Application of the panel method to subsonic aerodynamic design

Kubrynski, Krzysztof

doi:10.1080/174159797088027655

Cited by 3 publications

(1 citation statement)

References 2 publications

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“…Aircraft Design Division and Department of Aerodynamics of Institute of Aeronautics and Applied Mechanics (IAAM), Warsaw University of Technology (WUT), the authors’ research teams, maintain a long tradition in the field of the aerodynamic design of aeroplanes, 36,37 sailplanes, 38,39 UAVs, 40--42 HLS concepts 43 and optimization-related research. 44,45 The current paper introduces some of the state-of-the-art optimization techniques (SM) and blends them into the classic aerodynamic design process used domestically on many occasions in the past.…”

Section: Introductionmentioning

confidence: 99%

Optimization of the three-segment aerofoil arrangement based on wind tunnel tests and numerical analysis

Grendysa

Olszański

2020

Proceedings of the Institution of Mechanical Engineers, Part G:

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This paper presents the optimization of multi-element aerofoil for the LAR-3 Puffin -- STOL light transport aircraft concept proposal. Based on the geometry and aerodynamic characteristics of the well-known and proven in flight three-segment NACA 63A416 aerofoil, the authors explore the possibility of enhancing its high-lift performance by the movement of slot and flap position in extended (deployed) aerodynamic configuration. In order to determine the optimum positions of aerofoil segments (elements), a multi-step optimization approach was developed. It combines computational fluid dynamics simulations that were used for design space screening and preliminary optimization together with low-turbulence wind tunnel tests which yielded certain results. To decrease the numerical cost of the computer simulation campaign, Design of experiment methods (optimal space-filling design among others) were employed instead of exhausting full factorial (parametric) design. Response surface models of major aerodynamic coefficients (lift, drag, pitching moment) at predicted maximum lift coefficient ( C L max) point allowed to narrow down search space and identify several candidates for optimal configuration to be checked experimentally. Wind tunnel tests campaign confirmed the major trends observed in computational fluid dynamics derived response surface contour plots. For the optimum aerodynamic configuration, chosen experimental C L max is over 3.9, which is a 10% increase over the baseline (initial slat and flap positions) case. In parallel, the maximum lift-to-drag ratio gain at that point was almost 19%. The research outlined in this paper was conducted on behalf of the aircraft production company and its results will be applied in a newly designed transport aircraft.

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Section: Introductionmentioning

confidence: 99%

Optimization of the three-segment aerofoil arrangement based on wind tunnel tests and numerical analysis

Grendysa

Olszański

2020

Proceedings of the Institution of Mechanical Engineers, Part G:

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Flow over a glider canopy

Jonker

Bosman

Mathews

et al. 2014

Aeronaut. j. (1968)

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In order to minimise drag, the front part of most modern glider fuselages is shaped so that laminar flow is preserved to a position close to the wing-to-fuselage junction. Experimental investigations on a full-scale JS1 competition glider however revealed that the laminar boundary layer in fact trips to turbulent flow at the fuselage-to-canopy junction position, increasing drag. This is possibly due to ventilation air leaking from the cockpit to the fuselage surface through the canopy seal, or that the gap is merely too large and therefore trips the boundary layer to turbulent flow. The effect of air leaking from the fuselage-to-canopy gap as well as the size of the gap was thus investigated with the use of computational fluid dynamics. It was found that if air was leaking through this gap the boundary layer would be tripped from laminar to turbulent flow. It was also found that the width of the canopy-to-fuselage gap plays a significant role in the preservation of laminar flow. If the gap is less than 1mm wide, the attached boundary layer is able to negotiate the gap without being tripped to turbulent flow, while if the gap is 3mm and wider, it will be tripped from laminar to turbulent flow. The work shows that aerodynamic drag on a glider can be significantly minimised by completely sealing the fuselage-to-canopy gap and by ensuring a seal gap-width of less than 1mm.

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