FABRICATION OF CONVENTIONAL CYLINDRICAL SHAPED & AEROFOIL SHAPED FUSELAGE UAV MODELS AND INVESTIGATION OF AERODY-
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1 ISSN International Journal of Advance Research, IJOAR.org Volume 1, Issue 3, March 213, Online: ISSN FABRICATION OF CONVENTIONAL CYLINDRICAL SHAPED & AEROFOIL SHAPED FUSELAGE UAV MODELS AND INVESTIGATION OF AERODY- NAMIC CHARACTERISTICS IN WIND TUNNEL G.M. Jahangir Alam (1), Md Mamun (2), Md. Abu. Taher Ali (3), Md. Quamrul Islam (4) and A.K.M. Sadrul Islam (5 ) 1 Department of Mechanical Engineering, MIST, Dhaka, Bangladesh, jahangiralam15@yahoo.com 2-4 Department of Mechanical Engineering BUET, Dhaka, Bangladeswh, mdmamun@me.buet.ac.bd, matali@me.buet.ac.bd and quamrul@me.buet.ac.bd 5 Department of Mechanical and Chemical Engineering, IUT, Gazipur, Bangladesh, sadrul@iut-dhaka.edu KeyWords Unmanned Air Vehicles (UAV), Aerofoil Shaped Fuselage, Cylindrical Shaped Fuselage, Aerodynamic Characteristics, Lift Coefficient, Drag Coefficient, Angle of Attack, Stalling Angle. ABSTRACT This paper explains the fabrication of two UAV models having conventional cylindrical shaped and aerofoil shaped fuselage. NACA 4416 cambered aerofoil with chord length of 55 mm has been used for designing the wings of both types of UAV models and chord length of 11 mm has been used for designing the fuselage of aerofoil shape. Open circuit subsonic wind tunnel has been used to test the fabricated UAV models and collection of data. The speed of wind in tunnel could be controlled from to 4 m/s by rotating a control knob. The different angle of attacks have been maintained from -3 o to 18 o. This paper also explains the design parameters and investigation of the aerodynamic characteristics of the fabricated Conventional Cylindrical Shaped Fuselage and Aerofoil Shaped Fuselage UAV models. The Aerofoil Shaped Fuselage UAV Model is found providing better aerodynamic characteristics than that of the conventional cylindrical shaped fuselage UAV model. The aerofoil shaped fuselage could be used for designing the future UAV to use many military and civil applications. The aerodynamic characteristics of Aerofoil Shaped Fuselage UAV model have been carried out at two different velocities (2 m/s & 4 m/s respectively) with different angles of attack from -3 o to 18 o. The stalling angle of both the models is found at about 14 o during experimental investigation. Finally, some conclusions have been drawn on the basis of the experimental result for both the designs.
2 ISSN INTRODUCTION An air vehicle having no onboard pilot and capable of pre-programmed operation as well as reception of intermittent commands either independently or from a human operator at a distance from the ground is called Unmanned Air Vehicle (UAV). UAVs can carry out both military and civil applications like scientific data gathering, surveillance for law enforcement & homeland security, precision agriculture, forest fire monitoring, geological survey etc [1] and [2]. UAVs mostly fly under low speed conditions. The aerodynamic characteristics of the UAVs have many similarities than that of the monoplane configuration. Due to the UAV s potential for carrying out so many tasks without direct risk to the crew or humans in general, they are ideal for testing new concepts which have been put forward as a means to further increase the vehicle s capability [3] & [4]. This paper explains the detail parameters for fabrication of an UAV having Aerofoil Shaped Fuselage using NACA 4416 profile. The wings of a conventional UAV are producing the lift and it s fuselage has very little or no contribution on producing lift. But UAV requires higher lifting force with a smaller size [5]. As such, in order to maximize the efficiency of an UAV, it is assumed that the basic design of UAV could be changed and it should be such that all components of an UAV should contribute to the total lift. In such case, the concept of development of all lifting vehicle technology would bring good result for research on designing the future UAV [6]. This paper explains the aerodynamic characteristics of aerofoil shaped fuselage UAV model at different angles of attack and compare the result between the aerodynamic characteristics with that of the same model obtained from experimental investigation using subsonic wind tunnel. 