The Experts below are selected from a list of 99 Experts worldwide ranked by ideXlab platform

J. M. Luckring - One of the best experts on this subject based on the ideXlab platform.

  • Experimental Investigation of the Flow about a 65 deg Delta Wing in the NASA Langley National Transonic Facility. Chapter 4
    2009
    Co-Authors: J. M. Luckring
    Abstract:

    An experimental investigation for the flow about a 65 deg. delta wing has been conducted in the NASA Langley National Transonic Facility (NTF). The tests were conducted at Reynolds numbers, based on the Mean Aerodynamic Chord, ranging from 6 million to 120 million and at Mach numbers ranging from 0.4 to 0.9. The model incorporated four different leading-edge bluntness values. The data include detailed static surfacepressure distributions as well as normal-force and pitching-moment coefficients. The test program was designed to quantify the effects of Mach number, Reynolds number, and leading-edge bluntness on the onset and progression of leading-edge vortex separation.

  • Compressibility and Leading-Edge Bluntness Effects for a 65 Deg Delta Wing
    42nd AIAA Aerospace Sciences Meeting and Exhibit, 2004
    Co-Authors: J. M. Luckring
    Abstract:

    A 65 deg. delta wing has been tested in the National Transonic Facility (NTF) at Mean Aerodynamic Chord Reynolds numbers from 6 million to 120 million at subsonic and transonic speeds. The configuration incorporated a systematic variation of the leading edge bluntness. The analysis for this paper is focused on the compressibility and bluntness effects primarily at a Reynolds number of 6 million from this data set. Emphasis is placed upon on the onset and progression of leading-edge vortex separation, and compressibility is shown to promote this separation. Comparisons with recent publications show that compressibility and Reynolds number have opposite effects on blunt leading edge vortex separation

  • Transonic Reynolds Number and Leading-Edge Bluntness Effects on a 65 deg Delta Wing
    2003
    Co-Authors: J. M. Luckring
    Abstract:

    A 65 degree delta wing has been tested in the National Transonic Facility (NTF) at Mean Aerodynamic Chord Reynolds numbers from 6 million to 120 million at subsonic and transonic speeds. The configuration incorporated a systematic variation of the leading edge bluntness. The analysis for this paper is focused on the Reynolds number and bluntness effects at transonic speeds (M = 0.85) from this data set. The results show significant effects of both these parameters on the onset and progression of leading edge vortex separation.

  • Reynolds Number and Leading-Edge Bluntness Effects on a 65 o Delta Wing at Transonic Speeds
    2003
    Co-Authors: J. M. Luckring, Acoustics Competency
    Abstract:

    ABSTRACT λA 65 o delta wing has been tested in the National Transonic Facility (NTF) at Mean Aerodynamic Chord Reynolds numbers from 6 million to 120 million at subsonic and transonic speeds. The configuration incorporated a systematic variation of the leading edge bluntness. The analysis for this paper is focused on the Reynolds number and bluntness effects at transonic speeds (M = 0.85) from this data set. The results show significant effects of both these parameters on the onset and progression of leading-edge vortex separation. high angle-of-attack maneuvering typically occurs at NOMENCLATURE AR wing aspect ratio, 1.8652 b le leading-edge bluntness, r le /c bar conditions conducive to the onset and initial b/2 wing semispan, 1.0 ft. C p pressure coefficient C p,le leading-edge pressure coefficient C p,v vacuum pressure coefficient C p * sonic pressure coefficient c wing Chord c bar wing Mean Aerodynamic Chord, 1.4297 ft. c r wing root Chord, 2.1445 ft. c t wing tip Chord, 0 ft. d sting diameter, 0.275 ft. d/b nondimensional sting diameter, 0.1375 M Mach number Rn Reynolds number, based on c

  • Reynolds Number and Leading-Edge Bluntness Effects on a 65 Deg Delta Wing
    40th AIAA Aerospace Sciences Meeting & Exhibit, 2002
    Co-Authors: J. M. Luckring
    Abstract:

    ABSTRACT A 65 o delta wing has been tested in the National Transonic Facility (NTF) at Mean Aerodynamic Chord Reynolds numbers from 6 million to 120 million at subsonic and transonic speeds. The configuration incorporated systematic variation of the leading edge bluntness. The analysis for this paper is focused on the Reynolds number and bluntness effects at subsonic speeds (M = 0.4) from this data set. The results show significant effects of both these parameters on the onset and progression of leading-edge vortex separation. NOMENCLATURE AR wing aspect ratio, 1.8652 b le leading-edge bluntness, r le /c bar b/2 wing semispan, 1.0 ft. C m pitching moment coefficient about 0.25c bar C N normal force coefficient C p pressure coefficient c wing Chord c bar wing Mean Aerodynamic Chord, 1.4297 ft. c r wing root Chord, 2.1445 ft. c t wing tip Chord, 0 ft. d sting diameter, 0.275 ft. d/b nondimensional sting diameter, 0.1375 M Mach number Rn Reynolds number, based on c bar r le streamwise leading-edge radius S wing reference-area, 2.1445 ft

Sergey V Shkarayev - One of the best experts on this subject based on the ideXlab platform.

