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UID:0-413@aerospace.technion.ac.il

DTSTART;TZID=Asia/Jerusalem:20171206T163000

DTEND;TZID=Asia/Jerusalem:20171206T173000

DTSTAMP:20230530T180102Z

URL:https://aerospace.technion.ac.il/events/if-active-flow-control-afc-is-
 to-become-a-design-tool-in-aerodynamics-do-we-need-to-depart-from-prandtls
 -classical-approach/

SUMMARY:If Active Flow Control (AFC) is to Become a Design Tool in Aerodyna
 mics\, Do We Need To Depart From Prandtl’s Classical Approach?
DESCRIPTION:Lecturer:Prof. Israel Wygnanski\n Faculty:Department of Aerospa
 ce & Mechanical Engineering\n Institute:University of Arizona\n Location:C
 lassroom 165\, ground floor\, Library\, Aerospace Eng.\n Zoom: \n Abstract
 : \n Details: \n Boundary layer control by blowing enabled early combat je
 t airplanes to operate from shorter runways by increasing their lift coeff
 icient at low speeds. The concepts of boundary layer and circulation contr
 ol evolved at that time however\, blowing was never considered interactive
 ly with other wing design parameters that were separated from each other d
 ue to the boundary layer approximation. The need for increased speed resul
 ted in swept-back planforms that were more recently modified to trapezoida
 l and lambda shapes for enhanced maneuverability and reduced observability
 \, while commercial transport wings hardly changed during the past fifty y
 ears. Sweep back resulted in a pitch-up problem at low speeds that serious
 ly limited cruise performance. It was traditionally alleviated by swinging
  the wing forward and adding leading edge devices that increased the weigh
 t and the complexity of the airplane. This problem could be alleviated by 
 AFC. Furthermore\, AFC can provide control authority around all three axes
  by itself and in conjunction with conventional control surfaces. To that 
 end\, AFC should be considered at the beginning of the design process and 
 not after its completion.  Such a change in approach recognizes the inter
 actions among the traditional design parameters and AFC\, simply stating t
 hat forces and moments acting on a wing depend on its shape\, on its attit
 ude and on AFC concomitantly. These variables are of comparable value and 
 they should not be treated separately no matter how many parameters are re
 quired to define them. Experiments carried out on swept wings and tailless
  aircraft models indicate how AFC has to be tailored in order to avoid pit
 ch-up with an increase in incidence. Such tailoring does not have to be li
 mited to momentum or mass-flow input levels that may be traded off in favo
 r of a change in location and/or orientation of the AFC input. However\, t
 he payoff is large because a small input may double the usable lift coeffi
 cient when the latter is needed on a landing approach.
CATEGORIES:Seminars
LOCATION:Classroom 165\, ground floor\, Library\, Aerospace Eng.

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