND OF THE
EXPERIMENT:

It is the variability due to random noise. This term includes, among others, the
unplanned variability component called measurement error. It is an unpredictable
and inevitable variability. This variability is the reason why if in a laboratory
repeated measures of the same object are taken, it happens that, in many cases,
the second measure is not equal to the first and, moreover, the value of the value
cannot be predicted without error. third. However, under the apparent chaos, there
is a regular pattern of behavior in these measures: all of them will tend to fluctuate
around a central value and following a probability model that will be important to
estimate. This variability is inevitable, but, if the experiment has been well planned,
it is possible to estimate (measure) its value, which is of great importance to obtain
conclusions and be able to make predictions. It is a variability that will always be
present but is tolerable. (MARIN)

RUN A PILOT EXPERIMENT:

 A pilot experiment is an experiment that uses a small number of observations. The

objective of its execution is to help complete and check the list of actions to be
performed. The advantages of conducting a small pilot experiment are the
following:

- It allows practicing the chosen experimental technique and identifying unexpected

problems in the data collection process.

 - If the pilot experiment is large enough, it can help select a suitable model for the
main experiment.

- The experimental errors observed in the pilot experiment can help calculate the
number of observations required in the main experiment. (MARIN).

MEASURES OF CENTRAL TENDENCY:

Central tendency measures are statistical measures that aim to summarize a set of
values in a single value. They represent a center around which the data set is
located. The most commonly used central tendency measures are:

Medium, medium and fashion. Dispersion measures instead measure the degree
of dispersion of the values of the variable. In other words, the dispersion measures
are intended to assess the extent to which the data differ from each other. In this
way, both types of measures used together allow us to describe a set of data by
providing information about its position and its dispersion.
ARITHMETIC AVERAGE:

The most known and used central tendency measure is the arithmetic mean or
arithmetic average. It is represented by the Greek letter µ when it comes to the
average of the universe or population and by Ȳ when it comes to the sample
average. It is important to note that µ is a fixed amount while the sample average is
variable since different samples taken from the same population tend to have
different means. The average is expressed in the same unit as the original data.

In other words, it is the characteristic value of a series of quantitative data, object

of study, it is based on the concept of mathematical hope or expected value, it is
obtained from the sum of all the values divided by the total data.

STANDARD DEVIATION:

The standard deviation is the most common measure of dispersion, which

indicates how scattered the data is with respect to the average. The greater the
standard deviation, the greater the dispersion of the data.

The symbol σ (sigma) is frequently used to represent the standard deviation of a

population, while s is used to represent the standard deviation of a sample. The
variation that is random or natural of a process is commonly known as noise.

The standard deviation can be used to establish a reference value to estimate the
overall variation of a process. (MINITAB, s.f.).

Fluent

Fluent software contains the

extensive physical modeling
capabilities needed to model flow,
turbulence, heat transfer and
reactions for industrial applications.
These range from air flow over the
wing of an airplane to combustion in
an oven, from bubble columns to oil rigs, from blood flow to semiconductor
manufacturing and from the design of clean rooms to treatment plants of sewage
Fluent covers a wide range, which includes special models, with capabilities to
model combustion, aeroacoustic, turbomachinery and multi-phase cylinder
systems.
Fluent also offers highly scalable high performance computing (HPC) to help solve
complex fluid dynamics (CFD) simulations of large, fast and cost-effective models
(ANSYS, s.f.) Computational Fluid Dynamics or CFD (Computational Fluid
Dynamics) is the area of knowledge that deals with the numerical simulation of fluid
flows, heat transfer and related phenomena such as chemical reactions,
combustion, aeroacoustics, etc. The CFD originated from the combination of two
disciplines: fluid mechanics and numerical calculation. The equations that govern
fluid flow originate in fluid mechanics and can be solved by different numerical
methods.

Figure 2. Conservation equations

Figure 2 shows us The main equation solved via Computational Dynamic Fluid is
the transport equation of the variable of interest, represented by the symbol Φ.

All conservation equations solved in Computational Fluid Dynamics have the

previous form, with four terms: the time term, the warned term, the diffusive term
and the source term. To represent different conservation equations, only three
components of the equation are altered: the variable Φ, the diffusion coefficient Γ,
and the source S. (ESS, s.f.)