2. EXPERIMENTAL DESIGN Four major parts of both the UAV models are wing, fuselage, horizontal stabilizer and vertical stabilizer. Up wing type blended models have been chosen and NACA 4416 cambered aerofoil has been used for fabrication of both the models. Important features of experimental design of two UAV models are shown in Table 1. Photograph of Conventional Cylindrical Shaped Fuselage and Aerofoil Shaped Fuselage UAV Models are shown in Figure 2.1 and 2.2 respectively. Nomenclature Conventional Cylindrical Shaped Fuselage Aerofoil Shaped Fuselage Wing Design (Chord length, span and maximum thickness of each wing) Cylindrical shaped Fuselage Design (divergent portion, middle portion and convergent portion) 55 mm, 114 mm (either left or right) and 7 mm at 16% chord length from the root Length & nose radius of divergent portion are 19 mm & 1.3 mm respectively, Divergent Angle 25º; Diameter & length of middle portion are 21 mm & 66 mm respectively; Length of convergent portion are 23 mm, Nose radius of convergent portion is approximately zero & Convergent Angle is 22º Not applicable 55 mm, 114 mm (either left or right) and 7 mm at 16% chord length from the root Not applicable 18 mm, 45 mm (left + right) and 15 mm at 16% chord length from the root Aerofoil Shaped Fuselage Design (Chord length, span and maximum thickness of fuselage) Horizontal and Vertical Stabilizer As suitable for this design by maintaining the scale factor As suitable for this design by maintaining the scale factor Flow of air Incompressible and subsonic Incompressible and subsonic Air speed (v) 2 m/s and 4 m/s 2 m/s and 4 m/s Density of air (ρ o ) kg/m kg/m 3 Operating pressure 1.1 bar 1.1 bar Absolute viscosity (μ) x1-5 kg/m-s x1-5 kg/m-s Reynold s Number (Re) 1.37 x 1 5 and 1.37 x 1 5 and 2.74 x x 1 5 Angles of attack (α) -3 to 18-3 to 18 Effect of temperature Neglected Neglected Table 1: Important Features of Experimental Design of both the UAV Models
3 ISSN Figure 2.1: Photograph of Fabricated Cylindrical Shaped Fuselage UAV Model 3. SUBSONIC WIND TUNNEL Figure 2.2: Photograph of Fabricated Aerofoil Shaped Fuselage UAV Model Open circuit subsonic wind tunnel has been used to test the fabricated UAV models. The wind tunnel is suitable to carry out tests with different experimental models. Said wind tunnel is incorporated with a computer based data acquisition system to provide
4 ISSN different forces, moments and differential pressures automatically from the computer monitor. The dimensions of the working section of wind tunnel are 6 cm (length) x 32 cm (width) x 3 cm (height). Photograph of wind tunnel and it s working section are shown in Figures 3.1 and 3.2 respectively. Air enters the wind tunnel through an aerodynamically designed diffuser (cone) that accelerates the air linearly. A control knob could be rotated to control the speed of axial fan of the wind tunnel from to 4 m/s. The wind tunnel is associated with some special accessories like Versatile Dada Acquisition System (VDAS), 3-Component Balance, differential pressure transducers, 32 Way Pressure display Unit, smoke generator etc. The 3-Component Balance is fitted with the working section of the wind tunnel to measure the lift, drag and pitching moment & their coefficients exerted by the experimental models. Tapping pressures from different experimental models could be measured either from manometers or from the pressure transducers connected with the wind tunnel or directly from the computer through Versatile Data Acquisition System (VDAS). The fabricated UAV models are to be inserted through the 3-Component Balance and the models could be rotated 36 o freely & locked in the force plate to allow adjustment of the angle of attack of the models. A smoke generator unit could be fitted with the wind tunnel to visualize the flow over the models by generating smoke. Photograph of conventional cylindrical shaped fuselage and aerofoil shaped fuselage UAV models fitted with the working section of Wind Tunnel are shown in Figures 3.3 and 3.4 respectively. Figure 3.1: Photograph of Wind Tunnel
