Measurements of Unsteady Pressure Distributions and Dynamic Deformations on an SST Elastic Arrow-Wing Model.

Tamayama, Masato; Saitoh, Ken-ichi; Matsushita, Hiroshi; Hashidate, Masataka; Nakamichi, Jiro

doi:10.2322/jjsass.47.149

Cited by 2 publications

(4 citation statements)

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“…The former case is often studied to describe unsteady aerodynamic characteristics around an aileron. 11,12) The latter is the same configuration as the experimental model, [3][4][5] whose test results are presented in paragraph 4.5. In order to change the shock wave location on the airfoil, the Mach number is appropriately selected.…”

Section: Methods Of Simulationmentioning

confidence: 99%

“…4.5. Comparisons between the results obtained by simulation and experiment Concerning unsteady aerodynamics on the SST arrow wing with a partial inboard aileron, experimental data are available in other literature [3][4][5]. The planform of the wing is shown in Fig.…”

Section: Aileron Hinge Momentmentioning

confidence: 99%

“…Thick wings are usually used for transonic airplanes, and a lot of attention has been given to Region A buzz. On the other hand, Region B buzz is most probable for SST configurations because, as presented in the experimental study [3][4][5] on a SST arrow wing, a shock wave appears at first on the aileron as Mach number increases. Region B buzz grows its oscillating amplitude rapidly and drops easily into a hard flutter.…”

Section: Introductionmentioning

confidence: 99%

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Study on the Transonic Flows around a Thin Wing with an Aileron

Tamayama¹,

Kheirandish

Nakamichi³

2003

Trans. Japan Soc. Aero. S Sci.

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The experimental airplanes of Supersonic Transportation, SST, are being developed in Japan. The wings are thin to augment cruise aerodynamic performance. If these wings are equipped with ailerons, the shock wave motions on the ailerons might cause aileron buzz not accompanied by heavy separation of the boundary layers. On the other hand, unsteady aerodynamics research regarding thin wings has not been extensive. In order to precisely investigate the shock wave motions on thin wings, two-dimensional CFD simulations were conducted in our study. In the simulations, Navier-Stokes equations are solved around the NACA0003 airfoil with an oscillating aileron. The results show that the imaginary component of the unsteady aileron hinge moment, abbreviated ''AHMI,'' has the maximum and positive value when the shock wave oscillates around the mid-chord on the aileron. The aileron length does not strongly affect the shock wave motions on the aileron if the scale of the shock wave motions is normalized with the aileron length. But a longer aileron shows larger AHMI than a shorter one. The experimental results on SST arrow wing are compared with simulated results, too. In order to compare the results acquired from the models having different space dimensions, the local Mach number component normal to the aileron hinge line is calculated as a common parameter. The comparison shows that, for both results, AHMI becomes positive when the shock wave oscillates around the aileron mid-chord. In addition, as the shock wave oscillates more rearward on the aileron, AHMI increases.

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Section: Methods Of Simulationmentioning

confidence: 99%

Section: Aileron Hinge Momentmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Study on the Transonic Flows around a Thin Wing with an Aileron

Tamayama¹,

Kheirandish

Nakamichi³

2003

Trans. Japan Soc. Aero. S Sci.

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“…18), and the Russian Tupolev Tu-144 (Refs. [160][161][162][163][164][165][166][167][168][169][170][171].…”

Section: Supersonic Vehiclesunclassified

Aeroelasticity of Nonconventional Airplane Configurations-Past and Future

Livne

Weisshaar

2003

Journal of Aircraft

101

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At the end of the rst century of manned, powered ight, it is worthwhile to look backward to understand how innovation in airplane design required developments in aeroelasticity and how aeroelasticity has played a role in shaping the rst 100 years of aircraft design. The insights gained will help to predict how and where aeroelasticity and aeroservoelasticity will in uence the future development of ef cient, more capable, innovative air vehicles, and de ne the needs for technology and tools to enable this future. By de nition, all new aircraft begin as unconventional to a certain extent. Designs that never see universal use remain curiosities, but still help our quest for better vehicles and guide the development of analysis, design, and testing tools. Innovative, nontraditional designs affected by aeroelastic considerations have included oblique wing aircraft, forward-swept wing aircraft, Xwings, ying wings, and large joined wings. Designs that were unusually innovative at the time of their introduction but later became widespread include the swept-back wing jet, the T-tail, and the y-by-wire control con gured vehicle. Control and exploitation of aeroelasticity depends on the continued development of new materials, new structural and aerodynamicconcepts, sensors, actuators, and active control techniques. Such developments must be accompanied by proper integrated analysis/design tools, and, most importantly, by the same human inquisitiveness and creativity that has driven aircraft design for over a century. This paper uses the history of nonconventional airplane con gurations to review some of the steps taken during the past century to establish aeroelastic effects as integrated design features that must be anticipated, controlled, and exploited. The paper goes on to discuss the potential impact of past lessons on emerging airplane con gurations currently in various stages of study and development.

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Measurements of Unsteady Pressure Distributions and Dynamic Deformations on an SST Elastic Arrow-Wing Model.

Cited by 2 publications

References 2 publications

Study on the Transonic Flows around a Thin Wing with an Aileron

Study on the Transonic Flows around a Thin Wing with an Aileron

Aeroelasticity of Nonconventional Airplane Configurations-Past and Future

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