DSMC simulations of leading edge flat-plate boundary layer flows at high Mach number

NASA Astrophysics Data System (ADS)

Pradhan, Sahadev

2016-10-01

The flow over a 2D leading-edge flat plate is studied at Mach number Ma = (Uinf / {kBTinf /m}) in the range

DSMC simulations of leading edge flat-plate boundary layer flows at high Mach number

NASA Astrophysics Data System (ADS)

Pradhan, Sahadev, , Dr.

The flow over a 2D leading-edge flat plate is studied at Mach number Ma = (Uinf / ∖ sqrt{kBTinf / m})in the range

Sensitivity of transport aircraft performance and economics to advanced technology and cruise Mach number

NASA Technical Reports Server (NTRS)

Ardema, M. D.

1974-01-01

Sensitivity data for advanced technology transports has been systematically collected. This data has been generated in two separate studies. In the first of these, three nominal, or base point, vehicles designed to cruise at Mach numbers .85, .93, and .98, respectively, were defined. The effects on performance and economics of perturbations to basic parameters in the areas of structures, aerodynamics, and propulsion were then determined. In all cases, aircraft were sized to meet the same payload and range as the nominals. This sensitivity data may be used to assess the relative effects of technology changes. The second study was an assessment of the effect of cruise Mach number. Three families of aircraft were investigated in the Mach number range 0.70 to 0.98: straight wing aircraft from 0.70 to 0.80; sweptwing, non-area ruled aircraft from 0.80 to 0.95; and area ruled aircraft from 0.90 to 0.98. At each Mach number, the values of wing loading, aspect ratio, and bypass ratio which resulted in minimum gross takeoff weight were used. As part of the Mach number study, an assessment of the effect of increased fuel costs was made.

Investigation at Mach Numbers of 0.20 to 3.50 of Blended Wing-Body Combinations of Sonic Design with Diamond, Delta, and Arrow Plan Forms

NASA Technical Reports Server (NTRS)

Holdaway, George H.; Mellenthin, Jack A.

1960-01-01

The models had aspect-ratio-2 diamond, delta, and arrow wings with the leading edges swept 45.00 deg, 59.04 deg, and 70.82 deg, respectively. The wing sections were computed by varying the section shape along with the body radii (blending process) to match the prescribed area distribution and wing plan form. The wing sections had an average value of maximum thickness ratio of about 4 percent of the local chords in a streamwise direction. The models were tested with transition fixed at Reynolds numbers of about 4,000,000 to 9,000,0000, based on the mean aerodynamic chord of the wings. The effect of varying Reynolds number was checked at both subsonic and supersonic speeds. The diamond model was superior to the other plan forms at transonic speeds ((L/D)max = 11.00 to 9.52) because of its higher lift-curve slope and near optimum wave drag due to the blending process. For the wing thickness tested with the diamond model, the marked body and wing contouring required for transonic conditions resulted in a large wave-drag penalty at the higher supersonic Mach numbers where the leading and trailing edges of the wing were supersonic. Because of the low sweep of the trailing edge of the delta model, this configuration was less adaptable to the blending process. Removing a body bump prescribed by the Mach number 1.00 design resulted in a good supersonic design. This delta model with 10 percent less volume was superior to the other plan forms at Mach numbers of 1.55 to 2.35 ((L/D)max = 8.65 to 7.24), but it and the arrow model were equally good at Mach numbers of 2.50 to 3.50 ((L/D)max - 6.85 to O.39). At transonic speeds the arrow model was inferior because of the reduced lift-curve slope associated with its increased sweep and also because of the wing base drag. The wing base-drag coefficients of the arrow model based on the wing planform area decreased from a peak value of 0.0029 at Mach number 1.55 to 0.0003 at Mach number 3.50. Linear supersonic theory was satisfactory for predicting the aerodynamic trends at Mach numbers from 1.55 to 3.50 of lift-curve slope, wave drag, drag due to lift, aerodynamic-center location, and maximum lift-drag ratios for each of the models.

Wind-tunnel measurements of the chordwise pressure distribution and profile drag of a research airplane model incorporating a 17-percent-thick supercritical wing

NASA Technical Reports Server (NTRS)

Ferris, J. C.

1973-01-01

The Langley 8-foot transonic pressure tunnel to determine the wing chordwise pressure distribution for a 0.09-scale model of a research airplane incorporating a 17-percent-thick supercritical wing. Airfoil profile drag was determined from wake pressure measurements at the 42-percent-semispan wing station. The investigation was conducted at Mach numbers from 0.30 to 0.80 over an angle-of-attack range sufficient to include buffet onset. The Reynolds number based on the mean geometric chord varied from 2 x 10 to the 6th power at Mach number 0.30 to 3.33 x 10 to the 6th power at Mach number 0.65 and was maintained at a constant value of 3.86 x 10 to the 6th power at Mach numbers from 0.70 to 0.80. Pressure coefficients for four wing semispan stations and wing-section normal-force and pitching-moment coefficients for two semispan stations are presented in tabular form over the Mach number range from 0.30 to 0.80. Plotted chordwise pressure distributions and wake profiles are given for a selected range of section normal-force coefficients over the same Mach number range.

DSMC simulations of leading edge flat-plate boundary layer flows at high Mach number

NASA Astrophysics Data System (ADS)

Pradhan, Sahadev

2016-09-01

The flow over a 2D leading-edge flat plate is studied at Mach number Ma = (Uinf /√{kBTinf / m }) in the range

Two-dimensional aerodynamic characteristics of several rotorcraft airfoils at Mach numbers from 0.35 to 0.90

NASA Technical Reports Server (NTRS)

Noonan, K. W.; Bingham, G. J.

