Performance Enhancement of a Vertical Stabilizer using Synthetic Jet Actuators: No Sideslip

Rathay, Nicolas; Boucher, Matthew J.; Amitay, Michael; Whalen, Edward A.

doi:10.2514/6.2012-71

Cited by 24 publications

(19 citation statements)

References 11 publications

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“…In this experiment we follow the path of Rathay et al [14,15] who applied synthetic jet actuators to a typical vertical stabilizer of a commercial airplane model. Their actuators were placed in a linear array next to the hinge of the rudder for the purpose of attaching the flow over the rudder surface at large rudder deflection angles, thereby increasing its effectiveness.…”

Section: Introductionmentioning

confidence: 99%

Performance Enhancement of a Vertical Tail Model with Sweeping Jet Actuators

Seele

Graff

Lin

et al. 2013

51st AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition

118

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Active Flow Control (AFC) experiments performed at the Caltech Lucas Adaptive Wall WindTunnel on a 12%-thick, generic vertical tail model indicated that sweeping jets emanating from the trailing edge (TE) of the vertical stabilizer significantly increased the side force coefficient for a wide range of rudder deflection angles and yaw angles at free-stream velocities approaching takeoff rotation speed. The results indicated that 2% blowing momentum coefficient (C µ ) increased the side force in excess of 50% at the maximum conventional rudder deflection angle in the absence of yaw. Even C µ = 0.5% increased the side force in excess of 20% under these conditions. This effort was sponsored by the NASA Environmentally Responsible Aviation (ERA) project and the successful demonstration of this flow-control application could have far reaching implications. It could lead to effective applications of AFC technologies on key aircraft control surfaces and lift enhancing devices (flaps) that would aid in reduction of fuel consumption through a decrease in size and weight of wings and control surfaces or a reduction of the noise footprint due to steeper climb and descent.

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Section: Introductionmentioning

confidence: 99%

Performance Enhancement of a Vertical Tail Model with Sweeping Jet Actuators

Seele

Graff

Lin

et al. 2013

51st AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition

118

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“…The performance of synthetic jets is briefly presented using force and surface pressure measurements (see our previous work for a detailed analysis of the synthetic jet performance enhancement 22,23 ). This is followed by an analysis of the flow physics using Stereo PIV.…”

Section: Resultsmentioning

confidence: 99%

“…However, to the authors' knowledge, there has been little work on the application of synthetic jets to the rudder of a vertical tail or, even less specifically, to any finite tapered wing with a large sweep angle (~45°). The present work is a continuation of our previous work conducted on two vertical tail wind tunnel models 22,23 , which focused on determining the general performance of synthetic jets in this application and understanding the effect of the multiple flow control parameters (e.g., spanwise jet location and orifice aspect ratio). In the present discussion, the influence of synthetic jets on the side force and pressure distributions will be briefly shown, where the main focus of the work is on the flow physics associated with the performance enhancement of the tail.…”

Section: Introductionmentioning

confidence: 98%

Parametric Study of Synthetic-Jet-Based Flow Control for Performance Enhancement of a Vertical Stabilizer

