Movi-ng-Surface Boundary-Layer Control for Aircraft Operation at High Incidence

1981 ◽  
Vol 18 (11) ◽  
pp. 963-968 ◽  
Author(s):  
V. J. Modi ◽  
J. L. C. Sun ◽  
T. Akutsu ◽  
P. Lake ◽  
K. McMillan ◽  
...  
Keyword(s):  
Boundary Layer ◽  
Boundary Layer Control ◽  
Surface Boundary ◽  
Surface Boundary Layer ◽  
High Incidence ◽  
Layer Control

scholarly journals Moving Surface Boundary Layer Control Analysis and the Influence of the Magnus Effect on an Aerofoil with a Leading-Edge Rotating Cylinder

2019 ◽  
Author(s):  
Md. Abdus Salam ◽  
Bhuiyan Shameem Mahmood Ebna Hai ◽  
M. A. Taher Ali ◽  
Debanan Bhadra ◽  
Nafiz Ahmed Khan
Keyword(s):  
Boundary Layer ◽  
Free Stream ◽  
Lift Coefficient ◽  
Leading Edge ◽  
Rotating Cylinder ◽  
Boundary Layer Control ◽  
Surface Boundary ◽  
Surface Boundary Layer ◽  
Lower Velocity ◽  
Layer Control

A number of experimental and numerical studies point out that incorporating a rotating cylinder can superiorly enhance the aerofoil performance, especially for higher velocity ratios. Yet, there have been less or no studies exploring the effects of lower velocity ratio at a higher Reynolds number. In the present study, we investigated the effects of Moving Surface Boundary-layer Control (MSBC) at lower velocity ratios (i.e. cylinder tangential velocity to free stream velocity) and higher Reynolds number on a symmetric aerofoil (e.g. NACA 0021) and an asymmetric aerofoil (e.g. NACA 23018). In particular, the aerodynamic performance with and without rotating cylinder at the leading edge of the NACA 0021 and NACA 23018 aerofoil was studied on the wind tunnel installed at Aerodynamics Laboratory. The aerofoil section was tested in the low subsonic wind tunnel, and the lift coefficient and the drag coefficient were studied for different angles of attack. The experiments were conducted for two Reynolds numbers: 200000 and 250000 corresponding to two free stream velocities: 20 m/s and 25 m/s, respectively, for six different angle of attacks (-5°, 0°, 5°, 10°, 15° and 20°). This study demonstrates that the incorporation of a leading edge rotating cylinder results in an increase of lift coefficient at lower angle of attacks (maximum around 33%) and delay in stall angle (from 10° to 15°) relative to the aerofoil without rotating cylinder.

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