1977-01-01

An investigation was conducted in the Langley 6- by 28-inch transonic tunnel and the 6- by 19-inch transonic tunnel to determine the two-dimensional aerodynamic characteristics of several rotorcraft airfoils at Mach numbers from 0.35 to 0.90. The airfoils differed in thickness, thickness distribution, and camber. The FX69-H-098, the BHC-540, and the NACA 0012 airfoils were investigated in the 6- by 28-inch tunnel at Reynolds numbers (based on chord) from about 4.7 to 9.3 million at the lowest and highest test Mach numbers respectively. The FX69-H-098, the NLR-1, the BHC-540, and the NACA 23012 airfoils were investigated in the 6- by 19-inch tunnel at Reynolds numbers from about 0.9 to 2.2 million at the lowest and highest test Mach numbers respectively.

Exploratory Investigation of the Effects of Boundary-Layer Control on the Pressure-Recovery Characteristics of a Circular Internal-Contraction Inlet with Translating Centerbody at Mach Numbers of 2.00 and 2.35

NASA Technical Reports Server (NTRS)

Martin, Norman J.

1959-01-01

Exploratory tests of a circular internal-contraction inlet were made at Mach numbers of 2.00 and 2.35 to determine the effect of a cowl-type boundary-layer control located downstream of the inlet throat. The inlet was designed for a Mach number of 2.5. Tests were also made of the inlet modified to correspond to design Mach numbers of 2.35 and 2.25. Surveys near the minimum area section of the inlet without boundary-layer control indicated maximum averaged pressure recoveries between 0.90 and 0.92 at a free-stream Mach number, M(sub infinity), of 2.35 for the inlets. Farther downstream, after partial subsonic diffusion, a maximum pressure recovery of 0.842 was obtained with the inlet at M(sub infinity) = 2.35. The pressure recovery of the inlet was increased by 0.03 at a Mach number of 2.35 and decreased by 0.02 at a Mach number of 2.00 by the application of cowl-type boundary-layer control. Further investigation with the inlet without bleed demonstrated that an increase of angle of attack from 0 deg to 3 deg reduced the pressure recovery 0.04. The effect of Reynolds number was to increase pressure recovery 0.07 (from 0.785 to 0.855) with an increase in Reynolds number (based on inlet diameter) from 0.79 x 10(exp 6) to 3.19 x 10(exp 6).

Investigation of the Laminar Aerodynamic Heat-transfer Characteristics of a Hemisphere-cylinder in the Langley 11-inch Hypersonic Tunnel at a Mach Number of 6.8

NASA Technical Reports Server (NTRS)

Crawford, Davis H; Mccauley, William D

1957-01-01

A program to investigate the aerodynamic heat transfer of a nonisothermal hemisphere-cylinder has been conducted in the Langley 11-inch hypersonic tunnel at a Mach number of 6.8 and a Reynolds number from approximately 0.14 x 10(6) to 1.06 x 10(6) based on diameter and free-stream conditions. The experimental heat-transfer coefficients were slightly less over the whole body than those predicted by the theory of Stine and Wanlass (NACA technical note 3344) for an isothermal surface. For stations within 45 degrees of the stagnation point the heat-transfer coefficients could be correlated by a single relation between local Stanton number and local Reynolds number. Pitot pressure profiles taken at a Mach number of 6.8 on a hemisphere-cylinder have verified that the local Mach number or velocity outside the boundary layer required in the theories may be computed from the surface pressures by using isentropic flow relations and conditions immediately behind a normal shock. The experimental pressure distribution at Mach number of 6.8 is closely predicted by the modified Newtonian theory.

Local Flow Conditions for Propulsion Experiments on the NASA F-15B Propulsion Flight Test Fixture

NASA Technical Reports Server (NTRS)

Vachon, Michael J.; Moes, Timothy R.; Corda, Stephen

2005-01-01

Local flow conditions were measured underneath the National Aeronautics and Space Administration F-15B airplane to support development of future experiments on the Propulsion Flight Test Fixture (PFTF). The local Mach number and flow angles were measured using a conventional air data boom on a cone-cylinder mounted under the PFTF and compared with the airplane air data nose boom measurements. At subsonic flight speeds, the airplane and PFTF Mach numbers were approximately equal. Transonic Mach number values were up to 0.1 greater at the PFTF than the airplane, which is a counterintuitive result. The PFTF local supersonic Mach numbers were as much as 0.46 less than the airplane values. The maximum local Mach number at the PFTF was approximately 1.6 at an airplane Mach number near 2.0. The PFTF local angle of attack was negative at all Mach numbers, ranging from -3 to -8 degrees. When the airplane angle of sideslip was zero, the PFTF local value was zero between Mach 0.8 and Mach 1.1, -2 degrees between Mach 1.1 and Mach 1.5, and increased from zero to 1 degree from Mach 1.5 to Mach 2.0. Airplane inlet shock waves crossed the aerodynamic interface plane between Mach 1.85 and Mach 1.90.

Aerodynamic Design of a Dual-Flow Mach 7 Hypersonic Inlet System for a Turbine-Based Combined-Cycle Hypersonic Propulsion System

NASA Technical Reports Server (NTRS)

Sanders, Bobby W.; Weir, Lois J.

2008-01-01

A new hypersonic inlet for a turbine-based combined-cycle (TBCC) engine has been designed. This split-flow inlet is designed to provide flow to an over-under propulsion system with turbofan and dual-mode scramjet engines for flight from takeoff to Mach 7. It utilizes a variable-geometry ramp, high-speed cowl lip rotation, and a rotating low-speed cowl that serves as a splitter to divide the flow between the low-speed turbofan and the high-speed scramjet and to isolate the turbofan at high Mach numbers. The low-speed inlet was designed for Mach 4, the maximum mode transition Mach number. Integration of the Mach 4 inlet into the Mach 7 inlet imposed significant constraints on the low-speed inlet design, including a large amount of internal compression. The inlet design was used to develop mechanical designs for two inlet mode transition test models: small-scale (IMX) and large-scale (LIMX) research models. The large-scale model is designed to facilitate multi-phase testing including inlet mode transition and inlet performance assessment, controls development, and integrated systems testing with turbofan and scramjet engines.

Experimental and Computational Evaluation of Flush-Mounted, S-Duct Inlets

NASA Technical Reports Server (NTRS)

Berrier, Bobby L.; Allan, Brian G.

