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Journal articles on the topic 'Delta wing'

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Published: 4 June 2021

Last updated: 16 June 2025

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Zhang, Ming Lu, Yi Ren Yang, and Zhi Yong Lu. "Unsteady Characteristics over Dynamic Delta Wings." Applied Mechanics and Materials 128-129 (October 2011): 350–53. http://dx.doi.org/10.4028/www.scientific.net/amm.128-129.350.

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A study of flow and frequency characteristics of the leading-edge vortices over a delta wing undergoing pitching up-stop motions is presented. The experiments with the dynamic delta wings were conducted in a water channel and a wind tunnel respectively. Among them, the test of the flow visualization was completed in the water channel with the delta wing with pitching up-stop motions. The result shows that in the case of pitching up-stop movement the vortex breakdown position is dependent on the range of incidence at which the wing is subject to pitching up-stop and the reduced frequency k (k=c/2U∞). Analysis of the pressure signal measured in the wind tunnel shows when the delta wing is subject to pitching-up the nondimensional spiral wave frequency at nominal incidence in post-breakdown is higher than that at corresponding static state and the bigger the k is, the higher the nondimensional spiral wave frequency is. The same conclusion is fitted with different sweep delta wing.

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Keshav, R. "Aerodynamics of Reverse Delta Wing." International Journal for Research in Applied Science and Engineering Technology 9, no. VI (2021): 3398–403. http://dx.doi.org/10.22214/ijraset.2021.35618.

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Delta wings are mostly used in supersonic jets and fighter aircrafts. A delta wing is naturally stable and produces vortex lift, so the flow separation can be made into increasing lift. This augmented lift comes at an expense of high drag. A reverse delta wing is nothing but an inverted delta wing, the forward swept wings were inspired from this design. It has low drag coefficient and was used in ground effect vehicle. This paper aims to bring out all the possible studies and research work done on a reverse delta wing. The study was mainly inspired by the works of Alexander Lippisch and his design for the X-112 WIG (wing-in-ground effect).This paper will provide comparative flow patterns around a reverse delta wing and a normal wing with simulations and ways to optimize it to get a better efficiency.

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Wang, J. J., and S. F. Lu. "Effects of leading-edge bevel angle on the aerodynamic forces of a non-slender 50° delta wing." Aeronautical Journal 109, no. 1098 (2005): 403–7. http://dx.doi.org/10.1017/s0001924000000828.

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Abstract The aerodynamic performances of a non-slender 50° delta wing with various leading-edge bevels were measured in a low speed wind tunnel. It is found that the delta wing with leading-edge bevelled leeward can improve the maximum lift coefficient and maximum lift to drag ratio, and the stall angle of the wing is also delayed. In comparison with the blunt leading-edge wing, the increment of maximum lift to drag ratio is 200%, 98% and 100% for the wings with relative thickness t/c = 2%, t/c = 6.7% and t/c = 10%, respectively.

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Rinoie, K. "Studies of vortex flaps for different sweepback angle delta wings." Aeronautical Journal 101, no. 1009 (1997): 409–16. http://dx.doi.org/10.1017/s0001924000065957.

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AbstractLow speed windtunnel measurements were made on a 50° delta wing with leading edge vortex flaps. Improvements in the lift/drag ratio were obtained by deflecting the leading edge vortex flap. Comparisons were made between the previously measured 60° and 70° delta wing results and the present 50° wing results. Improvements in the lift/drag ratio of the 50° delta wing were attained over a wider lift coefficient range than for the 70° delta wing. The highest lift/drag ratio for the 50° delta wing is achieved when the flow attaches to the flap surface without any large area of separation. Estimations of the aerodynamic forces were also made using a quasi-vortex lattice method coupled with the leading edge suction analogy for the 50°, 60° and 70° delta wings. The results obtained from this analysis agree qualitatively with the experimental results.

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Zhang, Ming Lu, Yi Ren Yang, Zhi Yong Lu, and Li Lu. "Unsteady Characteristics of Breakdown Vortices over Delta Wing." Applied Mechanics and Materials 66-68 (July 2011): 1874–77. http://dx.doi.org/10.4028/www.scientific.net/amm.66-68.1874.

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Experiment of unsteady pressure measurement on the surface of wing with 75° sweep delta wing has been carried out in a wind tunnel in order to investigate unsteady characteristics of breakdown vortices over delta wing after the leading edge vortices were breakdown. The result of experiment shows that alter of RMS pressure fluctuations and fluid state of leading edge vortices on the top surface of delta wing are correlative. At the angle region with vortex breakdown, RMS of pressure fluctuations are very huge, similarly buffeting strength of delta wing are large. With increasing angle of attack, alter of buffeting strength is in accordance with RMS pressure fluctuations. Analysis of the pressure signal shows the spiral wave of the breakdown vortex flow over the wing is the primary part of whole RMS pressure fluctuations. Delta wing produces buffeting because of the spiral wave.

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Boumrar, I., and A. Ouibrahim. "Delta Wing-Fuselage Interactions - Experimental Study." Advanced Materials Research 274 (July 2011): 43–52. http://dx.doi.org/10.4028/www.scientific.net/amr.274.43.

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Experiments were conducted on thin delta wings to investigate, for subsonic flow, the effect of both privileged apex angle values and the wing-fuselage interactions on the aerodynamic characteristics, i.e. the distribution of the defect pressure on the extrados, the drag and the lift coefficients. For this purpose, several delta wing models of various apex angle (β = 75, 80 and 85°) were realized and tested without and with fuselages of cylindrical form, with diameters of 20 and 30 mm, downstream the apex and appropriately disposed on the extrados. The impact of the apex angle as well as the interaction on the defect pressure were specially considered along the apex vortices where the pressure defect is usually maximum. The above mentioned effects were investigated via the variations of the mean velocity in the wind tunnel and the incidence (attack) angle.

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Bakaul, Saifur Rahman, Yan Kui Wang, Guang Xing Wu, and Qureshi Humayun. "Effect of Nose Tip on Wing Rock of Slender Delta Wing." Applied Mechanics and Materials 232 (November 2012): 178–83. http://dx.doi.org/10.4028/www.scientific.net/amm.232.178.