5 ISSN Figure 3.3: Photograph of Conventional Cylindrical Shaped Fuselage UAV Model Fitted with the Working Section of Wind Tunnel Figure 3.4: Photograph of Aerofoil Shaped Fuselage UAV Model Fitted with the Working Section of Wind Tunnel
6 ISSN AERODYNAMIC CHARACTERISTICS 4.1 Aerodynamic Characteristics of Cylindrical Shaped Fuselage UAV Model at 2 m/s The variation of lift coefficient with angle of attack at 2 m/s for conventional cylindrical shaped fuselage UAV model at different angle of attack is shown in Figure 4.1. The zero lift angle has been found at -3 o angle of attack. Then the lift coefficient increases almost linearly with the increase of angle of attack up to approximately 14 o. In other words, the lift coefficient increases linearly with the increase of angle of attack up to 14 o. After wards, the lift coefficient decreases with the further increase of angle of attack. As such, the stalling angle of conventional cylindrical shaped fuselage model is found at about 14. It is also observed that the maximum lift coefficient, C Lmax for this type of model is approximately.63. The variation of drag coefficient versus angle of attack at 2 m/s for conventional cylindrical shaped fuselage UAV model is shown in Figure 4.2. The shape of the drag coefficient vs angle of attack curve is found parabolic nature. As such, the drag coefficient increases with the increase of angle of attack. The value of drag coefficient for this model at 14 o angle of attack is found Lift Coefficient Figure 4.1: Variation of Lift Coefficient with Angle of Attack for Cylindrical Shaped Fuselage UAV Model at 2 m/s Drag Coefficient
7 ISSN Aerodynamic Characteristics of Cylindrical Shaped Fuselage UAV Model at 4 m/s The variation of lift coefficient with angle of attack at 4 m/s for conventional cylindrical shaped fuselage UAV model is shown in Figure 4.3. The zero lift angle has been found at -3 o angle of attack. Then the lift coefficient increases almost linearly with the increase of angle of attack up to approximately 14 o. In other words, the lift coefficient increases linearly with the increase of angle of attack up to 14 o. Afterwards, the lift coefficient decreases with the further increase of angle of attack. As such, the stalling angle of this model is found at about 14. It is also observed that the maximum lift coefficient, C Lmax for this type of model is approximately.68. The variation of drag coefficient with angle of attack at 4 m/s for conventional cylindrical shaped fuselage UAV model is shown in Figure 4.4. The shape of the drag coefficient vs angle of attack curve is found parabolic nature. As such, the drag coefficient increases with the increase of angle of attack. The value of drag coefficient for this model at 14 o angle of attack is found Lift Coefficient Figure 4.3: Variation of Lift Coefficient with Angle of Attack for Cylindrical Shaped Fuselage UAV Model at 4 m/s Drag Coefficient.8.6.4
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9 ISSN Aerodynamic Characteristics of Aerofoil Shaped Fuselage UAV Model at 2 m/s The variation of lift coefficient with angle of attack at 2 m/s for aerofoil shaped fuselage UAV model is shown in Figure 4.5. The zero lift angle has been found at -3 o angle of attack. Then the lift coefficient increases almost linearly with the increase of angle of attack up to approximately 14 o. In other words, the lift coefficient increases linearly with the increase of angle of attack up to 14 o. Afterwards, the lift coefficient decreases with the further increase of angle of attack. As such, the stalling angle of aerofoil shaped fuselage model is found at about 14. It is also observed that the maximum lift coefficient, C Lmax for this type of model is approximately.78. The variation of drag coefficient with angle of attack at 2 m/s for aerofoil shaped fuselage UAV model is shown in Figure 4.6. The shape of the drag coefficient vs angle of attack curve is found parabolic. As such, the drag coefficient increases with the increase of angle of attack. The value of drag coefficient for this aerofoil shaped fuselage UAV model at 14 o angle of attack is found Lift Coefficient Figure 4.5: Variation of Lift Coefficient with Angle of Attack for Aerofoil Shaped Fuselage UAV Model at 2 m/s Drag Coefficient Figure 4.6: Variation of Drag Coefficient with Angle of Attack for Aerofoil Shaped Fuselage UAV Model at 2 m/s
