Relevant bibliographies by topics / High-lift airfoil

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Academic literature on the topic 'High-lift airfoil'

Author: Grafiati
Published: 4 June 2021
Last updated: 13 February 2022

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Journal articles on the topic "High-lift airfoil"

1

Somers, D. M., and J. L. Tangler. "Wind Tunnel Test of the S814 Thick Root Airfoil." Journal of Solar Energy Engineering 118, no. 4 (November 1, 1996): 217–21. http://dx.doi.org/10.1115/1.2871781.

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The objective of this wind-tunnel test was to verify the predictions of the Eppler Airfoil Design and Analysis Code for a very thick airfoil having a high maximum lift coefficient designed to be largely insensitive to leading-edge roughness effects. The 24 percent thick S814 airfoil was designed with these characteristics to accommodate aerodynamic and structural considerations for the root region of a wind-turbine blade. In addition, the airfoil’s maximum lift-to-drag ratio was designed to occur at a high lift coefficient. To accomplish the objective, a two-dimensional wind tunnel test of the S814 thick root airfoil was conducted in January 1994 in the low-turbulence wind tunnel of the Delft University of Technology Low Speed Laboratory, The Netherlands. Data were obtained with transition free and transition fixed for Reynolds numbers of 0.7, 1.0, 1.5, 2.0, and 3.0 × 106. For the design Reynolds number of 1.5 × 106, the maximum lift coefficient with transition free is 1.32, which satisfies the design specification. However, this value is significantly lower than the predicted maximum lift coefficient of almost 1.6. With transition fixed at the leading edge, the maximum lift coefficient is 1.22. The small difference in maximum lift coefficient between the transition-free and transition-fixed conditions demonstrates the airfoil’s minimal sensitivity to roughness effects. The S814 root airfoil was designed to complement existing NREL low maximum-lift-coefficient tip-region airfoils for rotor blades 10 to 15 meters in length.
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Liu, Pei Qing, Shuo Yang, and Yun Tian. "An Investigation of Drag Reduction on Gurney Flaps by an Three-Element Airfoil." Applied Mechanics and Materials 138-139 (November 2011): 229–33. http://dx.doi.org/10.4028/www.scientific.net/amm.138-139.229.

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During airplane’s take-off, higher lift force should be provided by wing used high lift devices, and the drag should be lower. The design basis of high lift devices with good aerodynamic characteristic is the design of the multi-element airfoil. When a multi-element airfoil is used Gurney flap, lift coefficient can be improved while drag coefficient is also increased, but the lift-to-drag ratio is reduced. In this paper, the numerical simulation method is used to study the aerodynamic characteristic of the multi-element airfoil used Gurney flap with slat in the configuration of take-off. Lift coefficient and drag coefficient of the multi-element airfoil with Gurney flap can be reduced by slat while lift-to-drag ratio of airfoil is increased. Through the comparisons of the multi-element airfoils with Gurney flap with different types of slats, the optimized multi-element airfoil with higher lift coefficient and lower drag coefficient is obtained ultimately.
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Zhao, Huan, and Zhenghong Gao. "Uncertainty-based design optimization of NLF airfoil for high altitude long endurance unmanned air vehicles." Engineering Computations 36, no. 3 (April 8, 2019): 971–96. http://dx.doi.org/10.1108/ec-05-2018-0215.

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PurposeThe high probability of the occurrence of separation bubbles or shocks and early transition to turbulence on surfaces of airfoil makes it very difficult to design high-lift and high-speed Natural-Laminar-Flow (NLF) airfoil for high-altitude long-endurance unmanned air vehicles. To resolve this issue, a framework of uncertainty-based design optimization (UBDO) is developed based on an adjusted polynomial chaos expansion (PCE) method.Design/methodology/approachThe γ ̄Re-θt transition model combined with the shear stress transportk-ω turbulence model is used to predict the laminar-turbulent transition. The particle swarm optimization algorithm and PCE are integrated to search for the optimal NLF airfoil. Using proposed UBDO framework, the aforementioned problem has been regularized to achieve the optimal airfoil with a tradeoff of aerodynamic performances under fully turbulent and free transition conditions. The tradeoff is to make sure its good performance when early transition to turbulence on surfaces of NLF airfoil happens.FindingsThe results indicate that UBDO of NLF airfoil considering Mach number and lift coefficient uncertainty under free transition condition shows a significant deterioration when complicated flight conditions lead to early transition to turbulence. Meanwhile, UBDO of NLF airfoil with a tradeoff of performances under both fully turbulent and free transition conditions holds robust and reliable aerodynamic performance under complicated flight conditions.Originality/valueIn this work, the authors build an effective uncertainty-based design framework based on an adjusted PCE method and apply the framework to design two high-performance NLF airfoils. One of the two NLF airfoils considers Mach number and lift coefficient uncertainty under free transition condition, and the other considers uncertainties both under fully turbulent and free transition conditions. The results show that robust design of NLF airfoil should simultaneously consider Mach number, lift coefficient (angle of attack) and transition location uncertainty.
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Akram, Md Tausif, and Man-Hoe Kim. "CFD Analysis and Shape Optimization of Airfoils Using Class Shape Transformation and Genetic Algorithm—Part I." Applied Sciences 11, no. 9 (April 22, 2021): 3791. http://dx.doi.org/10.3390/app11093791.

