Effect of leading-edge cross-sectional geometry on slender wing unsteady aerodynamics

Ericsson, L. E.; King, Hartley H.

doi:10.2514/6.1992-173

Cited by 8 publications

(3 citation statements)

References 4 publications

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“…2a need to be corrected for the effect of the leeside bevel angle d LE at the leading edge. 5 The effective angle of attack is…”

Section: Discussionmentioning

confidence: 99%

Effect of Fuselage Geometry on Delta-Wing Vortex Breakdown

Ericsson¹

1998

Journal of Aircraft

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A fuselage is usually associated with the use of a delta wing on an actual aircraft. It is also in many cases necessary to use a centerbody of some shape in tunnel tests of pure delta wings. The present paper describes the ow physics causing the experimentally observed large effect of a fuselage on delta-wing vortex breakdown. NomenclatureB = de ection angle of apex ap, Fig. 6 b = wingspan c = wing root chord l = rolling moment, coef cient C l = 2 l/(r U /2)Sbp = static pressure, coef cient C p = ( p 2 2 p )/(r U /2)`R e = Reynolds number based on c and freestream conditions S = reference area, projected wing area U = horizontal velocity W LE = body-induced upwash effect at the leading edge x = chordwise coordinate, distance from apex a = angle of attack D = increment Da LE = angular delay of leading-edge ow separation, Eq. (1) dLE = angle of leeside leading-edge bevel L = leading-edge sweep j = dimensionless x coordinate, x/c r = air density s = inclination of the roll axis f = roll angle Subscripts B = vortex breakdown eff = effective LE = leading edgè = freestream conditions

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“…2a need to be corrected for the effect of the leeside bevel angle d LE at the leading edge. 5 The effective angle of attack is…”

Section: Discussionmentioning

confidence: 99%

Effect of Fuselage Geometry on Delta-Wing Vortex Breakdown

Ericsson¹

1998

Journal of Aircraft

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“…As early as 1964, Earnshaw (5) pointed out that the leading edge cross-section was one of the key parameters which influenced the vortex breakdown position, and he suggested that great attention should be paid to this parameter. Afterwards, a lot of work have been done in this topic (6)(7)(8)(9)(10)(11)(12)(13)(14)(15) . Pelletier, et al (8) visualised the vortex breakdown positions for two 65° delta wings with the leading edge bevelled in different angles, their experimental results indicated that the vortex breakdown position advanced for the wing with its leading edge 20° symmetrical bevelled in comparison with the wing leading edge 45° windward bevelled.…”

Section: Introductionmentioning

confidence: 99%

“…Pelletier, et al (8) visualised the vortex breakdown positions for two 65° delta wings with the leading edge bevelled in different angles, their experimental results indicated that the vortex breakdown position advanced for the wing with its leading edge 20° symmetrical bevelled in comparison with the wing leading edge 45° windward bevelled. Based on the leading-edge suction analogy (9) , Ericsson and King (10) proposed a method to estimate the aerodynamic forces of slender delta wing, which considered the effects of delta wing leading-edge shapes. They reported that the wing with blunt leading-edge stalls later than the wing with sharp leading-edge, and the wing with blunt leading-edge has higher lift before wing stalling.…”

Section: Introductionmentioning

confidence: 99%

Effects of leading-edge bevel angle on the aerodynamic forces of a non-slender 50° delta wing

Wang

2005

Aeronaut. j.

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The aerodynamic performances of a non-slender 50° delta wing with various leading-edge bevels were measured in a low speed wind tunnel. It is found that the delta wing with leading-edge bevelled leeward can improve the maximum lift coefficient and maximum lift to drag ratio, and the stall angle of the wing is also delayed. In comparison with the blunt leading-edge wing, the increment of maximum lift to drag ratio is 200%, 98% and 100% for the wings with relative thickness t/c = 2%, t/c = 6.7% and t/c = 10%, respectively.

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Alternative solution to optimum gliding velocity in a steady head wind or tail wind

Bridges

1993

Journal of Aircraft

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Effect of leading-edge cross-sectional geometry on slender wing unsteady aerodynamics

Cited by 8 publications

References 4 publications

Effect of Fuselage Geometry on Delta-Wing Vortex Breakdown

Effect of Fuselage Geometry on Delta-Wing Vortex Breakdown

Effects of leading-edge bevel angle on the aerodynamic forces of a non-slender 50° delta wing

Alternative solution to optimum gliding velocity in a steady head wind or tail wind

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