2004-01-01

A new high Reynolds number test capability for boundary layer ingesting inlets has been developed for the NASA Langley Research Center 0.3-Meter Transonic Cryogenic Tunnel. Using this new capability. an experimental investigation of four S-duct inlet configurations was conducted. A computational study of one of the inlets was also conducted using a Navier-Stokes solver. The objectives of this investigation were to: 1) develop a new high Reynolds number inlet test capability for flush-mounted inlets; 2) provide a database for CFD tool validation; 3) evaluate the performance of S-duct inlets with large amounts of boundary layer ingestion; and 4) provide a baseline inlet for future inlet flow-control studies. Tests were conducted at Mach numbers from 0.25 to 0.83. Reynolds numbers (based on duct exit diameter) from 5.1 million to a full-scale value of 13.9 million, and inlet mass-flow ratios from 0.39 to 1.58 depending on Mach number. Results of the experimental study indicate that inlet pressure recovery generally decreased and inlet distortion generally increased with increasing Mach number. Except at low Mach numbers, increasing inlet mass-flow increased pressure recovery and increased distortion. Increasing the amount of boundary layer ingestion or ingesting a boundary layer with a distorted profile decreased pressure recovery and increased distortion. Finally, increasing Reynolds number had almost no effect on inlet distortion but increased inlet recovery by about one-half percent at a Mach number near cruise. The computational results captured the inlet pressure recovery and distortion trends with Mach number and inlet mass-flow well: the reversal of the pressure recovery trend with increasing inlet mass-flow at low and high Mach numbers was predicted by CFD. However, CFD results were generally more pessimistic (larger losses) than measured experimentally.

Evaluation of Flush-Mounted, S-Duct Inlets with Large Amounts of Boundary Layer Ingestion

NASA Technical Reports Server (NTRS)

Berrier, Bobby L.; Morehouse, Melissa B.

2003-01-01

A new high Reynolds number test capability for boundary layer ingesting inlets has been developed for the NASA Langley Research Center 0.3-Meter Transonic Cryogenic Tunnel. Using this new capability, an experimental investigation of four S-duct inlet configurations with large amounts of boundary layer ingestion (nominal boundary layer thickness of about 40% of inlet height) was conducted at realistic operating conditions (high subsonic Mach numbers and full-scale Reynolds numbers). The objectives of this investigation were to 1) provide a database for CFD tool validation on boundary layer ingesting inlets operating at realistic conditions and 2) provide a baseline inlet for future inlet flow-control studies. Tests were conducted at Mach numbers from 0.25 to 0.83, Reynolds numbers (based on duct exit diameter) from 5.1 million to a full-scale value of 13.9 million, and inlet mass-flow ratios from 0.39 to 1.58 depending on Mach number. Results of this investigation indicate that inlet pressure recovery generally decreased and inlet distortion generally increased with increasing Mach number. Except at low Mach numbers, increasing inlet mass-flow increased pressure recovery and increased distortion. Increasing the amount of boundary layer ingestion (by decreasing inlet throat height) or ingesting a boundary layer with a distorted (adverse) profile decreased pressure recovery and increased distortion. Finally, increasing Reynolds number had almost no effect on inlet distortion but increased inlet recovery by about one-half percent at a Mach number near cruise.

Measurements of Aerodynamic Heat Transfer and Boundary-Layer Transition on a 10 deg Cone in Free Flight at Supersonic Mach Numbers up to 5.9

NASA Technical Reports Server (NTRS)

Rumsey, Charles B.; Lee, Dorothy B.

1961-01-01

Measurements of aerodynamic heat transfer have been made at six stations on the 40-inch-long 10 deg. total-angle conical nose of a rocket- propelled model which was flight tested at Mach numbers up to 5.9. are presented for a range of local Mach number just outside the bound- ary layer on the cone from 1.57 to 5.50, and a range of local Reynolds number from 6.6 x 10(exp 6) to 55.2 x 10(exp 6) based on length from the nose tip.

The impact of materials technology and operational constraints on the economics of cruise speed selection

NASA Technical Reports Server (NTRS)

Clauss, J. S., Jr.; Bruckman, F. A.; Horning, D. L.; Johnston, R. H.; Werner, J. V.

1981-01-01

Six material concepts at Mach 2.0 and three material concepts at Mach 2.55 were proposed. The resulting evaluations, based on projected development, production, and operating costs, indicate that aircraft designs with advanced composites as the primary material ingredient have the lowest fare premiums at both Mach 2.0 and 2.55. Designs having advanced metallics as the primary material ingredient are not economical. Advanced titanium, employing advanced manufacturing methods such as SFF/DB, requires a fare premium of about 30 percent at both Mach 2.0 and 2.55. Advanced aluminum, usable only at the lower Mach number, requires a fare premium of 20 percent. Cruise speeds in the Mach 2.0-2.3 regime are preferred because of the better economics and because of the availability of two material concepts to reduce program risk - advanced composites and advanced aluminums. This cruise speed regime also avoids the increase in risk associated with the more complex inlets and airframe systems and higher temperature composite matrices required at the higher Mach numbers typified by Mach 2.55.

Discrete sonic jets used as boundary-layer trips at Mach numbers of 6 and 8.5

NASA Technical Reports Server (NTRS)

Stone, D. R.; Cary, A. M., Jr.

1972-01-01

The effect of discrete three-dimensional sonic jets used to promote transition on a sharp-leading-edge flat plate at Mach numbers of 6 and 8.5 and unit Reynolds numbers as high as 2.5 x 100,000 per cm in the Langley 20-inch hypersonic tunnels is discussed. An examination of the downstream flow-field distortions associated with the discrete jets for the Mach 8.5 flow was also conducted. Jet trips are found to produce lengths of turbulent flow comparable to those obtained for spherical-roughness-element trips while significantly reducing the downstream flow distortions. A Reynolds number based upon secondary jet penetration into a supersonic main flow is used to correlate jet-trip effectiveness just as a Reynolds number based upon roughness height is used to correlate spherical-trip effectiveness. Measured heat-transfer data are in agreement with the predictions.