Rathay

Boucher

Amitay

et al. 2013

31st AIAA Applied Aerodynamics Conference

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The performance enhancement of a vertical tail using synthetic jet actuators may allow for a decrease in tail size, which would result in a reduction of the drag, weight, and fuel consumption of the airplane. The potential for enhancement was investigated during wind tunnel experiments with a 1/19 th scale wind tunnel model of a Boeing 767 vertical tail at a Reynolds number of 350,000. The model was instrumented with twelve finite span synthetic jet actuators placed slightly upstream of the rudder hinge-line with the objective of controlling the separation that commences over the rudder when it is deflected to high angles. The synthetic jets were capable of increasing the side force coefficient by up to 0.17 or 34% above the unactuated level. Stereo Particle Image Velocimetry (Stereo PIV) was used to understand the interaction of the synthetic jets with the flow over the rudder, primarily focusing on the inboard portion of the rudder. The Stereo PIV data revealed the complicated, highly three-dimensional nature of the baseline and actuated flow fields. Timeaveraged measurements showed ridges of reduced velocity and valleys of increased velocity in the iso-surfaces of total velocity that were created by the jets. The ridges were believed to be a result of an interaction between the synthetic jets' clockwise edge vortices and the crossflow. The counterclockwise edge vortices were associated with regions of higher velocity indicating that they were more beneficial for flow separation control relative to the counterclockwise vortices. This suggested that in this application the synthetic jet flow control system could be made more effective at augmenting side force by configuring the jet orifices in such a way to reduce the strength of the clockwise edge vortices and enhance the counterclockwise vortices they generate. Nomenclature A j= cross-sectional area of the synthetic jet orifice, m 2 AR = jet orifice aspect ratio b = span, m b' = local distance from the root to the tip of the model in a direction of constant x'/c', mm C b = synthetic jet blowing ratiochord perpendicular to the stabilizer leading edge, m = mean aerodynamic chord, m 2 = mean aerodynamic rudder chord, mm C µ = synthetic jet area-based momentum coefficient f = synthetic jet's carrier frequency, Hz F + = reduced carrier frequency l = length of the jet orifice, m n = number of jets Re = Reynolds number based on mean aerodynamic chord S = tail trapezoidal reference area, m 2 T = period of synthetic jet driving frequency, s U j = averaged jet exit velocity, m/s u j (t) = phase-averaged synthetic jet velocity, m/s U* = normalized velocity perpendicular to the hinge-line U ∞ = freestream velocity, m/s * = normalized total velocity w = width of the jet orifice, m x = streamwise direction (parallel to the freestream) x' = local distance from the leading edge in the direction perpendicular to the leading edge, m x* = normalized distance perpendicular to the rudder hinge-line y* = normalized distance perpendicular to the rudder surface z = spanwise direction...

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“…3 The capabilities of AFC have been demonstrated on airplane and component models in many laboratory and/or aerodynamic environments. [4][5][6][7][8][9][10][11][12][13][14][15][16][17][18][19][20][21][22][23] Rathay et al 4,5 applied synthetic jet actuators to a subscale (~7%) vertical stabilizer model, where actuators placed next to the hinge of the rudder produced up to 20% side force increase at moderate rudder deflections. Seele et al 6,7 applied the sweeping jet actuators to a subscale (~14%) vertical tail model.…”

Section: Afcmentioning

confidence: 99%

Flow Separation Control on a Full-Scale Vertical Tail Model using Sweeping Jet Actuators

Andino

Lin

Washburn

et al. 2015

53rd AIAA Aerospace Sciences Meeting

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This paper describes test results of a joint NASA/Boeing research effort to advance Active Flow Control (AFC) technology to enhance aerodynamic efficiency. A full-scaleBoeing 757 vertical tail model equipped with sweeping jets AFC was tested at the National Full-Scale Aerodynamics Complex 40-by 80-Foot Wind Tunnel at NASA Ames Research Center. The flow separation control optimization was performed at 100 knots, a maximum rudder deflection of 30°, and sideslip angles of 0° and -7.5°. Greater than 20% increments in side force were achieved at the two sideslip angles with a 31-actuator AFC configuration. Flow physics and flow separation control associated with the AFC are presented in detail. AFC caused significant increases in suction pressure on the actuator side and associated side force enhancement. The momentum coefficient (C µ ) is shown to be a useful parameter to use for scaling-up sweeping jet AFC from sub-scale tests to full-scale applications. Reducing the number of actuators at a constant total C µ of approximately 0.5% and tripling the actuator spacing did not significantly affect the flow separation control effectiveness. NomenclatureAFC = active flow control APU = auxiliary power unit c = total local chord length CFD = computational fluid dynamics C p = pressure coefficient C y = side force coefficient C Yn = normalized side force coefficient relative to baseline (AFC off) C µ = momentum coefficient, % ERA = Environmentally Responsible Aviation LE = leading edge M ∞ = free stream Mach number NFAC = National Full-Scale Aerodynamics Complex Re = Reynolds number based on mean aerodynamic chord U ∞ = free stream velocity, knots x = streamwise direction β = sideslip angle, degrees δ Rudder = flap deflection angle, degrees %ΔC y = % difference in C y with respect to AFC off, 100%*(C y -C y, AFC off )/ C y, AFC off Downloaded by UNIVERSITY OF TORONTO on July 31, 2015 | http://arc.aiaa.org |

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Performance Enhancement of a Vertical Stabilizer using Synthetic Jet Actuators: No Sideslip

Cited by 24 publications

References 11 publications

Performance Enhancement of a Vertical Tail Model with Sweeping Jet Actuators

Performance Enhancement of a Vertical Tail Model with Sweeping Jet Actuators

Parametric Study of Synthetic-Jet-Based Flow Control for Performance Enhancement of a Vertical Stabilizer

Flow Separation Control on a Full-Scale Vertical Tail Model using Sweeping Jet Actuators

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