Aerodynamics of delta wings with flaps at hypersonic speeds

Control surface effectiveness is an important parameter for any aeroplane. For a hypersonic aircraft, though the power required to operate the flaps is determined by low speed flying conditions, it is imperative to know the effect of flaps at hypersonic speeds. Hence, studies have been done on this topic by aerodynamicists for over 40 years. In spite of this, only a limited data is available in the literature on this subject. This paper discusses the experimental study of the effect of sweep on the aerodynamic characteristics of thin slab delta wings with flaps at hypersonic speeds. For the purpose of this investigation, a novel special thin six-component balance, which has a thickness of 4mm and can be housed inside wings with 8mm thickness, has been designed. The wings had a sweep of 76degrees, 70degrees and 65degrees, t/c of 0.053 and flaps with 12% of wing area and 12% of wing chord. Testing were done at Mach 8.2, Re number of 2.13 x 10(6) (based on chord), from alpha = -12degrees to 12degrees and flap angle of 20degrees, 30degrees and 40degrees. Separation lengths, measured from Schlieren pictures, clearly show that there is 'no appreciable' effect of sweep on them. Also, using a simple local flow field calculation, the separation has been identified to be transitional in nature. These features of separation reflect in the force data. Because of the small separation length, the flaps (inspite of their small size) were very effective in generating additional C-N, C-M and C-l, which increased with increase in flap angle. In general, the C-N, C-M and X-CP were unaffected by sweep for symmetric flap deflection at positive incidences and asymmetric flap case, For symmetric flap case at negative incidences, only C-N was not influenced by the sweep but C-M decreased and X-CP moved upstream as the sweep is decreased, The wing with lower sweep produces higher CA and lower (L/D)(max) for both symmetric and asymmetric flaps. The rolling moment and adverse yaw increased with decrease in sweep for asymmetric flap deflection. Newtonian theory is shown to be incapable of predicting the effect of sweep on C-l, C-n and on the incremental values of C-N, C-M and C-A. In conclusion, it can be said that a small flap is generally adequate for hypersonic aeroplanes provided they operate at altitudes where transitional and turbulent separation can be expected to occur. This would make the flaps effective and thus enable ample control authority.

Hypersonic wave drag reduction in re-entry capsules using concentrated energy deposition

Experiments are carried out in a shock tunnel at a nominal Mach number of 5.75 in order to study the effect of concentrated energy deposition on the drag force experienced by a 120° blunt cone. Electrical energy was deposited along the stagnation streamline of the model using a high voltage DC discharge circuit (1.5 – 3.5KW) and the drag force was measured by a single component accelerometer balance. Numerical simulations were also carried complimenting the experiments. These simulations showed a substantial drag reduction (20% ~ 65%) whereas the experiments show no appreciable reduction in drag

Effect of gas injection on drag and surface heat transfer rates for a 30 degrees semi-apex angle blunt body flying at Mach 5.75

Effect of coolant gas injection in the stagnation region on the surface heat transfer rates and aerodynamic drag for a large angle blunt body flying at hypersonic Mach number is reported for two stagnation enthalpies. A 60° apex-angle blunt cone model is employed for this purpose with air injection at the nose through a hole of 2mm diameter. The convective surface heating rates and aerodynamic drag are measured simultaneously using surface mounted platinum thin film sensors and internally mounted accelerometer balance system, respectively. About 35–40% reduction in surface heating rates is observed in the vicinity of stagnation region whereas 15–25% reduction in surface heating rates is felt beyond the stagnation region at stagnation enthalpy of 1.6MJ/kg. The aerodynamic drag expressed in terms of drag coefficient is found to increase by 20% due to the air injection.

A novel free floating accelerometer force balance system for shock tunnel applications

In order to overcome the interference of the model mounting system with the external aerodynamics of the body during shock tunnel testing, a new free floating internally mountable balance system that ensures unrestrained model motion during testing has been designed, fabricated and tested. Minimal friction ball bearings are used for ensuring the free floating condition of the model during tunnel testing. The drag force acting on a blunt leading edge flat plate at hypersonic Mach number has been measured using the new balance system. Finite element model (FEM) and CFD are exhaustively used in the design as well as for calibrating the new balance system. The experimentally measured drag force on the blunt leading edge flat plate at stagnation enthalpy of 0.7 and 1.2 MJ/kg and nominal Mach number of 5.75 matches well with FEM results. The concept can also be extended for measuring all the three fundamental aerodynamic forces in short duration test facilities like free piston driven shock tunnels.