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This paper presents the parameterization and optimization of two well-known airfoils. The aerodynamic shape optimization investigation includes the subsonic (NREL S-821) and transonic airfoils (RAE-2822). The class shape transformation is employed for parametrization while the genetic algorithm is used for optimization purposes. The absolute scheme of the optimization process is carried out for the minimization of the drag coefficient and maximization of lift to drag ratio. In-house MATLAB code is incorporated with a genetic algorithm to calculate the drag coefficient and lift to drag ratio of the resulting optimized airfoil. The panel method is utilized in genetic algorithm optimization code to calculate pressure distribution, lift coefficient, and lift to drag ratio for optimized airfoil shapes and validates with XFOIL and NREL experimental data. Furthermore, CFD analysis is conducted for both the original (NREL S-821) and optimized airfoil obtained. The present method shows that the optimized airfoil achieved an improvement in lift to drag ratio by 7.4% and 15.9% of S-821 and RAE-2822 airfoil, respectively, by the panel technique method and provides high design desirable stability parameters. These features significantly improve the overall aerodynamic performance of the newly optimized airfoils. Finally, the improved aerodynamics results are reported for the design of turbulence modeling and NREL phase II, Phase III, and Phase VI HAWT blades.
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Fuglsang, Peter, Christian Bak, Mac Gaunaa, and Ioannis Antoniou. "Design and Verification of the Risø-B1 Airfoil Family for Wind Turbines." Journal of Solar Energy Engineering 126, no. 4 (November 1, 2004): 1002–10. http://dx.doi.org/10.1115/1.1766024.

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This paper presents the design and experimental verification of the Risø-B1 airfoil family for MW-size wind turbines with variable speed and pitch control. Seven airfoils were designed with thickness-to-chord ratios between 15% and 53% to cover the entire span of a wind turbine blade. The airfoils were designed to have high maximum lift and high design lift to allow a slender flexible blade while maintaining high aerodynamic efficiency. The design was carried out with a Risø in-house multi disciplinary optimization tool. Wind tunnel testing was done for Risø-B1-18 and Risø-B1-24 in the VELUX wind tunnel, Denmark, at a Reynolds number of 1.6×106. For both airfoils the predicted target characteristics were met. Results for Risø-B1-18 showed a maximum lift coefficient of 1.64. A standard case of zigzag tape leading edge roughness caused a drop in maximum lift of only 3.7%. Cases of more severe roughness caused reductions in maximum lift between 12% and 27%. Results for the Risø-B1-24 airfoil showed a maximum lift coefficient of 1.62. The standard case leading edge roughness caused a drop in maximum lift of 7.4%. Vortex generators and Gurney flaps in combination could increase maximum lift up to 2.2 (32%).
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Tang, Xin Zi, Xu Zhang, Rui Tao Peng, and Xiong Wei Liu. "Wind Tunnel Experimental Study of Wind Turbine Airfoil Aerodynamic Characteristics." Applied Mechanics and Materials 260-261 (December 2012): 125–29. http://dx.doi.org/10.4028/www.scientific.net/amm.260-261.125.

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High lift and low drag are desirable for wind turbine blade airfoils. The performance of a high lift airfoil at high Reynolds number (Re) for large wind turbine blades is different from that at low Re number for small wind turbine blades. This paper investigates the performance of a high lift airfoil DU93-W-210 at high Re number in low Re number flows through wind tunnel testing. A series of low speed wind tunnel tests were conducted in a subsonic low turbulence closed return wind tunnel at the Re number from 2×105to 5×105. The results show that the maximum lift, minimum drag and stall angle differ at different Re numbers. Prior to the onset of stall, the lift coefficient increases linearly and the slope of the lift coefficient curve is larger at a higher Re number, the drag coefficient goes up gradually as angle of attack increases for these low Re numbers, meanwhile the stall angle moves from 14° to 12° while the Re number changes from 2×105to 5×105.
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Tang, Hui, Yulong Lei, Xingzhong Li, and Yao Fu. "Numerical investigation of the aerodynamic characteristics and attitude stability of a bio-inspired corrugated airfoil for MAV or UAV applications." Energies 12, no. 20 (October 22, 2019): 4021. http://dx.doi.org/10.3390/en12204021.

