Investigation of the development of unsteady flow separation from a model swept wing

The results of an experimental wind-tunnel investigation of the flow patterns on the swept wing of a model aircraft realized for pitching oscillations with an amplitude A _α = 5° with respect to setup angles of attack α₀ = 10 and 16° are presented.     

Effects of Body Cross-sectional Shape on Flying Snake Aerodynamics

Despite their lack of appendages, flying snakes (genus Chrysopelea) exhibit aerodynamic performance that compares favorably to other animal gliders. We wished to determine which aspects of Chrysopelea’s unique shape contributed to its aerodynamic performance by testing physical models of Chrysopelea in a wind tunnel. We varied the relative body volume, edge sharpness, and backbone protrusion of the models. Chrysopelea’s gliding performance was surprisingly robust to most shape changes; the presence of a trailing-edge lip was the most significant factor in producing high lift forces. Lift to drag ratios of 2.7–2.9 were seen at angles of attack (α) from 10–30°. Stall did not occur until α > 30° and was gradual, with lift falling off slowly as drag increased. Chrysopelea actively undulates in an S-shape when gliding, such that posterior portions of the snake’s body lie in the wake of the more anterior portions. When two Chrysopelea body segment models were tested in tandem to produce a two dimensional approximation to this situation, the downstream model exhibited an increased lift-to-drag ratio (as much as 50% increase over a solitary model) at all horizontal gaps tested (3–7 chords) when located slightly below the upstream model and at all vertical staggers tested (±2 chords) at a gap of 7 chords.     

Supersonic leeside flow topology on delta wings revisited

The leeside vortex structures on delta wings with sharp leading edges were studied for supersonic flow at the Institute of Theoretical and Applied Mechanics of the Russian Academy of Sciences in Novosibirsk. The experiments were carried out with three wings with sweep angles of χ=68°, 73°, and 78° and parabolic profiles in the 0.6 × 0.6 m² test section of the blow-down wind tunnel T-313 of the institute. The test conditions were varied from Mach numbers M=2 to 4, unit Reynolds numbers from Re _l=26 × 10⁶ to 56 × 10⁶ m⁻¹, and angles of attack from α=0° to 22°. The results of the investigations revealed that for certain flow conditions shocks are formed above, below, and between the primary vortices. The experimental data were accurate enough to detect the onset of secondary and tertiary separation as well as other boundaries. The various flow regimes discussed in the literature were extended in several cases. The major findings are reported. Received: 6 September 1999/Accepted: 24 January 2000     

The aerodynamic forces and pressure distribution of a revolving pigeon wing

The aerodynamic forces acting on a revolving dried pigeon wing and a flat card replica were measured with a propeller rig, effectively simulating a wing in continual downstroke. Two methods were adopted: direct measurement of the reaction vertical force and torque via a forceplate, and a map of the pressures along and across the wing measured with differential pressure sensors. Wings were tested at Reynolds numbers up to 108,000, typical for slow-flying pigeons, and considerably above previous similar measurements applied to insect and hummingbird wing and wing models. The pigeon wing out-performed the flat card replica, reaching lift coefficients of 1.64 compared with 1.44. Both real and model wings achieved much higher maximum lift coefficients, and at much higher geometric angles of attack (43°), than would be expected from wings tested in a windtunnel simulating translating flight. It therefore appears that some high-lift mechanisms, possibly analogous to those of slow-flying insects, may be available for birds flapping with wings at high angles of attack. The net magnitude and orientation of aerodynamic forces acting on a revolving pigeon wing can be determined from the differential pressure maps with a moderate degree of precision. With increasing angle of attack, variability in the pressure signals suddenly increases at an angle of attack between 33° and 38°, close to the angle of highest vertical force coefficient or lift coefficient; stall appears to be delayed compared with measurements from wings in windtunnels.     