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The root cause of wing rock is investigated by examining two slender delta wings (700 and 850 sweep back angle) in wind tunnel using force measurement, pressure measurement and PIV techniques. The results show presence of asymmetric flow at 200 angle of attack and initiation of wing rock at the same point for 850 model while there is neither asymmetric flow nor wing rock for 700 model suggesting close relation of flow asymmetry with wing rock. Investigation with three apparently identical nose sections reveals that the asymmetry comes from the area very close to the wing tip. This asymmetric flow causes the vortices to interact in a complex way resulting in wing rock when the vortices are in close proximity (such as for 850 model), which is not the case when the vortices are ‘comparatively away’ (such as 700 model) from each other.

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Lee, Mario, and Chih-Ming Ho. "Lift Force of Delta Wings." Applied Mechanics Reviews 43, no. 9 (1990): 209–21. http://dx.doi.org/10.1115/1.3119169.

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On a delta wing, the separation vorticies can be stationary due to the balance of the vorticity surface flux and the axial convection along the swept leading edge. These stationary vortices keep the wing from losing lift. A highly swept delta wing reaches the maximum lift at an angle of attack of about 40°, which is more than twice as high as that of a two-dimensional airfoil. In this paper, the experimental results of lift forces for delta wings are reviewed from the perspective of fundamental vorticity balance. The effects of different operational and geometrical parameters on the performance of delta wings are surveyed.

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Gursul, I. "Recent developments in delta wing aerodynamics." Aeronautical Journal 108, no. 1087 (2004): 437–52. http://dx.doi.org/10.1017/s0001924000000269.

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Abstract Recent developments in delta wing aerodynamics are reviewed. For slender delta wings, recent investigations shed more light on the unsteady aspects of shear-layer structure, vortex core, breakdown and its instabilities. For nonslender delta wings, substantial differences in the structure of vortical flow and breakdown may exist. Vortex interactions are generic to both slender and nonslender wings. Various unsteady flow phenomena may cause buffeting of wings and fins, however, vortex breakdown, vortex shedding, and shear layer reattachment are the most dominant sources. Dynamic response of vortex breakdown over delta wings in unsteady flows can be characterised by large time lags and hysteresis, whose physical mechanisms need further studies. Unusual flow–structure interactions for nonslender wings in the form of self-excited roll oscillations have been observed. Recent experiments showed that substantial lift enhancement is possible on a flexible delta wing.

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Ericsson, Lars E. "Wing Rock of Nonslender Delta Wings." Journal of Aircraft 38, no. 1 (2001): 36–41. http://dx.doi.org/10.2514/2.2731.

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Ericsson, Lars E. "Wing Rock of Nonslender Delta Wings." Journal of Aircraft 38, no. 4 (2001): 784. http://dx.doi.org/10.2514/2.c9628-e.

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Mat, Shabudin, I. Shah Ishak, Khidzir Zakaria, and Z. Ajis Khan. "Manufacturing Process of Blended Delta-Shaped Wing Model." Advanced Materials Research 845 (December 2013): 971–74. http://dx.doi.org/10.4028/www.scientific.net/amr.845.971.

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Aerodynamicists have long acknowledged the blended wing body (BWB) aircraft design could produce great aerodynamic advantages due to the integration of the delta wing structure with the thick center body. Therefore the wind tunnel test campaign is crucial to gain information of the flow field that governs the delta-shaped wing which has frequently baffled the aerodynamicists. In such, the wind tunnel test required acceptable quality of delta-shaped wing model for results validity. Consequently, the manufacturing process as well as the selection of the appropriate machinery tools, must be wisely designed and performed. The modular 3D concept in associating with CAD/CAM technology was utilised in the process. Finally, the actual flow cycle of manufactures blended BWB aircraft model was sucessfully established. The objective of this paper is to highlight those complexity manufacturing process and techniques involved in order to produce a good blended delta-shaped wind tunnel model.

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Hoang, Thi Kim Dung, Phu Khanh Nguyen, and Yoshiaki Nakamura. "High Swept-Back Delta Wing Flow." Advanced Materials Research 1016 (August 2014): 377–82. http://dx.doi.org/10.4028/www.scientific.net/amr.1016.377.

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In this study, an experimentally and numerically investigation was carried out to obtain characteristics (lift force, drag force ...) on 74.5 degree Delta wing. The experiment tests were conducted at Hanoi University of Science and Technology low-speed wind tunnel facility, whereas the numerical tests were performed using the commercial computational fluid dynamics software ANSYS/FLUENT. The apparition of the vortices upon the Delta wing caused the negative pressure distribution on the wing which reached a maximum absolute value at the vortex core. The characteristics of high swept-back Delta wing were investigated at air velocity of 10 m/s and attack angle of 20 degree in changing the rolling angle of the wing from 0 to 20 degree.

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Gai, S. L., M. Roberts, A. Barker, C. Kleczaj, and A. J. Riley. "Vortex interaction and breakdown over double-delta wings." Aeronautical Journal 108, no. 1079 (2004): 27–34. http://dx.doi.org/10.1017/s0001924000004966.

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Modern high-speed aircraft, especially military, are very often equipped with single or compound delta wings. When such aircraft operate at high angles-of-attack, the major portion of the lift is sustained by streamwise vortices generated at the leading edges of the wing. This vortex-dominated flow field can breakdown, leading not only to loss of lift but also to adverse interactions with other airframe components such as the fin or horizontal tail. The wind tunnel and water studies described herein attempt to clarify the fluid mechanics of interaction between the strake and wing vortices of a generic 76°/40° double-delta wing leading to vortex breakdown. Some studies of passive control using fences at the apex and kink region are also described. Various diagnostic methods-laser sheet flow visualisation, fluorescent dyes, and pressure sensitive paints have been used.

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Muir, Rowan Eveline, Abel Arredondo-Galeana, and Ignazio Maria Viola. "The leading-edge vortex of swift wing-shaped delta wings." Royal Society Open Science 4, no. 8 (2017): 170077. http://dx.doi.org/10.1098/rsos.170077.