Space shuttle plume simulation application. Results and math model. [Ames unitary plan wind tunnel test

NASA Technical Reports Server (NTRS)

Boyle, W.; Conine, B.

1978-01-01

Pressure and gauge wind tunnel data from a transonic test of a 0.02 scale model of the space shuttle launch vehicle was analyzed to define the aerodynamic influence of the main propulsion system and solid rocket booster plumes during the transonic portion of ascent flight. Air was used as a simulant gas to develop the model exhaust plumes. A math model of the plume induced aerodynamic characteristics was developed for a range of Mach numbers to match the forebody aerodynamic math model. The base aerodynamic characteristics are presented in terms of forces and moments versus attitude. Total vehicle base and forebody aerodynamic characteristics are presented in terms of aerodynamic coefficients for Mach number from 0.6 to 1.4 Element and component base and forebody aerodynamic characteristics are presented for Mach numbers of 0.6, 1.05, 1.1, 1.25 and 1.4. The forebody data is available at Mach 1.55. Tolerances for all plume induced aerodynamic characteristics are developed in terms of a math model.

Evaluation of Flush-Mounted, S-Duct Inlets With Large Amounts of Boundary Layer Ingestion

NASA Technical Reports Server (NTRS)

Berrier, Bobby L.; Morehouse, Melissa B.

2003-01-01

A new high Reynolds number test capability for boundary layer ingesting inlets has been developed for the NASA Langley Research Center 0.3-Meter Transonic Cryogenic Tunnel. Using this new capability, an experimental investigation of four S-duct inlet configurations with large amounts of boundary layer ingestion (nominal boundary layer thickness of about 40% of inlet height) was conducted at realistic operating conditions (high subsonic Mach numbers and full-scale Reynolds numbers). The objectives of this investigation were to 1) develop a new high Reynolds number, boundary-layer ingesting inlet test capability, 2) evaluate the performance of several boundary layer ingesting S-duct inlets, 3) provide a database for CFD tool validation, and 4) provide a baseline inlet for future inlet flow-control studies. Tests were conducted at Mach numbers from 0.25 to 0.83, Reynolds numbers (based on duct exit diameter) from 5.1 million to a fullscale value of 13.9 million, and inlet mass-flow ratios from 0.39 to 1.58 depending on Mach number. Results of this investigation indicate that inlet pressure recovery generally decreased and inlet distortion generally increased with increasing Mach number. Except at low Mach numbers, increasing inlet mass-flow increased pressure recovery and increased distortion. Increasing the amount of boundary layer ingestion (by decreasing inlet throat height and increasing inlet throat width) or ingesting a boundary layer with a distorted profile decreased pressure recovery and increased distortion. Finally, increasing Reynolds number had almost no effect on inlet distortion but increased inlet recovery by about one-half percent at a Mach number near cruise.

High Reynolds Number Investigation of a Flush-Mounted, S-Duct Inlet With Large Amounts of Boundary Layer Ingestion

NASA Technical Reports Server (NTRS)

Berrier, Bobby L.; Carter, Melissa B.; Allan, Brian G.

2005-01-01

An experimental investigation of a flush-mounted, S-duct inlet with large amounts of boundary layer ingestion has been conducted at Reynolds numbers up to full scale. The study was conducted in the NASA Langley Research Center 0.3-Meter Transonic Cryogenic Tunnel. In addition, a supplemental computational study on one of the inlet configurations was conducted using the Navier-Stokes flow solver, OVERFLOW. Tests were conducted at Mach numbers from 0.25 to 0.83, Reynolds numbers (based on aerodynamic interface plane diameter) from 5.1 million to 13.9 million (full-scale value), and inlet mass-flow ratios from 0.29 to 1.22, depending on Mach number. Results of the study indicated that increasing Mach number, increasing boundary layer thickness (relative to inlet height) or ingesting a boundary layer with a distorted profile decreased inlet performance. At Mach numbers above 0.4, increasing inlet airflow increased inlet pressure recovery but also increased distortion. Finally, inlet distortion was found to be relatively insensitive to Reynolds number, but pressure recovery increased slightly with increasing Reynolds number.

Parametric investigation of single-expansion-ramp nozzles at Mach numbers from 0.60 to 1.20

NASA Technical Reports Server (NTRS)

Capone, Francis J.; Re, Richard J.; Bare, E. Ann

1992-01-01

An investigation was conducted in the Langley 16-Foot Transonic Tunnel to determine the effects of varying six nozzle geometric parameters on the internal and aeropropulsive performance characteristics of single-expansion-ramp nozzles. This investigation was conducted at Mach numbers from 0.60 to 1.20, nozzle pressure ratios from 1.5 to 12, and angles of attack of 0 deg +/- 6 deg. Maximum aeropropulsive performance at a particular Mach number was highly dependent on the operating nozzle pressure ratio. For example, as the nozzle upper ramp length or angle increased, some nozzles had higher performance at a Mach number of 0.90 because of the nozzle design pressure was the same as the operating pressure ratio. Thus, selection of the various nozzle geometric parameters should be based on the mission requirements of the aircraft. A combination of large upper ramp and large lower flap boattail angles produced greater nozzle drag coefficients at Mach number greater than 0.80, primarily from shock-induced separation on the lower flap of the nozzle. A static conditions, the convergent nozzle had high and nearly constant values of resultant thrust ratio over the entire range of nozzle pressure ratios tested. However, these nozzles had much lower aeropropulsive performance than the convergent-divergent nozzle at Mach number greater than 0.60.

A simple analytical aerodynamic model of Langley Winged-Cone Aerospace Plane concept

NASA Technical Reports Server (NTRS)

Pamadi, Bandu N.