Effects of a trapped vortex cell on a thick wing airfoil

The effects of a trapped vortex cell (TVC) on the aerodynamic performance of a NACA0024 wing model were investigated experimentally at Re = 10⁶ and 6.67×10⁵6.67\times 10^{5}. The static pressure distributions around the model and the wake velocity profiles were measured to obtain lift and drag coefficients, for both the clean airfoil and the controlled configurations. Suction was applied in the cavity region to stabilize the trapped vortex. For comparison, a classical boundary layer suction configuration was also tested. The drag coefficient curve of the TVC-controlled airfoil showed sharp discontinuities and bifurcative behavior, generating two drag modes. A strong influence of the angle of attack, the suction rate and the Reynolds number on the drag coefficient was observed. With respect to the clean airfoil, the control led to a drag reduction only if the suction was high enough. Compared to the classical boundary layer suction configuration, the drag reduction was higher for the same amount of suction only in a specific range of incidence, i.e., α = −2° to α = 6° and only for the higher Reynolds number. For all the other conditions, the classical boundary layer suction configuration gave better drag performances. Moderate increments of lift were observed for the TVC-controlled airfoil at low incidence, while a 20% lift enhancement was observed in the stall region with respect to the baseline. However, the same lift increments were also observed for the classical boundary layer suction configuration. Pressure fluctuation measurements in the cavity region suggested a very complex interaction of several flow features. The two drag modes were characterized by typical unsteady phenomena observed in rectangular cavity flows, namely the shear layer mode and the wake mode.     

An investigation on the lift force of a wing pitching in dynamic stall for a comfort control vessel

On the basis of a comfort control system for ocean vessels, the control forces and moments in the form of lift forces from active wings are of important interest. In an ocean vessel comfort control system, active wings or fins are commonly used and constantly adjust their angles of attack to produce optimal sea-keeping conditions. The unsteady nature of the flow field around a wing, and the behaviour of the generated lift force must be understood in order to optimize the comfort control system. This paper presents experimental data on the flow past a pitching wing, paying particular attention to the lagging effects between the fluid dynamic lift force and the motion of the wing at large angles of attack as a function of peak angle of attack and reduced frequency of oscillation. The range of motion investigated has been chosen according to the applicability of a comfort control wing surface. Numerical data is also included to aid explanation on some of the witnessed phenomena.     

Wind tunnel tests of wings at Reynolds numbers below 70 000

 Rectangular planform wings were tested at Reynolds numbers as low as 20 000 in a low turbulence wind tunnel. The lift and drag measurements on a NACA 0012 profile were compared with those for thin flat and cambered plates. For all Reynolds numbers below 70 000 the best profile was a thin plate with a 5% circular arc camber. At all turbulence levels this profile produced the greatest lift-drag ratio, and had the highest lift coefficient at all angles of attack. The 5% camber and all of the thin plates tested were relatively insensitive to either a variation in the Reynolds number, or an increase in the wind tunnel turbulence level, whereas the NACA 0012 was very seriously affected by either, at Reynolds numbers below 50 000. Received: 27 September 1995/Accepted: 21 March 1997     

Aerodynamic forces and flow fields of a two-dimensional hovering wing

This paper reports the results of an experimental investigation on a two-dimensional (2-D) wing undergoing symmetric simple harmonic flapping motion. The purpose of this investigation is to study how flapping frequency (or Reynolds number) and angular amplitude affect aerodynamic force generation and the associated flow field during flapping for Reynolds number (Re) ranging from 663 to 2652, and angular amplitudes (α _A) of 30°, 45° and 60°. Our results support the findings of earlier studies that fluid inertia and leading edge vortices play dominant roles in the generation of aerodynamic forces. More importantly, time-resolved force coefficients during flapping are found to be more sensitive to changes in α _A than in Re. In fact, a subtle change in α _A may lead to considerable changes in the lift and drag coefficients, and there appears to be an optimal mean lift coefficient around α _A = 45°, at least for the range of flow parameters considered here. This optimal condition coincides with the development a reverse Karman Vortex street in the wake, which has a higher jet stream than a vortex dipole at α _A = 30° and a neutral wake structure at α _A = 60°. Although Re has less effect on temporal force coefficients and the associated wake structures, increasing Re tends to equalize mean lift coefficients (and also mean drag coefficients) during downstroke and upstroke, thus suggesting an increasing symmetry in the mean force generation between these strokes. Although the current study deals with a 2-D hovering motion only, the unique force characteristics observed here, particularly their strong dependence on α _A, may also occur in a three-dimensional hovering motion, and flying insects may well have taken advantage of these characteristics to help them to stay aloft and maneuver. An erratum to this article can be found at     