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In this study, two-dimensional (2D) and three-dimensional (3D) numerical calculations were conducted to investigate the aerodynamic characteristics, especially the unsteady aerodynamic characteristics and attitude stability of a bio-inspired corrugated airfoil compared with a smooth-surfaced airfoil (NACA2408 airfoil) at the chord Reynolds number of 4000 to explore the potential applications of non-traditional, corrugated dragonfly airfoils for micro air vehicles (MAVs) or micro-sized unmanned aerial vehicles (UAVs) designs. Two problem settings were applied to our numerical calculations. First, the airfoil was fixed at a constant angle of attack to analyze the aerodynamic characteristics and the hydrodynamic moment. Second, the angle of attack of airfoils was passively changed by the fluid force to analyze the attitude stability. The current numerical solver for the flow field around an unsteady rotating airfoil was validated against the published numerical data. It was confirmed that the corrugated airfoil performs (in terms of the lift-to-drag ratio) much better than the profiled NACA2408 airfoil at low Reynolds number R e = 4000 in low angle of attack range of 0 ∘ – 6 ∘ , and performs as well at the angle of attack of 6 ∘ or more. At these low angles of attack, the corrugated airfoil experiences an increase in the pressure drag and decrease in shear drag due to recirculation zones inside the cavities formed by the pleats. Furthermore, the increase in the lift for the corrugated airfoil is due to the negative pressure produced at the valleys. It was found that the lift and drag in the 2D numerical calculation are strong fluctuating at a high angle of attacks. However, in 3D simulation, especially for a 3D corrugated airfoil with unevenness in the spanwise direction, smaller fluctuations and the smaller average value in the lift and drag were obtained than the results in 2D calculations. It was found that a 3D wing with irregularities in the spanwise direction could promote three-dimensional flow and can suppress lift fluctuations even at high angles of attack. For the attitude stability, the corrugated airfoil is statically more unstable near the angle of attack of 0 ∘ , has a narrower static stable range of the angle of attack, and has a larger amplitude of fluctuations of the angle of attack compared with the profiled NACA2408 airfoil. Based on the Routh–Hurwitz stability criterion, it was confirmed that the control systems of the angle of attack passively changed by the fluid force for both two airfoils are unstable systems.
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Tang, Hui, Yulong Lei, Xingzhong Li, Ke Gao, and Yanli Li. "Aerodynamic Shape Optimization of a Wavy Airfoil for Ultra-Low Reynolds Number Regime in Gliding Flight." Energies 13, no. 2 (January 17, 2020): 467. http://dx.doi.org/10.3390/en13020467.

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The effect of the number of waves and the width of the ridge and valley in chord direction for a wavy airfoil was investigated at the angle of attack of 0 ∘ and Reynolds number of 10 3 through using the two-dimensional direct numerical simulation for four kinds of wavy airfoil shapes. A new method for parameterizing a wavy airfoil was proposed. In comparison with the original corrugated airfoil profile, the wavy airfoils that have more distinct waves show a lower aerodynamic efficiency and the wavy airfoils that have less distinct waves show higher aerodynamic performance. For the breakdown of the lift and drag concerning the pressure stress and friction stress contributions, the pressure stress component is significantly dominant for all wavy airfoil shapes concerning the lift. Concerning the drag, the pressure stress component is about 75 % for the wavy airfoils that have more distinct waves, while the frictional stress component is about 70 % for the wavy airfoils that have less distinct waves. From the distribution of pressure isoline and streamlines around wavy airfoils, it is confirmed that the pressure contributions of the drag are dominant due to high pressure on the upstream side and low pressure on the downside; the frictional contribution of the drag is dominant due to large surface areas of the airfoil facing the external flow. The effect of the angle of attack on the aerodynamic efficiency for various wavy airfoil geometries was studied as well. Aerodynamic shape optimization based on the continuous adjoint approach was applied to obtain as much as possible the highest global aerodynamic efficiency wavy airfoil shape. The optimal airfoil shape corresponds to an increase of 60 % and 62 % over the aerodynamic efficiency and the lift from the initial geometry, respectively, when optimal airfoil has an approximate drag coefficient compared to the initial geometry. Concerning an fixed angle of attack, the optimal airfoil is statically unstable in the range of the angle of attack from − 1 ∘ to 6 ∘ , statically quasi-stable from − 6 ∘ to − 2 ∘ , where the vortex is shedding at the optimal airfoil leading edge. Concerning an angle of attack passively varied due to the fluid force, the optimal airfoil keeps the initial angle of attack value with an initial disturbance, then quickly increases the angle of attack and diverges in the positive direction.
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Srinivas, G., and B. P. Madhu Gowda. "Aerodynamic Performance Comparison of Airfoils by Varying Angle of Attack Using Fluent and Gambit." Applied Mechanics and Materials 592-594 (July 2014): 1889–96. http://dx.doi.org/10.4028/www.scientific.net/amm.592-594.1889.

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Any aircraft wing is the major component which will play vital role in the generation of lift and at different maneuvering moments throughout the flight. So to maintain this good maneuverability the aircraft wing has to undergo deferent deflections called angle of attack such that the high lift and low drag or vice versa can be settled in the flight. Taking this as the motivation the analysis was carried out on the standard wing airfoil comparing with new designed airfoil. Analyze the numerical simulation values like coefficient of lift, coefficient of Drag, Lift, Drag, and Energy parameters with wind tunnel data to predict accuracy for both the airfoils. Through the selected public literature standard airfoil data and designed airfoil data has been chosen, the geometry was created in the GAMBIT and also the meshing by selecting the suitable c-grid and rectangular grid for the better flow analysis in the FLUENT. The mesh file was imported into the FLUENT software there suitable boundary conditions and operating conditions are given for successful flow convergence. Finally analyzing these results are expecting to be best suitable for good aeromechanical features.
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Tobing, S. "Lift Generation of an Elliptical Airfoil at a Reynolds Number of 1000." International Journal of Automotive and Mechanical Engineering 16, no. 2 (July 4, 2019): 6738–52. http://dx.doi.org/10.15282/ijame.16.2.2019.20.0507.

