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Lessons learned from numerical simulations of the F-16XL at flight conditions
KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering.
Swedish Def Res Agcy, Div Syst Technol.
NASA, Langley Res Ctr.
KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering.
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2009 (English)In: Journal of Aircraft, ISSN 0021-8669, E-ISSN 1533-3868, Vol. 46, no 2, 423-441 p.Article in journal (Refereed) Published
Abstract [en]

Nine organizations participated in the Cranked-Arrow Wing Aerodynamics Project International study and have contributed steady and unsteady viscous simulations of a full-scale semispan model of the F-16XL aircraft. Three different categories of flight Reynolds/Mach number combinations are computed and compared with flight-test measurements for the purpose of code validation and improved understanding of the flight physics. Steady-state simulations are done with several turbulence models (of different complexity, with no topology information required) that overcome Boussinesq-assumption problems in vortical flows. Detached-eddy simulation and its successor, delayed detached-eddy simulation, are used to compute the time-accurate flow development. Common structured and unstructured grids as well as individually adapted unstructured grids were used. Although discrepancies are observed in the comparisons, overall reasonable agreement is demonstrated for surface pressure distribution, local skin friction, and boundary velocity profiles at subsonic speeds. The physical modeling, be it steady or unsteady flow, and the grid resolution both contribute to the discrepancies observed in the comparisons with flight data, but at this time, how much each part contributes to the whole cannot be determined. Overall, it can be said that the technology readiness of computational fluid dynamics simulation technology for the study of vehicle performance has matured since 2001, such that it can be used today with a reasonable level of confidence for complex configurations.

Place, publisher, year, edition, pages
2009. Vol. 46, no 2, 423-441 p.
Keyword [en]
Aircraft; Computational fluid dynamics; Flight dynamics; Fluid dynamics; Friction; Gas dynamics; Models; Transonic aerodynamics; Turbulence models; Wings
National Category
Vehicle Engineering
Identifiers
URN: urn:nbn:se:kth:diva-8481DOI: 10.2514/1.35698ISI: 000264858800007Scopus ID: 2-s2.0-63349099579OAI: oai:DiVA.org:kth-8481DiVA: diva2:13816
Note
QC 20100713. Uppdaterad från in press till published (20100713).Available from: 2008-05-16 Created: 2008-05-16 Last updated: 2017-12-14Bibliographically approved
In thesis
1. Advances in vortical flow prediction methods for design of delta-winged aircraft
Open this publication in new window or tab >>Advances in vortical flow prediction methods for design of delta-winged aircraft
2008 (English)Doctoral thesis, comprehensive summary (Other scientific)
Abstract [en]

This thesis covers the field of vortex-flow dominated external aerodynamics. As part of the contribution to the AVT-113 task group it was possible to prove the feasibility of high Reynolds number CFD computations to resolve and thus better understand the peculiar dual vortex system encountered on the VFE-2 blunt leading edge delta wing at low to moderate incidences. Initial investigations into this phenomenon seemed to undermine the hypothesis, that the formation of the inner vortex system depends on the laminar/turbulent state of the boundary layer at separation onset. As a result of this research, the initial hypothesis had to be expanded to account also for high Reynolds number cases, where a laminar boundary layer at separation onset can be excluded.

In addition, unsteady transonic computations are used to shed light on a highly non-linear phenomenon encountered at high angles of incidence. At certain conditions, the increase of the incidence by a single degree leads to a sudden movement of the vortex breakdown location from the trailing edge to mid-chord.

The lessons learned from the contribution to the VFE-2 facet are furthermore used to prove the technology readiness level of the tools within the second facet of AVT-113, the Cranked Arrow Wing Aerodynamics Project International (CAWAPI). The platform for this investigation, the F-16XL aircraft, experiences at high transonic speeds and low incidence a complex interaction between the leading edge vortex and a strong, mid-chord shock wave.

A synergetic effect of VFE-2 with a further project, the Environmentally friendly High Speed Aircraft (HISAC), is also presented in this thesis. Reynolds number dependence is documented in respect to leading edge vortex formation of the wing planform for a reference HISAC configuration. Furthermore, proof is found for a similar dual vortex system as for the VFE-2 blunt leading edge configuration.

Place, publisher, year, edition, pages
Stockholm: KTH, 2008. viii, 38 p.
Series
Trita-AVE, ISSN 1651-7660 ; 2008:30
Keyword
delta wing, slender wing, aircraft, vortex, VFE-2, CAWAPI, HISAC
National Category
Vehicle Engineering
Identifiers
urn:nbn:se:kth:diva-4761 (URN)978-91-7178-970-9 (ISBN)
Public defence
2008-06-09, F3, KTH, Lindstedtsvägen 26, Stockholm, 10:15
Opponent
Supervisors
Note
QC 20100713Available from: 2008-05-16 Created: 2008-05-16 Last updated: 2010-07-13Bibliographically approved

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