Minimum power consumption for drag reduction on a circular cylinder by tangential surface motion

We investigate the effect of a prescribed tangential velocity on the drag force on a circular cylinder in a spanwise uniform cross flow. Using a combination of theoretical and numerical techniques we make an attempt at determining the optimal tangential velocity profiles which will reduce the drag force acting on the cylindrical body while minimizing the net power consumption characterized through a non-dimensional power loss coefficient (C-PL). A striking conclusion of our analysis is that the tangential velocity associated with the potential flow, which completely suppresses the drag force, is not optimal for both small and large, but finite Reynolds number. When inertial effects are negligible (R e << 1), theoretical analysis based on two-dimensional Oseen equations gives us the optimal tangential velocity profile which leads to energetically efficient drag reduction. Furthermore, in the limit of zero Reynolds number (Re -> 0), minimum power loss is achieved for a tangential velocity profile corresponding to a shear-free perfect slip boundary. At finite Re, results from numerical simulations indicate that perfect slip is not optimum and a further reduction in drag can be achieved for reduced power consumption. A gradual increase in the strength of a tangential velocity which involves only the first reflectionally symmetric mode leads to a monotonic reduction in drag and eventual thrust production. Simulations reveal the existence of an optimal strength for which the power consumption attains a minima. At a Reynolds number of 100, minimum value of the power loss coefficient (C-PL = 0.37) is obtained when the maximum in tangential surface velocity is about one and a half times the free stream uniform velocity corresponding to a percentage drag reduction of approximately 77 %; C-PL = 0.42 and 0.50 for perfect slip and potential flow cases, respectively. Our results suggest that potential flow tangential velocity enables energetically efficient propulsion at all Reynolds numbers but optimal drag reduction only for Re -> infinity. The two-dimensional strategy of reducing drag while minimizing net power consumption is shown to be effective in three dimensions via numerical simulation of flow past an infinite circular cylinder at a Reynolds number of 300. Finally a strategy of reducing drag, suitable for practical implementation and amenable to experimental testing, through piecewise constant tangential velocities distributed along the cylinder periphery is proposed and analysed.

Time dependent superhydrophobicity of drag reducing surfaces

Air can be trapped on the crevices of specially textured hydrophobic surfaces immersed in water. This heterogenous state of wetting in which the water is in contact with both the solid surface and the entrapped air is not stable. Diffusion of air into the surrounding water leads to gradual reduction in the size and numbers of the air bubbles. The sustainability of the entrapped air on such surfaces is important for many underwater applications in which the surfaces have to remain submersed for longer time periods. In this paper we explore the suitability of different classes of surface textures towards the drag reduction application by evaluating the time required for the disappearance of the air bubbles under hydrostatic conditions. Different repetitive textures consisting of holes, pillars and ridges of different sizes have been generated in silicon, aluminium and brass by isotropic etching, wire EDM and chemical etching respectively. These surfaces were rendered hydrophobic with self-assembled layer of fluorooctyl trichlorosilane for silicon and aluminium surfaces and 1-dodecanethiol for brass surfaces. Using total internal reflection the air bubbles are visualized with the help of a microscope and time lapse photography. Irrespective of the texture, both the size and the number of air pockets were found to decrease with time gradually and eventually disappear. In an attempt to reverse the diffusion we explore the possibility of using electrolysis to generate gases at the textured surfaces. The gas bubbles are nucleated everywhere on the surface and as they grow they coalesce with each other and get pinned at the texture edges.

A unified view of energetic efficiency in active drag reduction, thrust generation and self-propulsion through a loss coefficient with some applications

An analysis of the energy budget for the general case of a body translating in a stationary fluid under the action of an external force is used to define a power loss coefficient. This universal definition of power loss coefficient gives a measure of the energy lost in the wake of the translating body and, in general, is applicable to a variety of flow configurations including active drag reduction, self-propulsion and thrust generation. The utility of the power loss coefficient is demonstrated on a model bluff body flow problem concerning a two-dimensional elliptical cylinder in a uniform cross-flow. The upper and lower boundaries of the elliptic cylinder undergo continuous motion due to a prescribed reflectionally symmetric constant tangential surface velocity. It is shown that a decrease in drag resulting from an increase in the strength of tangential surface velocity leads to an initial reduction and eventual rise in the power loss coefficient. A maximum in energetic efficiency is attained for a drag reducing tangential surface velocity which minimizes the power loss coefficient. The effect of the tangential surface velocity on drag reduction and self-propulsion of both bluff and streamlined bodies is explored through a variation in the thickness ratio (ratio of the minor and major axes) of the elliptical cylinders.

Numerical and experimental investigation and optimization of an open wheeled race car cooling air duct

In this study the cooling performance due to air flow and aerodynamics of the Formula Student open wheeled race car has been investigated and optimized with the help of CFD simulations and experimental validation. The race car in context previously suffered from overheating problems. Flow analysis was carried out based on the detailed race car 3D model (NITK Racing 2012 formula student race car). Wind tunnel experiments were carried out on the same. The results obtained from the computer simulations are compared with experimental results obtained from wind tunnel testing of the full car. Through this study it was possible to locate the problem areas and hence choose the best configuration for the cooling duct. The CFD analysis helped in calculating the mass flow rate, pressure and velocity distribution for different velocities of the car which is then used to determine the heat dissipated by the radiator. Area of flow separation could be visualized and made sure smooth airflow into the radiator core area. This significantly increased the cooling performance of the car with reduction in drag.

