• automated mesh generation
• comparison drag mach rise
• CRM
• curved planform wing
• planform shape
• replay
• validation
• variable geometry
• wing-body

This work shows preliminary results of aerodynamic analyses of a high aspect ratio wing body configuration with curved planform on transonic conditions, carried out at the Department of Aerospace Engineering of the University of Pisa. The NASA Common Research Model body-wing configuration has been assumed as reference geometry. Starting from CRM, different curved planform geometries have been obtained by shifting back the swept wing profiles without replaces any geometry elements. A structured hexa_mesh has been shaped on reference model and a parametrize procedure guarantees its automated association to whatever wing-body model which preserve the reference geometrical entities. By changing few variables, the CAD parametrization allows to modify the mesh topology and the full parametric script designed on ICEM enables the control of nodes density distribution all over the edges. In this way, a very flexible model and automated procedure is developed, greatly reducing times for geometry and mesh generation for different cases. A numerical comparison between National Transonic Facility experimental results and CFD analysis asserts the validation of the CFD model, carried out by using ICEM and ANSYS FLUENT software. Three different configuration of curved wing has been designed from CRM swept model preserving the same supercritical airfoils. The CFD validate model has been implemented on the curved geometries and numerical comparison points out the performer one. The CRM swept model and chosen curved planform geometry have been analyzed, at different Mach number values with variable angle of attack, showing an improvement in aerodynamic efficiency in favor of deformed configuration only for Mach number 0.875 and 0.9. The second section of analysis has been carried for Mach=0.8, 0.85, 0.875, 0.9 and fixed CL=0.5. In this case the drag reduction for curved wing starts from Mach 0.875, in perfect concordance of the point of Mach Divergence Drag. out contributes of wings to drag and lift coefficients has been isolated from the fuselage, showing a drag reduction for Mach 0.85 and greater. It suggest a not optimized pitch angle between wing and body for curved configuration. Finally the contributes of wings to drag and lift coefficients has been isolated from the fuselage, showing a drag reduction for Mach 0.85 and greater. It suggest a not optimized pitch angle between wing and body for curved configuration