The flexibility effect of a plate according to various angles of attack in a free-stream

This paper presents a computational fluid–structure interaction analysis for a flexible plate in a free-stream to investigate the effects of flexibility and angle of attack on force generation. A Lattice Boltzmann Method with an immersed boundary technique using a direct forcing scheme model of the fluid is coupled to a finite element model with rectangular bending elements. We investigated the effects of various angles of attack of a flexible plate fixed at one of the end edges in a free-stream at a Reynolds number of 5000, which represents the wing flapping condition of insects and small birds in nature. The lift of the flexible plate is maintained at the large angle of attack, whereas the rigid plate shows the largest lift at angles of attack around 30–40° and then drastic reductions in the lift at the large angle of attack. If we consider the efficiency as the lift divided by the drag, the flexible plate shows better efficiency at angles of attack greater than 30° compared to the rigid plate. The better performance of the flexible plate at large angles of attack comes from the deformation of the plate, which produces an interaction between the trailing edge vortex and the short edge vortex. The horseshoe-shaped vortex produced by a large vortex interaction at the trailing edge side has an important role in increasing the lift, and the small projection area due to the deformation reduces the drag. Furthermore, we investigate the role of flexibility on the lift and the drag force of the rectangular plate in a free-stream as the Reynolds number increases. Whenever a large vortex interaction at the trailing edge side is shown, the efficiency of the rectangular plate is improved. Especially, the flexible plate shows better efficiency as the Reynolds number increases regardless of the angle of attack.     

Optimal lifting surfaces of complicated-geometry wings at supersonic flight velocities

Infinitely thin wings weakly perturbing a supersonic flow of perfect gas are investigated. The flow problem is solved in a linear formulation [1]. The shape of the wing in plan and the Mach number M of the oncoming flow are specified. The optimal wing surface is determined as a result of finding the function of the local angles of attack _M(x, z) which ensures a minimum of the drag coefficient c_x when there are limitations in the form of equalities on the lift coefficient c_y and the pitching moment m_z. A separationless flow regime is realized on the optimal wing for the given number M, and its subsonic leading edge does not experience a load [2].Translated from Izvestiya Akademii Nauk SSSR, Mekhanika Zhidkosti i Gaza, No. 6, pp. 154–160, November–December, 1985.     

Optimization of Conical Wings in Hypersonic Flow

A method of calculation is presented to determine conical wing shapes that minimize the coefficient of (wave) drag, C _D, for a fixed coefficient of lift, C _L, in steady, hypersonic flow. An optimization problem is considered for the compressive flow underneath wings at a small angle of attack δ and at a high free-stream Mach number M _∞ so that hypersonic small-disturbance (HSD) theory applies. A figure of merit, F=C _D/C _L ^3/2, is computed for each wing using a finite volume discretization of the HSD equations. A set of design variables that determine the shape of the wing is defined and adjusted iteratively to find a shape that minimizes F for a given value of the hypersonic similarity parameter, H= (M _∞δ)⁻², and planform area. Wings with both attached and detached bow shocks are considered. Optimal wings are found for flat delta wings and for a family of caret wings. In the flat-wing case, the optima have detached bow shocks while in the caret-wing case, the optimum has an attached bow shock. An improved drag-to-lift performance is found using the optimization procedure for curved wing shapes. Several optimal designs are found, all with attached bow shocks. Numerical experiments are performed and suggest that these optima are unique. Received 1 May 1998 and accepted 14 October 1998     

基于雨燕翅膀的仿生三角翼气动特性计算研究

针对低雷诺数微型飞行器的气动布局,设计出类似雨燕翅膀的一组具有不同前缘钝度的中等后掠(Λ=50?)仿生三角翼.为了定量对比研究三角翼后缘收缩产生的气动效应,设计了一组具有同等后掠的普通三角翼.为了深入研究仿生三角翼布局的前缘涡演化特性以及总体气动特性,采用数值模拟方法详细地探索了低雷诺数(Re=1.58×104)流动条...     