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Recent investigations on the aerodynamics of natural fliers have illuminated the significance of the leading-edge vortex (LEV) for lift generation in a variety of flight conditions. A well-documented example of an LEV is that generated by aircraft with highly swept, delta-shaped wings. While the wing aerodynamics of a manoeuvring aircraft, a bird gliding and a bird in flapping flight vary significantly, it is believed that this existing knowledge can serve to add understanding to the complex aerodynamics of natural fliers. In this investigation, a model non-slender delta-shaped wing with a sharp leading edge is tested at low Reynolds number, along with a delta wing of the same design, but with a modified trailing edge inspired by the wing of a common swift Apus apus . The effect of the tapering swift wing on LEV development and stability is compared with the flow structure over the unmodified delta wing model through particle image velocimetry. For the first time, a leading-edge vortex system consisting of a dual or triple LEV is recorded on a swift wing-shaped delta wing, where such a system is found across all tested conditions. It is shown that the spanwise location of LEV breakdown is governed by the local chord rather than Reynolds number or angle of attack. These findings suggest that the trailing-edge geometry of the swift wing alone does not prevent the common swift from generating an LEV system comparable with that of a delta-shaped wing.

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Lambert, William B., Mathew J. Stanek, Roi Gurka, and Erin E. Hackett. "Leading-edge vortices over swept-back wings with varying sweep geometries." Royal Society Open Science 6, no. 7 (2019): 190514. http://dx.doi.org/10.1098/rsos.190514.

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Micro air vehicles are used in a myriad of applications, such as transportation and surveying. Their performance can be improved through the study of wing designs and lift generation techniques including leading-edge vortices (LEVs). Observation of natural fliers, e.g. birds and bats, has shown that LEVs are a major contributor to lift during flapping flight, and the common swift ( Apus apus ) has been observed to generate LEVs during gliding flight. We hypothesize that nonlinear swept-back wings generate a vortex in the leading-edge region, which can augment the lift in a similar manner to linear swept-back wings (i.e. delta wing) during gliding flight. Particle image velocimetry experiments were performed in a water flume to compare flow over two wing geometries: one with a nonlinear sweep (swift-like wing) and one with a linear sweep (delta wing). Experiments were performed at three spanwise planes and three angles of attack at a chord-based Reynolds number of 26 000. Streamlines, vorticity, swirling strength, and Q -criterion were used to identify LEVs. The results show similar LEV characteristics for delta and swift-like wing geometries. These similarities suggest that sweep geometries other than a linear sweep (i.e. delta wing) are capable of creating LEVs during gliding flight.

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Samruaisin, Prachya, Rangsan Maza, Chinaruk Thianpong, et al. "Enhanced Heat Transfer of a Heat Exchanger Tube Installed with V-Shaped Delta-Wing Baffle Turbulators." Energies 16, no. 13 (2023): 5237. http://dx.doi.org/10.3390/en16135237.

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The influences of V-shaped delta-wing baffles on the thermohydraulic performance characteristics in a round tube were experimentally tested. The V-shaped delta-wing baffles having a set number of wings (N = 4, 6, and 8) were comparatively tested. The V-shaped delta-wing baffles with various pitch ratios of P/D = 2.0, 2.5, and 3.0 were thoroughly fitted inside a tube. In the present work, the baffles were responsible for both the recirculation/reverse flow behind the solid baffle and the longitudinal vortex flow behind the V-shaped wing. The V-shaped winged baffles with N = 8 produced high heat transfer rates by promoting the development of reverse and vortex flows. These currents aid in fluid mixing between the two streams. Experimental results suggested that utilizing V-shaped delta-wing baffles having N = 4, 6, and 8 led to Nusselt number enhancement of up to 97–105.6%, 105.8–127.8% and 114.8–138.9%, respectively. When N was 8, the V-shaped wings baffles created additional multi vortex flows, which resulted in some fluid mixing between the vortex and the reverse flow. It was discovered that a greater turbulent intensity is imparted to the flow that was occurring between the V-shaped delta-wing baffles, which led to an increase in the rate of heat transfer when the pitch ratio was decreased. The increase in Nusselt number was up to 118.26–151.3% more than it was in a tube with the lowest pitch ratio (P/D = 2.0). It was also found that the baffles with N = 8 wings and P/D = 3.0 offered a maximum aerothermal performance factor (APF) of 1.01. Furthermore, the V-shaped delta-wing baffles have the potential for energy savings at low Re ≤ 6000, indicated by the APF beyond unity.

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Tran, Ngoc Khanh, Van Khang Nguyen, Phu Khanh Nguyen, Thi Kim Dung Hoang, and Van Quang Dao. "Effect of Shapes and Turbulent Inlet Flow to Vortices on Delta Wings." Applied Mechanics and Materials 889 (March 2019): 434–39. http://dx.doi.org/10.4028/www.scientific.net/amm.889.434.

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This paper aims to estimate the effect of turbulent inlet flow to vortices on Delta wing with four different turbulence intensity from 0.5% to 15% and the effect of taper ratios to aerodynamic characteristics of Delta wings with four taper ratios: 0, 0.1, 0.2, 0.3, 0.4, 0.5, 0.6, 0.7. The main purpose of this paper is to find out the formation, development, and breakdown of vortices on Delta wings when changing taper ratios and turbulence intensity thence determining the center of vortices with the range of attack angles from 5o to 40o in low velocities about 2.5 m/s. This research uses Delta wing models with a 40o swept-back leading edge, the root chord length 150 mm, and a thickness 5 mm. The problem is simulated by using ANSYS fluent and experiment in the subsonic wind tunnel to compare and validate results. The Delta wing models are meshed by using ICEM to improve the mesh quality and using the turbulence model for low Reynolds number flows Transition SST (4 equations) to calculate aerodynamic characteristics such as lift coefficient, drag coefficient, pressure coefficient... find the paths which connect centers of the vortices, and show the contours of pressures and velocities to evaluate the change of centers of the vortices. The results showed that the two vortices grow up and tend to move inward when the attack angle increase, the vortices are broken strongly in high attack angles, the aerodynamic quality of Delta wings change insignificantly when changing turbulent intensity at inlet. This research also carried out that the stall angle increase when increasing the taper ratio.

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Konstadinopoulos, P., D. T. Mook, and A. H. Nayfeh. "Subsonic wing rock of slender delta wings." Journal of Aircraft 22, no. 3 (1985): 223–28. http://dx.doi.org/10.2514/3.45111.

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Lee, T., and LS Ko. "Vortex flow and lift generation of a non-slender reverse delta wing." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 231, no. 13 (2016): 2438–51. http://dx.doi.org/10.1177/0954410016671342.

