Overview of Low-speed Aerodynamic Tests on a 5.75% Scale Blended-Wing-Body Twin Jet Configuration (Invited)

Vicroy, Dan D.; Dickey, Eric D.; Princen, Norman; Beyar, Michael

doi:10.2514/6.2016-0009

Cited by 10 publications

(4 citation statements)

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“…Kruger flaps are arranged on the lower surface of the front part of the wing, and the rotary motion mechanism along the leading edge is adopted to avoid damaging the continuity between the leading edge and the upper surface of the wing; in the take-off and landing phase, the deployed Kruger flaps not only have the effect of increasing lift but also have the effect of shielding the leading edge of the wing, which can prevent insects and dust contamination, and are suitable for the design of laminar flow wings. In ERA project, the BWB with Krueger flaps is designed and tested at take-off speed [43].…”

Section: Improvement Of Swb Aerodynamic Designmentioning

confidence: 99%

Design Improvement of a BWB Aerodynamic Performance at Cruise and Take-Off Speeds

Duan

2022

International Journal of Aerospace Engineering

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As a high-performance aircraft, BWB (blended wing body) has attracted the attention of many countries around the world. A 300-seat BWB design is proposed by the Airplane Concept Design Institute of Northwestern Polytechnical University, which is also called SWB. The aerodynamic performance of it is evaluated by CFD (computational fluid dynamics). The CFD calculation method is based on RANS (Reynolds-averaged Navier–Stokes), and it is verified by wind tunnel test results at take-off speed. However, the aerodynamic design of the SWB needs to be improved to meet the market demand to increase its cruise Mach number from 0.8 to 0.85. To achieve this goal, firstly, based on the previous calculation and analysis results, the basic shape of SWB is improved by using “aft-body extending” technology and discrete adjoint optimization method. Then, the winglets are applied to the improved basic shape to improve its cruise speed aerodynamic performance, and the Krueger flaps are applied as its high-lift device to improve its take-off and landing aerodynamic performance. The CFD calculation and wind tunnel test results show that these improvements make SWB-2 have a good aerodynamic performance at the Mach number of 0.85. Therefore, these design improvements are appropriate and effective for improving the aerodynamic performance of BWB.

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Section: Improvement Of Swb Aerodynamic Designmentioning

confidence: 99%

Design Improvement of a BWB Aerodynamic Performance at Cruise and Take-Off Speeds

Duan

2022

International Journal of Aerospace Engineering

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“…Assessing the installation effects of the engine on the airframe was performed by NASA and Boeing as part of the investigation into the blended wing body configuration. Their setup included multiple different configurations and measurement equipment, including through-flow nacelle (TFN) and powered testing, as described by Dickey et al [9,10] Most other facilities offering propulsion system integration testing use turbine powered simulators (TPS). Most of the TPS testing is aimed towards high speed integration effects.…”

Section: Fig 1 Conceptual Design Of a Flying-v Aircraftmentioning

confidence: 99%

Effect of Engine Integration on a 4.6%-Scale Flying-V Subsonic Transport

Empelen

Vos

2021

AIAA Scitech 2021 Forum

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The installation and interference effects of an engine and nacelle to a 4.6%-scale half model of a Flying-V subsonic transport airplane are presented. Wind tunnel tests are performed at 20m/s in an open jet facility while balance measurements are taken to record lift, drag and pitching moment. The results show significant interference effects between the wing and engine. Interference drag is observed over the full range of angles of attack above 5 • , with a maximum of 60 drag counts (16.5% of isolated-wing drag) at an angle-of-attack of 10 • . At incidence angles lower than 5 • , the interference effect during engine operation reduces the drag by approximately 20 counts. At high thrust settings and incidence angles between −5 • and 12.5 • the interference effects amplify the lift coefficient. The pitching moment coefficient shows a similar interference effect as the lift coefficient, showing a strong correlation between the two coefficients. The interference effects of thrust and nacelle on lift and pitching moment are of the same order of magnitude as the effect of superpositioning the contributions of the isolated engine and the wing. They can therefore not be neglected. However, further research is needed to study the interaction effects on the local pressure distribution as this could not be derived from the measurements presented in this study. NomenclatureLatin Symbols intake surface area (m 2 ) wing span (m) lift coefficient (-) drag coefficient (-) pitching moment coefficient (-) Propeller thrust coefficient (-) drag (N) or diameter (m) gravitational acceleration (m/s 2 ) Advance ratio (-) reference length (m) lift (N) Mach number (-) rotational velocity (rev/s) wing surface area (m 2 ) thrust (N) velocity (m/s) Greek Symbols angle of attack (deg) Interference change (-) Δ Installation change (-) density (kg/m 3 ) dynamic viscosity (Ns/m 2 ) Subscripts ∞ free-stream w wake

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“…An investigation was conducted through a combination of numerical simulation and wind tunnel experimentation. The research model is a BWB aircraft (Figure 1), which is similar to the model in Grellmann, 18 Vicroy et al, 24 and Dickey et al 25 and can represent the typical characteristics of the BWB layout. The two flat inner flow channels are symmetrically mounted on the back of the fuselage and are independent of each other.…”

Section: Research Modelmentioning

confidence: 99%

“…The flow properties of the BWB layout must be measured more accurately in wind tunnel tests. 24 The inner flow channel is usually mounted on the back of BWB fuselage; hence, the coupling effect of internal and external flows is serious. 25 The interaction between internal and external flows must be considered during the correction of test results.…”

Section: Introductionmentioning

confidence: 99%

Design and experimental validation of a specialized pressure-measuring rake for blended wing body aircraft’s unconventional inner flow channel

Xiao-hong

Liu

Cheng

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part G:

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The internal drag of the unconventional inner flow channel of blended wing body aircraft must be measured accurately to correct the air intake effect of the blended wing body flow-through model in wind tunnel tests. In this study, the pressure distribution of the inner flow channel under the interaction of internal and external flows was obtained through numerical simulation. A specialized pressure-measuring rake was designed based on the numerical results, and a validation test was conducted in a 2.4 m × 2.4 m transonic wind tunnel. Compared with the flow in traditional inlets/nozzles, the flow in the unconventional inner channel in the current research is asymmetric, the distortion index is higher, and the internal drag is more sensitive to flow changes. The wind tunnel test results have a good correlation with the numerical results, and the repeatability of the test results is satisfactory, indicating that the measurement accuracy and precision of the pressure-measuring rake are acceptable. The design method of the specialized rake is feasible, and it can be used to guide the measurement of complex flow in unconventional inner flow channels of blended wing body aircraft.

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Overview of Low-speed Aerodynamic Tests on a 5.75% Scale Blended-Wing-Body Twin Jet Configuration (Invited)

Cited by 10 publications

References 0 publications

Design Improvement of a BWB Aerodynamic Performance at Cruise and Take-Off Speeds

Design Improvement of a BWB Aerodynamic Performance at Cruise and Take-Off Speeds

Effect of Engine Integration on a 4.6%-Scale Flying-V Subsonic Transport

Design and experimental validation of a specialized pressure-measuring rake for blended wing body aircraft’s unconventional inner flow channel

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