1994-01-01

A simple three DOF analytical aerodynamic model of the Langley Winged-Coned Aerospace Plane concept is presented in a form suitable for simulation, trajectory optimization, and guidance and control studies. The analytical model is especially suitable for methods based on variational calculus. Analytical expressions are presented for lift, drag, and pitching moment coefficients from subsonic to hypersonic Mach numbers and angles of attack up to +/- 20 deg. This analytical model has break points at Mach numbers of 1.0, 1.4, 4.0, and 6.0. Across these Mach number break points, the lift, drag, and pitching moment coefficients are made continuous but their derivatives are not. There are no break points in angle of attack. The effect of control surface deflection is not considered. The present analytical model compares well with the APAS calculations and wind tunnel test data for most angles of attack and Mach numbers.

Comparison of CFD Predictions with Shuttle Global Flight Thermal Imagery and Discrete Surface Measurements

NASA Technical Reports Server (NTRS)

Wood, William A.; Kleb, William L.; Tang, chun Y.; Palmer, Grant E.; Hyatt, Andrew J.; Wise, Adam J.; McCloud, Peter L.

2010-01-01

Surface temperature measurements from the STS-119 boundary-layer transition experiment on the space shuttle orbiter Discovery provide a rare opportunity to assess turbulent CFD models at hypersonic flight conditions. This flight data was acquired by on-board thermocouples and by infrared images taken off-board by the Hypersonic Thermodynamic Infrared Measurements (HYTHIRM) team, and is suitable for hypersonic CFD turbulence assessment between Mach 6 and 14. The primary assessment is for the Baldwin-Lomax and Cebeci-Smith algebraic turbulence models in the DPLR and LAURA CFD codes, respectively. A secondary assessment is made of the Shear-Stress Transport (SST) two-equation turbulence model in the DPLR code. Based upon surface temperature comparisons at eleven thermocouple locations, the algebraic-model turbulent CFD results average 4% lower than the measurements for Mach numbers less than 11. For Mach numbers greater than 11, the algebraic-model turbulent CFD results average 5% higher than the three available thermocouple measurements. Surface temperature predictions from the two SST cases were consistently 3 4% higher than the algebraic-model results. The thermocouple temperatures exhibit a change in trend with Mach number at about Mach 11; this trend is not reflected in the CFD results. Because the temperature trends from the turbulent CFD simulations and the flight data diverge above Mach 11, extrapolation of the turbulent CFD accuracy to higher Mach numbers is not recommended.

Influence of orbital-maneuvering-system fairings and rudder flare on the transonic aerodynamic characteristics of a space shuttle orbiter

NASA Technical Reports Server (NTRS)

Ellison, J. C.

1975-01-01

An investigation was conducted in the Langley 8-foot transonic pressure tunnel to determine the influence of orbital-maneuvering-system fairings and a flared rudder on the aerodynamic characteristics of a space shuttle-orbiter configuration. Tests were made at Mach numbers from 0.4 to 1.2, at angles of attack from -1 deg to 24 deg, at angles of sideslip of 0 deg and 5 deg, and at a Reynolds number, based on model length, of 4 million. The model with the orbital-maneuvering-system fairings had a minimum untrimmed lift-drag ratio from 7.4 to 3.4 at Mach numbers from 0.4 to 1.2 and a maximum trimmed lift-drag ratio of about 3.55 at Mach 0.8 with the rudder flared 30 deg. The directional stability was increased at Mach 0.8 and 1.2 by addition of the orbital-maneuvering-system fairings and at Mach 1.2 by flaring the rudder.

Flight-measured pressure characteristics of aft-facing steps in high Reynolds number flow at Mach numbers of 2.20, 2.50, and 2.80 and comparison with other data

NASA Technical Reports Server (NTRS)

Powers, S. G.

1978-01-01

The YF-12 airplane was studied to determine the pressure characteristics associated with an aft-facing step in high Reynolds number flow for nominal Mach numbers of 2.20, 2.50, and 2.80. Base pressure coefficients were obtained for three step heights. The surface static pressures ahead of and behind the step were measured for the no-step condition and for each of the step heights. A boundary layer rake was used to determine the local boundary layer conditions. The Reynolds number based on the length of flow ahead of the step was approximately 10 to the 8th power and the ratios of momentum thickness to step height ranged from 0.2 to 1.0. Base pressure coefficients were compared with other available data at similar Mach numbers and at ratios of momentum thickness to step height near 1.0. In addition, the data were compared with base pressure coefficients calculated by a semiempirical prediction method. The base pressure ratios are shown to be a function of Reynolds number based on momentum thickness. Profiles of the surface pressures ahead of and behind the step and the local boundary layer conditions are also presented.

Thin airfoil theory based on approximate solution of the transonic flow equation

NASA Technical Reports Server (NTRS)

Spreiter, John R; Alksne, Alberta Y

1957-01-01

A method is presented for the approximate solution of the nonlinear equations transonic flow theory. Solutions are found for two-dimensional flows at a Mach number of 1 and for purely subsonic and purely supersonic flows. Results are obtained in closed analytic form for a large and significant class of nonlifting airfoils. At a Mach number of 1 general expressions are given for the pressure distribution on an airfoil of specified geometry and for the shape of an airfoil having a prescribed pressure distribution. Extensive comparisons are made with available data, particularly for a Mach number of 1, and with existing solutions.

Boundary-Layer Edge Conditions and Transition Reynolds Number Data for a Flight Test at Mach 20 (Reentry F)

NASA Technical Reports Server (NTRS)

Johnson, Charles B.; Stainback, P. Calvin; Wicker, Kathleen C.; Boney, Lillian R.

1972-01-01

A flight experiment, designated Reentry F, was conducted to measure heat-transfer rates for laminar, transitional, and turbulent boundary layers on a 5 deg half-angle cone 3.962 m (13 ft) long with a preflight nose radius of 2.54 mm (0.10 in.). Data were obtained over an altitude range from 36.58 to 18.29 km (120 000 to 60 000 ft) at a flight velocity of about 6.096 km/sec (20 000 ft/sec). The nominal values of the free-stream total enthalpy, sharp-cone Mach number, and the wall-to-total enthalpy ratio were 18 MJ/kg (8000 Btu/lb), 15, and 0.03, respectively. Calculated boundary-layer edge conditions that account for effects of the entropy layer and corresponding local transition Reynolds numbers are reported in the present paper. Fully developed turbulent flow occurred with essentially constant boundary-layer edge conditions near the sharp-cone values. Transition data were obtained with local edge Mach numbers ranging from about 5.55 to 15. Transition Reynolds numbers, based on local condition, were as high as 6.6 x 10(exp 7) with an edge Mach number of about 14.4 at an altitude of 24.38 km (80 000 ft). The transition could be correlated with previous flight data taken over a Mach number range from 3 to 12 in terms of parameters including the effects of local unit Reynolds number, boundary-layer wall-to-edge enthalpy ratio, and local Mach number.

