A CFD validation workshop for synthetic jets and turbulent separation control (CFD-VAL2004) was held in Williamsburg, Virginia in March 2004. Three cases were investigated: synthetic jet into quiescent air, synthetic jet into a turbulent boundary layer cross ow, and ow o ver a hump model with no-ow-control, steady suction, and oscillatory control. This paper is a summary of the CFD results from the workshop. Although some detailed results are shown, mostly a broad viewpoint i s t a k en, and the CFD stateof-the-art for predicting these types of ows is evaluated from a general point of view. Overall, for synthetic jets, CFD can only qualitatively predict the ow p h ysics, but there is some uncertainty regarding how to best model the unsteady boundary conditions from the experiment consistently. As a result, there is wide variation among CFD results. For the hump ow, CFD as a whole is capable of predicting many of the particulars of this ow provided that tunnel blockage is accounted for, but the length of the separated region compared to experimental results is consistently overpredicted.

A computational-fluid-dynamics (CFD) validation workshop for synthetic jets and turbulent separation control (CFDVAL2004) was held in Williamsburg, Virginia, in March 2004. Three cases were investigated: a synthetic jet into quiescent air, a synthetic jet into a turbulent boundary-layer crossflow, and the flow over a hump model with no-flow-control, steady suction, and oscillatory control. This is a summary of the CFD results from the workshop. Although some detailed results are shown, the CFD state of the art for predicting these types of flows is mostly evaluated from a general point of view. Overall, for synthetic jets, CFD can only qualitatively predict the flow physics, but there is some uncertainty regarding how to best model the unsteady boundary conditions from the experiment consistently. As a result, there is wide variation among CFD results. For the hump flow, CFD is capable of predicting many of the particulars of this flow, provided that it accounts for tunnel blockage, but it consistently overpredicts the length of the separated region compared to the experimental results.

No abstract

No abstract

No abstract

No abstract

NASA's X-57 "Maxwell" flight demonstrator incorporates distributed electric propulsion technologies in a design that will achieve a significant reduction in energy used in cruise flight. A substantial portion of these energy savings come from beneficial aerodynamicpropulsion interaction. Previous research has shown the benefits of particular instantiations of distributed propulsion, such as the use of wingtip-mounted cruise propellers and leading edge high-lift propellers. However, these benefits have not been reduced to a generalized design or analysis approach suitable for large-scale design exploration. This paper discusses the rapid, "design-order" toolchains developed to investigate the large, complex tradespace of candidate geometries for the X-57. Due to the lack of an appropriate, rigorous set of validation data, the results of these tools were compared to three different computational flow solvers for selected wing and propulsion geometries. The comparisons were conducted using a common input geometry, but otherwise different input grids and, when appropriate, different flow assumptions to bound the comparisons. The results of these studies showed that the X-57 distributed propulsion wing should be able to meet the as-designed performance in cruise flight, while also meeting or exceeding targets for high-lift generation in low-speed flight.

No abstract