(cid:105) (cid:105) “thesis” — 2014/2/28 — 15:23 — page 1 — #1 (cid:105) (cid:105) POLITECNICO DI MILANO DIPARTIMENTO DI SCIENZE E TECNOLOGIE AEROSPAZIALI DOCTORAL PROGRAMME IN ROTARY–WING AIRCRAFT WING–ROTOR AERODYNAMIC INTERACTION IN TILTROTOR AIRCRAFT DoctoralDissertationof: GiovanniDroandi Supervisor: Prof. GiuseppeGibertini Tutor: Prof. LuigiVigevano TheChairoftheDoctoralProgram: Prof. LuigiVigevano Year2014–XXVICYCLE (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) “thesis” — 2014/2/28 — 15:23 — page 2 — #2 (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) “thesis” — 2014/2/28 — 15:23 — page 1 — #3 (cid:105) (cid:105) A Gaia (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) “thesis” — 2014/2/28 — 15:23 — page 2 — #4 (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) “thesis” — 2014/2/28 — 15:23 — page I — #5 (cid:105) (cid:105) Acknowledgements I would like to express my thankfulness to those people who were close to me during thedevelopmentofthiswork. First of all, I am very grateful to my supervisor, Prof. Gibertini, because he gave me the opportunity to do what I love during the last three years. With his experience, he guided me through the difficulties I often encountered during my work. I very much enjoyed working with him and I would like to thank him for the many helpful and encouragingdiscussionswehadduringthecourseofmyPh.D.studies. Thankstohim, I had the possibility to join a professional working environment where I could take advantage of professional training and to increase and develop my technical skills. In the working environment, I met very skilled people that helped me when I faced problems and issues and, most important of all, with who I became really good friend. In this regard, I want to thank Donato and Gabriele for their precious help. Three years ago, when I started to work with them, I had no idea where to start from to run anexperimentaltest. Withplentyofpatience,theytaughtmealotofrelevanttricksand they helped me to design, develop and realise such a complex test rig. Thanks to Alex, my officemate, for all the suggestions provided during these years and for giving me a fundamental help in PIV measurements. Thanks to Alessandro, Luca and Lorenzo who gave me solid support and encouragement in my work and for bearing with me during the time. I also want to acknowledge the help of Prof. Lanz who gave me a priceless support for the structural design of the blades. I say thank you to Dr. Schwarz, who offeredtoreviewthiswork. Thanks to mom and dad for their love and their constant presence by my side. I would like to thank my grandmother for being there for me and all my family for their continuous encouragement. I also want to thank all my friends for giving me support. In particular, thanks to Dario and Andrea for sharing crazy adventures in Milano and beyond. ThanksalsotoAlessandro,Francesco,MarcoandFabioforbelievinginme. Atlast,Iwouldliketothankthemostimportantpersoninmylife,Gaia. Eventhough shelivesfarawayatthemoment,sheisalwaysbymyside. I (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) “thesis” — 2014/2/28 — 15:23 — page II — #6 (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) “thesis” — 2014/2/28 — 15:23 — page III — #7 (cid:105) (cid:105) Abstract A tiltrotor is an aircraft that combines the capability to hover, typical of helicopters, with the possibility to flight in cruise at high speed, like propeller driven aircraft. It represents a concrete possibility to overcome the main limitations of helicopters and propeller aircraft by matching together the peculiarities of both of them. However, the hoveringperformanceandtheliftingcapabilityoftiltrotoraircraftarestronglyaffected bytheaerodynamicinteractionbetweenwingandrotors. Inhelicopterflightmode,the presence of the wing under the rotor modifies the rotor wake and thus is responsible for the loss of rotor performance. To have acceptable hover performance, in existing tiltrotor large rotors have been adopted however increasing the aerodynamic interfer- ence due to wing–rotor interaction. Large rotors prevent also the take–off and landing inaircraftflightmodeandleadtoimportantlimitationsincruiseflight. Sincetheimprovementoftheperformanceinaircraftmodeisoneofthefocuspoints for future developments of new tiltrotor, non conventional configurations have to be investigated in order to