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Bumblebees cannot fly! That conclusion is likely to be drawn by scientists who analysed the insect using aerodynamics of stationary wings such as that of a passenger aircraft. Looking at the insect again using a newfound understanding of unsteady aerodynamics; it is clear why bumblebees can fly. Bumblebees utilise mechanisms behind unsteady aerodynamics such as leading-edge vortices (LEVs) formation, wake capture, and rapid end-of-stroke rotation to generate forces that enable the insect to fly. This study focuses on two-dimensional (2D) elliptical airfoil. Earlier works found the aerodynamic characteristics of an elliptical airfoil to differ greatly from a conventional airfoil, and that this airfoil shape could generate the counter-rotating vortices used by insects to generate lift. Therefore, this research aims to study the lift generation of a bumblebee-inspired elliptical airfoil in a normal hovering flight. This study focuses on hovering flight with the insect flies in a nearly stationary position, which explains the importance of lift generation to stay aloft. The motion of the elliptical airfoil is inspired by the flapping kinematics of bumblebees at a typical Reynolds number range of . It is found that the current two-dimensional model is capable of capturing the counter-rotating vortices and correlates the formation of these structures to a high production of lift. These results show that bumblebees utilise these counter-rotating vortices to generate lift enough to fly in hovering flight. This results also indicate that flapping 2D elliptical airfoils can be used to investigate their 3D wing counterparts, which translate to a reduced time and computing costs.
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Dissertations / Theses on the topic "High-lift airfoil"

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Yeow, Kim Fong. "An experimental investigation High rate/high lift aerodynamics Unsteady airfoil." Ohio University / OhioLINK, 1989. http://rave.ohiolink.edu/etdc/view?acc_num=ohiou1182179063.

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Li, Daxin. "Multi-objective design optimization for high-lift aircraft configurations supported by surrogate modeling." Thesis, Cranfield University, 2013. http://dspace.lib.cranfield.ac.uk/handle/1826/8468.

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Nowadays, the competition among airlines seriously depend upon the saving operating costs, with the premise that not to degrade its services quality. Especially in the face of increasingly scarce oil resources, reducing fleets operational fuel consumption, is an important means to improve profits. Aircraft fuel economy is determined by operational management strategies and application technologies. The application of technologies mainly refers to airplane’s engine performance, Weight efficiency and aerodynamic characteristics. A market competitive aircraft should thoroughly consider to all of these aspects. Transport aircraft aerodynamic performance mainly is determined by wing’s properties. Wings that are optimized for efficient flight in cruise conditions need to be fitted with powerful high-lift devices to meet lift requirements for safe takeoff and landing. These high-lift devices have a significant impact on the total airplane performance. The aerodynamic characteristics of the wing airfoil will have a direct impact on the aerodynamic characteristics of the wing, and the wing’s effective cruise hand high-lift configuration design has a significant impact on the performance of transport aircraft. Therefore, optimizing the design is a necessary airfoil design process. Nowadays engineering analysis relies heavily on computer-based solution algorithms to investigate the performance of an engineering system. Computational fluid dynamics (CFD) is one of the computer-based solution methods which are more widely employed in aerospace engineering. The computational power and time required to carry out the analysis increases as the fidelity of the analysis increases. Aerodynamic shape optimization has become a vital part of aircraft design in the recent years. Since the aerodynamic shape optimization (ASO) process with CFD solution algorithms requires a huge amount of computational power, there is always some reluctance among the aircraft researchers in employing the ASO approach at the initial stages of the aircraft design. In order to alleviate this problem, statistical approximation models are constructed for actual CFD algorithms. The fidelity of these approximation models are merely based on the fidelity of data used to construct these models. Hence it becomes indispensable to spend more computational power in order to convene more data which are further used for constructing the approximation models. The goal of this thesis is to present a design approach for assumed wing airfoils; it includes the design process, multi-objective design optimization based on surrogate modelling. The optimization design stared from a transonic single-element single-objective optimization design, and then high-lift configurations were two low-speed conditions of multi-objective optimization design, on this basis, further completed a variable camber airfoil at low speed to high-lift configuration to improve aerodynamic performance. Through this study, prove a surrogate based model could be used in the wing airfoil optimization design.
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Little, Jesse. "High-Lift Airfoil Separation Control with Dielectric Barrier Discharge Plasma Actuators." The Ohio State University, 2010. http://rave.ohiolink.edu/etdc/view?acc_num=osu1267836038.

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Vinci, Samuel J. "CFD SIMULATIONS FOR THE EFFECT OF UNSTEADY WAKES ON THE BOUNDARY LAYER OF A HIGHLY LOADED LOW PRESSURE TURBINE AIRFOIL (L1A)." Cleveland State University / OhioLINK, 2011. http://rave.ohiolink.edu/etdc/view?acc_num=csu1307111386.

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McElligott, Kristine L. "Control of flow separation from the deflected flap of a high-lift airfoil using multiple dielectric barrier discharge (DBD) plasma actuators." Connect to resource, 2010. http://hdl.handle.net/1811/45388.

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Dickel, Jacob Allen. "Design Optimization of a Non-Axisymmetric Endwall Contour for a High-Lift Low Pressure Turbine Blade." Wright State University / OhioLINK, 2018. http://rave.ohiolink.edu/etdc/view?acc_num=wright1534980581177159.

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von, Stillfried Florian. "Computational studies of passive vortex generators for flow control." Licentiate thesis, KTH, Mechanics, 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-11737.