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The vortex flow and lift force generated by a 50°-sweep non-slender reverse delta wing were investigated via particle image velocimetry, together with flow visualization and force balance measurement, at Re = 11,000. The non-slender reverse delta wing produced a delayed stall but a lower lift compared to its delta wing counterpart. The stalling mechanism was also found to be triggered by the disruption of the multiple spanwise vortex filaments developed over the upper wing surface. The vortex flowfield was, however, characterized by the co-existence of reverse delta wing vortices and multiple shear-layer vortices. The outboard location of the reverse delta wing vortex further implies that the lift force is mainly generated by the wing lower surface while the upper surface acts as a wake generator. The spatial progression of the flow parameters of the vortex generated by the non-slender reverse delta wing as a function of α was also discussed.

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Gad-el-Hak, Mohamed, and Chih-Ming Ho. "The pitching delta wing." AIAA Journal 23, no. 11 (1985): 1660–65. http://dx.doi.org/10.2514/3.9147.

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Said, M., M. Imai, S. Mat, et al. "Tuft Flow Visualisation on UTM-LST VFE-2 Delta Wing Model Configuration at High Angle of Attacks." International Journal of Automotive and Mechanical Engineering 17, no. 3 (2020): 8214–23. http://dx.doi.org/10.15282/ijame.17.3.2020.15.0619.

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This paper reports on flow visualisation and surface pressure measurements over the upper surface of a blunt-edged delta wing model at high angles of attack. The flow structure above the upper surface of the blunt-edged delta wing was found to be different compared to delta wing with sharp leading edge. The flow becomes more complicated especially in the leading edge region of the wing. Currently, there is no data available to verify if the primary vortex could reach the apex of the wing when the angle of attack is further increased. Most prior experiments were performed at the angles of attack, α, below 23° with only a few experiments that had gone to α = 27°. These prior experiments and some CFD works stipulated that the attached flow continue to exist in the apex region of the delta wing even at very high angles of attack above 23°. In order to verify this hypothesis, several experiments at high angles of attack were conducted in Universiti Teknologi Malaysia Low Speed wind Tunnel (UTM–LST), using a specially constructed VFE2 wing model equipped with blunt leading edges. This series of experiments employed two measurement techniques; the first was the long tuft flow visualisation method, followed by surface pressure measurements. The experiments were performed at Reynolds numbers of 1.0×106 and 1.5×106. During these experiments, several interesting flow characteristics were observed at high angles of attack, mainly that the flow became more sensitive to changes in Reynolds number and the angles of attack of the wing. When the Reynolds number increased from 1×106 to 1.5×106, the upstream progression of the initial point of the main vortex was relatively delayed compared to the sharp-edged delta wing. The experiments also showed that the flow continued to be attached in the apex region up to α = 27º.

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Mabey, D. G., R. P. Boyden, and W. G. Johnson. "Buffeting tests in a cryogenic windtunnel." Aeronautical Journal 99, no. 981 (1995): 1–14. http://dx.doi.org/10.1017/s0001924000096639.

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SummaryMeasurements of wing buffeting, using root strain gauges, were made in the Nasa Langley 0-3 m cryogenic windtunnel to refine techniques which will be used in larger cryogenic facilities such as the United States National Transonic Facility (NTF) and the European Transonic Windtunnel (ETW). The questions addressed included the relative importance variations in frequency parameter and Reynolds number, the choice of model material (considering both stiffness and damping) and the effects of static aeroelastic distortion.The main series of tests was made on three half models of slender 65° delta wings with a sharp leading edge. The three delta wings had the same planform but widely differing bending stiffnesses and frequencies (obtained by varying both the material and the thickness of the wings). It was known that the steady flow on this configuration would be insensitive to variations in Reynolds number. On this wing at vortex breakdown the spectrum of the unsteady excitation is unusual, having a sharp peak at particular frequency parameter.Additional tests were made on one unswept half-wing of aspect ratio 1·5 with an NPL 9510 aerofoil section, known to be sensitive to variations in Reynolds number at transonic speeds. The test Mach numbers were M = 0·21 and 0·35 for the delta wings and to M = 0·30 for the unswept wing. On this wing the unsteady excitation spectrum is fairly flat (as on most wings). Hence correct representation of the frequency parameter is not particularly important.

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Viswanath, P. R., and S. R. Patil. "Aerodynamic characteristics of delta wing–body combinations at high angles of attack." Aeronautical Journal 98, no. 975 (1994): 159–70. http://dx.doi.org/10.1017/s0001924000049848.

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AbstractAn experimental study investigating the aerodynamic characteristics of generic delta wing-body combinations up to high angles of attack was carried out at a subsonic Mach number. Three delta wings having sharp leading edges and sweep angles of 50°, 60° and 70° were tested with two forebody configurations providing a variation of the nose fineness ratio. Measurements made included six-component forces and moments, limited static pressures on the wing lee-side and surface flow visualisation studies. The results showed symmetric flow features up to an incidence of about 25°, beyond which significant asymmetry was evident due to wing vortex breakdown, forebody vortex asymmetry or both. At higher incidence, varying degrees of forebody-wing vortex interaction effects were seen in the mean loads, which depended on the wing sweep and the nose fineness ratio. The vortex breakdown on these wings was found to be a gradual process, as implied by the wing pressures and the mean aerodynamic loads. Effects of forebody vortex asymmetry on the wing-body aerodynamics have also been assessed. Comparison of Datcom estimates with experimental data of longitudinal aerodynamic characteristics on all three wing-body combinations indicated good agreement in the symmetric flow regime.

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Patil, Manthan, Rajesh Gawade, Shubham Potdar, Khushabu Nadaf, Sanoj Suresh, and Devabrata Sahoo. "Effect of vortex generator on the flow field over a conventional delta wing in subsonic flow condition at higher angles of attack." FME Transactions 49, no. 2 (2021): 395–400. http://dx.doi.org/10.5937/fme2102395p.

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Flow over a conventional delta wing has been studied experimentally at a subsonic flow of 20 m/sec and the flow field developed at higher angle of attack varying from 10° to 20° has been captured. A vortex generator is mounted on the leeward surface of the delta wing and its effect on the flow field is studied. The set of wing tip vortices generated over the delta wing is captured by the oil flow visualization and the streamline over the delta wing surface captured with and without a vortex generator are compared. Based on the qualitative results, the effect of the vortex generator on the lift coefficient is anticipated. Further, force measurement is carried out to quantitatively analyze the effect of vortex generator on the lift and drag coefficient experienced by the delta wing and justify the anticipation made out of the qualitative oil flow visualization tests. In the present study, the effect of mounting of a vortex generator is found to be minimal on the lift coefficient experienced by the delta wing. However, a significant reduction in the drag coefficient with increase in angle of attack was observed by mounting a typical vortex generator.