AERODYNAMIC FORCES

The main forces that occur in an airplane in flight are four, lift, resistance, thrust
and weight.

The aerodynamic force is exerted on a body by the air (or some other gas) in which
the body is submerged, and is due to the relative movement between the body and
the gas. Aerodynamic force arises from two causes:

• Normal force due to pressure on the body surface

• The shear force due to the viscosity of the gas, also known as surface friction.
The pressure acts locally, normal to the surface, and the shear force acts locally,
parallel to the surface. The net aerodynamic force on the body is due to the
integrated pressure and shear forces over the total exposed area of the body.

When an aerodynamic profile (or a wing) moves with respect to the air, it generates
an aerodynamic force, in a backward direction at an angle with the direction of
relative movement. This aerodynamic force is commonly resolved into two
components:

• Resistance is the component of the force parallel to the direction of relative

motion,

• Lift is the component of the force perpendicular to the direction of relative motion.

In addition to these two forces, the body can also experience an aerodynamic
moment, whose value depends on the point chosen for the calculation.

The force created by a propeller or a jet engine is called thrust and is also an
aerodynamic force (since it also acts on the surrounding air). The aerodynamic
force in a powered aircraft is generally represented by three vectors: thrust, lift and
drag.

The other force that acts on an airplane during the flight is its weight. Weight is a
force of the body and is not an aerodynamic force.

LIFT FORCE
A fluid flowing past the surface of a body exerts a force on it. Lift is the component
of this force that is perpendicular to the oncoming flow direction.[1] It contrasts with
the drag force, which is the component of the force parallel to the flow direction. Lift
conventionally acts in an upward direction in order to counter the force of gravity,
but it can act in any direction at right angles to the flow.
If the surrounding fluid is air, the force is called an aerodynamic force. In water or
any other liquid, it is called a hydrodynamic force.
Dynamic lift is distinguished from other kinds of lift in fluids. Aerostatic lift or
buoyancy, in which an internal fluid is lighter than the surrounding fluid, does not
require movement and is used by balloons, blimps, dirigibles, boats, and
submarines. Planing lift, in which only the lower portion of the body is immersed in
a liquid flow, is used by motorboats, surfboards, and water-skis.
A fluid flowing past the surface of a body exerts a force on it. It makes no
difference whether the fluid is flowing past a stationary body or the body is moving
through a stationary volume of fluid. Lift is the component of this force that is
perpendicular to the oncoming flow direction.[1] Lift is always accompanied by a
drag force, which is the component of the surface force parallel to the flow
direction.
Lift is mostly associated with the wings of fixed-wing aircraft, although it is more
widely generated by many other streamlined bodies such as propellers, kites,
helicopter rotors, racing car wings, maritime sails, and wind turbines in air, and by
sailboat keels, ship's rudders, and hydrofoils in water. Lift is also exploited by flying
and gliding animals, especially by birds, bats, and insects, and even in the plant
world by the seeds of certain trees.

THRUST

Thrust is the force which moves an aircraft through the air. Thrust is used to

overcome the drag of an airplane, and to overcome the weight of a rocket. Thrust
is generated by the engines of the aircraft through some kind of propulsion system.

Thrust is a mechanical force, so the propulsion system must be in physical contact

with a working fluid to produce thrust. Thrust is generated most often through
the reaction of accelerating a mass of gas. Since thrust is a force, it is a vector
quantity having both a magnitude and a direction. The engine does work on the
gas and accelerates the gas to the rear of the engine; the thrust is generated in
the opposite direction from the accelerated gas. The magnitude of the thrust
depends on the amount of gas that is accelerated and on the difference in
velocity of the gas through the engine.
DRAG COEFFICIENT

The drag coefficient is a number that aerodynamicist uses to model all of the
complex dependencies of shape, inclination and flow conditions on aircraft drag.
This equation is simply a rearrangement of the drag equation where we solve for
the drag coefficient in terms of the other variables. The drag coefficient Cd is equal
to the drag D divided by the quantity: Density ρ times half the velocity V squared
times the reference area A.

