14 Scientific Technical Review, 2012,Vol.62,No.3-4,pp.

14-20

UDK: 533.6.071.3:355.4.24, 5:629.735

COSATI: 01-01, 19-07, 16-04

Testing an Anti Tank Missile Model with Jet Simulation in the T-35
Subsonic Wind Tunnel

Goran Ocokoljić1)
Boško Rašuo2)

In this paper, the wind tunnel test results of an Anti Tank Missile Model (ATM) with and without thrust vector control
(TVC) jet simulation are presented. Since the lateral jets have influence on missile aerodynamic characteristics, the
aerodynamic coefficients of the missile with lateral jets have to be known. This is especially important in the process of
defining an accurate and efficient guidance algorithm. The main task of these experiments was to provide an
experimental data base for the estimation of real effects of jets. A high pressure air installation for the jet simulation in
the wind tunnel test section was described. The analysis was presented for Mach number 0.2, model configurations with
and without jets, and three jet tab positions: tabs out of the jets and the upper or lower tabs in the jets. The experimental
results are presented by the normal force and the pitching moment coefficients. The results obtained by flow visualization
with tufts are also shown.

Key words: aerodynamic testing, anti tank missile, aerodynamic characteristics, thrust vector, subsonic flow, wind tunnel.

Labels significantly affected by jet influence, as well as body drag,

lift forces, static moment and damping derivatives. The
FDY – side force, N wind tunnel measurements of an ATM model were done in
FRZ – normal force, N the T-35 large subsonic wind tunnel of the Military
FDL – rolling moment, Nm Technical Institute (VTI) [1,9].
FDM – pitching moment, Nm The T-35 wind tunnel is not designed for testing wind
FDN – yawing moment, Nm tunnel models with started rocket motors, so a simulation of
CN – normal force coefficient lateral jets was done [2].
Cm – pitching moment coefficient In the T-35 wind tunnel, high pressure air was used for
CY – side force coefficient the jet simulation. For the measurements of the
Cl – rolling moment coefficient aerodynamic load, a five-component monoblock strain
Cn – yawing moment coefficient gauge balance was used.
М – Mach number The test includes the determination of the model
Pb – base pressure, bar aerodynamic coefficients and flow visualization.
Pst – static pressure, bar The boundary layer flow visualization on the model was
p0 – total pressure, bar included in the test program to get more information about
q – dynamic pressure, bar the flow, especially on the tail section. The deviation of the
Rе – Reynolds number test results can be analyzed using the images of flow
Т0 – total temperature, К visualization.
α’ – angle of attack, º The boundary layer flow visualization was performed at
β’ – sideslip angle, º Mach number M=0.2 and the visualization by tufts was
φ’ – rolling angle, º therefore the best choice with a number of opportunities.
F.S. – Transducer full scale Besides the ATM model, the T-35 wind tunnel, the
ATM – Anti Tank Missile instrumentation, data recording, data reduction, the
MSS – Model Support System visualization method and the course of the experiment are
TVC Trust Vecor Control described in this paper. The comparative analysis of the
VTI Military Technical Institute aerodynamic coefficient results and the flow visualization
images was performed. The summary of the investigation
results is given in the conclusion.
Introduction
In this article, the testing results are shown in the form of
I N the experimental aerodynamics, the effect of jet
influence on data obtained in wind tunnels is a very
important issue. Base pressure and base drag are
tables and diagrams.

1)
Military Technical Institute (VTI), Ratka Resanovića 1, 11132 Belgrade, SERBIA
2)
University of Belgrade, Faculty of Mechanical Engineering, Kraljice Marije 16, 11120 Belgrade, SERBIA
 OCOKOLJIĆ,G., RAŠUO,B.: TESTING AN ANTI TANK MISSILE MODEL WITH JET SIMULATION IN THE T-35 SUBSONIC WIND TUNNEL 15

Experiment Testing with these rolling angles was intended to determine

jet influence in two cases: with the jets acting in the yaw plane
Test program and with the jets acting in the pitch (moving) plane. The
The testing of the ATM model in the T-35 wind tunnel, objective was the preliminary estimation of the influence of
Fig.1, is a part of the project of the ATM model with trust jets on the results, taking into account the difference between
vector control. the obtained values of the aerodynamic coefficients.

