Joachim Reuder

The availability of multi-rotor UAVs with lifting capacities of several kilograms allows for a new paradigm in atmospheric measurement techniques, i.e., the integration of research-grade sonic anemometers for airborne turbulence measurements. With their ability to hover and move very slowly, this approach yields unrevealed flexibility compared to mast-based sonic anemometers for a wide range of boundary layer investigations that require an accurate characterization of the turbulent flow. For an optimized sensor placement, potential disturbances by the propeller-induced flow (PIF) must be considered. The PIF characterization can be done by CFD simulations, which, however, require validation. For this purpose, we conducted an experiment to map the PIF below a multi-rotor drone using a mobile array of five sonic anemometers. To achieve measurements in a controlled environment, the drone was mounted inside a hall at a 90° angle to its usual flying orientation, thus leading to the development of a horizontal downwash, which is not subject to a pronounced ground effect. The resulting dataset maps the PIF parallel to the rotor plane from two rotor diameters, beneath, to 10 D, and perpendicular to the rotor plane from the center line of the downwash to a distance of 3 D. This measurement strategy resulted in a detailed three-dimensional picture of the downwash below the drone in high spatial resolution. The experimental results show that the PIF quickly decreases with increasing distance from the centerline of the downwash in the direction perpendicular to the rotor plane. At a distance of 1 D from the centerline, the PIF reduced to less than 4 ms−1 within the first 5 D beneath the drone, and no conclusive disturbance was measured at 2 D out from the centerline. A PIF greater than 4 ms−1 was still observed along the center of the downwash at a distance of 10 D for both throttle settings tested (35% and 45%). Within the first 4 D under the rotor plane, flow convergence towards the center of the downwash was measured before changing to diverging, causing the downwash to expand. This coincides with the transition from the four individual downwash cores into a single one. The turbulent velocity fluctuations within the downwash were found to be largest towards the edges, where the shear between the PIF and the stagnant surrounding air is the largest.