Leading-Edge Shape Effect on the Vortex Flow Over Non-Slender Delta Wings

El-Sayed, M. F.; Scarano, Fulvio; Verhaagen, N.G.

doi:10.2514/6.2008-344

Cited by 14 publications

(7 citation statements)

References 7 publications

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“…The data for the first α were presented earlier in Ref. 21 and will not be repeated here. The data showed that an increase in r le reduces the size of the small and flat primary-vortex core that exists at this low α.…”

Section: Spiv Resultsmentioning

confidence: 99%

Effects of Leading-Edge Radius on Aerodynamic Characteristics of 50º Delta Wings

Verhaagen

2010

48th AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition

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The study focuses on the effects of the leading-edge radius on the flow over 50 o swept delta wing models. Three models were tested, one model having a sharp leading edge and the other two having a semi-circular leading edge of different radius. The vortical flow on and off the surface of the models was investigated using an oil-flow visualization and a Stereo Particle Image Velocimetry (SPIV) technique. The leading-edge radius is shown to affect the size and location of the vortices and also the vortex bursting location over the models. As a result of this, the leadingedge radius also affects the forces and moment acting on a 50 o delta wing.

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Section: Spiv Resultsmentioning

confidence: 99%

Effects of Leading-Edge Radius on Aerodynamic Characteristics of 50º Delta Wings

Verhaagen

2010

48th AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition

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“…This behavior is due to the fact that the size and strength of the primary vortex tend to be weakened by increasing the L. E. radius. Reference (Elsayed, Scarano, & Verhaagen, 2008) has investigated the effects of different leading edge shapes, which shows that a more rounded leading edge narrows the primary-vortex footprint and moves the vortex burst closer to the trailing edge. Also, the more rounded leading edge actually generates smaller vortices and moreover tends to increase the magnitude of the vorticity in the first part of the free shear layer.…”

Section: Response Surface Methodologymentioning

confidence: 99%

Sensitivity Analysis and Optimization of Delta Wing Design Parameters using CFD-Based Response Surface Method

Aelaei

Karimian

Ommi

2019

JAFM

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This paper explores the effect of design variables on the objective functions of clipped delta wing with a modified double-wedge airfoil section based on parametric analysis and CFD-based optimization using response surface method. This type of wing is used in air-launch-to-orbit vehicles. The thickness, wing-span, tip chord, leading edge radius, front diagonal edge and rear diagonal edge lengths are defined as design variables and aerodynamic efficiency, drag and lift coefficients as objective functions. The analysis was performed at Mach 0.85 and 1.2 and for several angle of attack (AOA). The optimization process is performed by numerical stimulation of the flow around the wing at different Mach numbers and AOAs for the deformed geometry at each step including 368 cases. Minimizing the drag force and maximizing both lift coefficient and aerodynamic efficiency have been selected as optimization goal. The evolutionary optimization technique of NSGA-II (Nondominated Sorted Genetic Algorithm-II) in combination with the RSM has been used, which leads to distinct but very close candidates for each flight conditions. Defining the critical design point, it can be deduced the aerodynamic efficiency will be increased by 50% compared with base wing model. Finally, it is shown that the best point for optimizing the air-launched vehicle equipped with delta wing in the ascent trajectory, is the maximum angle of attack that occurs at Mach 1.2.

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“…25 The vortical flow separation also occurs at lower angles of attack compared with a slender delta wing. 11 The leading-edge vortices have significant effects on the aerodynamic behavior of aircraft; they form regions of high vorticity and low-pressure over the upper wing surface that cause a nonlinear increase in lift until the maximum attainable lift with attached flow. 8 At high angles of attack, the vortex structures change dramatically, leading to vortex breakdown, which is known to cause nonlinear aerodynamic behavior.…”

Section: Vortical Flowsmentioning

confidence: 99%

“…These type of wings are often incorporated in the designs of unmanned combat aircraft vehicles (UCAV). 11 For these wings, the vortex flow structure is very complicated and depends heavily on the leading edge bluntness and the wing sweep angle. For delta wings with blunt tips, the leading edge separation point is also very sensitive to the boundary layer changes.…”

Section: Introductionmentioning

confidence: 99%

Vortical Flow Prediction of the AVT-183 Diamond Wing

Ghoreyshi

Ryszka

Cummings

et al. 2015

53rd AIAA Aerospace Sciences Meeting

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The objective of this paper is to assess the potential and limitations of current practice in computational fluid dynamic modeling for predicting vortical flowfields over a generic 53-degree swept diamond wing with rounded leading edges. This wing was designed under STO AVT Task Group 183 and is based on the SACCON UCAV geometry, which is a lambda wing with complex span-wise distributions of thickness and leading edge radius and with a linear twist outboard of the first trailing edge break. The SACCON wing trailing-edge was swept forward by 26.5-degrees to form a diamond-shaped planform that is used in this study. This new wing also has a constant NACA 64A-006 airfoil section with a leading edge radius of 0.264 percent chord and has no twist. CFD simulations were performed for various angles of attack at a Mach number of 0.15 and a Reynolds number of 2.7× 10 6 based on the mean aerodynamic chord to match experiments. CFD simulations were run with different turbulence models and with a limited assessment of Delayed Detached Eddy Simulation. The wind tunnel experiments of the diamond wing were carried out in the and include aerodynamic lift, drag, and pitch moment measurements as well as span-wise pressure distributions at different chord-wise locations. This data set is used to validate the CFD results. The results presented demonstrate that the CFD compare well with the experiments at small angles of attack; the pitch moment predicted by the SARC turbulence model provide a better match to experimental results than the SA model at moderate angles of attack; and at high angles of attack, CFD predictions are not as good. The flow visualization results show that a leading-edge vortex is formed above the upper surface of the wing at an angle of attack of about eight degrees. This vortex becomes larger and stronger when the angle of attack is increased. With increasing angle of attack, the vortex formation point moves upstream and the vortex core moves inboard towards the wing center. Finally, the results show that the flow over the diamond wing is steady throughout the range of angles of attack.

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Leading-Edge Shape Effect on the Vortex Flow Over Non-Slender Delta Wings

Cited by 14 publications

References 7 publications

Effects of Leading-Edge Radius on Aerodynamic Characteristics of 50º Delta Wings

Effects of Leading-Edge Radius on Aerodynamic Characteristics of 50º Delta Wings

Sensitivity Analysis and Optimization of Delta Wing Design Parameters using CFD-Based Response Surface Method

Vortical Flow Prediction of the AVT-183 Diamond Wing

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