D
Cd=
1 2
V ρA
2

Or for an aircraft

Cd=Cd 0 + kC l 2

The drag coefficient then expresses the ratio of the drag force to the force
produced by the dynamic pressure times the area.

FLOW OR PANAL IRON (HONEYCOMBS).

It is a device used to straighten the air flow in a wind tunnel. It is a passage of

ducts, placed along the axis of the main air stream to minimize lateral velocity
components caused by the swirling movement in the air flow during the inlet. The
cross-sectional shapes of these "honeycombs" can be square, circular and regular
hexagonal cells. So, if you remember, the purpose of the bell mouth entry is to
reduce all the turbulence that enters the test section. Reduction of this turbulence
increases the accuracy and consistency of elevation and drag measurements. A
honeycomb consists of many small tubes. These tubes kill the turbulence because
there can be no big whirlpools in a small tube. Here is a highly technical drawing
that exposes the details of how the honeycomb works.

AIRCRAFT SUPPORT INTERACTIONS

In the preparation of the plane it was planned to print a 3D model that can be
found on the blackboard page, we had everything ready to send it to print, but our
teacher already had the same model that we had planned to work, we did not have
to spend money to be able to start with the practice, in the photo you can see the
model that we wanted to send to print.
To accommodate our plane, we followed an error-proof process, where we had to
calibrate some characteristics to make it rigid in the wind tunnel.

At the beginning of the semester we were

supplied with an image plane, that the 3D model
is based on an Avron 689 Vulcan aircraft, the only
difference is that there is between the two planes,
is that, in the part of the tail of the plane, our plane
has two rudders replacing the only rudder that the
Avron plane has, we can look at how the plane
was before adapting it for the first practice.

Our plane we had to remove several

components so that it could be ready for placement in the wind tunnel, the first
modifications were that we removed all the pieces of wood they had, leaving the
plane.

Now having the plane, what we devised was

a way to find a stable form, in the center of
loading of the model and at the same time in
the middle of the wind tunnel support, the
result of brainstorming They were placing the
plane inside a small pillar attached to a rod
tailored to the wind tunnel hole as shown in
the photo.

In the photo it is shown where the plane is

planned to be placed, thanks to the fact that
the teacher provided us with a wooden
tarugo we could do our first test in the wind
tunnel, the plane had to stick together with
the tarugo so that it was rigid and the air did not move it or take it out of the grip of
the tarugo, when gluing the plane to the tarugo we take care of many details, such
as that the glue had the sufficient capacity to adhere two objects, that it did not
detach easily, that it was completely straight and that the nose of the airplane is at
ninety degrees with respect to the length of the airplane, in the following images
the preliminary result of the airplane attached to the support for the wind tunnel is
seen.

Once with these modifications we thought that we were going to be able to carry
out the tests more easily, but we did not encounter another problem, the plane was
slipping inside the wind tunnel, the wood was too smooth and thin so that it would
remain totally rigid, then We were testing several tubular objects to see which one
was totally rigid in the wind tunnel, we did not bump into a metal tube that fits
perfectly and when it was placed it did not spin, we had to remove a part of our
wand to adapt the rod of metal, then sticking it with a glue in the form of plasticine
that leaves it very well fastened, being as follows.
After these interactions, the plane could be adequately accommodated in the wind
tunnel, when we did the tests the wind generated by the tunnel did not affect the
angle of our plane with this we concluded that our plane was already ready for
tests with different angles which are from -30 to +30.

DEVELOPMENT AND METHOD OF PREPARATION OF PRACTICE

For the beginning we had to perform the safety methods established by the wind
tunnel, wearing a lab coat, protective glasses and ear covers to start safely, the
wind tunnel still has the requirements to start working on our practice of safe way.

For the pilot test, it was decided to change the position of the wind tunnel to verify if
some of the errors and variations of the measurements on the first occasion could
be counteracted or present more precise results in this test.

In this pilot test the tunnel was placed with the final part of the tunnel pointing
towards the back door which was open to eliminate the phenomenon of back
Pressure

Because the wind tunnel does not have a system to control the speed with exact
quantities, it was decided to create in a simple way a panel where the maximum
speed fraction at which the tunnel is being used is marked (¼, ½, ¾ and 1), taking
into account that the knob reaches up to the speed of 27 m / s. Likewise, the
degrees were included to know the number of laps needed for the desired speed.
It is necessary to add that, to obtain the desired speed, the knob must be observed
right from the middle and then rotated, so that the parallax error is avoided.