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Many flow cases in fluid dynamics face undesirable flow separation due torising static pressure on wall boundaries. This occurs e.g. due to geometry as ina highly curved turbine inlet duct or e.g. on flow control surfaces such as wingtrailing edge flaps within a certain angle of attack range. Here, flow controldevices are often used in order to enhance the flow and delay or even totallyeliminate flow separation. Flow control can e.g. be achieved by using passiveor active vortex generators (VG) that enable momentum mixing in such flows.This thesis focusses on passive VGs, represented by VG vanes that are mountedupright on the surface in wall-bounded flows. They typically have an angle ofincidence to the mean flow and, by that, generate vortex structures that in turnallow for the desired momentum mixing in order to prevent flow separation.A statistical VG model approach, developed by KTH Stockholm and FOI,the Swedish Defence Research Agency, has been evaluated computationally.Such a statistical VG model approach removes the need to build fully resolvedthree-dimensional geometries of VGs in a computational fluid dynamics mesh.Usually, the generation of these fully resolved geometries is rather costly interms of preprocessing and computations. By applying this VG model, thecosts reduce to computations without VG effects included. Nevertheless, theVG model needs to be set up in order to define the modelled VG geometry inan easy and fast preprocessing step. The presented model has shown sensitivityfor parameter variations such as the modelled VG geometry and the VG modellocation in wall-bounded zero pressure gradient and adverse pressure gradientflows on a flat plate, in a diffuser, and on an airfoil with its high-lift systemextracted. It could be proven that the VG model qualitatively describes correcttrends and tendencies for these different applications.

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Júnior, Carlos do Carmo Pagani. "Mapeamento de fontes aeroacústicas de um eslate em túnel de vento de seção fechada utilizando beam-forming com deconvolução DAMAS." Universidade de São Paulo, 2014. http://www.teses.usp.br/teses/disponiveis/18/18148/tde-06122014-232641/.

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A redução do ruído externo gerado por aeronaves operando nas proximidades de grandes centros urbanos é apontada como uma questão vital para a manutenção e expansão sustentável das atividades da aviação civil. Nas últimas décadas, reduções significativas no ruído gerado pelos sistemas de propulsão da aeronave tornaram relevantes as contribuições do trem de pouso e dos dispositivos de hiper-sustentação (flapes e eslates) para o ruído global da aeronave. A caracterização do espectro acústico de cada componente hiper-sustentador é necessária para o desenvolvimento de métodos preditivos de ruído e projetos aerodinâmicos que viabilizem a redução de ruído sem penalizações severas para o desempenho e a segurança da aeronave. Experimentos com modelos em escalas mostram que a contribuição de cada elemento hiper-sustentador para o ruído global é determinada pelo tamanho e modelo da aeronave. Tal fato dificulta a generalização dos resultados experimentais e determina a caracterização do espectro acústico de cada componente de um aerofólio em termos de sua geometria e configuração operacional. Este trabalho tem como objetivo principal a caracterização do ruído do eslate a partir de medições experimentais com um aerofólio hiper-sustentador McDonnell Douglas (30P30N), composto por flape, eslate e elemento principal. Os experimentos foram realizados em túnel de vento de seção fechada, e as medições acústicas contaram com o uso de uma antena composta por 62 microfones. Os dados acústicos foram processados com algoritmos de beam-forming convencional e deconvolução DAMAS (Deconvolution Approach for the Mapping of Acoustic Sources). A aplicação de técnicas de beam-forming permite representar uma distribuição espacial de fontes na forma de um mapa acústico e determinar o nível de ruído gerado por fontes que concorrem de forma independente para o ruído global. A base de dados experimentais permite o estudo do ruído do eslate sob diferentes configurações operacionais e geométricas do aerofólio. A análise do espectro acústico do eslate revela a ocorrência de ruído tonal em baixa e alta frequências, e ruído de banda larga em média frequência. Os mapas de beam-forming obtidos associam o ruído de banda larga com uma distribuição bidimensional de fontes ao longo da envergadura do eslate. O ruído do eslate aumenta com a velocidade de escoamento livre, enquanto que os picos tonais de baixa frequência e o ruído de banda larga decrescem com o aumento do ângulo de ataque do aerofólio de 2° para 10°. Os espectros de ruído do eslate colapsam quando reescalados pelo número de Mach do escoamento livre elevado a uma potência entre 4 e 5, e o ruído tonal colapsa em Strouhal dado pela corda do eslate e pela velocidade do escoamento base. Os resultados mostram que o ruído do eslate é fortemente dependente da geometria do aerofólio, particularmente para variações de overlap. Uma boa correspondência quantitativa foi obtida comparando-se espectros experimentais de ruído do eslate com espectros numéricos, obtidos a partir de um modelo com a mesma geometria e em condições de teste idênticas, o que indica a viabilidade do uso de túneis de vento de secção fechada para a realização de experimentos aeroacústicos.
The reduction in the noise produced by aircraft operating in the vicinity of large urban centers is an important issue for a sustainable growth in the civil aviation activities. Over the last decades, from a signicant reduction achieved in the noise generated by aircraft propulsion systems, the contribution of both landing gears and high-lift devices (flaps and slats) has become important to the aircraft overall noise. The identication of the noise signature of each high-lift component is required for the development of both noise prediction methods and new aerodynamic design concepts toward achieving a noise reduction without severe penalty over the aircraft performance and safety. Scaled model experiments have shown that the importance of each airframe component to the overall noise is determined by particularities in both aircraft geometry and size. Such noise model dependence hampers the generalization of experimental results from a reference testing model and leads to the necessity of assessing noise generation according to the testing model geometry and operational condition. This study focuses mainly on the characterization of slat noise from experimental measurements on a high-lift Mcdonnell Douglas (30P30N) airfoil, composed of a slat, a ap and a main element. Measurements were performed in a closed-section wind tunnel by a 62-microphone array and the acoustic data were processed with in-house codes based on conventional beam-forming and DAMAS (Deconvolution Approach for theMapping of Acoustic Sources) algorithms. Beam-forming techniques potentially enable the representation of a spatial source distribution as an acoustic map, from which the contribution of independent sources to the overall noise can be estimated. The experimental database enables the study of the slat noise from dierent airfoil operational conditions and geometrical settings. The slat noise spectral signature reveals the occurrence of tonal noise over both low- and high-frequency bands and also broadband noise over a mid-frequency range. Beam-forming maps indicate the slat broad-band noise originates from a source spatially distributed along the slat span. The slat noise increases in function of the ow speed, whereas low-frequency tonal peaks and the broadband noise decrease as the airfoil angle of attack increases from 2 to 10. The slat noise spectra scalle when the Mach number is raised to a power between 4 and 5, and the tonal noise collapses with Strouhal based on the slat chord and the ow speed. Results show the slat noise is strongly in uenced by the airfoil geometry, particularly for variations in the overlap. A good quantitative agreement was achieved through the comparison between the experimental and numerical slat noise spectra for the same model geometry and test conditions, which indicates the viability of performing aeroacoustic experiments in closed-section wind tunnels.
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Dvořák, Petr. "Optimalizace štěrbinové vztlakové klapky letounu." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2009. http://www.nusl.cz/ntk/nusl-228790.