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11 ISSN Aerodynamic Characteristics of Aerofoil Shaped Fuselage UAV Model at 4 m/s The variation of lift coefficient with angle of attack at 4 m/s for aerofoil shaped fuselage UAV model is shown in Figure 4.7. The zero lift angle has been found at -3 o angle of attack. Then the lift coefficient increases almost linearly with the increase of angle of attack up to approximately 14 o. In other words, the lift coefficient increases linearly with the increase of angle of attack up to 14 o. Afterwards, the lift coefficient decreases with the further increase of angle of attack. As such, the stalling angle of this model is found at about 14. It is also observed that the maximum lift coefficient, C Lmax for this type of UAV model is approximately.81. The variation of drag coefficient with angle of attack at 4 m/s for aerofoil shaped fuselage UAV model is shown in figure 4.8. The shape of the drag coefficient vs angle of attack curve is found parabolic nature. As such, the drag coefficient increases with the increase of angle of attack. The value of drag coefficient for this type of UAV model at 14 o angle of attack is found Lift Coefficient Figure 4.7: Variation of Lift Coefficient with Angle of Attack for Aerofoil Shaped Fuselage UAV Model at 4 m/s Drag Coefficient Figure 4.8: Variation of Drag Coefficient with Angle of Attack for Aerofoil Shaped Fuselage UAV Model at 4 m/s
12 ISSN ANALYSIS OF RESULT 5.1 Comparison of Lift Coefficient of Different UAV Models The comparison of lift coefficient with angle of attack of different UAV models at two different velocities is shown in Figure 5.1. The zero lift angle has been found approximately at -2 o angle of attack. Then the lift coefficient increases almost linearly with the increase of angle of attack up to 14 o. Among the two models, the aerofoil shaped fuselage UAV model has produced more lift coefficient than that of the conventional cylindrical shaped fuselage UAV model. The aerofoil shaped fuselage UAV model produced a significant amount of extra lift from it s fuselage due to it s aerofoil shape. Among the four studies, maximum lift coefficient is produced by the proposed aerofoil shaped fuselage UAV model at velocity 4 m/s. Next increment of lift coefficient is provided by the aerofoil shaped fuselage UAV model at 2 m/s and next to next is provided by the conventional cylindrical shaped fuselage at 4 m/s. The conventional cylindrical shaped fuselage UAV model at 2 m/s provides minimum lift coefficient among the four types of studies Lift Coefficient.4.2 Conv Model at 2 m/sec Conv Model at 4 m/sec Prop Model at 2 m/sec Prop Model at 4 m/sec Figure 5.1: Comparison of Lift Coefficient with Angle of Attack of Different UAV Models 5.2 Comparison of Drag Coefficient of Different UAV Models The comparison of drag coefficient with angle of attack of different UAV models at two different velocities is shown in Figure 5.2. The shape of the drag coefficient VS angle of attack curve is found parabolic nature. As such, the drag coefficient increases with the increase of angle of attack. Among the two models, the aerofoil shaped fuselage UAV model has produced more drag coefficient than that of the conventional cylindrical shaped fuselage UAV model. Drag coefficient for aerofoil shaped fuselage is found more due to increase of induced drag for tip & trailing edge vortices of aerofoil shaped wing & fuselage of said UAV model. A significant amount of the total drag is also produced due to shape and skin friction effects of both the UAV models which are termed as profile drag. Profile drag of both the UAV models is same as both the models has the same volume. Among the four studies, maximum drag coefficient is produced by the aerofoil shaped fuselage UAV model at velocity 2 m/s. It is because flow separation starts earlier for aerofoil shaped fuselage UAV model at 2 m/s than other configurations. Out of four studies, next drag coefficient is found more for the aerofoil shaped fuselage UAV model at 4 m/s and next to next is found for conventional cylindrical shaped fuselage UAV model at 4 m/s. Conventional cylindrical shaped fuselage UAV model at 2 m/s provides minimum drag coefficient among the four types of studies.
