Results of the elsA software package, the ONERA multipurpose tool for applied aerodynamics and multiphysics, are presented for a well-known NACA0012 configuration proposed by the turbulence modeling resource website of NASA Langley Research Center and on the ONERA-M6 wing. ONERA proposed new computer-aided design models for the turbulence modeling resources to make ONERA-M6 a reference test case. Results and solver performance are presented and discussed.

No AccessEngineering NoteDrag Polar Invariance with FlexibilityJ.-L. Hantrais-Gervois and D. DestaracJ.-L. Hantrais-GervoisApplied Aerodynamics Department, ONERA–The French Aerospace Lab, 92190 Meudon, France and D. DestaracApplied Aerodynamics Department, ONERA–The French Aerospace Lab, 92190 Meudon, FrancePublished Online:26 Feb 2015https://doi.org/10.2514/1.C033193SectionsView Full TextPDFPDF Plus ToolsAdd to favoritesDownload citationTrack citations ShareShare onFacebookTwitterLinked InRedditEmail About References [1] Wiart L. and Carrier G., "Accounting for Wing Flexibility in the Aerodynamic Calculation of Transport Aircraft Using Equivalent Beam Model," 13th AIAA/ISSMO Multidisciplinary Analysis Optimization Conference, AIAA Paper 2010-9135, Sept. 2010. LinkGoogle Scholar[2] Hantrais-Gervois J.-L. and Rapin M., "Aerodynamic and Structural Behaviour of a Wing Equipped with a Winglet at Cruise," AIAA Aerospace Sciences Meeting and Exhibit, AIAA Paper 2006-1489, Jan. 2006. LinkGoogle Scholar[3] Rolston S. and Elsholz E., "Initial Achievements of the European High Reynolds Number Aerodynamic Research Project HiReTT," 40th AIAA Aerospace Science Meeting and Exhibit, AIAA Paper 2002-0421, Jan. 2002. LinkGoogle Scholar[4] Cambier L., Heib S. and Plot S., "The Onera elsA CFD Software: Input from Research and Feedback from Industry," Mechanics and Industry, Vol. 14, No. 3, April 2013, pp. 159–174. doi:https://doi.org/10.1051/meca/2013056 CrossrefGoogle Scholar[5] van der Vooren J. and Destarac D., "Drag/Thrust Analysis of Jet-Propelled Transonic Transport Aircraft: Definition of Physical Drag Components," Aerospace Science and Technology, Vol. 8, No. 6, Sept. 2004, pp. 545–556. doi:https://doi.org/10.1016/j.ast.2004.03.004 ARSTFZ 1270-9638 CrossrefGoogle Scholar Previous article

Drag/thrust analysis of jet-propelled transonic transport aircraft on the basis of calculated viscous flow is discussed. Unique definitions for viscous drag plus wave drag and for induced drag are established. The concept of additive throughflow drag is introduced. Drag/thrust bookkeeping is given attention. All drag components can be calculated in the flow region adjacent to the aircraft, where numerical accuracy is expectedly highest. Uniform handling of complex aircraft configurations is brought within reach. Near-field/far-field drag balances are exact. Computational aspects are discussed, in particular the elimination of spurious drag sources. Numerical examples are given for a wing-body and for a wing-body-pylon-nacelle configuration. In either case, the spurious drag sources are eliminated. Acceptable agreement is obtained for the total drag in the first case, and for the installation drag in the second case. Extension of the analysis presented to propeller-driven transport aircraft is straightforward.

The paper gives a survey of recent work at ONERA in the fields of drag prediction and drag reduction. The far-field drag analysis has been extended to Euler codes. This approach enables physical drag sources to be identified and artificial (spurious) drag to be eliminated. Progress achieved in drag prediction of inviscid flow is illustrated through appropriate examples of drag analysis on an airfoil, a wing and a wing-body configuration. A first application of the far-field analysis to Navier-Stokes codes is also reported. First results obtained for an airfoil are promising. As far as drag reduction is concerned, the main efforts are devoted to the evaluation of advanced concepts tackling the main drag sources of a civil transport aircraft which are wave drag, lift induced drag and skin friction drag. The first case presented deals with wave drag reduction of an airfoil through local wall deformation. Significant improvements predicted after design modification have been confirmed by an experimental verification. Then, the potential to reduce lift induced drag by a careful design of a particular wing tip device is discussed. Finally, progress in hybrid laminar flow investigations is demonstrated.

An experimental program was set up in the CERT/ONERA's T2 wind tunnel, which is transonic, pressurized, and has self-adaptive walls. A 1/80th-scale model of a modern transonic transport aircraft was tested in two configurations: 1) fuselage without horizontal stabilizer and 2) fuselage with horizontal stabilizer, Various measurements were performed: oil-now visualizations, pressure distributions, boundary-layer surveys along the fuselage symmetry lines using a three-dimensional laser Doppler anemometry system, and wake surveys with both pressure and velocity measurements in a plane downstream of the fuselage base. Moreover, both inviscid and viscous computations were carried out separately under experimental conditions. This article reports a detailed analysis of the computations and experiments conducted on the model in both configurations; the objective of this study was to reach a better understanding of the flows developing along the rear part of a fuselage.