• Journal of the Korea Institute of Military Science and Technology
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• v.9 no.4
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• pp.128-136
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• 2006

The purpose of this paper is to examine the dynamic stall characteristics of an elliptic airfoil when subject to constant pitch motions. In this study, which was motivated by the pressing need for a greater understanding of the reduced frequency$({\kappa})$ effects on flow patterns of elliptic airfoil, the various reduced frequencies were considered. The result confirms that the reduced frequency has a profound effects on the flow patterns. The increase of ${\kappa}$ accelerate the separation bubble bursting process up to ${\kappa}=0.10$, then diminish with further increase in ${\kappa}$. Compared with static condition, the dynamic pitching airfoil delays stall angle approximate $4{\circ}{\sim}5{\circ}$ during pitch-up stroke for ${\kappa}=0.10$. Results from this qualitative analysis provided valuable insight Into the control of dynamics stall.

• Journal of Mechanical Science and Technology
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• v.17 no.8
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• pp.1234-1245
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• 2003

An experimental study was carried out to investigate the reduced frequency effect on the near-wake of an elliptic airfoil oscillating in pitch. The airfoil was sinusoidally pitched around the center of the chord between -5$^{\circ}$and ＋25$^{\circ}$angles of attack at an airspeed of 3.4 m/s. The chord Reynolds number and reduced frequencies were 3.3 ${\times}$10$^4$, and 0.1, 0.7, respectively Phase-averaged axial velocity and turbulent intensity profiles are presented to show the reduced frequency effects on the near-wake behind the airfoil oscillating In pitch. Axial velocity defects in the near-wake region have a tendency to increase in response to a reduced frequency during pitch up motion, whereas it tends to decrease during pitch down motion at a positive angle of attack. Turbulent intensity at positive angles of attack during the pitch up motion decreased in response to a reduced frequency, whereas turbulent intensity during the pitch down motion varies considerably with downstream stations. Although the true instantaneous angle of attack compensated for a phase-lag is large, the wake thickness of an oscillating airfoil is not always large because of laminar or turbulent separation.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.32 no.8
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• pp.47-53
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• 2004

An Experimental investigation into the effects of the blowing jet type and jet orientation on the aerodynamic characteristics over an elliptic type airfoil is explored. This study is aimed at expanding the data base of blowing jet application in separation control of elliptic airfoil. Present data includes: surface pressure, blowing jet exit velocity measurements and integrated aerodynamic loads. The experiments were performed for an elliptic airfoil at Reynolds number $8.22{\times}10^5$. The improvement of effects of pulsed jet on the increase of aerodynamic characteristics was significant for the post-stall angle. For reduced mass flow rates, pulsed jet allowed considerably higher lift to be generated. The jet orientation also showed dominant parameter on the separation control Positive jet angle delay or avoid separation, whereas negative jet angle promotes it.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.27 no.3
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• pp.334-346
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• 2003

An experimental study was carried out to investigate near-wake characteristics of an elliptic airfoil oscillating in pitch. The airfoil was sinusoidally pitched about the half chord point between -5$^{\circ}$and +25$^{\circ}$angles of attack at the freestream velocities of 3.4 and 23.1 m/s. The corresponding Reynolds numbers based on the chord length were 3.3$\times$10$_{4}$ and 2.2$\times$10$^{5}$ , respectively. A hot-wire anemometer was used to measure the near-wake flow variables at the reduced frequency of 0.1. Ensemble-averaged velocity and turbulence intensity profiles were presented to examine the near-wake characteristics depending on the Reynolds number. The axial velocity deficit in the near-wake region tends to decrease with the increase in the Reynolds number as found in many stationary airfoil tests. Turbulence intensity in the near-wake region have a tendency to decrease with the -increase in the Reynolds number during the pitch-up motion, whereas it shows different feature during the pitch-down motion according to the separation characteristics.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.34 no.2
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• pp.1-10
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• 2006

