Langley Research Center Turbulence Modeling Resource

Exp: NASA Juncture Flow (JF) - Turbulent Symmetric Wing

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This is a sub-page of the NASA Juncture Flow (JF) website. These data are from the Phase 3 TURBULENT testing on a symmetric wing shape. The wing itself is a blend of NACA 0015 at the root, NACA 0012 mid-span, and NACA 0010 near the tip. The wing also includes a horn (a fillet or extension between the wing and body at the wing leading edge, whose purpose is to eliminate or lessen the strength/influence of the horseshoe vortex). This symmetric wing produces a much smaller separation than on the F6-based wing, helping explore the ability of CFD to capture incipient separation.

Some relevant information is given here.

• 14x22 is a closed-circuit wind tunnel with air near sea level
• Reynolds number was held fixed in the wind tunnel throughout the test at 2.4 million (+-0.25%) based on crank chord¹
• Crank chord = 580.716 mm (the crank is the location of the break in the wing at around y=869.693 mm) (different than for the F6-based wing)¹
• Nominal model incidence angles (deg) in tunnel (for the LDV data) = 0.0, +1.0, and +5.0 (ranges were -0.04 to +0.03, +0.99 to +1.03, and +4.99 to +5.03, respectively)
• Mach number ranged from about 0.171 to 0.199 (nominally² 0.189)
• Temperature ranged from about 281 to 309 K (nominally² 288.84 K)
• Velocity ranged from about 58 to 70 m/sec (nominally 64.39 m/s)
• Dynamic pressure ranged from about Q = 2071 to 2725 Pa (nominally 2385 Pa)
• Boundary layers on fuselage and wing upper and lower surfaces were tripped
• Fuselage was the same used with the F6-based wing; length was nominally 4839.233 mm
• Wing span tip-to-tip was nominally 3326.932 mm, and the wing had no dihedral; the entire configuration was top-bottom symmetric (different than for the F6-based wing)
• Leading edge wing sweep was approximately 37.3 degrees (different than for the F6-based wing)
• Reference area used for symmetric wing with horn: 903701.52 mm² for semi-span model, 1807403.04 mm² for full-span model (different than for the F6-based wing)

¹Because the crank chord was different between the F6-based wing and the symmetric wing, the Reynolds number per mm was different ( 4307.4515 for the F6-based wing and 4132.8291 for the symmetric wing ).
²For the purpose of maintaining some consistency between input parameters for nondimensional CFD codes, the nominal M and T were chosen to be the same between the F6 and symmetric wing (because they were both well within the ranges experienced during each test). However, note that the velocity and Q end up to be somewhat different for the two wings because of the different unit Reynolds numbers.
 

TURBULENT SYMMETRIC WING GEOMETRY

TURBULENT SYMMETRIC WING BOUNDARY CONDITIONS

TURBULENT SYMMETRIC WING EXPERIMENTAL DATA

LINK TO EXISTING TURBULENT SYMMETRIC WING CFD GRIDS AND SOLUTIONS
 

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Responsible NASA Official: Ethan Vogel
Page Curator: Clark Pederson
Last Updated: 03/13/2023