Active and passive vortex wake mitigation using control surfaces

Haverkamp, Sven; Neuwerth, Günther; Jacob, Dieter

doi:10.1016/j.ast.2004.08.005

Cited by 19 publications

(6 citation statements)

References 24 publications

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“…Building upon their passive instability work, Haverkamp et al (2005) performed tow tank experiments where inboard and outboard flaps were periodically oscillated, similar to the experiments of Bilanin and Widnall (1973). Significant reduction in the trailing vortex lifespan was observed.…”

Section: Active Wake Alleviationmentioning

confidence: 99%

Wake Vortex Alleviation Using Rapidly Actuated Segmented Gurney Flaps

Matalanis

Eaton

2007

AIAA Journal

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Section: Active Wake Alleviationmentioning

confidence: 99%

Wake Vortex Alleviation Using Rapidly Actuated Segmented Gurney Flaps

Matalanis

Eaton

2007

AIAA Journal

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“…In these cases, the vortices tumble as the perturbations grow. This has been observed in experiments of Ortega et al [14], Jacquin et al [15], and Haverkamp et al [16]. This type of instability growth can lead to rapid breakup of the weaker vortices on each side of the airplane.…”

Section: Vortex Breakupmentioning

confidence: 74%

“…Several studies have considered the unforced development of a two-pair system, with counter-rotating vortices on each side of the airplane [4,[13][14][15][16]21]. When forced, this system can lead to enhanced breakup of the vortices as discussed in the previous section.…”

Section: Vortex Modification and Decaymentioning

confidence: 95%

Airplane trailing vortices and their control

Crouch

2005

Comptes Rendus. Physique

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“…The former relies on modifying the span loading to establish two or more pairs of opposite-signed counter-rotating vortices and allow naturally arising instabilities to bring about their linking and mutual destruction (Rennich and Lele, 1999, Rossow, 1975, Cliffone, 1975 In many instances, the required configuration modifications adversely affect aircraft performance and this limits their potential implementation (Broderick et al, 2008). The latter method actively forces the breakup of vortices, for example, by pitching the vehicle (Chevalier, 1973) or differentially and time-dependently deflecting inboard and outboard control surfaces ("sloshing" of the lift distribution; Crow,1971, Crow and Bate, 1976; Haverkamp et al, 2005). This method was tested in a towing tank (Bilanin and Widnall, 1973), where measured amplification rates agreed qualitatively with theoretical predictions.…”

Section: Introductionmentioning

confidence: 99%

Active Management of Flap-Edge Trailing Vortices

Greenblatt

Yao

Vey

et al. 2008

4th Flow Control Conference

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The vortex hazard produced by large airliners and increasingly larger airliners entering service, combined with projected rapid increases in the demand for air transportation, is expected to act as a major impediment to increased air traffic capacity. Significant reduction in the vortex hazard is possible, however, by employing active vortex alleviation techniques that reduce the wake severity by dynamically modifying its vortex characteristics, providing that the techniques do not degrade performance or compromise safety and ride quality. With this as background, a series of experiments were performed, initially at NASA Langley Research Center and subsequently at the Berlin University of Technology in collaboration with the German Aerospace Center. The investigations demonstrated the basic mechanism for managing trailing vortices using retrofitted devices that are decoupled from conventional control surfaces. The basic premise for managing vortices advanced here is rooted in the erstwhile forgotten hypothesis of Albert Betz, as extended and verified ingeniously by Coleman duPont Donaldson and his collaborators. Using these devices, vortices may be perturbed at arbitrarily long wavelengths down to wavelengths less than a typical airliner wingspan and the oscillatory loads on the wings, and hence the vehicle, are small. Significant flexibility in the specific device has been demonstrated using local passive and active separation control as well as local circulation control via Gurney flaps. The method is now in a position to be tested in a wind tunnel with a longer test section on a scaled airliner configuration. Alternatively, the method can be tested directly in a towing tank, on a model aircraft, a light aircraft or a full-scale airliner. The authors believed that this method will have significant appeal from an industry perspective due to its retrofit potential with little to no impact on cruise (devices tucked away in the cove or retracted); low operating power requirements; small lift oscillations when deployed in a time-dependent manner; and significant flexibility with respect to the specific devices selected. American Institute of Aeronautics and Astronautics= slot width h G = Gurney flap height relative to the chord l G = Gurney flap span relative to the flap span L f = flap length, from slot to trailing-edge q = free-stream dynamic pressure r = distance measured form the vortex center Re = Reynolds number based on chord-length U j = peak jet slot blowing velocity U = free-stream velocity U,V,W = mean velocities in directions x,y,z X = distance from perturbation to wing trailing-edge x,y,z = coordinates measured from model leading-edge and root (left-hand system) = angle of attack s = static stall angle = flap deflection angle = wavelength = phase shift in degrees = vortex sheet strength, d /dy = bound circulation = rolled-up wake vortex strength = sweep-back angle x = streamwise vorticity, W/ y-V/ z * = indicates control

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Active and passive vortex wake mitigation using control surfaces

Cited by 19 publications

References 24 publications

Wake Vortex Alleviation Using Rapidly Actuated Segmented Gurney Flaps

Wake Vortex Alleviation Using Rapidly Actuated Segmented Gurney Flaps

Airplane trailing vortices and their control

Active Management of Flap-Edge Trailing Vortices

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