13 ISSN Drag Coefficient Conv Design at 2 m/sec Conv Design at 4 m/sec Prop Design at 2 m/sec Prop Design at 4 m/sec Figure 5.2: Comparison of Drag Coefficient with Angle of Attack of Different UAV Models 5.3 Lift to Drag Ratio Curve of Different UAV Models The lift to drag ratio curves of cylindrical shaped fuselage and aerofoil shaped fuselage UAV models are shown from Figure 5.3 to 5.6 respectively. The wing tip experienced mostly induced drag due to wing tip and trailing edge vortices. A significant amount of drag is also produced due to shape and skin friction effects of the cylindrical shaped fuselage UAV model which are termed as profile drag. However, profile drag of both the UAV models is same as both the models has the same volume. So, both induced and profile drags have been experienced by both the UAV models. From Figures 5.3 to 5.6, it is found that at low and moderate lift coefficients, there is no appreciable flow separation. As the lift coefficient increases, drag coefficient also increases exponentially up to stall angle of attack i.e. 14 o angle of attack. Afterwards, a sharp increase of drag coefficient with reduction of lift coefficient occurs for both types of UAV models at the stall angle due to flow separation. The lift drag ratio at the stall angle (14 o ) for all the UAV models is shown in Table Drag Coefficient Lift Coefficient
14 ISSN Figure 5.3: Lift to Drag Ratio Curve of Cylindrical Shaped Fuselage UAV Model at 2 m/s Drag Coefficient Lift Coefficient Figure 5.4: Lift to Drag Ratio Curve of Cylindrical Shaped Fuselage UAV Model at 4 m/s Drag Coefficient Lift Coefficient
15 ISSN Figure 5.5: Lift to Drag Ratio Curve of Aerofoil Shaped Fuselage UAV Model at 2 m/s Drag Coefficient Lift Coefficient Figure 5.6: Lift to Drag Ratio Curve of Aerofoil Shaped Fuselage Model at 4 m/s Configurations Stall Angle C Lmax C Dmax L/D Ratio Conventional Cylindrical Shaped Fuselage UAV Model at 2 m/s Conventional Cylindrical Shaped Fuselage UAV Model at 4 m/s Aerofoil Shaped Fuselage UAV Model at 2 m/s Aerofoil Shaped Fuselage UAV Model at 4 m/s Table-2: Lift to Drag Ratio of all the Four Configurations at the Stalling Angle (14 o ). 5.4 Increment of Lift and Drag Coefficient by Aerofoil Shaped Fuselage UAV Model at 2 m/s Percentage increase of lift and drag coefficient of aerofoil shaped fuselage UAV model at 2 m/s than that of conventional cylindrical shaped fuselage UAV model at different angle of attack are shown in Figure 5.7 and 5.8 respectively. The aerofoil shaped fuselage configuration provides more lift as well as drag coefficient than that of the conventional cylindrical shaped fuselage configuration. From Figure 5.7, it is observed that out of two different studies, the percentage increment of lift coefficient is more for aerofoil shaped fuselage configuration at 2 m/s than that of the conventional cylindrical shaped fuselage at velocity 2 m/s & 4 m/s respectively. Again from Figure 5.8, it is also observed that the percentage increment of drag coefficient is found more for aerofoil
16 ISSN shaped fuselage configuration at 2 m/s than that of the conventional cylindrical shaped fuselage at velocity 2 m/s & 4 m/s respectively. It is also seen from Figure 5.7 that aerofoil shaped fuselage configuration at 2 m/s provides approximately 19.23% & 13.46% more lift force coefficient at 14 o angle of attack (stall angle) than that of the conventional cylindrical shaped fuselage UAV configuration at velocity 2 m/s & 4 m/s respectively. It is also found from Figure 5.8 that the aerofoil shaped fuselage configuration at 2 m/s provides approximately 34.21% & 29.82% more drag coefficient at 14 o angle of attack (stall angle) than that of the conventional cylindrical shaped fuselage configuration at velocity 2 m/s & 4 m/s respectively. 