In the present study, the aerodynamic characteristics of elliptic airfoils are investigated numerically based on the RANS equations and the S-A turbulent model on unstructured meshes. Unlike the NACA series airfoil sections, elliptic airfoils have a relatively small leading edge radius and a rounded trailing edge. Also the maximum thickness is located in the middle of the chord. This geometric characteristics are responsible for the difference in the aerodynamic characteristics from those of NACA family airfoils. To identify the aerodynamic characteristics of elliptic airfoils, the results were compared with those of NACA series airfoils with a same maximum thickness. The effect of airfoil thickness variation on the aerodynamic characteristics were also investigated.

• Journal of the Korea Institute of Military Science and Technology
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• v.6 no.4
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• pp.29-37
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• 2003

Using a wind tunnel testing, the aerodynamic load characteristics of an elliptic airfoil was described. The experimental data was obtained for angles of attack $-20^{\circ}$ to $+20^{\circ}$ with $2^{\circ}$ increments at a chord Reynolds number of $0.99{\times}105$ and $2.48{\times}105$. For each test case, chordwise suction pressure distributions and wake surveys were obtained. Static pressure measurements were made over a 10 sec averaging time at a 10 Hz sampling rate. For each case, wake survey was conducted with a pilot-static probe at 1.0c downstream from the trailing edge at very fine spacing to resolve the wake velocity deficit profile. As can be expected, suction pressure coefficient was increased with angle of attack. The normal force, CNmax, appeared peak value at the incidence angle of $12^{\circ}~14^{\circ}$, and the significant increase in profile drag at this range of angles of attack.

• Journal of the Korea Institute of Military Science and Technology
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• v.8 no.3 s.22
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• pp.116-123
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• 2005

An experimental investigation on the static and dynamic stall characteristics of elliptic airfoil was performed by PIV velocity field measurements. The flow Reynolds number was $3.13{\times}10^5$ and the reduced frequency of the pitch oscillation ranged from 0.075 to 0.125. The onset of static stall was caused by boundary layer separation which started at the trailing edge and progressed toward the leading edge. However, dynamic stall was caused by the vortex shed at the leading edge region and the flow field showed a vortex dominated flow with turbulent separation and alternate vortex shedding. The increase of reduced frequency increased the dynamic stall angle of attack and intensified the flow hysteresis in the down-stroke phase.

• Proceedings of the KSME Conference
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• 2003.04a
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• pp.1795-1800
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• 2003

An experimental study was carried out to investigate near-wake characteristics of an elliptic airfoil oscillating in pitch. The airfoil was sinusoidally pitched about the half chord point between $-5^{\circ}C$ and $+25^{\circ}C$ angles of attack at the freestream velocities of 3.4 and 23.1 m/s The corresponding Reynolds numbers based on the chord length were $3.3{\times}10^4$ and $2.2{\times}10^5$, respectively. A hot-wire anemometer was used to measure the near-wake flow variable at the reduced frequency of 0.1. Ensemble-averaged velocity and turbulence intensity profile were presented to examine the near-wake characteristics depending on the Reynolds number. The axial velocity deficit in the near-wake region tend to decrease with the increase in the Reynolds number a found in many stationary airfoil test . Turbulence intensity in the near-wake region have a tendency to decrease with the increase in the Reynolds number during the pitch-up motion, whereas it shows different feature during the pitch-down motion either the laminar boundary layer or turbulent boundary layer separation.

• 한국항공운항학회:학술대회논문집
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• 2004.11a
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• pp.231-234
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• 2004

• 한국전산유체공학회:학술대회논문집
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• 2004.03a
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• pp.23-26
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• 2004

Drag prediction is sought for the aifoil having laminar and turbulent flow characteristics with CFD code being unable to predict transition to turbulent flow. Laminar flow simulation presents some insight to the transition position. Separate simulations with laminar and turbulent flow and their combination estimate the drag of the airfoil containing laminar and turbulent flow characteristics.