• Journal of computational fluids engineering
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• v.18 no.3
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• pp.42-50
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• 2013

The supersonic airplane with flapped biplane, Busemann biplane equipped flap, is superior to drag and noise reduction due to wave cancelation effect between upper and lower airfoils. In this study, it is numerically calculated and analyzed the lift, drag and lift to drag ratio of flapped biplane with respect to various the length and angle of the flap. Euler solver of EDISON CFD, web based computational fluid dynamic solver for the purpose of education, is employed. Depending on the length of the flap, lift and drag increase linearly, and there exists the optimum flap angle which maximize the lift-to-drag ratio at the freestream mach 2.0 on-design condition. The predictable relational expression is driven as liner equation. As a results of comparison with drag of flapped biplane, Busemann biplane, and diamond airfoil with the same lift, the drag of flapped biplane is 88.76% lower than that of the Busemann biplane and 70.67% lower than that of the diamond airfoil. In addition, the change of pressure is compared to confirm the noise reduction effect of flapped biplane at h/c=5 of lower airfoil. The shock strength of flapped biplane is smaller than that of other airfoils.

• Journal of Mechanical Science and Technology
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• v.15 no.10
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• pp.1434-1441
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• 2001

A computational study has been performed to determine the effects of divergent trailing edge (DTE) modification to a supercritical airfoil in transonic flow field. For this, the computational result with the original DLBA 186 supercritical airfoil was compared to that of the modified DLBA 283. A wavier-Stokes code, Fluent 5. 1, was used with Spalart-Allmaras's one-equation turbulence model. Results in this study showed that the reduction in drag due to the DTE modification is associated with weakened shock and delayed shock appearance. The decrease in drag due to the DTE modification is greater than the increase in base drag. The effect of the recirculating flow region on lift increase was also observed. An airfoil with DTE modification achieved the same lift coefficient at a lower angle of attack while giving a lower drag coefficient. Thus, the lift-to-drag ratio increases in transonic flow conditions compared to the original airfoil. The lift coefficient increases considerably whereas the lift slope increases just a little due to DTE modification.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.31 no.8
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• pp.688-693
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• 2007

To improve aerodynamic efficiency of the Smart Un-manned Aerial Vehicle(SUAV), vortex generator was applied along the wing upper surface during SUAV tests. Vortex generator, initially used in TR-S2 configuration to enhance lift characteristic, increased lift coefficient. Meanwhile vortex generator produced excessive drag and eventually reduced lift-to-drag ratio. To examine the effect of vortex generator's height, three different heights of vortex generator were used for various SUAV configuration. Vortex generator of 3mm height used in TR-S4 configuration produced 3.1% increase in maximum lift coefficient and 1.5% reduction in lift-to-drag ratio.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.6 no.1
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• pp.7-20
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• 1998

A reduction of induced drag is an important problem in order to save fuels. In this study, the aerodynamic characteristics of wing tip devices to reduce induced drag, such as end plate, plain ring, helical ring wing tip device, was experimentally investigated in a low speed wind tunnel. The experimental results showed that the wing model with a helical ring wing tip device reduced a induced drag and increased lift-drag ratio.

• Journal of Ocean Engineering and Technology
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• v.11 no.1
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• pp.55-64
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• 1997

A wing operating in close proximity to the ground exhibits a reduction in induced drag, which increase the lift/drag ratio. The poert-augmented ram (RAR) phenomenon involves directiing the efflux from forward mounted propulsion ststem under the wings, with the efflux nearly stagnated under the wings. In the present paper, 3 dimentional PAR was numerically studied by solving the Navier-Stokes equations. Pressure distribution and velocity vectors are calculated around the wing surface and the ground. Through the numerical simulation, Cp values and lift/drag ratio are carefully reviewed by changing the height/chord; 0.05, 0.1, 0.3 and 0.8. The shape of model is NACA 0012 with a span/chord ratio of 3.0. According to the numerical results, the relationship between lift/drag and height/chord is fairly reasonable.