Near-field tip vortex behind a swept wing model

The near-field flow structure of a tip vortex behind a sweptback and tapered NACA 0015 wing was investigated and compared with a rectangular wing at the same lift force and Re=1.81×10⁵. The tangential velocity decreased with the downstream distance while increased with the airfoil incidence. The core radius was about 3% of the root chord c _r, regardless of the downstream distance and α for α<8°. The core axial velocity was always wake-like. The core Γ_c and total Γ_o circulation of the tip vortex remained nearly constant up to x/c _r=3.5 and had a Γ_c/Γ_o ratio of 0.63. The total circulation of the tip vortex accounted for only about 40% of the bound root circulation Γ_b. For a rectangular wing, the axial flow exhibited islands of wake- and jet-like velocity distributions with Γ_c/Γ_o=0.75 and Γ_o/Γ_b=0.70. For the sweptback and tapered wing tested, the inner region of the tip vortex flow exhibited a self-similar behavior for x/c _r≥1.0. The lift force computed from the spanwise circulation distributions agreed well with the force-balance data. A large difference in the lift-induced drag was, however, observed between the wake integral method and the inviscid lifting-line theory.     

Optimum lifting wings with specified longitudinal trim characteristics

The case of an infinitely slender wing that slightly disturbs a supersonic ideal gas flow is considered. The plan form and the free-stream Mach number M are given. The optimum surface of the wing y=g(x, z) is determined as a result of finding a bounded function of the local angles of attack _M=g(x, z)/x that minimizes the drag coefficient c_x for given values of the lift coefficient c_y and the pitching moment coefficient m_z. The problem is solved in the class of piecewise-constant functions for wings of complex geometry [1].Translated from Izvestiya Akademii Nauk SSSR, Mekhanika Zhidkosti i Gaza, No. 4, pp. 185–189, July–August, 1987.     

Aerodynamics of intermittent bounds in flying birds

Flap-bounding is a common flight style in small birds in which flapping phases alternate with flexed-wing bounds. Body lift is predicted to be essential to making this flight style an aerodynamically attractive flight strategy. To elucidate the contributions of the body and tail to lift and drag during the flexed-wing bound phase, we used particle image velocimetry (PIV) and measured properties of the wake of zebra finch (Taeniopygia guttata, N = 5), flying at 6–10 m s⁻¹ in a variable speed wind tunnel as well as flow around taxidermically prepared specimens (N = 4) mounted on a sting instrumented with force transducers. For the specimens, we varied air velocity from 2 to 12 m s⁻¹ and body angle from −15° to 50°. The wake of bounding birds and mounted specimens consisted of a pair of counter-rotating vortices shed into the wake from the tail, with induced downwash in the sagittal plane and upwash in parasagittal planes lateral to the bird. This wake structure was present even when the tail was entirely removed. We observed good agreement between force measures derived from PIV and force transducers over the range of body angles typically used by zebra finch during forward flight. Body lift:drag (L:D) ratios averaged 1.4 in live birds and varied between 1 and 1.5 in specimens at body angles from 10° to 30°. Peak (L:D) ratio was the same in live birds and specimens (1.5) and was exhibited in specimens at body angles of 15° or 20°, consistent with the lower end of body angles utilized during bounds. Increasing flight velocity in live birds caused a decrease in C _L and C _D from maximum values of 1.19 and 0.95 during flight at 6 m s⁻¹ to minimum values of 0.70 and 0.54 during flight at 10 m s⁻¹. Consistent with delta-wing theory as applied to birds with a graduated-tail shape, trimming the tail to 0 and 50% of normal length reduced L:D ratios and extending tail length to 150% of normal increased L:D ratio. As downward induced velocity is present in the sagittal plane during upstroke of flapping flight, we hypothesize that body lift is produced during flapping phases. Future efforts to model the mechanics of intermittent flight should take into account that flap-bounding birds may support up to 20% of their weight even with their wings fully flexed.     

