Geometry and Reynolds-Number Scaling on an Iced Business-Jet Wing

Lee, Sam; Ratvasky, Thomas P.; Thacker, Michael; Barnhart, Billy

doi:10.2514/6.2005-1066

Cited by 15 publications

(14 citation statements)

References 4 publications

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“…These data imply that an artificial ice shape smaller than the geometry-based scaling is required to adequately simulate the fullscale aerodynamics. In fact, this was the case for Lee et al [14] in their investigation of geometry and Reynolds number scaling of runback ice accretion on a business-jet wing. In that study, 5=12-scale and 1=12-scale models were used to simulate the runback iceaccretion effects on a full-scale wing panel at Re 4:2 10…”

Section: B Subscale Simulation Of Runback-ridge Aerodynamicsmentioning

confidence: 99%

“…For example, Calay et al [4] observed small increases in C l;max and stall with a k=c 0:0035 simple-geometry ridge on a NACA 0012 airfoil at Re 1: 25 10 6 and M 0:08. Similarly, Papadakis and Gile-Laflin [5] also observed lift performance increases for simple-geometry ridges on a NACA 63 A -213 airfoil at Re 2:0 10 6 and M 0:17; Whalen et al [10,11] and Lee et al [14] are further examples. As shown in Fig.…”

Section: B Subscale Simulation Of Runback-ridge Aerodynamicsmentioning

confidence: 99%

“…However, without aerodynamic performance results at full-scale Reynolds number, it was difficult to draw a definitive conclusion concerning the scaling of these shapes. Lee et al [14] investigated geometry and Reynolds number scaling of a runback ice accretion on a business-jet wing. They found that geometric scaling did not reproduce the aerodynamics of the full-scale wing with the runbacktype spanwise ridge.…”

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confidence: 99%

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Aerodynamic Simulation of Runback Ice Accretion

Broeren

Whalen

Busch

et al. 2009

1st AIAA Atmospheric and Space Environments Conference

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This paper presents the results of recent investigations into the aerodynamics of simulated runback ice accretion on airfoils. Aerodynamic testing was performed on a full-scale, 72-in.-chord (1828.8-mm-chord), NACA 23012 airfoil model over a Reynolds number range of 4:7 10 6 to 16:0 10 6 and a Mach number range of 0.10 to 0.28. A highfidelity ice-casting simulation of a runback ice accretion was attached to the model leading edge. For Re 16:0 10 6 and M 0:20, the artificial ice shape decreased the maximum lift coefficient from 1.82 to 1.51 and decreased the stalling angle of attack from 18.1 to 15.0 deg. In general, the iced-airfoil performance was insensitive to Reynolds and Mach number changes over the range tested. Aerodynamic testing was also conducted on a quarter-scale NACA 23012 model [18 in. (457.2 mm) chord] at Re 1:8 10 6 and M 0:18, using low-fidelity geometrically scaled simulations of the full-scale casting. It was found that simple two-dimensional simulations of the upper-and lowersurface runback ridges provided the best representation of the full-scale, high-Reynolds-number, iced-airfoil aerodynamics. Higher-fidelity simulations of the runback ice accretion that included geometrically scaled threedimensional features resulted in larger performance degradations than those measured on the full-scale model. Based upon this research, a new subclassification of spanwise-ridge ice is proposed that distinguishes between short and tall ridges. This distinction is made in terms of the fundamental aerodynamic characteristics as described in this paper.

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Section: B Subscale Simulation Of Runback-ridge Aerodynamicsmentioning

confidence: 99%

Section: B Subscale Simulation Of Runback-ridge Aerodynamicsmentioning

confidence: 99%

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confidence: 99%

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Aerodynamic Simulation of Runback Ice Accretion

Broeren

Whalen

Busch

et al. 2009

1st AIAA Atmospheric and Space Environments Conference

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“…13) to identify the artificial ice for the 8.3%-scale business jet model [21]. The full-scale ice shapes that were tested are shown in Fig.…”

Section: Challenges Associated With Subscale Complete Airplane Modelmentioning

confidence: 99%

Current Methods Modeling and Simulating Icing Effects on Aircraft Performance, Stability, Control

Ratvasky

Barnhart

Lee³

2010

Journal of Aircraft

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Icing alters the shape and surface characteristics of aircraft components, which results in altered aerodynamic forces and moments caused by air flow over those iced components. The typical effects of icing are increased drag, reduced stall angle of attack, and reduced maximum lift. In addition to the performance changes, icing can also affect control surface effectiveness, hinge moments, and damping. These effects result in altered aircraft stability and control and flying qualities. Over the past 80 years, methods have been developed to understand how icing affects performance, stability, and control. Emphasis has been on wind-tunnel testing of two-dimensional subscale airfoils with various ice shapes to understand their effect on the flowfield and ultimately the aerodynamics. This research has led to wind-tunnel testing of subscale complete aircraft models to identify the integrated effects of icing on the aircraft system in terms of performance, stability, and control. Data sets of this nature enable pilot-in-the-loop simulations to be performed for pilot training or engineering evaluation of system failure impacts or control system design.

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“…Because of the significant reduction in both the geometry and the Reynolds number, the scaling relationship between the full-scale aircraft and the subscale model was investigated and reported. 4 Full-scale, 5/12-scale, and 1/12-scale semi-span wing sections were tested at various Reynolds numbers with and without ice shapes. The full-scale and 5/12-scale models were tested in the Langley Full-Scale Tunnel (LFST) in Hampton, VA.…”

Section: Introductionmentioning

confidence: 99%