Effects of Sweep and Nonplanarity on a Delta-Winged Biplane

Traub, Lance W.

doi:10.2514/1.c031833

Cited by 2 publications

(2 citation statements)

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“…An obvious example of such is morphing technology. Morphing may take many forms, ranging from variable camber (2) , variable twist (3) , sweep (1) , span (1,4) to variable non-planarity (5)(6)(7) . The fundamental goal of morphing is to augment aircraft performance and efficiency.…”

Section: Introductionmentioning

confidence: 99%

“…end plates or winglets), where the strength of the trailing vortex sheet is greatest (following from the variation of the spanwise loading). Prior examination (5)(6)(7) of non-staggered biplanes in an 'X' geometry has shown significant aerodynamic benefit for both moderate aspect ratio unswept wings as well as delta wings, with anhedral/dihedral angles of approximately 20º proving optimal (both experimentally and theoretically). Considered individually, a '∨' wing shows attenuated lifting performance and efficiency compared to an equivalent arc length planar wing (15) , due to a reduced quantity of fluid that is captured to generate the lift impulse.…”

Section: Introductionmentioning

confidence: 99%

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Characterisation of a highly staggered spanwise cambered biplane

Traub¹,

Waghela

Bordignon

2015

Aeronaut.j.

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An investigation is presented to elucidate the performance of a staggered, spanwise cambered biplane. The spanwise camber yielded wings forming a '∧' or '∨' when viewed streamwise. The configuration is examined in terms of its aerodynamic and stability characteristics. The feasibility of negating the requirement for a conventional empennage is explored. Geometric variation encompassed front and back wing anhedral/dihedral angles yielding 49 combinations. Evaluation of the geometry was accomplished using both wind tunnel testing and numerical simulation. The results indicated that front wing dihedral in conjunction with aft wing anhedral was most beneficial, such that the benefit of wake spacing was maximised. Aerodynamic benefit was indicated compared to a conventional empennage geometry. The greatest disparity in behaviour of the fore and aft wing anhedral/dihedral distribution was in the high lift regime, where the nature of the stall varied. Simulations to establish the viability of the geometry in terms of controllability were also conducted and indicated that the configuration is viable.

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