Delta Wing Experiment

ROLLING HILLS RESEARCH
C O R P O R A T I O N
Delta Wing Experiment

Thank you for your purchase of the Rolling Hills Research Corporation Model 0710 University Desktop Water Tunnel, sting mount model support, and the Delta-Wing Experiment. The Model 0710 is designed for classroom demonstrations and experiments that provide a visualization of fluid dynamic principles. This manual describes the Delta-Wing experiment and includes theoretical background, installation of the model, and different experiments that can be performed. Information on general tunnel operation and filling is provided in the Operations Manual. If you have any comments, problems, or suggestions about this experiment or any other RHRC experiments or products please contact us at (310) 640-8781, or email at aero@RollingHillsResearch.com.
Table of Contents
1.0 2.0 3.0 4.0 5.0 Abstract .. 2 Nomenclature .. 3 Introduction and Background.. 3 Model Installation .. 8 Experimental Procedure .. 9 5.1 Angle-of-Attack Sweep... 10 5.2 Effect of Sideslip . 11 5.3 Vortex Burst Type 12 Additional Experiments 14 References and Additional Reading 14
6.0 7.0
1.0 Abstract
The purpose of this experiment is to study and visualize the dominant aspects associated with a low aspect ratio, 65 delta-wing flow field. The aerodynamics of delta-wing planforms are significantly different from those associated with relatively straight, moderately swept wings usually designed for subsonic flight. The flowfield of slender, low aspect ratio wings, commonly called delta-wings, are dominated by two leading-edge vortices which form on the upper surface of the wing. The high axial velocities present at the core of these tight vortex structures produce 420 N. Nash Street, El Segundo, CA 90245-2822 Tel: (310) 640-8781 Fax: (310) 640-0031 E-mail: aero@RollingHillsResearch.com

a significant contribution to the overall lift of the delta-wing and are responsible for its associated nonlinear aerodynamic characteristics. The size and strength of these vortices increase with increasing angle-of-attack and eventually undergo a breakdown, which is similar to the stall on a conventional wing. This experiment will study the behavior of the leading-edge vortices and their breakdown or bursting through visualization as a function of angle-of-attack () and sideslip angle ().
420 N. Nash Street, El Segundo, CA 90245-2822 Tel: (310) 640-8781 Fax: (310) 640-0031 E-mail: aero@RollingHillsResearch.com

2.0 Nomenclature
Symbol AR b c c0 M Re S V Greek Symbols Subscripts and Superscripts L W Leeward side Windward side Mean quantity, (e.g. c = mean aerodynamic chord) Free-stream condition Angle-of-attack, () Angle of sideslip, (positive nose left) Leading-edge sweep angle, () Free-stream density (slugs/ft3) Free-stream viscosity (lbf s/ft2) Description Aspect Ratio, ratio of a wings span squared to its area Delta-wing trailing-edge span length chord, distance between delta-wing apex or leading-edge and trailing-edge Delta-wing centerline chord length Mach number, ratio of velocity to the speed of sound Reynolds number, ratio of inertial to viscous forces Planform area Velocity (ft/s)
3.0 Introduction and Background

The low aspect ratio highly swept triangle-planform, commonly know as the delta-wing, originated with the designs of Alexander Lippisch in Germany during the 1940s. The deltawing was developed in an attempt to minimize some of the negative aspects associated with supersonic flight, most notably wave drag and compressibility effects. The delta-wing represents a swept wing with a taper ratio of zero. The relevant delta-wing planform parameters are given in Fig. 1. 420 N. Nash Street, El Segundo, CA 90245-2822 Tel: (310) 640-8781 Fax: (310) 640-0031 E-mail: aero@RollingHillsResearch.com