For the test the wind tunnel sensors were used, one for each aerodynamic force
(lift, drag and pitching moment). The steps to be followed that confirm reliable
measurements were obtained after experimentation and pilot tests.

The procedure for the measurements was as follows:

1. Following the safety steps, first we take care that the entire machine setup,
so we accommodate the wind tunnel so that it does not hinder most of the
machines that share location with the wind tunnel inside the laboratory.
2. Once all the wind tunnel is arranged, ensure that all the doors are closed,
this is done so that the outside air does not generate any turbulence to our
plane, before starting the plane we will place the honeycomb, this will
ensure the trajectory of the air flow in the wind tunnel.
3. Then we will open the wind tunnel's side cover and place the scale model of
the plane correctly (centered and with its corresponding angle making sure
the stem is firm and there is no movement or obstacle in the test area) .
4. Once everything physical is in place, we proceed to turn on the wind tunnel,
the wind tunnel has 3 switches to turn them on, these three are located, one
is attached to the wall is an on and off switch and the two others are where
the wind tunnel computer is to be placed in such a way until the wind tunnel
is already energized. Properly connect the laptop to the wind tunnel
computer.
5. Open the Software (VDAS) and ensure that there is communication with
the wind tunnel, configure all parameters, within the Vdas program.
6. Once having all of the above in order, wait until the tunnel is stable and
does not mark any force differential value, this helps to generate values
closer to the estimated one and that the wind tunnel is not overstressed.
7. Add the necessary data to the VDAS software so that it can be saved in
the files such as Excel to be able to generate the graphs later.
8. Now, once these steps are respected, we proceed to turn the knob at a
speed of 26m / s or two turns from its point of origin, this is the maximum
established by practice.
9. Take the reading of the aerodynamic forces for 8 minutes and be aware
of Vdas data during this period of time.
10. Every time the 8 minutes pass, we will observe the behavior of the
graphs so we will verify that the behavior is the one indicated, then we will
have to move the angle of the plane to the next measurement (angles used:
-30, -25, -20, - 15, -10, -5, 0, 5, 10, 15, 20, 25, 30).
This sensor helps us to look at the change of coefficients in the different
states that the wind tunnel is, whether it is on or on, as it goes down until it
reaches 0 we
can continue
working with all
the angles
established to
the practice.

What is shown in the image, is where it

was configured to grip the plane in the
tarugo and also serves to change the
angle, this has a high range of angles to
be established, but we will only focus on
those that interest us that are of the -30
to 30, this system has many knobs
helping the user to modify the positions
of the sample at will.
 CFD analysis Abstract: What you will find in this section of the document is
a brief description of the development of a CFD analysis and its results, in
which you can learn about aspects such as the generation of geometry, the
preparation of the study domain for its optimal solution and results taking
into account the conditions of the environment where the physical tests were
performed, we planned to do methods of analysis in Ansys the lack of time
made our plan to stay in the preliminary phase.

RESULTADOS

The results obtained through experimentation in the Wind Tunnel AF100 can
observe the lift and drag coefficients obtained in our scale aircraft model to be
studied. We can see how at the angles of attack for greater lift in our aircraft is at
the angles of 10o to 30o, because the wind generates a greater difference in
pressure at these angles, causing greater lift to be generated at these angles .
Similarly, we can see how the negative angles and angles 0 o and 5o the lift is
negative, this because these angles make the pressure at the top of the wings
greater and generating a loss of lift, but it should be mentioned that the angles
closer to angle 0o increase lift the lift respectively, but they remain negative lift. As
a result, we can see how the angle of 25 o is the one that has a better lift and that
instead the angle of -30o presents the worst support or rather, does not generate
lift.