1 8 Increase of Cl than Conv Model at 2 m/sec % Increase of Lift Coefficient Increase of Cl than Conv Model at 4 m/sec Figure 5.7: Percentage Increase of Lift Coefficient of Aerofoil shaped fuselage configuration at 2 m/s than that of Cylindrical shaped fuselage configuration at 2 m/s & 4 m/s respectively and Different Angle of Attack. 7 6 % Increase of Drag Coefficient Increase of Cd than Conv Model at 2 m/sec Increase of Cd than Conv Model at 4 m/sec
17 ISSN Figure 5.8: Percentage Increase of Drag Coefficient of Aerofoil shaped fuselage configuration at 2 m/s than that of Cylindrical shaped fuselage configuration at 2 m/s & 4 m/s respectively and Different Angle of Attack. 5.5 Increment of Lift and Drag Coefficient by Aerofoil Shaped Fuselage UAV Model at 4 m/s Percentage increase of lift and drag coefficient of aerofoil shaped fuselage model at 2 m/s than that of conventional cylindrical shaped fuselage UAV model at different angle of attack are shown in Figures 5.7 and 5.8 respectively. The aerofoil shaped fuselage configuration provides more lift as well as drag coefficient than that of the conventional cylindrical shaped fuselage configuration. From Figure 5.9, it is observed that out of two different studies, the percentage increment of lift coefficient is found more for aerofoil shaped fuselage configuration at 4 m/s than that of conventional cylindrical shaped fuselage at velocity 2 m/s and 4 m/s respectively. Again from Figure 5.1, it is also observed that the percentage increment of drag coefficient is more for aerofoil shaped fuselage configuration at 4 m/s than that of conventional cylindrical shaped fuselage at velocity 2 m/s and 4 m/s respectively. It is seen from Figure 5.9 that the aerofoil shaped fuselage configuration at 4 m/s provides approximately 22.22% and 16.67% more lift coefficient at 14 o angle of attack (stall angle) than that of the conventional cylindrical shaped fuselage configuration at velocity 2 m/s and 4 m/s respectively. It is also found from Figure 5.1 that the aerofoil shaped fuselage configuration at 4 m/s provides approximately 25.74% and 2.79% more drag coefficient at 14 o angle of attack (stall angle) than that of the conventional cylindrical shaped fuselage configuration at velocity 2 m/s and 4 m/s respectively. 1 % Increase of Lift Coefficient Increase of Cl than Conv Model at 2 m/sec Increase of Cl than Conv Model at 4 m/sec Figure 5.9: Percentage Increase of Lift Coefficient of Aerofoil shaped fuselage configuration at 4 m/s than that of Cylindrical shaped fuselage configuration at 2 m/s & 4 m/s respectively and Different Angle of Attack % Increase of Drag Coefficient Increase of Cd than Conv Model at 2 m/sec Increase of Cd than Conv Model at 4 m/sec
18 ISSN Figure 5.1: Percentage Increase of Drag Coefficient of Aerofoil shaped fuselage configuration at 4 m/s than that of Cylindrical shaped fuselage configuration at 2 m/s & 4 m/s respectively and Different Angle of Attack. 6 CONCLUSIONS UAV requires higher lifting force with a smaller size. In order to maximize the efficiency of an UAV - the concept of development of all lifting vehicle technology might bring good result for designing of future UAV. For this reason, the aerofoil shaped fuselage of an UAV might be a good source of lifting force. This paper explains the aerodynamic characteristics of a low speed aerofoil shaped fuselage UAV model and compare the result with that of the conventional cylindrical shaped fuselage UAV model. NACA 4416 aerofoil profile and CFD software have been used for both