An investigation of several NACA 1-series nose inlets with and without protruding central bodies at high-subsonic Mach numbers and at a Mach number of 1.2

NASA Technical Reports Server (NTRS)

Pendley, Robert E; Robinson, Harold L

1950-01-01

An investigation of three NACA 1-series nose inlets, two of which were fitted with protruded central bodies, was conducted in the Langley 8-foot high-speed tunnel. An elliptical-nose body, which had a critical Mach number approximately equal to that of one of the nose inlets, was also tested. Tests were made near zero angle of attack for a Mach number range from 0.4 to 0.925 and for the supersonic Mach number of 1.2. The inlet-velocity-ratio range extended from zero to a maximum value of 1.34. Measurements included pressure distribution, external drag, and total-pressure loss of the internal flow near the inlet. Drag was not measured for the tests at the supersonic Mach number. Over the range of inlet-velocity ratio investigated, the calculated external pressure-drag coefficient at a Mach number of 1.2 was consecutively lower for the nose inlets of higher critical Mach number, and the pressure-drag coefficient of the longest nose inlet was in the range of pressure-drag coefficient for two solid noses of fineness ratio 2.4 and 6.0. For Mach numbers below the Mach number of the supercritical drag rise, extrapolation of the test data indicated that the external drag of the nose inlets was little affected by the addition of central bodies at or slightly below the minimum inlet-velocity ratio for unseparated central-body flow. The addition of central bodies to the nose inlets also led to no appreciable effects on either the Mach number of the supercritical drag rise, or, for inlet-velocity ratios high enough to avoid a pressure peak at the inlet lip, on the critical Mach number. The total-pressure recovery of the inlets tested, which were of a subsonic type, was sensibly unimpaired at the supersonic Mach number of 1.2 Low-speed measurements of the minimum inlet-velocity ratio for unseparated central-body flow appear to be applicable for Mach numbers extending to 1.2.

Aeroheating Testing and Predictions for Project Orion CEV at Turbulent Conditions

NASA Technical Reports Server (NTRS)

Hollis, Brian R.; Berger, Karen T.; Horvath, Thomas J.; Coblish, Joseph J.; Norris, Joseph D.; Lillard, Randolph P.; Kirk, Benjamin S.

2009-01-01

An investigation of the aeroheating environment of the Project Orion Crew Exploration Vehicle was performed in the Arnold Engineering Development Center Hypervelocity Wind Tunnel No. 9 Mach 8 and Mach 10 nozzles and in the NASA Langley Research Center 20 - Inch Mach 6 Air Tunnel. Heating data were obtained using a thermocouple-instrumented approx.0.035-scale model (0.1778-m/7-inch diameter) of the flight vehicle. Runs were performed in the Tunnel 9 Mach 10 nozzle at free stream unit Reynolds numbers of 1x10(exp 6)/ft to 20x10(exp 6)/ft, in the Tunnel 9 Mach 8 nozzle at free stream unit Reynolds numbers of 8 x 10(exp 6)/ft to 48x10(exp 6)/ft, and in the 20-Inch Mach 6 Air Tunnel at free stream unit Reynolds numbers of 1x10(exp 6)/ft to 7x10(exp 6)/ft. In both facilities, enthalpy levels were low and the test gas (N2 in Tunnel 9 and air in the 20-Inch Mach 6) behaved as a perfect-gas. These test conditions produced laminar, transitional and turbulent data in the Tunnel 9 Mach 10 nozzle, transitional and turbulent data in the Tunnel 9 Mach 8 nozzle, and laminar and transitional data in the 20- Inch Mach 6 Air Tunnel. Laminar and turbulent predictions were generated for all wind tunnel test conditions and comparisons were performed with the experimental data to help define the accuracy of computational method. In general, it was found that both laminar data and predictions, and turbulent data and predictions, agreed to within less than the estimated 12% experimental uncertainty estimate. Laminar heating distributions from all three data sets were shown to correlate well and demonstrated Reynolds numbers independence when expressed in terms of the Stanton number based on adiabatic wall-recovery enthalpy. Transition onset locations on the leeside centerline were determined from the data and correlated in terms of boundary-layer parameters. Finally turbulent heating augmentation ratios were determined for several body-point locations and correlated in terms of the boundary-layer momentum Reynolds number.

Mach number dependence of electron heating at high Mach number interplanetary shocks in the inner heliospere

NASA Astrophysics Data System (ADS)

Matsukiyo, Shuichi

In the inner heliosphere a variety of interplanetary shocks with different Mach numbers are expected to be present. A possible maximum Mach number at 0.3AU from the sun is esti-mated to be about 40. Efficiency of electron heating in such high Mach number shocks is one of the outstanding issues of space plasma physics as well as astrophysics. Here, from this aspect, electron heating rate through microinstabilities generated in the transition region of a quasi-perpendicular shock for wide range of Mach numbers is investigated. Saturation levels of effective electron temperature as a result of modified two-stream instability (MTSI) are es-timated by using a semianalytic approach which we call an extended quasilinear analysis here. The results are compared with one-dimensional full particle-in-cell simulations. It is revealed that Mach number dependence of the effective electron temperature is weak when a Mach num-ber is below a certain critical value. Above the critical value, electron temperature increases being proportional to an upstream flow energy because of that a dominant microinstability in the foot changes from the MTSI to Buneman instability. The critical Mach number is roughly estimated to be a few tens.