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., Sutrisno, Febryanto Nugroho, Yogi Adi Pratama, Sigit Iswahyudi, and Setyawan Bekti Wibowo. "Sukhoi SU-47 Berkut and Eurofighter Typhoon Models Flow Visualization and Performance Investigation Using GAMA Water Tunnel." Modern Applied Science 13, no. 2 (2019): 21. http://dx.doi.org/10.5539/mas.v13n2p21.

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Changes and modifications to the wings of fighter aircraft were carried out, one of which was the forward swept wing which was a moderate wing that continues to develop. There were also types of delta wings that had been applied to many fighter planes. Both types of aircraft wings had certainly different aerodynamic characteristics. This research would study the flow visualization that occurs in the aircraft model body to determine the aerodynamic characteristics of the forward swept wing and delta wing. This study used a water tunnel to observe the aerodynamic flow and forces that occurred in both types of wings. This visualization test used similar aircraft models: SU-47 Berkut and Eurofighter Typhoon. The results provided flow visualization, coefficient of lift (Cl), and coefficient of drag (Cd) which showed that the stall that occurred on the aircraft model similar to the SU-47 Berkut occurred at an angle of attack (AoA) 500 with a Cl max value of 2.66. Meanwhile, the Eurofighter Typhoon stall model occurred at an angle of attack 450 with a Cl max value of 1.48.

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Saeedi Rizi, Behnam, Mahdi Nili-Ahmadabadi, Mehrdad Nafar Sefiddashti, and Hamed Khodabakhshian Naeini. "Experimental study of riblet effects on the aerodynamic performance and flow characteristics of a delta wing." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 233, no. 4 (2017): 1185–92. http://dx.doi.org/10.1177/0954410017748989.

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The present study investigates the effects of riblet on the aerodynamic performance and flow characteristics of a delta wing. Flow visualizations and measurements of the aerodynamic forces are performed on a smooth-surface as well as few textured-surface models of the delta wing. Flow visualizations were undertaken at flow speed of 2.5 m/s and various angles of attack in a vertical wind tunnel. The effects of riblet are investigated on the diameter of the vortices, location of the vortex breakdown, distance of the vortices from the wing surface, pattern of flow lines around the wing, and separation phenomenon. The results show that the riblet with a height-to-chord ratio of 0.013 has the most positive effect on the aforementioned parameters as far as drag reduction is concerned. In the second part of the study, lift and drag forces of the models are measured in a horizontal wind tunnel for a smooth-surface model as well as the other two textured models with height-to-chord ratios of 0.006 and 0.013, height-to-distance ratio of 1, sweep angle of 63.5°, and at Reynolds number of 2 × 105 and 0 to 35° angles of attack. The riblet-surface delta-wing model with height-to-chord ratio of 0.013 shows an increased lift-to-drag ratio at the whole range of angles of attack from 0 to 35°.

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Sedlacek, D., S. Biechele, and C. Breitsamter. "Numerical investigations of vortex formation on a generic multiple-swept-wing configuration." CEAS Aeronautical Journal 13, no. 1 (2021): 295–310. http://dx.doi.org/10.1007/s13272-021-00566-y.

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AbstractFor an improvement of the flight stability characteristics of high-agility aircraft, the comprehension of the vortex development, behavior and break down is important. Therefore, numerical investigations on low aspect ratio, multiple-swept-wing configurations are performed in this study to analyze the influence of the numerical method on the vortex formation. The discussed configurations are based on a triple- and double-delta wing planform. Unsteady Reynolds-averaged Navier–Stokes (URANS) simulations and delayed detached eddy simulations (DDES) are performed for both configurations. The simulations are executed at Re $$= 3.0\times 10^6$$ = 3.0 × 10 6 , symmetric freestream conditions, and an angle of attack of $$\alpha = 16^\circ$$ α = 16 ∘ , for consistency with reference wind tunnel data. For the triple-delta-wing configuration, the results of the DDES show a satisfying accordance to the experiments compared to URANS, especially for the flow field and the pitching moment coefficient. For the double-delta-wing configuration, the URANS simulation provides reliable results with low deviation of the aerodynamic coefficients and high precision for the flow field development with respect to the experimental data.

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Yue, Hao, David Bassir, Hicham Medromi, Hua Ding, and Khaoula Abouzaid. "Optimal design of Vertical-Taking-Off-and-Landing UAV wing using multilevel approach." International Journal for Simulation and Multidisciplinary Design Optimization 11 (2020): 26. http://dx.doi.org/10.1051/smdo/2020020.

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In order to overcome the propre disadvantages of FW(Fixed-Wing) and VTOL(Vertical-Taking-Off-and-Landing) UAV (Unmanned Aerial Vehicle) and extend its application, the hybrid drone is invested more in recent years by researchers and several classifications are developed on the part of dual system. In this article, an innovative hybrid UAV is raised and studied by introducing the canard configuration that is coupled with conventional delta wing as well as winglet structure. Profited by Computational Fluid Dynamics (CFD) and Response Surface Method (RSM), a multilevel optimization approach is practically presented and concerned in terms of cruise flight mode: adopted by an experienced-based distribution strategy, the total lift object is respectively assigned into the delta wing (90–95%) and canard wing(5–10%) which is applied into a two-step optimization: the first optimization problem is solved only with the parameters concerned with delta wing afterwards the second optimization is successively concluded to develop the canard configuration considering the optimized delta wing conception. Above all, the optimal conceptual design of the delta and canard wing is realized by achieving the lift goal with less drag performance in cruise mode.

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Lee, T., V. Tremblay-Dionne, and LS Ko. "Ground effect on a slender reverse delta wing with anhedral." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 233, no. 4 (2018): 1516–25. http://dx.doi.org/10.1177/0954410017754147.