0.05

0
-40 -30 -20 -10 0 10 20 30 40
-0.05
CL

-0.1

-0.15

-0.2

In the drag coefficient plot, we can observe the angles farther away from angle 0 o a
greater drag is generated on the plane, this because the attack area increases
causing more friction to be generated in our aircraft. Similarly, it is observed that
both negative and positive angles near angle 0 o have a smaller drag, as there is a
smaller area in which drag can be generated. So at angle 30 o we present the
biggest drag, while at the -5o angle we present the smallest drag.

0.25

0.2

0.15
CD

0.1

0.05

0
-40 -30 -20 -10 0 10 20 30 40

In the comparison plot between the drag coefficient and the lift coefficient, you can
see that the drag and lift is directly proportional, as it can be seen in the graph data
as at the lower lift coefficient angles is similarly lower drag coefficient and vice
versa, where there is a bigger lift coefficient either negative or positive there is a
bigger drag coefficient. We can see that the angles where better lift is generated in
the same way generate a bigger drag.

0.25

0.2

0.15
CD

0.1

0.05

0
-0.2 -0.15 -0.1 -0.05 0 0.05

CL

We should mention that the data obtained in practice do not greatly reflect the
behavior of the aircraft in the wind tunnel, this because during the experimentation
the sensors in the wind tunnel came to have certain faults that affect the test was
performed multiple times to obtain data that approximates the appropriate
behavior.

It should be mentioned that in order to obtain the data of lift coefficients and drag, it
was necessary to obtain the average lift and drag forces of the 480 iterations that
were performed for each angle, data that were obtained in the software VDAS file
".xlsx". Once the averages of both drag and lift forces were obtained, they needed
to be used in the lift and drag coefficient formulas.

Where "x" represents the subscript of the variable to be calculated, "L" for lift or "D"
for drag. For this we had to calculate the speed that was experienced, which was
25 m/s, the air density of Mexicali, which was 1.22596 kg/m 3. The area of our
aircraft was 0.0075 m2 and with the help of these variables it was possible to
calculate our respective coefficients for each angle.

WIND TUNNEL VIDEO LINK

This video will show everything you need to do on your own the practice we do in
the laboratory, and explain the operation of the plane inside the wind tunnel.

https://www.youtube.com/watch?
v=bHdkd4BBOQs&fbclid=IwAR0rfdY08xppNMxd4jNCe_Y8V-
E8rjz1I6Ra6pvgkc9XgLC2vLKZPXlya2Q
CONCLUSION

The elaboration of the practice, if you have all the materials ready, is simple to
implement, but in our case, we realized that we had many problems to be able to
reach the testing phase in the wind tunnel, first the different supports for the Wind
tunnel did not quite fit well, and in addition the wind tunnel was not in its optimal
conditions, each of these problems represented a stone in the shoe to start testing.

In our case, the main difficulty that the team encountered was the availability of
time per member of the team, several of us are working or doing professional
service, and in addition all these places are far from the aerospace engineering
facilities, there are many factors to take into account talking about punctuality and
time management for the realization of the first practice, but the important thing is
that it was possible to make the objective of the practice that is what matters to us.

In the development of the practice we encountered many interactions to be able to

perform the tests, several of these were limited by the other colleagues who also
sought to do the tests at the same time as our team, exceeding a little of the time
that was predestined for each Of these, exceeding a little of the time available for
the semester, putting into practice our knowledge of materials and structures
learned in design, we can bring up practice 1 and as we progressed in the wind
tunnel tests and analyzing the results we can To conclude that the tests carried out
based on the data obtained in it are not reliable because theoretically and
supported with the analysis of the behavior of the real aircraft, the lift must be equal
to 0 since the geometry is symmetric, this value was obtained through this analysis
with a slight variation due to the stem hole, additionally the drag is positive or since
the flow has a positive direction in x.
REFERENCES

FAA. (1987). AVRON. 2019, de aeroespace Sitio web: https://www.alamy.es/foto-

avion-bombardero-avro-vulcan-de-la-raf-camuflaje-mostrando-en-duxford-airshow-
b2-vulcan-xh558-fue-el-ultimo-flying-v-bombardero-51076570.html

gran via. (2012). Cómo sacar un promedio en Excel con ejemplos. 2019, de excel
Sitio web: https://www.granvia69.com/blog/sacar-promedio-excel-ejemplos/