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The main objective of this diploma thesis is to optimize the high lift device on the wing of the Phoenix Air U-15 ultralight aircraft, so that it complies with the UL-2 regulation regarding the stalling speed – 65 KPH. This is fulfilled by optimization of the slotted flap position. Methods used include the Response Surface Method and the Computational Fluid Dynamics approach – namely Ansys Fluent v6 software package. Furthermore, the paper deals with take-off flap optimization and construction of the flap deflection mechanism.
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Chu, Hao-Kun, and 朱浩坤. "A Design Method of High Lift Airfoil." Thesis, 1999. http://ndltd.ncl.edu.tw/handle/62520957668948480130.

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碩士
國立成功大學
航空太空工程學系
87
ABSTRACT Subject : A Design Method of High Lift Airfoil Student : Hao-Kun Chu Advisor : Sheng-Jii Hsieh A method of inverse airfoil design for incompressible potential flow presented by Selig and Maughmer is used in this study. The problem, from a given surface velocity distribution determine the corresponding airfoil shape, is solved by conformal mapping method. After determining the relation of mapping, one may compute the airfoil shape from the unit circle. The prescription of upper surface velocity distribution obeys the Liebeck''s high lift laws, including constant-velocity region, followed by a Stratford-type zero-skin-friction portion to ensure the flow unseparate when decelerates, and ensure the average velocity of upper surface as large as possible. By assuming an initial input of lower surface velocity distribution, and then modifying a portion of the lower surface by the use of least squares and Lagrangian multipliers, one can ensure the velocity distribution satisfies the constraints of inverse method, and minimizes the profile of closure condition. Two high lift airfoils are designed respectively for airfoil trailing-edge angle 0°and 16°, with angle of attack α= 8°. In corporated with the vortex panel method, one may obtain the relation of lift coefficient and angle of attack, and get the maximum lift coefficient and maximum lift-to-drag ratio , for each designed high lift airfoil. For the first high lift airfoil (zero trailing-edge angle case), the stall angle of attack is α=20°, and the maximum lift coefficient is 2.05, but the lift-to-drag ratio is only 24.37. However, when α=8°, the lift coefficient is 1.57, but there has maximum lift-to-drag ratio 73.52. For the second high lift airfoil (trailing-edge angle 16°case), the stall angle of attack is α=15°, and the maximum lift coefficient is 1.735, but the lift-to-drag ratio is only 10.73. However, whenα= 10°, the lift coefficient is 1.55, but there has lift-to drag ratio 82.03,. This study provides a practical computer program for high lift airfoil design, but for the calculation of lower surface velocity distribution, one should search better method to deal with the singularity around leading edge, so as to obtain the problem resulting of high lift but low lift-to-drag ratio.
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Books on the topic "High-lift airfoil"

1

Valarezo, Walter O. Multi-element airfoil optimization for maximum lift at high Reynolds numbers. New York: American Institute of Aeronautics and Astronautics, 1991.

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Davidson, Lars, Davor Cokljat, Jochen Fröhlich, Michael A. Leschziner, Chris Mellen, and Wolfgang Rodi, eds. LESFOIL: Large Eddy Simulation of Flow Around a High Lift Airfoil. Berlin, Heidelberg: Springer Berlin Heidelberg, 2003. http://dx.doi.org/10.1007/978-3-540-36457-3.

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Applin, Zachary T. Experimental and theoretical aerodynamic characteristics of a high-lift semispan wing model. [Washington, D.C.]: National Aeronautics and Space Administration, Office of Management, Scientific and Technical Information Division, 1990.