Unsteady PTV velocity field past an airfoil solved with DNS: Part 2. Validation and application at Reynolds numbers up to <Emphasis Type="Italic">Re</Emphasis> ≤ 10<Superscript>4</Superscript>

Hybrid unsteady-flow simulation combining particle tracking velocimetry (PTV) and direct numerical simulation (DNS) is introduced in the series of two papers. Particle velocities on a laser-light sheet acquired with time-resolved PTV in a water tunnel are supplied to two-dimensional DNS with time intervals corresponding to the frame rate of the PTV. Hybrid velocity fields then approach those representing the PTV data in the course of time, and the reconstructed velocity fields satisfy the governing equations with the resolution comparable to numerical simulation. In part 2, by extending the capabilities of the hybrid simulation to higher Reynolds numbers, we simulate flows past the NACA0012 airfoil over ranges of Reynolds numbers (Re ≤ 10⁴) and angles of attack (−5° ≤ α ≤ 20°) and validate the proposed technique by comparing with experimental results in terms of the lift and drag coefficients. We also compare the results with unsteady Reynolds-averaged Navier–Stokes (URANS) simulation in two-dimensions and show the advantages of the hybrid simulation against two-dimensional URANS.     

Dual leading-edge vortex structure for flow over a simplified butterfly model

The dye visualization experiments show that a dual leading-edge vortex (LEV) structure exists on the suction side of a simplified butterfly model of Papilio ulysses at α = 8°−12°. Furthermore, the results of particle image velocimetry (PIV) measurement indicate that the axial velocity of the primary (outer) vortex core reaches the lower extreme value while a transition from a “wake-like” to a “jet-like” axial velocity profile occurs. The work reveals for the first time the existence of dual LEV structure on the butterfly-like forward-sweep wing configuration.     

Effect of an Exit-Wedge Angle on Pinch-off and Mass Entrainment of Vortex Rings in Air

The effects of exit-wedge angle on evolution, formation, pinch-off, propagation and diffusive mass entrainment of vortex rings in air were studied using digital particle image velocimetry. Vortex rings were generated by passing a solenoid-valve-controlled air jet through a cylindrical nozzle. Experiments were performed over a wide range of exit-wedge angles (10° ≤ α ≤ 90°) of the cylindrical nozzle, initial Reynolds numbers (450 ≤ Re ≤ 4,580) and length-to-diameter ratios (0.9 ≤ L/D ≤ 11) of the air jet. For sharp edges (α ≤ 10°), a secondary ring may emerge at high Reynolds numbers, which tended to distort the vortex ring if ingested into it. For blunt edges (α ≥ 45°), by contrast, stable vortex rings were produced. The formation phase of a vortex ring was found to be closely related to its evolution pattern. An exit-wedge angle of 45° was found to be optimal for rapid pinch-off and faster propagation and better stability of a vortex ring. Diffusive mass entrainment was found to be between 35% and 40% in the early stages of a vortex ring propagation and it gradually increased throughout the course of vortex ring propagation. Entrainment fraction was found to be sensitive to the L/D ratio of the initial jet and decreases when the L/D ratio is increased.     

Numerical analysis of the flow pattern and vortex breakdown over a pitching delta wing at supersonic speeds

A supersonic compressible flow over a 60° swept delta wing with a sharp leading edge undergoing pitching oscillations is computationally studied. Numerical simulations are performed by the finite volume method with the use of the k?ω turbulence model for various Mach numbers and angles of attack. Variations of flow patterns in a crossflow plane, hysteresis loops associated with the vortex core location, and vortex breakdown positions during a pitching cycle are investigated. Trends for various Mach numbers, mean angles of attack, pitching amplitudes, and pitching frequencies are illustrated.