T-35 Wind tunnel

The T-35 wind tunnel of the VTI is located in Belgrade.
The wind tunnel is of continual type. The test section has an
octagonal cross-section, 4.4 m wide and 3.23 m high. The
test section cross-section area is 11.93 m2. The length of the
test section is 5.5 m.
The range of Mach number, which can be achieved with
a fan only, is from 0.1 to 0.52, and with a combination of
the fan and the injector is from 0.52 to 0.8.
The test section with the model support system (MSS) is
used in this test. The model support system enables step-by-
step movement of the model and continual movement of the
model (''sweep'') for all of three axes, i.e. a change of the
angle of attack, the sideslip angle and the rolling angle.
The Mach number regulation is achieved by changing
Figure 1. The ATM model on the MSS in the T-35 wind tunnel
the fan rotation rate and the angle of the fan blades.
The test objective was to determine the model The value of Reynolds number is up to 12 millions/m.
aerodynamic characteristics with and without lateral jets The value of the total pressure in the test section is 1bar.
and the flow visualization around the model. The test Theoretically speaking, the duration of the test is unlimited.
program included the testing of the ATM model in the
subsonic velocity range, in the T-35 wind tunnel test Model
section with a rear support for the range of angles of attack The BUMBAR ATM model was designed and produced
-6o < α < +6o, with an increment of 1o, and the rolling by the Military Technical Institute. The model is scaled 1:1.
angles of φ = 0o (nozzles in the horizontal plane) and φ = The model length is 931.7 mm and the diameter is 136 mm.
90o (nozzles in the vertical plane), Figs. 2 and 3, The geometric characteristics of the model are shown in
respectively. Fig.4. The CAD/CAM model of the Anti Tank Missile
model is shown in Fig.5.

Figure 4. ATM model BUMBAR basic dimension, roll angle φ ′ = 0o

Figure 2. The ATM model on the MSS in the T-35 wind tunnel, φ = 0o Figure 5. CAD/CAM model with the jet simulation installation, roll angle
φ ′ = 90°

Figure 3. The ATM model on the MSS in the T-35 wind tunnel, φ = 90o Figure 6. Jet simulation installation

15
16 OCOKOLJIĆ,G., RAŠUO,B.: TESTING AN ANTI TANK MISSILE MODEL WITH JET SIMULATION IN THE T-35 SUBSONIC WIND TUNNEL

The model was made of aluminium alloy. Its main part is The balance check is performed by applying dead
the central body made of duralumin. The model central weights at known locations immediately prior to testing,
body was designed for the setting of the internal wind and it is confirmed that the accuracy is within the nominal
tunnel balance as well as for a complicated system for the limits [4].
jet simulation in Fig.6.
The deflector details, the areas for housing the nozzles and
the tabs for jets direction change are shown in Fig.7. The
model has two lateral nozzles. The angle between the model
axis and the nozzle axis is 40°, and the nozzles are positioned
in the centre of gravity of the model. Three positions can be
achieved with tabs: tabs out of the jets and the upper or lower
tabs in the jets, see Fig.7.