• Journal of Industrial Technology
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• v.17
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• pp.183-189
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• 1997

The computation of the flow around a supercritical airfoil with a divergent trailing edge(DTE) modification(DLBA 243) is compared to that of original supercritical airfoil(DLBA 186). For this computation, Reynolds-Averaged Navier-Stokes equations are solved with a linearized block implicit ADI method and a mixing length turbulence model. Results show the effects of the shock and separated flow regions on drag reduction due to DTE modification. Results also show that DTE modification accelerates the boundary layer flow near the trailing edges which has an effect similar to a chordwise extension that increases circulation and is consistent with the calculated increase in the recirculation region in the wake. Airfoil with DTE modification achieves the same lift coefficient at a lower incidence and thus at a lower drag coefficient, so that lift-to-drag ratio is increased in transonic cruise conditions compared to the original airfoil. The reduction in drag due to DTE modification is associated with weakening of shock strength and delay of shock which is greater than the increase in base drag.

• International Journal of Aerospace System Engineering
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• v.2 no.1
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• pp.6-11
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• 2015

An active flow control technique using blowing and distributed suction on low Reynolds airfoil is investigated. Simultaneous blowing and distributed suction can recirculate the jet flow mass, and reduce the penalty to propulsion system due to avoiding dumping the jet mass flow. Energy is injected into main flow by blowing on the suction surface, and the low energy boundary flow mass is removed by distributed suction, thus the flow separation can be successfully suppressed. Aerodynamic lift to drag ratio is improved significantly using the flow control technique, and the energy consumption is quite low.

• Proceedings of the KSME Conference
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• 2002.08a
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• pp.565-568
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• 2002

In the flow analysis around a bluffbody such as road vehicles, drag reduction has been of the primary concern mainly due to the effect on fuel economy. To reduce the drag, which is mostly due to the pressure difference caused by the flow separation, the location of the separation and eddy sizes are controlled. However, less attention has been given to the effect of the lift. The effect of lift may cause the driving stability problem of the vehicle at high speed white heavy downward effect of lift together with the vehicle weight may require more power to drive the vehicle forward. It is considered worthwhile to pursue the optimal design of the low drag tail shape of the MIRA model while taking the lift effect into account, even though it is considered as a reference. To this end, a commercial multi-objective optimization code, FRONTIER, Is used together with the CFD code, STAR-CD. It is hoped that the results will provide more insight into the flow field around the bluffbody as transportation means.

• Journal of Advanced Marine Engineering and Technology
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• v.30 no.3
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• pp.389-395
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• 2006

The fluid force reduction of a square prism having fences on the corner was studied by the measuring the drag and lift acting on the prism and by the visualization experiment of the flow around the prism. The height of the fence was 10% of the square width and the range of Reynolds number considered was from $Re=0.9{\times}104$ to $Re=2.1{\times}104$. The drag of the prism was reduced about 6.8% and the amplitude of the lift was reduced by attaching two normal fences on the rear corners of the prism. In this case, the separated flow at the front corners was reattached on the upper and lower sides of the prism and the vortex streets at the wake region were appeared more slowly than that of the prototype prism.

• Proceedings of the KSME Conference
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• 2002.08a
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• pp.11-16
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• 2002

In this paper, we present two successful results from active controls of flows over a circular cylinder and a sphere for drag reduction. The Reynolds number range considered for the flow over a circular cylinder is 40-3900 based on the free-stream velocity and cylinder diameter, whereas for the flow over a sphere it is $10^{5}$ based on the free-stream velocity and sphere diameter. The successful active control methods are a distributed (spatially periodic) forcing and a high-frequency (time periodic) forcing. With these control methods, the mean drag and lift fluctuations decrease and vortical structures are significantly modified. For example, the time-periodic forcing at a high frequency (larger than 20 times the vortex shedding frequency) produces $50{\%}$ drag reduction for the flow over a sphere at $Re=10^{5}$. The distributed forcing applied to the flow over a circular cylinder results in a significant drag reduction at all the Reynolds numbers investigated.