Powered Low Speed Testing of the Hybrid Wing Body

Wick, Andrew; Hooker, John R.; Clark, Christian; Plumley, Ryan W.; Zeune, Cale

doi:10.2514/6.2017-0100

Cited by 8 publications

(3 citation statements)

References 5 publications

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“…Figure 8 presents the pitch moment coefficient results before and after combined blowing control. Compared to the uncontrolled state, combined blowing increases the nose-down moment by 48%, which is similar to the results obtained from the high-lift configuration used in the HWB described in [28]. The reason for this may be that the pitch moment center of gravity of the HWB layout is relatively forward, which inevitably leads to additional nose-down moments after increasing the lift.…”

Section: Position Of the Le Slotsupporting

confidence: 81%

Experimental Investigation on the Combined Blowing Control of a Hybrid Wing Body Aircraft

et al. 2023

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Combined blowing was performed on a Hybrid Wing Body (HWB) aircraft through wind tunnel testing at a Reynolds number of 1.75 × 106. The full cycle of separation and reattachment under the control of combined blowing was implemented using Computational Fluid Dynamics (CFD), and the mechanism of combined blowing inhibiting separation was analyzed. The aerodynamic characteristics of the baseline and the independent effects of the blown deflected trailing edge (TE), blown leading edge (LE), and combined blowing on the TE and LE were investigated. The results clearly show that combined blowing can inhibit the development of cross-flow, reduce the accumulation of a boundary layer at the tip, and inhibit the flow separation effect. The effect of using seamless simple flaps alone to increase the lift is limited; blowing control is required to enhance the lift further. Applying the blown deflected TE can improve the lift linear segment, so that 30° flap achieves the lift gain of 40° flap without control, while the drag coefficient is approximately 0.02 smaller, but the stall gradually advances. Using the blown LE can significantly increase the stall angle from 12° to 18°. However, the lift linear segment remains unaffected. In particular, combined blowing can achieve the control effect of improving the lift linear segment, delaying stall, and decreasing drag. Moreover, the maximum lift coefficient is approximately 0.19, and the lift-to-drag ratio increment in the control state with a 30° flap deflection angle is above 2.2 in the angle of attack range of 4° to 12° compared to the uncontrolled state with a 40° flap deflection angle.

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Section: Position Of the Le Slotsupporting

confidence: 81%

Experimental Investigation on the Combined Blowing Control of a Hybrid Wing Body Aircraft

et al. 2023

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“…At cruise speeds, this effect is detrimental to lift and drag, because the external diffusion in the captured streamtube induces a pressure rise at the upper surface of the wing. On the contrary, during low-speed flight conditions, at high engine power settings, the flow accelerates towards the intake, creating a low-pressure zone on the upper surface of the wing, which results in a powered lift benefit, as shown in the study carried out by Wick et al [4]. They conducted powered tests at the Lockheed Martin Low-speed Wind Tunnel to investigate the aerodynamic performance and stability of the Hybrid Wing Body (HWB), an innovative airlifter configuration featuring over-wing nacelles mounted near the wing's trailing edge [13].…”

Section: Introductionmentioning

confidence: 98%

“…Additionally, such installation choice provides the potential for ground noise reduction due to the acoustic shielding effect [1][2][3]. Other potential benefits of OWN installations are reduced intake distortion and powered lift at low-speed flight conditions [4].…”

Section: Introductionmentioning

confidence: 99%

Powered Low-Speed Experimental Aerodynamic Investigation of an Over-Wing-Mounted Nacelle Configuration

Silva,

Lundbladh,

Xisto

et al. 2024

Journal of Aircraft

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Over-wing integration of ultrahigh bypass turbofan engines can be a solution for next-generation commercial transport aircraft since it eliminates the ground clearance issue and it has the potential to reduce ground noise due to acoustic shielding. Moreover, a unique characteristic of this installation type is the powered lift benefit at low-speed flight conditions. This paper aims to experimentally investigate the effect of the engine power setting on the low-speed aerodynamic performance of an over-wing-mounted nacelle configuration comprising a conventional tube-and-wing layout. Thus, low-speed wind tunnel tests were performed for a half-span powered scale model of the aforementioned configuration. The effect of the engine power setting on the wing lift and spanwise pressure distributions was investigated. The experiments were carried out for angles of attack varying from 0 to 6° and inlet mass flow ratios up to 2.4. The results were used to validate computational fluid dynamics simulations conducted for the same wind tunnel conditions. It has been shown that a significant powered lift benefit can be achieved for the studied configuration, without a penalty in the net propulsive force and that the lift increases linearly with the inlet mass flow ratio. Furthermore, it was observed that the engine power setting largely influences the pressure distributions along the wing, especially at the spanwise sections closer to the nacelle. The low-momentum zone created upstream of the engine at high power settings reduces the pressure at the wing’s upper surface, which is the main factor responsible for the increased lift. By taking advantage of such behavior, drag can potentially be reduced at takeoff and climb due to a lower flap setting required for the same lift.

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