the design. The investigation has been carried out at 2 m/s and & 4 m/s respectively and the volume of both the models has been kept same. The angle of attack has been varied from -3 to 18. The stalling angle for both the designs is found at about 14. The aerofoil shaped fuselage configuration at 2 m/s provides approximately 19.23% and 13.46% more lift coefficient at 14 o angle of attack (stall angle) than that of the conventional cylindrical shaped fuselage configuration at velocity 2 m/s & 4 m/s respectively. The aerofoil shaped fuselage configuration at 2 m/s also provides approximately 34.21% and 29.82% more drag coefficient at 14 o angle of attack (stall angle) than that of the conventional cylindrical shaped fuselage configuration at velocity 2 m/s and 4 m/s respectively. The aerofoil shaped fuselage configuration at 4 m/s provides approximately 22.22% and 16.67% more lift coefficient at 14 o angle of attack (stall angle) than that of the conventional cylindrical shaped fuselage configuration at velocity 2 m/s and 4 m/s respectively. The aerofoil shaped fuselage configuration at 4 m/s also provides approximately 25.74% and 2.79%more drag coefficient at 14 o angle of attack (stall angle) than that of the conventional cylindrical shaped fuselage configuration at velocity 2 m/s and 4 m/s respectively. The aerofoil shaped fuselage has produced more lift coefficient than that of the conventional cylindrical shaped fuselage. It has produced a significant amount of extra lift from it s fuselage due to aerofoil shape. But said model has also produced some extra drag due to increased fuselage frontal area, fuselage-wing interference effect and trailing edge vortex. The effect of fuselage frontal area is found minimum for UAV as it is smaller in size. The fuselage-wing interference effect has been reduced by selecting the up wing type blended model. However, ways for reduction of tip and trailing edge vortex from aerofoil shaped fuselage might be investigated in future to enhance the efficiency further more. As such, it could be easily told that the aerofoil shaped fuselage might be a very good option for designing the future UAV. References [1] Jodi A. Miller, Paul D. Minear, Albert F. Niessner, Jr, Anthony M. DeLullo, Brian R. Geiger, Lyle N. Long and Joseph F. Horn, Intelligent Unmanned Air Vehicle Flight Systems, Journal of Aerospace Computing, Information and Communication, pp , May 27. [2] Beard Randal, Derek Kingston, Morgan Quigley, Deryl Snyder, Reed Christiansen, Walt Johnson, Timothy McLain and Michael A. Goodrich, Autonomous Vehicle Technologies for Small Fixed-Wing UAVs, Journal of Aerospace Computing, Information and Communication, pp , January 25. [3] M. Secanell, A. Suleman and P. Gamboa Design of a Morphing Airfoil for a Light Unmanned Aerial Vehicle using High-Fidelity Aerodynamic Shape Optimization Journal of American Institute of Aeronautics and Astronautics (AIAA ), pp. 1-2, April 25. [4] Agarwal Ramesh Computational Fluid Dynamics of Whole-Body Aircraft Annu. Rev. Fluid Mech, pp , 1999.
19 ISSN [5] G.M. Jahangir Alam, Md Mamun, Md Abu Taher Ali and A. K. M. Sadrul Islam, Development of Design of Aerofoil Shaped Fuselage and CFD Investigation of its Aerodynamic Characteristics, ISSN: , MIST Journal of Science and Technology, Page No: 43 to 5, Volume 2, Number 1, February 213. [6] G.M. Jahangir Alam, Md Mamun and A. K. M. Sadrul Islam, Improved Aerodynamic Characteristics of Aerofoil Shaped Fuselage than that of the Conventional Cylindrical Shaped Fuselage, International Journal of Scientific & Engineering Research, Volume 4, Issue 1, January 213.
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