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Pfenninger, Werner. Optimization of natural laminar flow airfoils for high section lift-to-drag ratios in the lower Reynolds number range. Washington, D. C: AIAA, 1989.

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Morgan, Harry L. A study of high-lift airfoils at high Reynolds numbers in the Langley Low-Turbulence Pressure Tunnel. [Washington, DC]: National Aeronautics and Space Administration, Scientific and Technical Information Office, 1989.

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Morgan, Harry L. A study of high-lift airfoils at high Reynolds numbers in the Langley Low-Turbulence Pressure Tunnel. [Washington, DC]: National Aeronautics and Space Administration, Scientific and Technical Information Office, 1989.

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Morgan, Harry L. A study of high-lift airfoils at high Reynolds numbers in the Langley Low-Turbulence Pressure Tunnel. [Washington, DC]: National Aeronautics and Space Administration, Scientific and Technical Information Office, 1989.

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Fisher, David. Key topics for high-lift research: A joint wind tunnel/flight test approach : report for NASA-Ames University consortium, joint research interchange, May 1, 1995 - September 30, 1996. [Washington, DC: National Aeronautics and Space Administration, 1996.

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Fisher, David. Key topics for high-lift research: A joint wind tunnel/flight test approach : report for NASA-Ames University consortium, joint research interchange, May 1, 1995 - September 30, 1996. [Washington, DC: National Aeronautics and Space Administration, 1996.

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Godin, Philippe. Turbulence modeling for high-lift multi-element airfoil configurations. 2004.

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Book chapters on the topic "High-lift airfoil"

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Mary, Ivan, and Pierre Sagaut. "Large Eddy Simulation of Flow Around a High Lift Airfoil." In Direct and Large-Eddy Simulation IV, 157–64. Dordrecht: Springer Netherlands, 2001. http://dx.doi.org/10.1007/978-94-017-1263-7_19.

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König, Daniel, Wolfgang Schröder, and Matthias Meinke. "LES of the Flow over a High-Lift Airfoil Configuration." In Springer Proceedings in Physics, 227–30. Berlin, Heidelberg: Springer Berlin Heidelberg, 2009. http://dx.doi.org/10.1007/978-3-642-02225-8_55.

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Wawrzinek, Katharina, Thorsten Lutz, and Ewald Krämer. "Numerical Simulations of Artificial Disturbance Influence on a High Lift Airfoil." In High Performance Computing in Science and Engineering ' 17, 323–37. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-68394-2_19.

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Arnott, A. D., G. Schneider, K. P. Neitzke, J. Agocs, A. Schröder, B. Sammler, and J. Kompenhans. "Detailed Characterisation, using PIV, of the Flow around an Airfoil in High-Lift Configuration." In Particle Image Velocimetry: Recent Improvements, 31–42. Berlin, Heidelberg: Springer Berlin Heidelberg, 2004. http://dx.doi.org/10.1007/978-3-642-18795-7_3.

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Manso Jaume, Ana, and Jochen Wild. "Aerodynamic Design and Optimization of a High-Lift Device for a Wind Turbine Airfoil." In Notes on Numerical Fluid Mechanics and Multidisciplinary Design, 859–69. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-27279-5_75.

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Jiangfeng, Wang, and J. Periaux. "Genetic Algorithms and Game Theory for High Lift Multi-Airfoil Design Problems in Aerodynamics." In Computational Fluid Dynamics for the 21st Century, 192–207. Berlin, Heidelberg: Springer Berlin Heidelberg, 2001. http://dx.doi.org/10.1007/978-3-540-44959-1_11.

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Klein, Simon, Peter Scholz, and Rolf Radespiel. "Interaction of Three-Dimensional Disturbances with the Flow Around a Two-Element High-Lift Airfoil." In Notes on Numerical Fluid Mechanics and Multidisciplinary Design, 55–73. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-21127-5_4.

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Stephens, Trevor, and Julio Soria. "High Resolution PIV Study of Zero-Net-Mass-Flow Lift Enhancement of NACA 0015 Airfoil at High Angles of Attack." In IUTAM Symposium on Flow Control and MEMS, 167–73. Dordrecht: Springer Netherlands, 2008. http://dx.doi.org/10.1007/978-1-4020-6858-4_19.

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Ciobaca, V. "Parameter Study for a Slatless 2D High-Lift Airfoil with Active Separation Control Using a URANS Approach." In Notes on Numerical Fluid Mechanics and Multidisciplinary Design, 135–42. Berlin, Heidelberg: Springer Berlin Heidelberg, 2013. http://dx.doi.org/10.1007/978-3-642-35680-3_17.

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Tran, D. "Comparison of Numerical Simulation of the Flow around an Airfoil in High Lift Configuration with PIV Experimental Results." In Particle Image Velocimetry: Recent Improvements, 43–60. Berlin, Heidelberg: Springer Berlin Heidelberg, 2004. http://dx.doi.org/10.1007/978-3-642-18795-7_4.

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Conference papers on the topic "High-lift airfoil"

1

Hall, D., and S. Dodbele. "Concepts for lift improvements of a high-lift military airfoil." In 17th Applied Aerodynamics Conference. Reston, Virigina: American Institute of Aeronautics and Astronautics, 1999. http://dx.doi.org/10.2514/6.1999-3178.

