Control of Forebody Vortex Orientation to Enhance Departure Recovery of Fighter Aircraft

Skow, Andrew M.; Moore, William; Lorincz, D. J.

doi:10.2514/3.61562

Cited by 12 publications

(6 citation statements)

References 7 publications

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“…Attempts to control the forebody vortices on aircraft began with the work of Skow, et al 33 and Peake and Owen 34 , who used jet blowing to control forebody vortices on an F-5 aircraft and conical forebody model, respectively. Detailed blowing experiments were conducted on a generic fighter model by Malcolm, et 28 34,35 al.…”

Section: Active Open-loop Controlmentioning

confidence: 99%

A review of forebody vortex control scenarios

Williams

1997

28th Fluid Dynamics Conference

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Section: Active Open-loop Controlmentioning

confidence: 99%

A review of forebody vortex control scenarios

Williams

1997

28th Fluid Dynamics Conference

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“…1 ' 3 ' 19 ' 20 The nose-boom lengths used in the experiments varied from 0.16 to 2.7 cm (aspect ratio variation based on the maximum boom diameter corresponded to 2 and 46, respectively). The span of the delta strake varied from 0.32 to 3.2 cm with an aspect ratio of 2.…”

Section: Cone-cylinder Modelmentioning

confidence: 99%

Approach to side force alleviation through modification of the pointed forebody geometry

Modi

Stewart

1992

Journal of Aircraft

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Aerodynamics of a circular cylinder with conical-shaped forebodies is studied at a subcritical Reynolds number of around 10 s . Attention is primarily focused upon modification of the forebody geometry to minimize the side force coefficient at high angles of attack. The tip geometries used are the standard cone, a family of nose booms, a set of delta strakes, porous tips, spinning nose-boom tips, and their combinations. The effectiveness of each tip in reducing the side force is assessed over a range of flight conditions and compared with the standard tip data. The results suggest that such tip modifications can reduce the side force in the range of 50-88%. Nomenclature= nose-boom length L s = strake length P, POO = local and reference freestream static pressures, respectively q = freestream dynamic pressure head, (l/2)pFj, Re = Reynolds number, pV^ D/p V, V^ -local and freestream velocities, respectively a.= angle of attack (3 = yaw angle <5 = cone half-angle 0 = angular position in role with respect to a fixed reference frame //, = dynamic viscosity p = density = angular circumferential position of a pressure tap

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“…Among the active techniques explored include suction and blowing near the nose region [16][17][18][19] , nose rotation and rotating strakes 20 . There has been additional studies [21][22] devoted to generating asymmetry of the forebody vortex system for obtaining yaw control at high alpha. An excellent review on the subject has been written by Malcolm 17 .…”

Section: Introductionmentioning

confidence: 99%

Experimental Investigation of Vortex Asymmetry on a Conical Forebody at High Angles of Incidence

Taligoski¹,

Fernandez²,

Kumar³

2014

52nd Aerospace Sciences Meeting

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Vortex asymmetry on axisymmetric pointed forebodies at high angles of incidence results in side forces and yawing moments even in symmetrical flight. This can adversely affect the yaw control characteristics of a flight vehicle and limit maneuverability. An experimental investigation of vortex asymmetry was carried out on a 12° semi-apex angle cone at high angles of incidence at low speeds. Measurements include forces and moments using a six-component strain gage balance and stereoscopic particle image velocimetry to obtain three-dimensional flow field characteristics. Results show that slender cones at high angles of incidence show bi-stable behavior with roll orientation. Vortex asymmetry is initiated at very close to the cone tip due to the presence of micro-imperfections on the cone surface and develops into asymmetric vortex sheet downstream along the conical body. The strength of the fully developed vortex moving away from the surface is nearly double of the vortex residing close to the surface, leading to large magnitude side forces and yawing moments.= cone base area, π(D/2) 2 C s = coefficient of side force, SF/(0.5ρU ∞ 2 A b ) C x = aerodynamic force coefficient , F/(0.5ρU ∞ 2 A b ) C m = aerodynamic moment coefficient , F/(0.5ρU ∞ 2 A b D) D = cone base diameter F = aerodynamic force r = azimuthal plane distance from cone centerline Re D = Reynolds number SF = side force U ∞ = freestream velocity U XY = cross-flow velocity x = axial distance from nose V = in-plane velocity component (Y-direction) W = in-plane velocity component (Z-direction) α = angle of incidence ρ = density φ = roll angle

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Control of Forebody Vortex Orientation to Enhance Departure Recovery of Fighter Aircraft

Cited by 12 publications

References 7 publications

A review of forebody vortex control scenarios

A review of forebody vortex control scenarios

Approach to side force alleviation through modification of the pointed forebody geometry

Experimental Investigation of Vortex Asymmetry on a Conical Forebody at High Angles of Incidence

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