Numerical Investigation of Leading Edge Blowing and Optimization of the Slot Geometry for a Circulation Control Airfoil

Jensch, Christoph; Pfingsten, K. C.; Radespiel, Rolf

doi:10.1007/978-3-642-14243-7_23

Cited by 13 publications

(9 citation statements)

References 7 publications

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“…Their results revealed that the optimum jet location moved toward the leading edge and the optimum jet angle incremented as the angle of attack increased. Jensch et al [24] numerically conducted an aerodynamic analysis of a two-dimensional airfoil to improve the efficiency of a circulation control system. Varied slot heights at different flap deflection angles and leading edge blowing were investigated to optimize high-lift performance.…”

Section: Introductionmentioning

confidence: 99%

Numerical study of blowing and suction slot geometry optimization on NACA 0012 airfoil

2014

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The effects of jet width on blowing and suction flow control were evaluated for a NACA 0012 airfoil. RANS equations were employed in conjunction with a Menter's shear stress turbulent model. Tangential and perpendicular blowing at the trailing edge and perpendicular suction at the leading edge were applied on the airfoil upper surface. The jet widths were varied from 1.5% to 4% of the chord length, and the jet velocity was 0.3 and 0.5 of the free-stream velocity. Results of this study demonstrated that when the blowing jet width increases, the lift-to-drag ratio rises continuously in tangential blowing and decreases quasi-linearly in perpendicular blowing. The jet widths of 3.5% and 4% of the chord length are the most effective amounts for tangential blowing, and smaller jet widths are more effective for perpendicular blowing. The lift-to-drag ratio improves when the suction jet width increases and reaches its maximum value at 2.5% of the chord length.

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Section: Introductionmentioning

confidence: 99%

Numerical study of blowing and suction slot geometry optimization on NACA 0012 airfoil

2014

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“…The main aircraft dimensions are listed in Table 1. Another distinctive feature of REF-3 configuration is the pylon layout, since the main landing gears are housed in the lower segment of the pylon extending its size considerably beyond the typical engine mounting device as can be seen in Figure A design and optimization study for the wing/flap section geometry resulted in a flap length of 25% chord length 11 . The corresponding slot height for the jet blowing is h/c=0.0006, where h is the slot height and c is the chord length.…”

Section: Reference Configuration and Low Speed Geometry Designmentioning

confidence: 99%

High Lift Design and Aerodynamic Assessment for an Over-the-Wing Pylon-Mounted Engines Configuration with STOL Capabilities

Savoni

Rudnik

Ronzheimer

et al. 2018

2018 Applied Aerodynamics Conference

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A CFD-based assessment of the low speed high lift performance of an over-the-wing mounted engine installations for a short range airliner with STOL capabilities is presented in this paper. The configuration is representative for a 100 passenger aircraft and characterized by pylon mounted over-the-wing installed UHBR-engines. The high lift system features active segmented and highly deflected Coanda flaps and a specifically designed droop nose at the leading edge of the wing. The study is part of the Collaborative Research Center 880 that develops technologies and configurations with quite STOL capabilities. The layout of the high lift system is described, together with the numerical approach and results for the considered test case. The objective of the present study is to investigate a short chord active plain flap in landing configuration and assess the maximum lift capabilities against target values from preliminary design studies of the CRC 880. It is a first step towards a more comprehensive assessment of variants of the high lift system. With the typical lift generation for a circulation control supported high lift system, the analysis of the stall behavior reveals a favorable smooth lift breakdown starting at the inner wing. Yet, the maximum lift properties fall short of the target value, so that an enlarged chord flap will be considered as a next step to comply with the maximum lift requirements.

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“…4,5,8,9 This research provides insight into the geometrical effects of the CC flap and the results of this work give a better understanding of the influence of the parameters that affect the performance of dual radius flaps. A wind tunnel CCW model (modified NACA 0015) is developed and tested with different dual flap geometries at three flap deflection angles (0 o , 30 o , 60 o ).…”

Section: Introductionmentioning

confidence: 97%

“…However, large negative pitching moments are associated with such lift augmentation, along with large drag penalties resulting in the lowest L/D values of all flap configurations. Jensch et al 4,5 conducted design sensitivity studies that led to the selection of particular flap configurations, where the most important design parameters are flap deflection angle, momentum coefficient, and blowing slot height. It is shown that flap angle and blowing momentum coefficient should increase for increased lift targets and good values for the flap length are found to be 0.25-0.30 of the airfoil chord.…”

Section: Introductionmentioning

confidence: 99%

Low Speed Wind Tunnel Investigation of a Circulation Control Wing for Enhanced Lift

Kanistras

Saka

Valavanis

et al. 2015

33rd AIAA Applied Aerodynamics Conference

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The objective of this research is to investigate the efficacy of Circulation Control (CC) at low Reynolds numbers (Re=150,000) with relatively low blowing rates on a modified NACA0015 wing. Two dual radius flap geometries are developed and tested by varying specific flap parameters from a previously studied baseline configuration. A two-dimensional (2-D) low-speed wind-tunnel experimental study is undertaken to evaluate the effect of trailing edge upper slot blowing at cruise flight, takeoff and landing (0 o , 30 o and 60 o flap deflection). The wind tunnel tests are conducted at Mach numbers of 0.03, with momentum coefficients of blowing (Cµ) ranging from 0.0 to 0.3. It is found that CC blowing is effective at all cases enabling the wing to achieve high lift-to-drag ratios and high lift augmentation during takeoff and landing. The modified NACA0015 with the smaller Coanda radius ratio (r2/r1) flap is found to be the most efficient at CC blowing achieving a maximum incremental lift coefficient (∆C l ) of 0.89 at 30 0 flap deflection. The lift-to-drag ratio is increased up to 11 times at δ f = 0 o flap deflection and α = 0 o using the same flap configuration.

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Numerical Investigation of Leading Edge Blowing and Optimization of the Slot Geometry for a Circulation Control Airfoil

Cited by 13 publications

References 7 publications

Numerical study of blowing and suction slot geometry optimization on NACA 0012 airfoil

Numerical study of blowing and suction slot geometry optimization on NACA 0012 airfoil

High Lift Design and Aerodynamic Assessment for an Over-the-Wing Pylon-Mounted Engines Configuration with STOL Capabilities

Low Speed Wind Tunnel Investigation of a Circulation Control Wing for Enhanced Lift

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