An Experimental Evaluation of the Performance of Two Combination Pitot Pressure Probes

NASA Technical Reports Server (NTRS)

Arend, David J.; Saunders, John D.

2009-01-01

Experimental tests have been completed which recorded the ability of two combination steady state and high response time varying Pitot probe designs to accurately measure steady stagnation pressure at a single location in a flow field. Tests were conducted of double-barreled and coannular Prati probes in a 3.5 in. diameter free jet probe calibration facility from Mach 0.1 to 0.9. Geometric symmetry and pitch (-40 deg to 40 deg) and yaw (0 deg to 40 deg) angle actuation were used to fully evaluate the probes. These tests revealed that the double-barreled configuration induced error in its steady state measurement at zero incidence that increased consistently with jet Mach number to 1.1 percent at Mach 0.9. For all Mach numbers, the double-barreled probe nulled at a pitch angle of approximately 7.0 deg and provided inconsistent measurements when yawed. The double-barreled probe provided adequate measurements via both its steady state and high response tubes (within +/- 0.15 percent accuracy) over unacceptable ranges of biased pitch and inconsistent yaw angles which varied with Mach number. By comparison, the coannular probe provided accurate measurements (at zero incidence) for all jet Mach numbers as well as over a flow angularity range which varied from +/- 26.0 deg at Mach 0.3 deg to +/- 14.0 deg at Mach 0.9. Based on these results, the Prati probe is established as the preferred design. Further experimental tests are recommended to document the frequency response characteristics of the Prati probe.

Effects of Mach number on pitot-probe displacement in a turbulent boundary layer

NASA Technical Reports Server (NTRS)

Allen, J. M.

1974-01-01

Experimental pitot-probe-displacement data have been obtained in a turbulent boundary layer at a local free-stream Mach number of 4.63 and unit Reynolds number of 6.46 million meter. The results of this study were compared with lower Mach number results of previous studies. It was found that small probes showed displacement only, whereas the larger probes showed not only displacement but also distortion of the shape of the boundary-layer profile. The distortion pattern occurred lower in the boundary layer at the higher Mach number than at the the lower Mach number. The maximum distortion occurred when the center of the probe was about one probe diameter off the test surface. For probes in the wall contact position, the indicated Mach numbers were, for all probes tested, close to the true profile. Pitot-probe displacement was found to increase significantly with increasing Mach number.

The effects of winglets on low aspect ratio wings at supersonic Mach numbers. M.S. Thesis Report Feb. 1989 - Apr. 1991

NASA Technical Reports Server (NTRS)

Keenan, James A.; Kuhlman, John M.

1991-01-01

A computational study was conducted on two wings, of aspect ratios 1.244 and 1.865, each having 65 degree leading edge sweep angles, to determine the effects of nonplanar winglets at supersonic Mach numbers. A Mach number of 1.62 was selected as the design value. The winglets studied were parametrically varied in alignment, length, sweep, camber, thickness, and dihedral angle to determine which geometry had the best predicted performance. For the computational analysis, an available Euler marching technique was used. The results indicated that the possibility existed for wing-winglet geometries to equal the performance of wing-alone bodies in supersonic flows with both bodies having the same semispan. The first wing with winglet used NACA 1402 airfoils for the base wing and was shown to have lift-to-pressure drag ratios within 0.136 percent to 0.360 percent of the NACA 1402 wing-alone. The other base wing was a natural flow wing which was previously designed specifically for a Mach number of 1.62. The results obtained showed that the natural wing-alone had a slightly higher lift-to-pressure drag than the natural wing with winglets.

Wind tunnel investigation of the aerodynamic characteristics of five forebody models at high angles of attack at Mach numbers from 0.25 to 2

NASA Technical Reports Server (NTRS)

Keener, E. R.; Taleghani, J.

1975-01-01

Five forebody models of various shapes were tested in the Ames 6- by 6-Foot Wind Tunnel to determine the aerodynamic characteristics at Mach numbers from 0.25 to 2 at a Reynolds number of 800000. At a Mach number of 0.6 the Reynolds number was varied from 0.4 to 1.8 mil. Angle of attack was varied from -2 deg to 88 deg at zero sideslip. The purpose of the investigation was to determine the effect of Mach number of the side force that develops at low speeds and zero sideslip for all of these forebody models when the nose is pointed. Test results show that with increasing Mach number the maximum side forces decrease to zero between Mach numbers of 0.8 and 1.5, depending on the nose angle; the smaller the nose angle of the higher the Mach number at which the side force exists. At a Mach number of 0.6 there is some variation of side force with Reynolds number, the variation being the largest for the more slender tangent ogive.

Numerical Study of Pressure Fluctuations due to a Mach 6 Turbulent Boundary Layer

NASA Technical Reports Server (NTRS)

Duan, Lian; Choudhari, Meelan M.

2013-01-01

Direct numerical simulations (DNS) are used to examine the pressure fluctuations generated by a Mach 6 turbulent boundary layer with nominal freestream Mach number of 6 and Reynolds number of Re(sub t) approx. =. 464. The emphasis is on comparing the primarily vortical pressure signal at the wall with the acoustic freestream signal under higher Mach number conditions. Moreover, the Mach-number dependence of pressure signals is demonstrated by comparing the current results with those of a supersonic boundary layer at Mach 2.5 and Re(sub t) approx. = 510. It is found that the freestream pressure intensity exhibits a strong Mach number dependence, irrespective of whether it is normalized by the mean wall shear stress or by the mean pressure, with the normalized fluctuation amplitude being significantly larger for the Mach 6 case. Spectral analysis shows that both the wall and freestream pressure fluctuations of the Mach 6 boundary layer have enhanced energy content at high frequencies, with the peak of the premultiplied frequency spectrum of freestream pressure fluctuations being at a frequency of omega(delta)/U(sub infinity) approx. = 3.1, which is more than twice the corresponding frequency in the Mach 2.5 case. The space-time correlations indicate that the pressure-carrying eddies for the higher Mach number case are of smaller size, less elongated in the spanwise direction, and convect with higher convection speeds relative to the Mach 2.5 case. The demonstrated Mach-number dependence of the pressure field, including radiation intensity, directionality, and convection speed, is consistent with the trend exhibited in experimental data and can be qualitatively explained by the notion of "eddy Mach wave" radiation.