preserve the performance in helicopter mode. A possible ap- proach to improve the performance in aircraft mode is to modify the blade shape by reducing the rotor diameter to get a propeller similar to the ones of propeller aircraft. This solution leads to the tiltwing concept. A tiltwing aircraft has the possibility to tilt the external part of the wing with the rotor, minimising the wing surface on which the rotorwakestrikes. Goodhoverperformancearepreservedandwing–rotorinterference isreduced. Evenifthetiltwingsolutionwasthesubjectofseveralstudies,manyaspects ofthisconfigurationhavetobefurtheranalysedforfutureevolutionsandapplications. Theobjectiveofthepresentresearchactivityistoinvestigatefrombothexperimen- tal and numerical points of view the aerodynamic interference between wing and rotor on a high–performance tiltwing aircraft. For this purpose, a tiltwing aircraft geometry hasbeendefinedandnumericalcalculationshavebeenusedtogetafirstinsightonthe problem. Once the rotor blade and the wing have been designed at full–scale, a 0.25 scaled wind tunnel half–model has been manufactured to study the hover flight condi- tion. Sincetheaerodynamicinteractionbetweenwingandrotorisverycomplex,force measurements may give only partial information about the phenomena related to this non conventional configuration. Aircraft performance and rotor wake geometry have beeninvestigatedbymeansofforcesandParticleImageVelocimetrymeasurements. III (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) “thesis” — 2014/2/28 — 15:23 — page IV — #8 (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) “thesis” — 2014/2/28 — 15:23 — page V — #9 (cid:105) (cid:105) Compendio Un convertiplano è un aeromobile che combina la capacità di operare a punto fisso, tipicadeglielicotteri,elapossibilitàdivolareincrocieraadaltevelocità,propriadegli aeroplani ad elica. Il convertiplano rappresenta una possibilità concreta di superare le limitazioni intrinseche degli elicotteri e degli aeroplani raccogliendo insieme le loro peculiarità. Tuttavia, le prestazioni sono influenzate dall’interazione aerodinamica che si crea tra rotore ed ala. In modalià elicottero, la presenza dell’ala sotto al rotore ne modifica la scia provocando una netta perdita di prestazioni. Per avere prestazioni ac- cettabili,neimodelliesistentivengonoutilizzatirotoridigrandidimensionicheprovo- canounaumentodell’interferenzaaerodinamica,impedisconoildecolloel’atterraggio orizzontaliecomportanofortilimitazioniincrocierainmodalitàaeroplano. Poichè l’incremento delle prestazioni in modalità aeroplano è uno degli obbiettivi principali nello sviluppo di di nuovi convertiplani, è necessario lo studio di configu- razioni alternative al fine di preservare buone prestazioni in modalità elicottero. Una possibilesoluzioneèrappresentatadallariduzionedeldiametrodelrotoreedallamod- ifica delle pale nel tentativo di ottenere un rotore che sia più simile a quello dei ve- livoli ad elica. Questa soluzione ha portato allo studio dei convertiplani tiltwing, in grado di ruotare la parte esterna dell’ala insieme al rotore, minimizzando la superficie frontale dell’ala investita dalla scia del rotore. In questo modo, riducendo gli effetti legati all’interazione tra ala e rotore, vengono mantenute buone prestazioni in volo a punto fisso. Anche se questa configurazione è stata soggetto di numerosi studi, sono ancoramoltigliaspettichedevonoesserestudiatiindettaglio. L’obbiettivodelpresentelavoroèlostudiosperimentaleenumericodell’interazione aerodinamica che si instaura tra ala e rotore in un convertiplano di tipo tiltwing. Dopo averdefinitolageometriadiunaeromobileappartenenteaquestaclasse,siècominciato lo studio di questa configurazione per mezzo di strumenti numerici che sono serviti anche per il progetto aerodinamico delle pale del rotore e dell’ala. È stato progettato e realizzato un nuovo modello sperimentale in scala per studiare la condizione di volo a puntofisso. Datalacomplessitàdeifenomenicheriguardanoquestotipodiinterazione aerodinamica,lemisurediforzariesconoadaresoloinformazioniparziali. Permeglio comprendereifenomenilegatiataleproblema,ilcampodimotoèstatostudiatoanche attraversol’utilizzodellaVelocimetriaadImmaginidiParticelle. V (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) “thesis” — 2014/2/28 — 15:23 — page VI — #10 (cid:105) (cid:105) (cid:105) (cid:105) (cid:105) (cid:105)