a) b) Figure 8. Five-component monoblock wind tunnel balance

The resolvers are located in the mechanism for model

movement, measuring the angle of attack, the sideslip angle
and the rolling angle of the model.
The output of the accurate digital watch is used as a time
base for data segmentation, and it is sampled along with
other transducer signals.
c) The data acquisition system is a 64-channel system Neff
Figure 7. Deflector details – a) tabs out of the jets, b)upper tabs in the jets,
620/600, under the control of a VAX 8250 computer. The
c) lower tabs in the jets control of the model support system movement is
implemented by PC software. The software on a PDP 11/84
computer is used for the control of the wind tunnel operation.
Instrumentation and data acquisition The input signals of the flow parameters transducers (i.e.
An absolute pressure transducer, manufactured by P0, Pst-P0 and T0) are adequately amplified and filtered,
Mensor, with a Bourdon quartz pipe, is used for the with a low pass of the fourth order of Butherworth filters,
measurement of the total pressure P0 in the test section. The which have a cut off frequency of 1 Hz.
transducer is pneumatically connected with the Pitot probe, The A/D converter with a resolution of 16 bits digitalizes
located in the upper part of the collector. The range of the data from the analogue channel. The accuracy of A/D
transducer is 1.65 bars. The non-linearity and hysteresis of conversion is 0.1% F.S. of the respective channel. The
these transducers are 0.02% F.S. The transducer is sampling rate for all channels was the same, 200 samples
calibrated along with the system for data acquisition. per second.
The static and total pressure difference Pst-P0 is The digitalized data are sent at the AlphaServer DS20E
measured by the differential pressure transducer, computer through the fast receiver, where they are saved
manufactured by Druck, with a range of 0.07 bars. The for the purpose of consequent reduction.
measurement points are openings on the wind tunnel wall,
at the exit of the collector. The non-linearity and hysteresis Data reduction
of these transducers are 0.02% F.S. The calibration After each testing sequence, data reduction is done using
procedure for this transducer is the same as the procedure the standard T35-APS wind tunnel reduction software. The
for the total pressure transducer. data reduction has several phases:
The total temperature T0 is measured by the RTD probe - Reading of raw data, normalization and translation into
placed on the same support as the probe for the total the standard format;
pressure. The transducer accuracy is ± 0.5 K. - Determination of the flow parameters;
The aerodynamic forces and moments acting on the - Determination of the model position;
model were measured by the five-component monoblock - Determination of the aerodynamic coefficients.
strain gauge balance in Fig.8. There is a different software module for each reduction
This balance was designed with the hollow center phase.
allowing the passage of the high pressurized air used for Several axes systems were used in data reduction. The
jets simulation. The balance was used as a part of a high axes system used for the presentation of the results in this
pressure installation. article is the non-rotated body axes system (see Fig.6).
The accuracy of the balance was approximately 0.3% of The origin of the non-rotated body axes system is in the
the full scale for the axial-force component and 0.20% of moment’s reference point of the model. The Xp axis is
the full scale for other components. parallel to the longitudinal axis of the model and positive
The range of balance is 2200 N for the normal force, towards the nose. The Zp axis lies in a plane whose
2200 N for the side force, 220 Nm for the pitching moment orientation is chosen as parallel to the “nominal”
and yawing moment and 120 Nm for the rolling moment. orientation of the transverse velocity component (i.e. for
The balance was calibrated before the T-35 wind tunnel this model, in the pitch plane of the model support
tests [2-3]. mechanism) and it is positive in the direction opposite to
 OCOKOLJIĆ,G., RAŠUO,B.: TESTING AN ANTI TANK MISSILE MODEL WITH JET SIMULATION IN THE T-35 SUBSONIC WIND TUNNEL 17

that of the cross-flow component of air velocity relative to - the pressure in the tanks was 40 bar
the model when the angle of attack is positive. The Yp axis The value of the high pressure air flow in the installation
completes the right-hand coordinate system. The was about 0.3 kg/s.
aerodynamic coefficients CA and CN of the axial and normal
force are in the directions opposite to the directions of the
Xp and Zp axes. In tables presenting data in this axes system,
the aerodynamic angles are expressed as the angle of attack
α' and the angle of sideslip β' (defined later in this paper). the T-35
wind tunnel
When both α' and β' are zero, all three axes of this system the ATM
model
are in the opposite directions to those of the body axes
system. The non-rotated body axes system is also referred
to as the non-rolling body axes system or the semi-fixed
axes system. Fig.9 shows the orientation of the non-rotated high pressure pipeline
Tank
1
body axes system relative to the test section axes system. (200 bar 5/4")
T-4
T-3
Air compressor T-5
T-1 T-2 Tank
Bauer 300/40 2

