Mach and Reynolds Number Dependencies of the Stall Behavior of High-Lift Wing-Sections

Wild, Jochen

doi:10.2514/1.c032138

Cited by 43 publications

(17 citation statements)

References 7 publications

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“…The effect of boundary layer suction shall be demonstrated for the example of the DLR F15 (see Figure 13), which is a generic supercritical airfoil developed during the FNG project [32]. Although this airfoil was not designed for laminar flow, and no modifications to the shape were made, it shows a certain extent of natural laminar flow in 2D calculations, as can be seen from the jump in the skin friction coefficient C f shown in Figure 14.…”

Section: Results For a Supercritical Airfoilmentioning

confidence: 99%

Drag Reduction by Laminar Flow Control

et al. 2018

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Abstract:The Energy System Transition in Aviation research project of the Aeronautics Research Center Niedersachsen (NFL) searches for potentially game-changing technologies to reduce the carbon footprint of aviation by promoting and enabling new propulsion and drag reduction technologies. The greatest potential for aerodynamic drag reduction is seen in laminar flow control by boundary layer suction. While most of the research so far has been on partial laminarization by application of Natural Laminar Flow (NLF) and Hybrid Laminar Flow Control (HLFC) to wings, complete laminarization of wings, tails and fuselages promises much higher gains. The potential drag reduction and suction requirements, including the necessary compressor power, are calculated on component level using a flow solver with viscid/inviscid coupling and a 3D Reynolds-Averaged Navier-Stokes (RANS) solver. The effect on total aircraft drag is estimated for a state-of-the-art mid-range aircraft configuration using preliminary aircraft design methods, showing that total cruise drag can be halved compared to today's turbulent aircraft.

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Section: Results For a Supercritical Airfoilmentioning

confidence: 99%

Drag Reduction by Laminar Flow Control

et al. 2018

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“…The experiments were performed using a generic model representing the wing segment of the pylon-wing junction of a reference large transport aircraft. The model consists of a 28 degree swept constant chord wing incorporating the DLR-F15 3eRef [17] three-element airfoil with slat and flap deflected to 28 degrees and 35 degrees, respectively. The high-lift setting corresponds to the designated landing configuration, where achieving maximum lift coefficient is crucial.…”

Section: A Wind Tunnel Model and Instrumentationmentioning

confidence: 99%

Active Separation Control at the Pylon-Wing Junction of a Real-Scale Model

Schloesser

Soudakov

Bauer³

et al. 2019

AIAA Journal

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“…7 along with its lift curve. An impressive gain of maximum lift and stall angle is achieved, which is much larger than expected from experience with Fowler flaps (18) .…”

Section: Tangential Blowingmentioning

confidence: 70%

“…29 various configurations were studied at the leading edge of a 30° infinitely swept aerofoil. The aerofoil is a two-element DLR-F15 configuration (18) (for the flap setting refer to Ref. 29) at 8.5° angle-of-attack, which features a distinct suction peak and, at higher angles, will stall with a turbulent leading-edge stall.…”

Section: Momentum Rearrangementmentioning

confidence: 99%

“…In Ref. 32 the approach was applied to the two-element DLR-F15 aerofoil (18) . The benefit of using VGJs upstream of a drooped spoiler was assessed, which is a complex optimisation problem, because optimum spoiler droop angle and the setting of the trailing-edge flap depend on the development of the boundary layer being influenced by the VGJs.…”

Section: Momentum Rearrangementmentioning

confidence: 99%

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Active flow control for high lift with steady blowing

et al. 2016

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The general picture of research in active flow control for aircraft applications has been continuously changing over the last 20 years. Researchers can now obtain design sensitivities by using numerical flow simulations, and new optical experimental methods can be used that measure flow field data non-intrusively in planes and volumes. These methodological advances enabled significant knowledge increase. The present paper reviews recent progress in active flow control by steady blowing. It appears that two strategies of blowing deserve particular attention. The first uses tangential blowing of thin wall jets to overcome the adverse pressure gradients from locally very large flow turning rates. This approach exploits the potentials of the Coanda effect. The second strategy employs oblique blowing of air jets designed to generate longitudinal vortices in the boundary layer. The longitudinal vortices provide convective redistribution of momentum in the boundary layer, and they also enhance turbulent momentum transport. The sensitivities of these two approaches as observed in fundamental flow investigations and in applications to high-lift aerofoils are described and suited efficiency parameters of blowing are analysed.

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Mach and Reynolds Number Dependencies of the Stall Behavior of High-Lift Wing-Sections

Cited by 43 publications

References 7 publications

Drag Reduction by Laminar Flow Control

Drag Reduction by Laminar Flow Control

Active Separation Control at the Pylon-Wing Junction of a Real-Scale Model

Active flow control for high lift with steady blowing

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