Overview and Summary of the Second AIAA High-Lift Prediction Workshop

Rumsey, Christopher L.; Slotnick, Jeffrey P.

doi:10.2514/1.c032864

Cited by 112 publications

(15 citation statements)

References 53 publications

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“…Some of the TMR website cases were used as verification exercises at two recent validation workshops: DPW-5 9 and HiLiftPW-2. 10 In the DPW-5 workshop, the 2-D flat plate and 2-D bump were used as verification tests. The use of grid convergence studies was shown to be crucial, as expected.…”

Section: Introductionmentioning

confidence: 99%

Recent Developments on the Turbulence Modeling Resource Website (Invited)

Rumsey

2015

22nd AIAA Computational Fluid Dynamics Conference

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The NASA Langley Turbulence Model Resource (TMR) website has been active for over five years. Its main goal of providing a one-stop, easily accessible internet site for up-to-date information on Reynolds-averaged Navier-Stokes turbulence models remains unchanged. In particular, the site strives to provide an easy way for users to verify their own implementations of widely-used turbulence models, and to compare the results from different models for a variety of simple unit problems covering a range of flow physics. Some new features have been recently added to the website. This paper documents the site's features, including recent developments, future plans, and open questions.

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Section: Introductionmentioning

confidence: 99%

Recent Developments on the Turbulence Modeling Resource Website (Invited)

Rumsey

2015

22nd AIAA Computational Fluid Dynamics Conference

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“…The same mesh was used for Case 2a at the lower Reynolds number. Additional details about the gridding guidelines and specific grids are not provided here, but documentation can be found in [2,3] or on the HiLiftPW-2 website. ** A comparison of grid sizes is shown in Table 2 for the workshop-supplied grids.…”

Section: Resultsmentioning

confidence: 99%

“…Twenty-six participants submitted a total of 48 data sets of CFD results on a variety on grid systems (both structured and unstructured). An overview and summary of the workshop is given by Rumsey and Slotnick [2]. Many workshop participants have summarized individual submissions and provided additional analysis and computations [3][4][5][6][7][8][9][10][11].…”

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confidence: 99%

Grid-Adapted FUN3D Computations for the Second High-Lift Prediction Workshop

Lee-Rausch

Rumsey

Park

2015

Journal of Aircraft

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Contributions of the unstructured Reynolds-averaged Navier-Stokes code FUN3D to the 2nd AIAA Computational Fluid Dynamics High-Lift Prediction Workshop are described, and detailed comparisons are made with experimental data. Using workshop-supplied grids, FUN3D results for the simplified high-lift configuration are compared with results from the structured code CFL3D. Using the same turbulence model, both codes compare reasonably well in terms of total forces and moment, and the maximum lift is similarly over-predicted for both codes compared to experiment. By including more representative geometry features such as slat and flap support brackets and slat pressure tube bundles, FUN3D captures the general effects of the Reynolds number variation, but underpredicts maximum lift on workshop-supplied grids in comparison with the experimental data due to excessive separation. However, when output-based, off-body grid adaptation in FUN3D is employed, results improve considerably. In particular, when the geometry includes both brackets and the pressure tube bundles, grid adaptation results in a more accurate prediction of lift near stall in comparison with the wind-tunnel data. Furthermore, a rotation-corrected turbulence model shows improved pressure predictions on the outboard span when using adapted grids.

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“…CFD methods, however, still suffer due to the inability to deal with highly separated flows that are typical for a wing in the post-stall regime. 51 In addition, building an accurate set of lookup tables for flight simulation would take prohibitively long even using Reynolds-Averaged Navier Stokes (RANS) CFD simulations. For this study, the authors did not use CFD in the aerodynamic modeling.…”

Section: A Airfoil Modelmentioning

confidence: 99%

Stall/Post-Stall Modeling of the Longitudinal Characteristics of a General Aviation Aircraft

Ananda

Selig

2016

AIAA Atmospheric Flight Mechanics Conference

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The high rate of accidents in general aviation due to pilot loss of control has necessitated the need to find better methods of training pilots. Pilot control and awareness in the stall/post-stall regime can be improved through the use of higher fidelity flight simulators. To create a high fidelity aerodynamic model in the stall/post-stall regime to be implemented in a flight simulator, both steady and unsteady aircraft characteristics need to be represented. In this paper, the detailed development of a steady-state general aviation aircraft stall/post-stall longitudinal aerodynamic model is described. The steady-state model uses a component buildup approach that uses strip theory to output the aerodynamic forces and moments of an aircraft. An integrated non-linear lifting-line theory approach is used to model the wing and horizontal tail. Longitudinal effects due to elevator deflections are also included. Validation studies are performed against static wind tunnel datasets for a typical single-engine low-wing general aviation aircraft design. Nomenclatureairfoil moment coefficient at quarter chord C M c/4 = surface moment coefficient at quarter chord (= M/ 1 2 ρV 2 ∞ S ref c) C N = surface normal force coefficient (= N/ 1 2 ρV 2 ∞ S ref ) C n = local normal-force coefficient per unit length * Graduate Student (Ph.D. Candidate), 104 S. Wright St., AIAA Student Member. anandak1@illinois.edu † Professor, 104 S. Wright St., AIAA Associate Fellow. m-selig@illinois.edu 1 of 25 American Institute of Aeronautics and Astronautics Downloaded by PURDUE UNIVERSITY on June 22, 2016 | http://arc.aiaa.org | AIAA Aviation d F = fuselage cross-section diameter D = drag D ind = induced drag k = corner radius l ref = reference length l F = fuselage length L = lift M = moment n P = number of lifting surface panels N = normal force r F = fuselage cross-section radius Re = Reynolds number based on mean aerodynamic chord (= V ∞ c/ν) S = lifting surface area S f = flap area S ref = reference area V ∞ = freestream velocity V F = fuselage volume w ind = velocity induced by shed vortices V rel = relative velocity w F = fuselage width x F = axial distance from fuselage nose x ac F = distance from nose to aerodynamic center of fuselage x c F = distance from nose to centroid of fuselage planform area x m F = distance from nose to centroid of fuselage pitching-moment reference center x P S , y P S , z P S = location of spanwise panel station points x LLT , y LLT , z LLT = location of lifting-line points Y = side force α ef f = effective angle of attack α geo = geometric angle of attack α ind = induced angle of attack β = sideslip angle δ f = flap deflection angle η = flap effectiveness correction factor η f use = fuselage crossflow drag proportionality factor Γ = circulation Γ 0 = circulation at center-span Γ LLT = circulation at the lifting-line points Γ SV = shed vortex circulation τ = flap effectiveness factor θ f = factor relating flap to chord ratio to flap effectiveness factor ν = kinematic viscosity ρ = density of air Subscripts c/4 = ...

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Overview and Summary of the Second AIAA High-Lift Prediction Workshop

Cited by 112 publications

References 53 publications

Recent Developments on the Turbulence Modeling Resource Website (Invited)

Recent Developments on the Turbulence Modeling Resource Website (Invited)

Grid-Adapted FUN3D Computations for the Second High-Lift Prediction Workshop

Stall/Post-Stall Modeling of the Longitudinal Characteristics of a General Aviation Aircraft

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