T-6

Tank
3
Manometer
200 bar
Air storage tanks
10 m3

Figure 10. Jets simulation installation

Flow visualization
Flow visualization by tufts was used for the flow field
investigation around the ATM model. The tufts were glued
onto the model surface and bending of tufts was recorded
since, being considered to be thin enough and without inertia,
they are able to follow all changes of the local velocity
vector. During the course of selection of tufts characteristics
Figure 9. The non-rotated body axes system
and a technique of gluing and spreading them on the model
surface, one must have in mind to bring a minimum
disturbance into the flow in order to obtain the most possible
Jets simulation installation authentic record.
The simulation of the ATM engine was performed with
the high pressure installation where the high pressurized air
was used instead of combustion products [5]. The
Experimental results
installation includes the following elements, Fig.10: The test results are given for the model referent point
- two stages pistons air compressor Bauer 300 bar, (R.P.) located at the distance of 483 mm from the model
- high pressure pipelines 200 bar, nose. The model referent length was 136 mm.
- air storage tanks, total volume 10 m3,
- Druck absolute transducer range 50 bar, used for the
static pressure measurement in the jets installation,
accuracy 0.02% of the full scale,
- Druck absolute transducer range 100 bar, used for the
total pressure measurement in the jets installation,
nonlinearity and hysteresis 0.02% of the full scale,
- power supply Hottinger Baldwin, which supplies Druck
transducers, digital data were received by the NEFF data
acquisition system and written on the disc for further
processing,
- copper-constantan thermocouple probe with a closed
head 2mm in diameter, used for the temperature
measurement in the jets installation, accuracy of ±1K,
- two lateral nozzles,
- four tabs (two upper and two lower ones) for changing
jet directions.
The wind tunnel experiment included the testing of the Figure 11. Normal force coefficient, φ = 0°
model at Mach number 0.2, with and without jets. During In the wind tunnel testing with lateral jets it can be
the testing with jet simulation, the following conditions expected that the static pressure will decrease in the area of
were realized: the model which is behind the nozzles. This can be
- the regulation of the pressure in the installation had explained by the presence of jets which behave like barriers
manual control, in the undisturbed flow [6].
- the tabs were out of the jets, In the testing with lateral jets, in the model fins region,
17
18 OCOKOLJIĆ,G., RAŠUO,B.: TESTING AN ANTI TANK MISSILE MODEL WITH JET SIMULATION IN THE T-35 SUBSONIC WIND TUNNEL

an intense decreasing of the static pressure was expected.

The decrease of the static pressure results in pitching
moment decreasing.
The comparison between the testing with and without
lateral jets is shown in Figs. 11-14. The results are
presented by the normal force CN and the pitching moment
coefficients Cm.

Figure 14. Pitching moment coefficient, φ = 90°

In this analysis, the relative influence is obtained as the

difference between different setup conditions. The obtained
test results cannot be generalized. Nevertheless, as
expected, the experiment has shown that there are
significant differences in the obtained test results with and
without jets in which the authors of this paper were
convinced during the ATM model wind tunnel testing.
Figure 12. Pitching moment coefficient, φ = 0° The effects of the flow visualization around the ATM
In Figs. 12 and 13, the diagrams of the normal force and model rear section at Mach number M = 0.2 in the T-35
the pitching moment coefficients are shown, obtained by wind tunnel are shown in Figs. from 15 to 18.
testing at M = 0.2, at the model rolling angle of φ' = 0o. Using visualization with tufts, a very good, clear and
The jets have the biggest effect on the test results at high expected figure of the flow around the ATM model was
angles of attack. It can be concluded from these graphs that observed. The results obtained by flow visualization
the influence on the pitching moment coefficient Cm is confirmed the results obtained from the previously done
much bigger than on other coefficients. The jet effects on experiments without visualization. The effects of the
the normal force coefficient CN are the smallest. The visualization test with tufts are clearly visible. The flow
influence on the axial force coefficient CA was not visualization method by tufts in the boundary layer was a
determined because the axial force was not measured in very good choice for obtaining a clear picture of a flow
these measurements. around a model.
The unexpected big effect on the pitching moment
coefficient Cm was at a roll angle of 90°, when the lateral
jets have acted in the pitch plane. Then we cannot expect
significant changes in the value of the Cm coefficient
because when the jets acted in the pitch plane we controlled
the ATM in the yaw plane. However, in this case, the
experiment revealed a huge influence of lateral jets on the
pitching moment coefficient [7].
It can also be concluded from these graphs that the
bigger mass flow causes the bigger jets influence on the
pitching moment coefficient.

