An assessment of the influence of airfoil geometry on delta wing leading edge vortex flow and vortex induced aerodynamics at supersonic speeds is discussed. A series of delta wing wind tunnel models were tested over a Mach number range from 1.7 to 2.0. The model geometric variables included leading edge sweep and airfoil shape. Surface pressure data, vapor screen, and oil flow photograph data were taken to evaluate the complex structure of the vortices and shocks on the family of wings tested. The data show that airfoil shape has a significant impact on the wing upper surface flow structure and pressure distribution, but has a minimal impact on the integrated upper surface pressure increments.

An experimental investigation of the effect of leading-edge radius, camber, Reynolds number, and boundary-layer state on the incipient separation of a delta wing at supersonic speeds was conducted at the Langley Unitary Plan Wind Tunnel at Mach number of 1.60 over a free-stream Reynolds number range of 1 x 10\super{6} to 5 x 10\super{6} ft\super{-1}. The three delta wing models examined had a 65 degree swept leading edge and varied in cross-sectional shape: a sharp wedge, a 20:1 ellipse, and a 20:1 ellipse with a -9.750 circular camber imposed across the span. The wings were tested with and without transition grit applied. Surface-pressure coefficient data and flow-visualization data are electronically stored on a CD-ROM. The data indicated that by rounding the wing leading edge or cambering the wing in the spanwise direction, the onset of leading-edge separation on a delta wing can be raised to a higher angle of attack than that observed on a sharp-edged delta wing. The data also showed that the onset of leading-edge separation can be raised to a higher angle of attack by forcing boundary-layer transition to occur closer to the wing leading edge by the application of grit or the increase in free-stream Reynolds number.