Controlling air solubility to maintain `'Cassie'' state for sustained drag reduction

`'Cassie'' state of wetting can be established by trapping air pockets on the crevices of textured hydrophobic surfaces, leading to significant drag reduction. However, this drag reduction cannot be sustained due to gradual dissolution of trapped air into water. In this paper, we explore the possibility of sustaining the underwater Cassie state of wetting in a microchannel by controlling the solubility of air in water; the solubility being changed by controlling the local absolute pressure near the surface. We show that using this method, we can in fact make the water locally supersaturated with air thus encouraging the growth of trapped air pockets on the surface. In this case, the water acts as a pumping medium, delivering air to the crevices of the hydrophobic surface in the microchannel, where the presence of air pockets is most beneficial from the drag reduction perspective. In our experiments, the air trapped on a textured surface is visualized using total internal reflection based technique, at different local absolute pressures with the pressure drop (or drag) also being simultaneously measured. We find that, by controlling the pressure and hence the solubility close to the surface, we can either shrink or grow the trapped air bubbles, uniformly over a large surface area. The experiments show that, by precisely controlling the pressure and hence the solubility we can sustain the `'Cassie state'' over extended periods of time. This method thus provides a means of getting sustained drag reduction from a textured hydrophobic surface in channel flows. (C) 2014 Elsevier B.V. All rights reserved.

Discrete Vortex Method-Based Model for Ground-Effect Studies

A discrete vortex method-based model has been proposed for two-dimensional/three-dimensional ground-effect prediction. The model merely requires two-dimensional sectional aerodynamics in free flight. This free-flight data can be obtained either from experiments or a high-fidelity computational fluid dynamics solver. The first step of this two-step model involves a constrained optimization procedure that modifies the vortex distribution on the camber line as obtained from a discrete vortex method to match the free-flight data from experiments/computational fluid dynamics. In the second step, the vortex distribution thus obtained is further modified to account for the presence of the ground plane within a discrete vortex method-based framework. Whereas the predictability of the lift appears as a natural extension, the drag predictability within a potential flow framework is achieved through the introduction of what are referred to as drag panels. The need for the use of the generalized Kutta-Joukowski theorem is emphasized. The extension of the model to three dimensions is by the way of using the numerical lifting-line theory that allows for wing sweep. The model is extensively validated for both two-dimensional and three-dimensional ground-effect studies. The work also demonstrates the ability of the model to predict lift and drag coefficients of a high-lift wing in ground effect to about 2 and 8% accuracy, respectively, as compared to the results obtained using a Reynolds-averaged Navier-Stokes solver involving grids with several million volumes. The model shows a lot of promise in design, particularly during the early phase.

Active Viscoelastic Matter: From Bacterial Drag Reduction to Turbulent Solids

A paradigm for internally driven matter is the active nematic liquid crystal, whereby the equations of a conventional nematic are supplemented by a minimal active stress that violates time-reversal symmetry. In practice, active fluids may have not only liquid-crystalline but also viscoelastic polymer degrees of freedom. Here we explore the resulting interplay by coupling an active nematic to a minimal model of polymer rheology. We find that adding a polymer can greatly increase the complexity of spontaneous flow, but can also have calming effects, thereby increasing the net throughput of spontaneous flow along a pipe (a ``drag-reduction'' effect). Remarkably, active turbulence can also arise after switching on activity in a sufficiently soft elastomeric solid.

Variation of drag coefficient with wind wave development

Turbulent air flows over developing wind waves in the air-sea boundary layer are numerically simulated without considering wave breaking. Influences of wind waves on air flows are considered using a model of significant wave and surface roughness, with a formula proposed for calculating the surface roughness, k - epsilon model is adopted to simulate turbulent flows. The results of the drag coefficient and turbulence characteristics agree well with the observations.

Study of drag reduction by gas injection for power-law fluid flow in horizontal stratified and slug flow regimes

In this work, the drag reduction by gas injection for power-law fluid flow in stratified and slug flow regimes has been studied. Experimentswere conducted to measure the pressure gradient within air/CMC solutions in a horizontal Plexiglas pipe that had a diameter of 50mm and a length of 30 m. The drag reduction ratio in stratified flow regime was predicted using the two-fluid model. The results showed that the drag reduction should occur over the large range of the liquid holdup when the flow behaviour index remained at the low value. Furthermore, for turbulent gas-laminar liquid stratified flow, the drag reduction by gas injection for Newtonian fluid was more effective than that for shear-shinning fluid, when the dimensionless liquid height remained in the area of high value. The pressure gradient model for a gas/Newtonian liquid slug flow was extended to liquids possessing the Ostwald–de Waele power law model. The proposed model was validated against 340 experimental data point over a wide range of operating conditions, fluid characteristics and pipe diameters. The dimensionless pressure drop predicted was well inside the 20% deviation region for most of the experimental data. These results substantiated the general validity of the model presented for gas/non-Newtonian two-phase slug flows.