Figure 15. Flow visualization around the ATM model rear section at
M = 0.2, α = 6o and φ ′ = 0o, without jets

Figure 16. Flow visualization around the ATM model rear section at
Figure 13. Normal force coefficient, φ = 90°
M = 0.2, α = 6o and φ ′ = 0o, with jets, tabs out of the jets
 OCOKOLJIĆ,G., RAŠUO,B.: TESTING AN ANTI TANK MISSILE MODEL WITH JET SIMULATION IN THE T-35 SUBSONIC WIND TUNNEL 19

component wind tunnel balance was used for the

measurement of the model aerodynamic forces and
moments.
It should be noted that the obtained values of the
aerodynamic coefficients were expected. The results of the
ATM model test in the T-35 wind tunnel can be used for
further comparative analyses and they will prove to be of
great benefit in future tests.
Based on this experiment, it can be concluded that the
flow visualization method by tufts is very useful for
examinations in wind tunnels and for verifications of some
numeric methods.
Figure 17. Flow visualization around the ATM model rear section at The results of this experiment are evidence that it is very
M = 0.2, α = 6o and φ ′ = 0o, with jets, upper tabs in the jets
useful to use more methods of investigation in order to get
more reliable results.
Obtained flow visualization results can be completely
accepted and stated conclusions used for further activities.

References
[1] OCOKOLJIĆ,G.: Testing of the ATM model with missile engine
simulation in the T-35 wind tunnel, Internal report V3-3053-I-06.
[2] American Institute of Aeronautic and Astronautics: Recommended
Practice-Calibration and Use of Internal Strain-Gauge Balances
with Application to Wind Tunnel Testing, AIAA-R-091-2003.
[3] VITIĆ,A., OCOKOLJIĆ,G.: VTI-385 Wind Tunnel Balance
Calibration Results, Internal report V3-3031-I-07.
[4] VUKOVIĆ,Đ.: An alternative method of the multicomponent wind
Figure 18. Flow visualization around the ATM model rear section at tunnel balances, Aeronautics, Belgrade, 2009.
M = 0.2, α = 6o and φ ′ = 0o, with jets, lower tabs in the jets [5] OCOKOLJIĆ,G., ŽIVKOVIĆ,S., VITIĆ,A.: Design of the ATM
model with missile engine simulation, In Proc. 3rd OTEH
Conference, 2009, pp.159-165.
[6] OCOKOLJIĆ,G.: Flow visualization with tufts around the wing
Conclusion section of the ATM model with missile engine simulation in the T-35
The experimental research in the T-35 wind tunnel wind tunnel, Internal report V3-3054-I-06.
enabled the determination of the aerodynamic coefficients [7] OCOKOLJIĆ,G., ŽIVKOVIĆ,S., SUBOTIĆ,S.: Aerodynamic
of the ATM model. Based on the experimental results, the coefficients determinations for the ATM model with lateral jets
simulation-experimental and numerical methods, In Proc. 4th OTEH
preliminary estimation of the jets influence is given. Conference, 2011, pp.17-22.
The testing of the ATM model in the T-35 wind tunnel at [8] OCOKOLJIĆ,G., RADULOVIĆ,J.,: Flow visualization and
Mach number M = 0.2 with jets simulation is first carried aerodynamical determination for the LASTA-95 model in the T-35
out. The main goal of the experiment - to provide wind tunnel, Scientific Technical Review, ISSN 1820-0206,
experimental data for the purpose of uncertainty analysis of 2006,Vol.LVI, No.2, pp.63-69.
the numerical simulation results - has been accomplished. [9] RISTIĆ,S.,: Flow visualization techniques in wind tunnels-non
The basic flow parameters, Mach number and pressure, optical methods (part I), Scientific Technical Review, ISSN 1820-
0206, 2007, Vol.LVII, No.1, pp.39-50.
are within the accuracy limits of the measuring devices and
the equipment, the same for all tests. Received: 18.09.2012.
The test program of the ATM was successfully
implemented. In this paper, the results obtained at Mach
number М = 0.2 were considered. The internal five-