Co Aspect Ratio = V b b2 S S (Planform Area) = 0.5 b Co 2Co = tan-1 b
c (Mean Aerodynamic Chord) = 2Co 3 Vc Reynolds Number =
Figure 1: Delta-wing planform geometry.
The most interesting aspect of the delta-wing flowfield occurs independent of compressibility effects or Mach number. At moderate to high angles-of attack (=5-30), flow separation occurs along the length of each of the leading-edges, from the apex to the trailing-edge. This separating shear layer results in two vortex sheets, which roll up to form coherent vortices which stream aft along each leading-edge. A schematic depicting this separation is shown in Fig. 2.
Figure 2: Schematic showing leading edge vortex formation on a delta-wing. i 420 N. Nash Street, El Segundo, CA 90245-2822 Tel: (310) 640-8781 Fax: (310) 640-0031 E-mail: aero@RollingHillsResearch.com

From Fig. 2, for the delta-wing at a positive , the leading-edge stagnation point lies on the lower surface of the planform. As the flow tries to negotiate the large pressure gradients associated with the leading edge, it is unable to remain attached and separates from the upper surface. The separated free shear layer spirals around and reattaches to the upper surface some distance inboard of the leading edge. This roll up occurs along each leading edge of the planform and forms two coherent vortices. Smaller secondary vortices are also induced as a result of the primary vortex. These smaller secondary vortices are shown in Fig. 3.
Primary Vortex Primary Vortex Core Induced Secondary Vortex
**Flow Out Of Page**
Delta-Wing Trailing-Edge
Figure 3: Schematic showing secondary induced vortices.
The view shown in Fig. 3 is looking upstream with the flow coming out of the page. Flow underneath the primary vortex encounters an adverse pressure gradient due to the strong rotation of the vortex. The induced adverse pressure gradient causes a secondary separation underneath the primary vortex, which forms a secondary vortex whose rotation and vorticity are opposite to that of the primary vortex. The rotational velocities in the core of the primary vortices can be up to 3 times the free-stream value. The high core rotational velocities (axial velocities) present in the primary vortex cores generate a low pressure on the upper surface of the planform, resulting in a lift force known as vortex lift. At high angles-of-attack the percentage of the total lift attributed to vortex lift can be upwards of 50%. The amount of vortex-induced lift increases with increasing and is responsible for the nonlinear aerodynamic characteristics of a deltawing. A plot of a typical delta-wing lift curve showing the total lift curve and associated attached flow and vortex lift contributions is given in Fig. 4.

CLmax
Vortex Lift
Lift
Total Lift
Attached Flow Lift
Angle of Attack
Figure 4: Delta-wing vortex lift characteristics.
From Fig. 4, the amount of vortex-induced lift is clearly significant. The vortices are a very useful and controllable source of lift through a large range of , approximately 10-30. Vortex lift provides significant maneuverability at high angles of attack to high performance fighter aircraft. Maneuverability is often limited by CLmax. CLmax is defined as the largest lift possible at a given flight condition. As Fig. 4 shows, vortex lift significantly increases CLmax for a delta-wing planform. These coherent, high energy, lift producing vortices, however, eventually undergo a breakdown called bursting. The study of vortex bursting has been an active field of research since the early 1960s. Bursting is a fundamental change in the vortex flowfield and is defined as a sudden enlargement of the vortex with an associated rapid reduction in core axial velocity. The once tightly wound, coherent vortex becomes a diffuse turbulent flow. If the bursting occurs over a lifting surface, the loss of the high axial core velocity results in a reduction of the vortex induced lift. This reduction in lift due to the vortex bursting is analogous to a conventional wing stall due to flow separation. There are two types of vortex bursting, a spiral type and a bubble type. These two types of bursting are a function of Reynolds number, geometry, and circulation and will be discussed in more detail later. At low s, the two primary vortices remain tightly wound and coherent from the planform apex to the trailing-edge and burst somewhere in the wake. As increases, the burst point moves forward until reaching the trailing-edge of the planform. Once the burst point reaches the trailing-edge and begins to move up the body towards the apex, the delta-wing is said to be undergoing stall. This is visible as the roll over in the total lift curve shown in Fig. 4. The movement of the vortex burst from trailing-edge to apex proceeds rapidly with increasing , with a slowing as the burst point nears the apex. An upstream progression of the vortex burst point with increasing is shown in Fig. 5 on the NASA F-18 High Alpha Research Vehicle (HARV).

