The present research is due to study the performance of engine-propeller cells to be used in the design of a Micro Air Vehicle (MAV). Design conditions: weigh less than 200gr, maximum size 30cm, to fly a distance of 200m, and be able to carry a camera and chemical sensors. One of the goals of the study is to use commercial parts (engines and propellers) in order to reduce manufacturing cost. An experimental methodology was used to measure the followings variables for the engine-propeller cell: Thrust (T), velocity (RPM), cylinder head temperature (CHT), wind incident velocity (VD), aerodynamic drag (D), torque (Q) and velocity profile behind every propeller. Results: aerodynamic Drag Coefficient of the propeller-engine cell (engine off), for each propeller. Dynamic Thrust: test with engine and tunnel on, at different RPM and different tunnel flow velocity.

1. Aerodynamic Design of a Micro Air
Vehicle: Study of Propeller-Engine
Performance
N. García-Polanco
Área de Mecánica de Fluidos and LITEC, CSICUniversidad de Zaragoza,
C/María de Luna 3, 50018 Zaragoza, Spain. E-mail:
ngarcia@litec.csic.es
J. Palencia
Universidad Simón Bolívar, Dpto. de Conversión de
Energía. AP 89000,
Caracas, Venezuela. E-mail: jpalenci@usb.ve
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2. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
INDEX
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Introduction
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Design Process
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Experimental Methodology
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Wind Tunnel Facilities
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Aerodynamic Propeller Study
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Experimental Test
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Results
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Conclusions
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3. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
INTRODUCTION
The present research is due to study the performance of
engine-propeller cells to be used in the design of a Micro
Air Vehicle (MAV).
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4. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
INTRODUCTION(2)
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Engine: is a two strokes internal combustion engine
(ICE),COX Pee Wee 0.327 cm3 (0.02 in3), without muffler and
dimensions: 5 x 1.8 x 5 (cm).
Propellers: A) Thimble Drome©. Dimensions: 11.43cm
(diameter) x 5.08cm (pitch). B) APC©. Dimensions: 10.66cm
(diameter) x 10.16cm (pitch).
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5. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
DESIGN PROCESS
•
•
Design conditions: weigh less than 200gr, maximum
measurement of 30cm, to fly a distance of 200m, and to be
able to carry a camera and chemical sensors.
One of the goals of the study is to use commercial parts
(engines and propellers) in order to reduce manufacturing
cost.
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6. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
EXPERIMENTAL METHODOLOGY
•
An experimental methodology was used to measure the
followings variables for the engine-propeller cell: Thrust (T),
velocity (RPM), cylinder head temperature (CHT), wind
incident velocity (V∞), aerodynamic drag (D), torque (Q) and
velocity profile behind every propeller.
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7. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
WIND TUNNEL FACILITIES
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The experiments are made in a subsonic
open-circuit wind tunnel with a
maximum flow velocity of 35 m/s with a
test section size 0.45m x 0.45m x 1.20m.
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8. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
AERODYNAMIC PROPELLER STUDY
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Axial component of the velocity V∞ due to the movement of
the plane.
Tangential component caused by the propeller rotation.
Velocity Profile behind the propeller (V∞ =6.26m/s,
measurement in two points from X direction).
Measurement of Incidence Angle along the blade.
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9. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
EXPERIMENTAL TESTS
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•
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Aerodynamic Drag Coefficient of the propeller-engine
cell (engine off), for each propeller.
Static Thrust: test realized with engine on and tunnel off,
at different RPM.
Dynamic Thrust: test with engine and tunnel on, at
different RPM and different tunnel flow velocity.
Velocity profile behind every propeller.
Engine-torque: out of the tunnel and with a special test
bench for different angular speed.
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10. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
RESULTS(1)
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Aerodynamic Drag Coefficient of the propeller-engine cell
(engine off), for each propeller.
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11. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
RESULTS(2)
•
Static Thrust: test realized with engine on and tunnel off, at
different RPM.
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12. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
RESULTS(3)
•
Dynamic Thrust: test with engine and tunnel on, at different
RPM and different tunnel flow velocity.
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13. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
RESULTS(4)
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Dynamic thrust and drag vs wind tunnel flow velocity for
propeller B.
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14. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
RESULTS(5)
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Velocity profile
downstream the
propeller and
Incidence angle.
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15. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
RESULTS(6)
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Engine-torque: out of the tunnel and with a special test
bench for different angular speed.
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16. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
CONCLUSIONS
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Propeller B generates a greater load on the engine than
propeller A, demonstrated by an increase in temperature
CHT.
For this engine-propeller cell, is recommended to operate the
airplane in a range from 7 to 13 m/s.
The shape of the velocity profile verified the lost effect of
blade tip vortex flow being in propeller B at final 10% of the
radius. And generate useful information to simulate the
velocity profile behind the propeller with CDF.
Propeller B was more efficient than propeller A.
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17. Aerodynamic Design of a Micro Air Vehicle: Study of Propeller-Engine Performance
Thanks…
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QUESTIONS?
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