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The ground effect on the lift and drag forces and vortices generated by a slender reverse delta wing with different anhedrals was investigated experimentally. The study was inspired by the Lippisch-type RFB X-114 WIG (wing-in-ground effect) craft for which a reverse delta wing planform with anhedral was employed. The results show that, by positioning the trailing edges of the anhedraled reverse delta wing parallel to the ground, the lift and drag coefficients were found to increase persistently with increasing anhedral as the ground was approached (for ground distances within 40% chord). The observed lift augmentation was also accompanied by an ever-increasing rotational speed and total circulation of the vortices generated by the anhedraled wing. The vortices were also found to be displaced more outboard as the ground was approached, which further suggests their little relevance to the lift generation of the anhedraled reverse delta wing.

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Lee, T., LS Ko, and V. Tremblay-Dionne. "Effect of anhedral on a reverse delta wing." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 232, no. 12 (2017): 2317–25. http://dx.doi.org/10.1177/0954410017715047.

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The effect of anhedral on the vorticity flowfield and aerodynamic loadings of a slender reverse delta wing was studied experimentally. The addition of anhedral always led to a reduced lift and lift-to-drag ratio in comparison with their clean-wing counterparts. The drag was increased with increasing anhedral compared to the clean wing at the same lift condition. The reverse delta wing vortex retained its regularity to a higher angle of attack as the anhedral was increased. The persistent outboard location of the reverse delta wing vortex suggests that the lift force was mainly produced by the pressure exerted on the bottom surface of the wing. The anhedral also led to an increased vorticity level and tangential velocity.

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Chen, Yufeng, Nick Gravish, Alexis Lussier Desbiens, Ronit Malka, and Robert J. Wood. "Experimental and computational studies of the aerodynamic performance of a flapping and passively rotating insect wing." Journal of Fluid Mechanics 791 (February 15, 2016): 1–33. http://dx.doi.org/10.1017/jfm.2016.35.

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Flapping wings are important in many biological and bioinspired systems. Here, we investigate the fluid mechanics of flapping wings that possess a single flexible hinge allowing passive wing pitch rotation under load. We perform experiments on an insect-scale (${\approx}1$ cm wing span) robotic flapper and compare the results with a quasi-steady dynamical model and a coupled fluid–structure computational fluid dynamics model. In experiments we measure the time varying kinematics, lift force and two-dimensional velocity fields of the induced flow from particle image velocimetry. We find that increasing hinge stiffness leads to advanced wing pitching, which is beneficial towards lift force production. The classical quasi-steady model gives an accurate prediction of passive wing pitching if the relative phase difference between the wing stroke and the pitch kinematics,${\it\delta}$, is small. However, the quasi-steady model cannot account for the effect of${\it\delta}$on leading edge vortex (LEV) growth and lift generation. We further explore the relationships between LEV, lift force, drag force and wing kinematics through experiments and numerical simulations. We show that the wing kinematics and flapping efficiency depend on the stiffness of a passive compliant hinge. Our dual approach of running at-scale experiments and numerical simulations gives useful guidelines for choosing wing hinge stiffnesses that lead to efficient flapping.

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Zuhdi, Muhammad, Muh Makhrus, and Wahyudi Wahyudi. "Aspek Fisika dalam Perancangan Pesawat Aeromodeling Jenis Delta Wing." Kappa Journal 5, no. 1 (2021): 49–56. http://dx.doi.org/10.29408/kpj.v5i1.3443.

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The Delta Wing aeromodeling aircraft uses a symmetrical airfoil where the top of the wing is the same as the bottom. The main aspects in the design of the Delta Wing aircraft are center of gravity, the engine thrust, the air resistance, the lift and the weight. Delta Wing aircraft are dominated by jet-engined aircraft with the advantages of high speed and small air resistance. From the design and field trials, it was concluded that the minimum thrust of the Delta Win aircraft must be equal to 2 times the total weight of the aircraft so that the aircraft is able to maneuver vertically, perform looping maneuvers, roll maneuvers and hovering.

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Jaiswal, Krishna, Pratik Ganorkar, and Sunil Shinde. "Edge Blending to Enhance the Flow Over Double delta wing configuration during re-entry." IOP Conference Series: Materials Science and Engineering 1272, no. 1 (2022): 012018. http://dx.doi.org/10.1088/1757-899x/1272/1/012018.

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During re-entry of space vehicle, the vehicle undergoes flow variation from hypersonic flow to subsonic flow, which causes huge heat transfer over the wing configuration. The double delta wing of configuration 76 degree - 40 degree is considered and effect of blending the wing at edges showed variation and enhancement of flow over the double delta wing configuration. Heat flux calculations were carried out at regions of shock-shock interactions and the effect of blend radius at edges were analyzed using simulations done in ANSYS Fluent. It was observed that aerodynamic efficiency increases with the edge blending which ultimately enhanced the flow field over the double delta wing.

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Kasim, K. A., P. Segard, S. Mat, et al. "Effects of the Propeller Advance Ratio on Delta Wing UAV Leading Edge Vortex." International Journal of Automotive and Mechanical Engineering 16, no. 3 (2019): 6958–70. http://dx.doi.org/10.15282/ijame.16.3.2019.10.0522.

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Delta wing is a triangular-shaped platform that can be applied into the unmanned aerial vehicle (UAV) or drone applications. However, the flow above the delta wing is governed by complex leading-edge vortex structures which result in complicated aerodynamics behaviour. At higher angles of attack, the vortex burst can take place when the swirling flow is unable to sustain the adverse pressure gradient. More studies are needed to understand these vortex phenomena. This paper addresses an experimental study of active flow control called propeller on a generic 55° swept angle sharp-edged delta wing model. In this experiment, a propeller was placed at two different locations. The first location was at the apex of the wing while the second position was at the rear of the wing. The experiments were conducted in a 1.5 × 2.0 m2 closed-loop wind tunnel facility at Universiti Teknologi Malaysia. The freestream velocities were set at 20 m/s and 25 m/s. The research consisted of an intensive surface pressure measurement above the wing surface to investigate the effects of rotating propeller towards the leading-edge vortex. The experiments were divided into four configurations. The clean wing configuration was performed without the propeller and followed by pusher-propeller configuration using 10-inch 9-inch propellers. The final configuration was the tractor-propeller with a 10-inch propeller. The results emphasise the influences of the propeller size and its location corresponding to vortex properties above the delta-winged UAV model. The findings had indicated that the vortex peak is increased when the propeller is installed for both pusher and tractor configurations. The results also indicate that the pressure coefficient is increased when the propeller advance ratio increases.