= 20
= 25
= 30
Figure 5: NASA F-18 HARV flow-visualization showing the leading-edge extension vortex burst point moving forward with increasing angle-of-attack.
From Fig. 5, the vortex generated by the leading-edge extension (LEX) surface is clearly visible in the three photographs. In the =20 photograph, the vortex burst point is located approximately over the wing trailing-edge and is denoted by the sudden increase in vortex diameter. At =25 the burst point has moved forward to the wing leading-edge. At =30 the burst point has moved in front of the wing leading-edge and is moving up the LEX towards the apex of the extension. In addition to angle-of-attack effects, sideslip or yawing of the delta-wing will also affect the vortex structure and burst dynamics. By yawing the planform, the side yawing into the oncoming flow sees a lower effective leading-edge sweep angle and is termed the windward side. Conversely, the side yawing away from the oncoming flow sees a greater effective leadingedge sweep and is termed the leeward side. For a given aspect ratio and , the vortex burst point will move forward with decreasing leading-edge sweep angle. As a result, the windward side vortex burst point will move toward the apex and the leeward burst point will move aft. This concept is illustrated in Fig. 6.

Sideslip Angle
Windard W
Leeward L W
< L
Windward Side Premature Burst
Figure 6: Illustration of the effect of sideslip on vortex burst.
For a delta-wing with sharp leading-edges and =0, the burst point for each vortex should occur at relatively the same location downstream of the vortex. As the sideslip angle is increased, the windward burst point will move forward while the leeward burst point will move aft. This effect is dramatic at higher sideslip angles. It should be noted that under certain conditions, even at zero degrees sideslip angle, the burst points for the two individual primary vortices will not occur at the same chordwise location. The leading-edge geometry and surface and flow quality can affect the individual vortex burst points at high s causing asymmetric bursting with no sideslip. The understanding of vortex burst dynamics and their behavior is of paramount importance to the designer of high performance military aircraft. Unfortunately, the burst process is highly nonlinear and no theoretical or analytical method currently exists for accurately predicting vortex breakdown on wings. Several empirical methods exist based on experimental data but none are generalized enough to accurately predict breakdown over an arbitrary design. The purpose of the delta-wing experiment is to study and visualize these leading-edge vortices, their behavior, dynamics and bursting through visualization.

4.0 Model Installation

The delta-wing model should be installed on the sting mount model support. The model is installed by inserting the delta-wing sting into the bracket at the base of the C-strut and tightening the set screw. Initially, the model should be aligned in the support so that it has zero roll. A given roll angle can be set by simply loosening the set screw in the support attachment and rotating the model. A schematic of the model in the mounting bracket with the set screw is shown in Fig. 7.
Figure 7: Photograph showing model mounted in the C-strut mounting bracket.
After inserting the sting in the support bracket and tightening the set screw, the dye tubes should be taped to the aft end of the C-strut until they exit the water. The photograph in Fig. 7 shows the dye tubes pulled away from the C-strut. After installing the model, the tubes should be taped to the sting, mounting bracket, and then to the aft end of the C-strut until they exit the water. Taping the dye tubes to the C-strut will help in the viewing and visualization process and also provide the least disturbance to the flowfield downstream of the model. The C-strut and model should then be installed in the tunnel using the set of two screw holes located furthest downstream in the test section. For more detailed information on installing the C-strut refer to the Operations Manual. It is usually best to install the model and sting mount before filling the tunnel with water. This allows the dye tubes to be taped to the C-strut easily. If the tunnel is already full, it is easier to mount the delta-wing model on the sting mount and then install the model and sting mount in the tunnel as a single unit.

The angle-of-attack can be changed by adjusting the angle adjust knob. The C-strut has engraved marks every 5 to indicate the angle-of-attack and provides an range of approximately -35 to McCormick, B.W., Aerodynamics, Aeronautics, and Flight Mechanics, John Wiley and Sons, New York, 1979.
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ROLLING HILLS RESEARCH