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Jirasek, Adam, Peter Eliasson, and Stefan Wallin. "Computational study of the high-lift A-airfoil." In 39th Aerospace Sciences Meeting and Exhibit. Reston, Virigina: American Institute of Aeronautics and Astronautics, 2001. http://dx.doi.org/10.2514/6.2001-708.

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Castillo Gomez, Pedro, Leonardo Saenz, Fangjun Shu, and Andreas Gross. "Numerical Investigation of Flow over High-Lift Airfoil." In AIAA AVIATION 2020 FORUM. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2020. http://dx.doi.org/10.2514/6.2020-2790.

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Ciobaca, Vlad, and Julien Dandois. "High Reynolds Number High-Lift Airfoil Testing with Flow Control." In 35th AIAA Applied Aerodynamics Conference. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2017. http://dx.doi.org/10.2514/6.2017-3245.

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Gier, Jochen, Matthias Franke, Norbert Hu¨bner, and Thomas Schro¨der. "Designing LP Turbines for Optimized Airfoil Lift." In ASME Turbo Expo 2008: Power for Land, Sea, and Air. ASMEDC, 2008. http://dx.doi.org/10.1115/gt2008-51101.

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In the last 10 to 15 years substantial effort has been spent on increasing the airfoil lift especially in aero engine low pressure turbines. This has been attractive, since increased airfoil lift can be used for airfoil count decrease leading to weight and hardware cost reduction. The challenge with this effort consequently has been to keep the efficiency at high levels. Depending on the baseline level of airfoil lift, an increase of 20% to 50% has been realized and at least partly incorporated in modern turbine designs. With respect to efficiency there is actually an optimum level of airfoil lift. Airfoil rows at a lift level below this optimum suffer from an excessive number of airfoils with too much wetted surface and especially increasing trailing edge losses. Airfoils at lift levels above this optimum suffer from growing losses due to high peak Mach numbers inside the airfoil row, higher rear diffusion on the airfoil suction sides and increasing secondary flow losses. Since fuel cost have been rising significantly as has been the awareness of the environmental impact of CO2, it becomes more and more important to design LP turbines for an optimal trade between efficiency and weight to achieve the lowest engine fuel burn. This paper summarizes work done recently and in the past to address the main influences and mechanisms of the airfoil lift level with respect to losses and efficiency as a basis for determination of optimal airfoil lift selection.
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Tan, Chiong, and Michael Papadakis. "Simulation of SLD Impingement on a High-Lift Airfoil." In 44th AIAA Aerospace Sciences Meeting and Exhibit. Reston, Virigina: American Institute of Aeronautics and Astronautics, 2006. http://dx.doi.org/10.2514/6.2006-463.

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Andreou, Christodoulos, Will Graham, and Ho-Chul Shin. "Aeroacoustic Study of Airfoil Leading Edge High-Lift Devices." In 12th AIAA/CEAS Aeroacoustics Conference (27th AIAA Aeroacoustics Conference). Reston, Virigina: American Institute of Aeronautics and Astronautics, 2006. http://dx.doi.org/10.2514/6.2006-2515.

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Wayman, Thomas R., and Scott A. Randle. "High-Lift Airfoil Section for Low Reynolds Number Application." In Aerospace Technology Conference and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1995. http://dx.doi.org/10.4271/951978.

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Chen, Suzhen, Fengxian Zhang, and Mahmood Khalid. "Aerodynamic Optimization for a High-Lift Airfoil/wing Configuration." In 22nd Applied Aerodynamics Conference and Exhibit. Reston, Virigina: American Institute of Aeronautics and Astronautics, 2004. http://dx.doi.org/10.2514/6.2004-5078.

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DAVIS, WARREN, and RICHARD MATUS. "High lift multiple element airfoil analysis with unstructured grids." In 11th Applied Aerodynamics Conference. Reston, Virigina: American Institute of Aeronautics and Astronautics, 1993. http://dx.doi.org/10.2514/6.1993-3478.

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Reports on the topic "High-lift airfoil"

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Allen, Luke, Joon Lim, Robert Haehnel, and Ian Dettwiller. Helicopter rotor blade multiple-section optimization with performance. Engineer Research and Development Center (U.S.), June 2021. http://dx.doi.org/10.21079/11681/41031.

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This paper presents advancements in a surrogate-based, rotor blade design optimization framework for improved helicopter performance. The framework builds on previous successes by allowing multiple airfoil sections to designed simultaneously to minimize required rotor power in multiple flight conditions. Rotor power in hover and forward flight, at advance ratio 𝜇 = 0.3, are used as objective functions in a multi-objective genetic algorithm. The framework is constructed using Galaxy Simulation Builder with optimization provided through integration with Dakota. Three independent airfoil sections are morphed using ParFoil and aerodynamic coefficients for the updated airfoil shapes (i.e., lift, drag, moment) are calculated using linear interpolation from a database generated using C81Gen/ARC2D. Final rotor performance is then calculated using RCAS. Several demonstrative optimization case studies were conducted using the UH-60A main rotor. The degrees of freedom for this case are limited to the airfoil camber, camber crest position, thickness, and thickness crest position for each of the sections. The results of the three-segment case study show improvements in rotor power of 4.3% and 0.8% in forward flight and hover, respectively. This configuration also yields greater reductions in rotor power for high advance ratios, e.g., 6.0% reduction at 𝜇 = 0.35, and 8.8% reduction at 𝜇 = 0.4.
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