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Rahman, Fahmi Izzuddin Abdul, Shabudin Mat, Nor Haizan Mohamed Radzi, Mohd Nazri Mohd Nasir, and Roselina Sallehudin. "Identification of Sharp Edge Non-Slender Delta Wing Aerodynamic Coefficient Using Neural Network." Journal of Physics: Conference Series 2129, no. 1 (2021): 012086. http://dx.doi.org/10.1088/1742-6596/2129/1/012086.

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Abstract Delta wing formed a vortical flow on its surface which produced higher lift compared to conventional wing. The vortical flow is complex and non-linear which requires more studies to understand its flow physics. However, conventional flow analysis (wind tunnel test and computational flow dynamic) comes with several significant drawbacks. In recent times, application of neural network as alternative to conventional flow analysis has increased. This study is about utilization of Multi-Layer Perceptron (MLP) neural network to predict the coefficient of pressure (Cp ) on a delta wing model. The physical model that was used is a sharp edge non-slender delta wing. The training data was taken from wind tunnel tests. 70% of data is used as training, 15% is used as validation and another 15% is used as test set. The wind tunnel test was done at angle of attack from 0°-18° with increment of 3°. The flow velocity was set at 25m/s which correspond to 800,000 Reynolds number. The inputs are angle of attack and location of pressure tube (y/cr) while the output is Cp . The MLP models were fitted with 3 different transfer functions (linear, sigmoid, and tanh) and trained with Lavenberg-Marquadt backpropagation algorithm. The results of the models were compared to determine the best performing model. Results show that large amount of data is required to produce accurate prediction model because the model suffer from condition called overfitting.

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Luo, Jia, and C. Edward Lan. "Control of wing-rock motion of slender delta wings." Journal of Guidance, Control, and Dynamics 16, no. 2 (1993): 225–31. http://dx.doi.org/10.2514/3.20993.

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Allan, M. R., K. J. Badcock, G. N. Barakos, and B. E. Richards. "Wind-tunnel interference effects on a 70° delta wing." Aeronautical Journal 108, no. 1088 (2004): 505–13. http://dx.doi.org/10.1017/s0001924000000336.

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Abstract This paper considers the effects of both wind-tunnel walls and a downstream support structure, on the aerodynamics of a 70° delta wing. A RANS model of the flow was used with the wind-tunnel walls and supports being modelled with inviscid wall boundary conditions. A consistent discretisation of the domain was employed such that grid dependence effects were consistent in all solutions, thus any differences occurring were due to varying boundary conditions (wall and support locations). Comparing solutions from wind-tunnel simulations and simulations with farfield conditions, it has been shown that the presence of tunnel walls moves the vortex breakdown location upstream. It has also been seen that vortex strength, helix angle, and mean incidence also increase, leading to a more upstream breakdown location in wind-tunnels. The secondary separation line was also observed to move outboards. It was observed that for high Reynolds numbers, with a support downstream of the wing, vortex breakdown can be delayed due to blockage effects providing the vortices do not impinge on the support This was observed to be the case for smaller supports also.

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Han, Bing, Min Xu, Xi Pei, and Xiao Min An. "Numerical Investigations for the Effect of Slender Body on Dynamic Rolling Characteristics of a 80°/60° Double Delta Wing." Applied Mechanics and Materials 444-445 (October 2013): 286–92. http://dx.doi.org/10.4028/www.scientific.net/amm.444-445.286.

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The effect of slender body on the rolling characteristics of a double delta wing is found by comparing the numerical simulation results of the double delta wing and wing-body configuration. The coupled computation system solving the Navier-Stokes equations and the rolling motion equation alternatively to obtain the unsteady vortical flow around the two configurations while rolling. The results conclusively showed the upwash effect of the slender body enhanced the energy of strake vortex and merged vortex.The aerodynamic lag of double delta wing is weak, contrarily, the time lag effect of the wing-body configuration is significant. The asymmetry vortices structure nearby the trailing edge are believed to be the main reason for the unsteady time lag effect.

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Klein, T., and A. M. Arias. "Interactions among Delta, Serrate and Fringe modulate Notch activity during Drosophila wing development." Development 125, no. 15 (1998): 2951–62. http://dx.doi.org/10.1242/dev.125.15.2951.

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The Notch signalling pathway plays an important role during the development of the wing primordium, especially of the wing blade and margin. In these processes, the activity of Notch is controlled by the activity of the dorsal specific nuclear protein Apterous, which regulates the expression of the Notch ligand, Serrate, and the Fringe signalling molecule. The other Notch ligand, Delta, also plays a role in the development and patterning of the wing. It has been proposed that Fringe modulates the ability of Serrate and Delta to signal through Notch and thereby restricts Notch signalling to the dorsoventral boundary of the developing wing blade. Here we report the results of experiments aimed at establishing the relationships between Fringe, Serrate and Delta during wing development. We find that Serrate is not required for the initiation of wing development but rather for the expansion and early patterning of the wing primordium. We provide evidence that, at the onset of wing development, Delta is under the control of apterous and might be the Notch ligand in this process. In addition, we find that Fringe function requires Su(H). Our results suggest that Notch signalling during wing development relies on careful balances between positive and dominant negative interactions between Notch ligands, some of which are mediated by Fringe.

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Esformes, JackL. "4787442 Delta wing and ramp wing enhanced plate fin." Heat Recovery Systems and CHP 9, no. 6 (1989): xii. http://dx.doi.org/10.1016/0890-4332(89)90066-5.

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Wang, Jun Qi, and Yang Yang Zhang. "The Flow Characteristics Analysis of Transonic around Delta-Wing to Separate Water from Natural Gas." Advanced Materials Research 462 (February 2012): 26–32. http://dx.doi.org/10.4028/www.scientific.net/amr.462.26.

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The changes in flow channel area and convergence-expanding nozzle help to flow rate of natural gas to the sound speed, also increase diameter to accelerate flow velocity and finally reach transonic flow condition. At this point, the temperature drop makes saturated water in natural gas condenses into droplets, generates swirl around the delta-wing, realize gas-water separation. This paper concentrates on Flent6.1 software process gas flow around a delta wing simulation, explains expansion angle and attack angle of delta-wing, determines a reasonable delta-wing attack angle is 10°, pipeline expansion angle is 0.29°, and obtains velocity vector, mach number, total pressure, static temperature and other flow field details of the attack angle and expansion angle, which lay foundation for production and application of the technology.

