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VALIDATION OF CFD CODES

Objective

The aim of the project is to improve the quality of existing CFD codes, as well as their range of applicability. Furthermore, and especially to lower costs in design processes, the existing variety of numerical tools needs to be validated against accurate and detailed measurements, in order to enhance performance, robustness and user-friendliness of the codes.
Partly due to the rapid increase in computer power, speed and performance, computational fluid dynamics (CFD) plays an increasingly important role in the predesign as well as design stages of aircraft development by lowering costs and providing information on critical flow processes.

This project was an initial contribution towards validating advanced modelling methods for a broad range of aerodynamic flows directly relevant to civil aviation. Particular emphasis was put on the performance of turbulence models for maximum lift and high lift, single element aerofoils and multielement aerofoils and on shock boundary layer interaction in transonic conditions over aerofoils and bumps in channels as well as over wings. Other areas focussed on boundary layer schemes, tunnel interference effects, vortical flows including vortex breakdown and problems which arise when extrapolating wind tunnel data to free flight conditions.

It has provided new insight into CFD capabilities and has delivered important guidelines on which computational approaches are promising in several application areas.

Multiple investigations have been performed on the main influences that may affect Navier-Stokes solutions such as turbulence modelling, grid effects and wind tunnel correction parameters. It has been shown that the quality of the results obtained indeed may strongly depend on these influences. There was some significant scatter in the results presented. Concerning the mesh influences and the performance of turbulence models, some basic tendencies became visible.

The mandatory grid that has been used in most of the tests seemed to affect the solutions to a certain degree in general. The main disadvantage of this grid may be seen in the absence of adequately condensed streamwise step sizes within the shock region, preventing by this a more satisfactory resolution of the lambda structure at the shock foot. Hence, better agreement was achieved between computations and the experiments just by using different grids of higher density.

The turbulence models employed had the most significant impact on the solutions. There were drawbacks in all models and their performances sometimes turned out to be different in different flow situations. Modifications of the most common Baldwin-Lomax model, such as the Granville extension or the Goldberg backflow model, have been shown to perform to a significantly improved level of accuracy in the separated flow regime. The 'half equation' nonequilibrium models of the Johnson-King class turned out to be very promising, although the well known deficiencies that cause an unsatisfactory skin friction representation still prevent a 'break through' of this model type. The Johnson-Coakley variant, originally designed to overcome this drawback, had been tested also, but, for the test cases investigated here, this model did not succeed.

Due to the non-condensed mandatory grid that most of the computations have been performed within, the more complex turbulence models such as transport and stress models did not succeed to a superior degree over the algebraic models, which was caused by the impossibility to resolve for the shock lambda structure.

The results computed depended on the way the wind tunnel corrections were introduced. This, however, is not really a numerical effect acting on the solutions, and so there is little that can be done as long as the applications aim for free flight conditions rather than to account for the wind tunnel environment (which, however, is possible but is connected with considerable increase of computational effort).
To achieve a better understanding of turbulence models with respect to their influence on flow prediction, commonly used algebraic, 1-equation and 2-equation turbulence models as well as Reynolds stress models will be investigated.

For the design process (for single as well as for multi-element aerofoils) it is of prime industrial importance to compute maximum lift situations and to validate them properly. In addition to these investigations and for the purpose of method evaluation, calculations with both free air and tunnel boundary conditions will be compared to achieve corrections to free flight conditions.

With respect to the already available industrial experience in 3-dimensional calculations for wings and complete aircraft and the need to improve the corresponding codes, work will also be performed on the 3-dimensional validation-against-measurement process, in particular for flows about wings. One special objective is to investigate vortical flows with respect to the prediction of vortex breakdown.

Funding Scheme

CSC - Cost-sharing contracts

Coordinator

Dornier Luftfahrt GmbH
Address
An Der Bundesstraße 31
88039 Friedrichshafen
Germany

Participants (15)

ANALYSIS SYSTEMS RESEARCH HIGH-TECH LTD
Greece
Address
67,Argyroupoleos 86
16451 Argyroupolis -Athina
British Aerospace Plc
United Kingdom
Address
Warwick House
GU14 6YU Farnborough
CENTRE EUROPEEN DE RECHERCHE ET DE FORMATION AVANCEE EN CALCUL SCIENTIFIQUE
France
Address
Avenue Gaspard Coriolis 42
31057 Toulouse
CFD NORWAY AS
Norway
Address
6,Teknostallen Professor Brochsgt 6
7030 Trondheim
Computer Applied Techniques Ltd.
Ireland
Address
3,Saint James' Terrace
26 Dublin
Danmarks Tekniske Universitet
Denmark
Address

2800 Lyngby
Defence Evaluation and Research Agency (DERA)
United Kingdom
Address
Pyestock
GU14 0LS Farnborough
EADS - CONSTRUCCIONES AERONAUTICAS S.A.
Spain
Address
Avenida De Aragon 404
Madrid
GERMAN AEROSPACE CENTRE
Germany
Address
Linder Höhe
51147 Koeln
Messerschmitt-Bölkow-Blohm GmbH (MBB)
Germany
Address
Haidgraben
81611 München
Saab AB
Sweden
Address

581 88 Linköping
Stichting Nationaal Lucht- en Ruimtevaart Laboratorium
Netherlands
Address

8300 AD Emmeloord
TECHNISCHE UNIVERSITAET BERLIN
Germany
Address
Strasse Des 17. Juni 135
Berlin
UNIVERSITY OF MANCHESTER INSTITUTE OF SCIENCE AND TECHNOLOGY
United Kingdom
Address
Sackville Street
M60 1QD Manchester
Universite Libre de Bruxelles
Belgium
Address
Avenue Franklin Roosevelt 50
Bruxelles