The vortex dynamics of leading-edge vortices on plunging high-aspect-ratio (AR = 10) wings and airfoils were investigated by means of volumetric velocity measurements, numerical simulations and stability analysis to understand the deformation of the leading-edge vortex filament and spanwise instabilities. The vortex filaments on both the wing and airfoil exhibit spanwise waves, but with different origins. The presence of a wing-tip causes the leg of the vortex to remain attached to the wing upper surface, while the initial deformation of the filament near the wing tip resembles a helical vortex. The essential features can be modelled as the deformation of an initially L-shaped semi-infinite vortex column. In contrast, the instability of the vortices is well captured by the instability of counter-rotating vortex pairs, which are formed either by the trailing-edge vortices or the secondary vortices rolled-up from the wing surface. The wavelengths observed in the experiments and simulations are in agreement with the stability analysis of counter-rotating vortex pairs of unequal strength.

We present an experimental investigation of the flow structure in the near wake of a NACA0012 airfoil plunging sinusoidally at a chord Reynolds number of Re = 20 000 and for a wide range of reduced frequency k and Strouhal number based on peak-to-peak amplitude St. Estimated mean thrust coefficients using the mean and fluctuating velocity fields confirm the St² dependence as well as a significant effect of the reduced frequency for k ≤ 1. Generally, time-averaged flow quantities are better correlated with St than k in the range tested (k ≤ 3.14 and St ≤ 0.24). Analysis of the streamwise flow and cross-flow in the near wake using two-point cross-correlations and proper orthogonal decomposition reveals that the unsteady characteristics are even better correlated with St than the mean flow quantities. The percentage energy of the fundamental wake modes of the streamwise flow and the flapping mode of the cross-flow increases with increasing St, but at different rates in the drag-producing and thrust-producing wakes. There are similarities to the wake synchronisation behind oscillating bodies. The spanwise-averaged cross-correlation coefficient in the measurement domain grows linearly for small St (in drag-producing wakes), and is nearly constant at a high value for larger St (in thrust-producing wakes). Results show that the Strouhal number is the most important parameter that determines the degree of two-dimensionality of the wake, and suggest that spanwise vortices are quasi-two-dimensional for St ≥ 0.05 and x/c ≤ 4. The implications for experimental gust generators using oscillating airfoils are discussed.

The aerodynamics of a stationary wing in a turbulent wake are investigated. Force and velocity measurements are used to describe the unsteady flow. Various wakes are studied with different dominant frequencies and length scales. In contrast to the pre-stall angles of attack, the time-averaged lift increases substantially at post-stall angles of attack as the wing interacts with the von Kármán vortex street and experiences temporal variations of the effective angle of attack. At an optimal offset distance from the wake centreline, the time-averaged lift becomes maximum despite of small amplitude oscillations in the effective angle of attack. The stall angle of attack can reach 20° and the maximum lift coefficient can reach 64 % higher than that in the freestream. Whereas large velocity fluctuations at the wake centreline cause excursions into the fully attached and separated flows during the cycle, small-amplitude oscillations at the optimal location result in periodic shedding of leading edge vortices. These vortices may produce large separation bubbles with reattachment near the trailing-edge. Vorticity roll-up, strength and size of the vortices increase with increasing wavelength and period of the von Kármán vortex street, which also coincides with an increase in the spanwise length scale of the incident wake, and all contribute to the remarkable increase in lift.

Self-excited oscillations of flags attached at the leading edge of aerofoils have been investigated at post-stall angles of attack at a chord Reynolds number of 100 000. Significant increases in the time-averaged lift coefficient and stall angle have been observed for three aerofoils: one symmetric, one cambered and one with a sharp leading edge. The aerodynamic improvement is due to the periodic formation of vortices caused by the flag oscillations. When the flag is near the aerofoil surface, it is lifted upwards by the induced velocity of the growing vortex. As the flag moves up, the vortex grows in strength and reaches maximum circulation when the flag is furthest from the aerofoil surface and subsequently sheds. Flags with large stiffness exhibit better spatial and temporal coherence of flag oscillations than the compliant flags, resulting in a larger maximum lift coefficient and higher stall angle. For all aerofoils tested, the best lift enhancement with respect to the clean aerofoils is found when the angle of attack is 6° to 10° above the stall angle of the clean aerofoil. High lift is observed when the flags are locked in with the wake instability in a narrow frequency band, depending on the flag mass ratio and length.

The unsteady aerodynamics of a wing in the wake of a periodically plunging upstream airfoil was investigated in water tunnel experiments. By varying the frequency and the amplitude of the plunge oscillations, vortex-street configurations with varying wavelength and circulation were generated. Depending on the angle of attack of the wing, the largest lift force is found when the leading edge of the wing is located at the wake centerline or just above it. Flow separation at the leading edge, formation of a leading-edge vortex, and coupling with incident vortices are observed with increasing angle of attack. The lift time history has higher harmonics up to $n=5$ when the wing is close to the wake centerline. This is due to the cross-stream velocity profile in the undisturbed wake and can be also predicted by a point-vortex model. The peak lift coefficients decrease with increasing deflection angle of the wake if the upstream airfoil is plunged at nonzero mean angle of attack. This occurs as the geometry and circulations of the vortices in the reversed Karman vortex street are modified. For the unloaded wing in the symmetric wakes, the peak lift coefficients increase with increasing frequency and amplitude of the plunging airfoil. These kinematic parameters also determine the amplitude and shape of the cross-stream velocity profiles and the degree of two dimensionality in the undisturbed wake. The amplitude of the lift coefficient of the wing depends on a single wake parameter, which is the Strouhal number based on the amplitude of the upstream airfoil.