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Arun, M. P., M. Satheesh, and Edwin Raja J. Dhas. "Optimization of Aerodynamic Parameters of Cropped Delta Wing with Fence at Sonic Mach Number." Journal of Computational and Theoretical Nanoscience 16, no. 2 (2019): 403–9. http://dx.doi.org/10.1166/jctn.2019.7740.

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Manufacturing and maintaining different aircraft fleet leads to various purposes, which consumes more money as well as man power. Solution to this, nations that are leading in the field of aeronautics are performing much research and development works on new aircraft designs that could do the operations those were done by varied aircrafts. The foremost benefit of this delta wing is, along the huge rearward sweep angle, the wing’s leading edge would not contact the boundary of shock wave. Further, the boundary is produced at the fuselage nose due to the speed of aircraft approaches and also goes beyond the transonic to supersonic speed. Further, rearward sweep angle greatly worse the airspeed: wings under normal condition to leading edge, so permits the aircraft to fly at great transonic, subsonic, or supersonic speed, whereas the over wing speed is kept to minimal range than that of the sound speed. The cropped delta wing with fence has analysed in three cases: Fences at 3/4th distance from the centre, with fences at half distance from the centre and with fences at the centre. Further, the delta wing that cropped is exported to ANSYS FLUENT V14.0 software and analysed by making the boundary condition settings like sonic Mach number of flow over wing along with the angle of attack.

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Greenwell, D. I. "Effect of tracer particle characteristics on visualisation of delta wing vortices." Aeronautical Journal 106, no. 1063 (2002): 473–82. http://dx.doi.org/10.1017/s0001924000092320.

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AbstractPreliminary investigations of the effect of tracer particle characteristics on flow visualisation in a steady delta wing leading-edge vortex are presented, using both 3D simulations of particle trajectories and a simplified analysis of the radial equilibrium conditions. It is shown that many of the flow structures apparently seen in wind and water tunnel visualisation studies of delta wing vortices may in fact be artefacts of the tracer particle characteristics. In particular the ‘smoke tube’ or ‘hole’ effect often seen in smoke flow visualisation in wind tunnels does not (contrary to popular usage) indicate the size of the viscous subcore, and is not a reliable indicator of the vortex structure. The implications for both visualisation studies and optical flow measurement techniques are discussed.

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MENG, XUANSHI, ZHIDE QIAO, CHAO GAO, SHIJUN LUO, and FENG LIU. "EFFECT OF DORSAL FIN ON THE STABILITY OF VORTICES OVER A DELTA WING." Modern Physics Letters B 24, no. 13 (2010): 1389–92. http://dx.doi.org/10.1142/s0217984910023694.

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Cai et al.5 developed a vortex stability theory for slender conical bodies and analyzed the stability of vortex pairs over slender conical wing-body combinations under small perturbations. An experimental study is presented in this paper to verify the validity of the theoretical predictions. A sharp-edged flat-plate delta wing is tested in a low-speed wind tunnel. A smoke-laser-sheet visualization technique is used to visualize and measure the positions of the vortex pair, which are found to be symmetric and conical over the wing. The same tests are performed on an identical delta wing model but with a flat-plate dorsal fin mounted vertically in the incidence plane of the wing. Two fin heights are tested. The ratios of the local fin height to the local wing semi-span are 0.75 and 1.50. The test results clearly indicate that the vortices become asymmetric and non-conical over the model with the fin height ratio of 0.75 and recover symmetry and conicity over the model with the fin height ratio of 1.50, providing direct experimental evidence of the theoretical predictions.

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Rinoie, K. "Experiments on a 60° delta wing with vortex flaps and vortex plates." Aeronautical Journal 97, no. 961 (1993): 33–38. http://dx.doi.org/10.1017/s0001924000025835.

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AbstractLow speed wind tunnel tests have been made to investigate the flow around a leading edge vortex flap at the maximum LID condition. Tests were also made to measure the performance of a vortex plate. The force measurements and flow visualisation tests were conducted on a 0·53 m span 60° delta wing model. Results indicate that the lift to drag ratio is a maximum for any given flap deflection angle that the flow comes smoothly onto the deflected vortex flap without forming a large leading edge separation vortex on the flap surface. The benefit of the vortex plate is seen in the drag results which are smaller than those for the datum wing. This benefit is due to leading edge suction acting on the forward facing region between the delta wing and the vortex plate.

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Tiggelbeck, St, N. K. Mitra, and M. Fiebig. "Comparison of Wing-Type Vortex Generators for Heat Transfer Enhancement in Channel Flows." Journal of Heat Transfer 116, no. 4 (1994): 880–85. http://dx.doi.org/10.1115/1.2911462.

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Longitudinal vortices can be generated in a channel flow by punching or mounting small triangular or rectangular pieces on the channel wall. Depending on their forms, these vortex generators (VG) are called delta wing, rectangular wing, pair of delta winglets, and pair of rectangular winglets. The heat transfer enhancement and the flow losses incurred by these four basic forms of VGs have been measured and compared in the Reynolds number range of 2000 to 9000 and for angles of attack between 30 and 90 deg. Local heat transfer coefficients on the wall have been measured by liquid crystal thermography. Results show that winglets perform better than wings and a pair of delta winglets can enhance heat transfer by 46 percent at Re=2000 to 120 percent at Re=8000 over the heat transfer on a plate.

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Ericsson, Lars E. "Rapid Prediction of Wing Rock for Slender Delta-Wing Configurations." Journal of Aircraft 35, no. 6 (1998): 979–81. http://dx.doi.org/10.2514/2.2399.

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Altaf, Afaq, Ashraf A. Omar, Waqar Asrar, and Hani Bin Ludin Jamaluddin. "Study of the Reverse Delta Wing." Journal of Aircraft 48, no. 1 (2011): 277–86. http://dx.doi.org/10.2514/1.c031101.

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Synolakis, Costas Emmanuel, Brett D. Breuel, Murali Tegulapalle, and Chih-Ming Ho. "Passive control of delta wing rock." Journal of Aircraft 30, no. 1 (1993): 131–33. http://dx.doi.org/10.2514/3.46318.

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