Aerodynamics and Design for Ultra-Low Reynolds Number Flight
Aerodynamics and Design for Ultra-Low Reynolds Number Flight
Aerodynamics and Design for Ultra-Low Reynolds Number Flight
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Chapter 5<br />
surface finish <strong>and</strong> aids in resin retention during the room temperature cure cycle, <strong>and</strong> the<br />
Kevlar is incorporated into the hub region primarily as a safety measure to prevent<br />
complete blade separation in case of a tip strike or some other incident leading to a<br />
structural failure at high RPM. A center hub <strong>and</strong> set-screw attachment, machined from<br />
aluminum, is bonded to the rotor post-cure. Finally, each rotor is trimmed <strong>and</strong> balanced.<br />
FIGURE 5.4 Two-piece aluminum press molds <strong>for</strong> the five-inch radius, two-blade rotor.<br />
5.3 Experimental Methods<br />
Testing methods <strong>and</strong> apparatus have been developed <strong>for</strong> the experimental evaluation of<br />
c<strong>and</strong>idate rotor designs <strong>and</strong> validation of the design analysis tools. The same apparatus<br />
can also be configured to quantify the per<strong>for</strong>mance of c<strong>and</strong>idate electric motors. The<br />
detailed aerodynamic design of the rotors is highly dependent on the per<strong>for</strong>mance<br />
characteristics of a given motor. Manufacturers commonly provide some <strong>for</strong>m of<br />
per<strong>for</strong>mance data, but it is often either insufficient, or based on theoretical models rather<br />
than detailed experimental data.<br />
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