Ispitivanje modela protivtenkovske rakete sa simulacijom mlaza u

podzvučnom aerotunelu T-35

U radu su prikazani rezultati ispitivanja modela protivtenkovske rakete sa i bez simulacije upravljanja vektorom potiska
(UVP). Pošto bočni mlazevi imaju uticaj na aerodinamičke karakteristike rakete, njihov uticaj mora biti poznat. Ovo je
posebno važno u procesu definisanja preciznosti i efikasnosti algoritma vođenja. Osnovni zadatak ovog eksperimenta bio
je da obezbedi eksperimentalnu bazu podataka za određivanje realnog uticaja mlaza. Takođe, opisana je i instalacija pod
visokim pritiskom korišćena za simulaciju mlaza u radnom delu aerotunela. Analiza je izvršena za Mahov broj 0.2,
konfiguracije modela sa i bez modela simulacije mlazeva, i tri pozicije brana: brane van mlaza, gornje i donje brane
uronjene u mlaz. Eksperimentalni rezultati su predstavljeni preko koeficijenata normalne sile i momenta propinjanja, a
takođe, prikazani su i rezultati dobijeni vizualizacijom strujanja pomoću končića.

Ključne reči: aerodinamičko ispitivanje, PO raketa, aerodinamičke karakteristike, vektor potiska, subsonično strujanje,
aerodinamički tunel.

19
20 OCOKOLJIĆ,G., RAŠUO,B.: TESTING AN ANTI TANK MISSILE MODEL WITH JET SIMULATION IN THE T-35 SUBSONIC WIND TUNNEL

Тестирование модели противотанковой ракеты с имитирующим

потоком в дозвуковых аэродинамических трубах Т-35
В данной работе представлены результаты тестирования модели противотанковой ракеты с учётом
моделирования и без имитирования управления вектором тяги (УВТ). Так как боковые струи оказывают
влияние на аэродинамические характеристики ракеты, их влияние должно быть известным. Это особенно важно
в процессе определения точности и эффективности алгоритма управления. Основная цель этого эксперимента
заключалась в предоставлении экспериментальной базы данных, чтобы определить реальное воздействие струи.
Здесь также описана и установка высокого давления используемая для имитирования струи в тестовом разделе
аэродинамической трубы. Анализ проводился по числу Маха 0,2, конфигурации модели со и без имитационной
модели потоков, и по три позиции плотин: плотины вне потока, верхние и нижние плотины погружены в поток.
Экспериментальные результаты представлены через коэффициенты нормальной силы и момента тангажа, а
также представлены и результаты, полученные с помощью проточной визуализации с помощью пучков.

Ключевые слова: аэродинамические испытания, противотанковые ракеты, аэродинамические характеристики,

вектор тяги, дозвуковой поток, аэродинамическая труба.

Essai du modèle du missile antichar avec la simulation du jet dans la

soufflerie subsonique T-35
Les résultats des essais du modèle de missile antichar avec ou sans simulation du contrôle du vecteur de poussée ont été
présentés dans ce papier. Comme les jets latéraux influent sur les caractéristiques aérodynamiques du missile leur
influence doit être connue. Cela est très important dans le processus de définition de la précision et de l’efficacité de
l’algorithme de guidage. La tâche principale de cet essai était d’assurer la base expérimentale des données pour la
détermination de l’influence réelle du jet. On a décrit aussi l’installation sous la haute pression utilisée pour la simulation
du jet dans la section expérimentale de la soufflerie. L’analyse a été réalisée pour le Mach 0.2 de la configuration du
modèle avec ou sans simulation du jet et avec trois positions d’obstacles: obstacles en dehors du jet, obstacles supérieures
et inférieures plongés dans le jet. Les résultats expérimentaux ont été présentés par les coefficients de la force normale et
du moment de tangage. On a présenté également les résultats obtenus par la visualisation du courant à l’aide du fil.

Mots clés: essai aérodynamique, missile antichar, caractéristiques aérodynamiques, vecteur de poussée, courant
subsonique, aérodynamique.