  • 6 Development of Micro Air Vehicles with in-Flight Adaptive Wing
    2006
    Co-Authors: Motoyuki Aki, Sergey V Shkarayev
    Abstract:

    A = aspect ratio (b2/S) b = wing span CD = drag coefficient = D/(0.5ρV 2S) CL = lift coefficient = L/(0.5ρV 2S) CL max = maximum lift coefficient CLα = lift-curve slope, 1/deg CM = pitching-moment coefficient about quarter-Chord point of the root Chord, = M/(0.5ρV 2S c) c0 = root Chord measured along the longitudinal axis of the wing c = Mean Aerodynamic Chord measured along the longitudinal axis D = drag force d = position of the maximum reflex hi = height of the maximum inverse camber hz = camber height at z cross section in spanwise direction h0 = camber height at the root of the wing L = lift force M = pitching moment about quarter-Chord point of the root Chord m = mass Re = Mean-Aerodynamic-Chord Reynolds number S = wing planform area TP = thrust force

  • Effect of camber on the Aerodynamics of adaptive-wing micro air vehicles
    Journal of Aircraft, 2005
    Co-Authors: William Null, Sergey V Shkarayev
    Abstract:

    Four microair vehicle wind-tunnel models were built with 3, 6, 9, and 12% camber, all based upon the S5010-TOP24C-REF thin, cambered-plate airfoil. These models were tested in the Low Speed Wind Tunnel at angles of attack ranging from 0 to 35 deg and velocities of 5, 7.5, and 10 m/s, corresponding to Mean Aerodynamic Chord Reynolds numbers of 5 × 10 4 , 7.5 × 10 4 , and 1 x 10 5 , respectively. Aerodynamic coefficients C L , C D , C M and lift-to-drag ratio (LID) were obtained and plotted vs angle of attack for all of the cambers at each velocity

Tomáš Vogeltanz - One of the best experts on this subject based on the ideXlab platform.

  • Application for calculation of Mean Aerodynamic Chord of arbitrary wing planform
    2016
    Co-Authors: Tomáš Vogeltanz
    Abstract:

    This paper presents an application for the calculation of the Mean Aerodynamic Chord (MAC) of an arbitrary wing planform. The MAC is most often used in the Aerodynamic and stability analysis. The calculation uses a method where the MAC is defined by an array of Chords. The MAC of each Chord is computed as separated trapezoidal wing and then, the final MAC is calculated. This approach may find the accurate solution of complicated wing planforms, including elliptical, in the regime of low subsonic speeds. The first section describes the MAC and essential equations used for the computation. Finally, the application and two various examples of calculation are illustrated and discussed.

Gérald Carrier - One of the best experts on this subject based on the ideXlab platform.

  • Accounting for Wing Flexibility in the Aerodynamic Calculation of Transport Aircraft Using Equivalent Beam Model
    13th AIAA ISSMO Multidisciplinary Analysis Optimization Conference, 2010
    Co-Authors: Ludovic Wiart, Gérald Carrier
    Abstract:

    In order to perform accurate Aerodynamic calculations, the influence of the flexible wing deformation has to be taken into account. A platform coupling the elsA CFD solver with a simplified model of structure based on Euler-Bernoulli beam equations has been implemented and validated with different test cases. Different approaches for beam model generation have been investigated and a calibration process using optimization has also been put in place and tested on transport aircraft configurations. This work makes it possible to carry out accurate Aerodynamic analyses taking static aeroelastic effects into account. Nomenclature CD = drag coefficient CL = lift coefficient Cl = rolling moment coefficient Cm = pitch moment coefficient c = Mean Aerodynamic Chord cloc = local Aerodynamic Chord i

Janusz Sznajder - One of the best experts on this subject based on the ideXlab platform.

  • Extreme loads acting on transport airplane following a sudden change in symmetric equilibrium
    Aircraft Engineering and Aerospace Technology, 2002
    Co-Authors: Zdobysław Goraj, Janusz Sznajder
    Abstract:

    Extreme loads are generated in aircraft flight manoeuvres. Among different manoeuvres considered in this paper are motions following a sudden deflection of elevator and response to a vertical gust. Airplane was assumed to be a rigid body of three degrees of freedom in symmetrical motion. Elevator deflection was either of the step change type, or of the sinusoidal type, gust was assumed to be either of the step change type or harmonic, with a gust cycle time corresponding to the time to travel a distance equal to 25 Mean Aerodynamic Chord. In all cases a jump type elevator deflection was assumed to last for 1 second, whilst the airplane response was observed for 3 seconds. The airplane motion, its velocities, accelerations and load acting on the tailplane were calculated by Means of numerical integration of the ordinary differential /of motion.