Testing continuum descriptions of low-Mach-number shock structures

NASA Technical Reports Server (NTRS)

Pham-Van-diep, Gerald C.; Erwin, Daniel A.; Muntz, E. P.

1991-01-01

Numerical experiments have been performed on normal shock waves with Monte Carlo Direct Simulations (MCDS's) to investigate the validity of continuum theories at very low Mach numbers. Results from the Navier-Stokes and the Burnett equations are compared to MCDS's for both hard-sphere and Maxwell gases. It is found that the maximum-slope shock thicknesses are described equally well (within the MCDS computational scatter) by either of the continuum formulations for Mach numbers smaller than about 1.2. For Mach numbers greater that 1.2, the Burnett predictions are more accurate than the Navier-Stokes results. Temperature-density profile separations are best described by the Burnett equations for Mach numbers greater than about 1.3. At lower Mach numbers the MCDS scatter is too great to differentiate between the two continuum theories. For all Mach numbers above one, the shock shapes are more accurately described by the Burnett equations.

Euler Calculations at Off-Design Conditions for an Inlet of Inward Turning RBCC-SSTO Vehicle

NASA Technical Reports Server (NTRS)

Takashima, N.; Kothari, A. P.

1998-01-01

The inviscid performance of an inward turning inlet design is calculated computationally for the first time. Hypersonic vehicle designs based on the inward turning inlets have been shown analytically to have increased effective specific impulse and lower heat load than comparably designed vehicles with two-dimensional inlets. The inward turning inlets are designed inversely from inviscid stream surfaces of known flow fields. The computational study is performed on a Mach 12 inlet design to validate the performance predicted by the design code (HAVDAC) and calculate its off-design Mach number performance. The three-dimensional Euler equations are solved for Mach 4, 8, and 12 using a software package called SAM, which consists of an unstructured mesh generator (SAMmesh), a three-dimensional unstructured mesh flow solver (SAMcfd), and a CAD-based software (SAMcad). The computed momentum averaged inlet throat pressure is within 6% of the design inlet throat pressure. The mass-flux at the inlet throat is also within 7 % of the value predicted by the design code thereby validating the accuracy of the design code. The off-design Mach number results show that flow spillage is minimal, and the variation in the mass capture ratio with Mach number is comparable to an ideal 2-D inlet. The results from the inviscid flow calculations of a Mach 12 inward turning inlet indicate that the inlet design has very good on and off-design performance which makes it a promising design candidate for future air-breathing hypersonic vehicles.

Effect of Tail Surfaces on the Base Drag of a Body of Revolution at Mach Numbers of 1.5 and 2.0

NASA Technical Reports Server (NTRS)

Spahr, J Richard; Dickey, Robert R

1951-01-01

Wind-tunnel tests were performed at Mach numbers of 1.5 and 2.0 to investigate the influence of tail surfaces on the base drag of a body of revolution without boattailing and having a turbulent boundary layer. The tail surfaces were of rectangular plan form of aspect ratio 2.33 and has symmetrical, circular-arc airfoil section. The results of the investigation showed that the addition of these tail surfaces with the trailing edges at or near the body base incurred a large increase in the base-drag coefficient. For a cruciform tail having a 10-percent-thick airfoil section, this increase was about 70 percent at a Mach number of 1.5 and 35 percent at a Mach number of 2.0. As the trailing edge of the tail was moved forward or rearward of the base by about one tail-chord length, the base-drag increment was reduced to nearly zero. The increments in base-drag coefficient due to the presence of 10-percent-thick tail surfaces were generally twice those for 5-percent-thick surfaces. The base-drag increments due to the presence of a cruciform tail were less than twice those for a plane tail. An estimate of the change in base pressure due to the tail surfaces was made, based on a simple superposition of the airfoil-pressure field onto the base-pressure field behind the body. A comparison of the results with the experimental values indicated that in most cases the trend in the variation of the base-drag increment with changes in tail position could be predicted by this approximate method but that the quantitative agreement at most tail locations was poor.

Flight tests of external modifications used to reduce blunt base drag

NASA Technical Reports Server (NTRS)

Powers, Sheryll Goecke

1988-01-01

The effectiveness of a trailing disk (the trapped vortex concept) in reducing the blunt base drag of an 8-in diameter body of revolution was studied from measurements made both in flight and in full-scale wind-tunnel tests. The experiment demonstrated the significant base drag reduction capability of the trailing disk to Mach 0.93. The maximum base drag reduction obtained from a cavity tested on the flight body of revolution was not significant. The effectiveness of a splitter plate and a vented-wall cavity in reducing the base drag of a quasi-two-dimensional fuselage closure was studied from base pressure measurements made in flight. The fuselage closure was between the two engines of the F-111 airplane; therefore, the base pressures were in the presence of jet engine exhaust. For Mach numbers from 1.10 to 1.51, significant base drag reduction was provided by the vented-wall cavity configuration. The splitter plate was not considered effective in reducing base drag at any Mach number tested.

Combustion-Powered Actuation for Dynamic Stall Suppression - Simulations and Low-Mach Experiments

NASA Technical Reports Server (NTRS)

Matalanis, Claude G.; Min, Byung-Young; Bowles, Patrick O.; Jee, Solkeun; Wake, Brian E.; Crittenden, Tom; Woo, George; Glezer, Ari

2014-01-01

An investigation on dynamic-stall suppression capabilities of combustion-powered actuation (COMPACT) applied to a tabbed VR-12 airfoil is presented. In the first section, results from computational fluid dynamics (CFD) simulations carried out at Mach numbers from 0.3 to 0.5 are presented. Several geometric parameters are varied including the slot chordwise location and angle. Actuation pulse amplitude, frequency, and timing are also varied. The simulations suggest that cycle-averaged lift increases of approximately 4% and 8% with respect to the baseline airfoil are possible at Mach numbers of 0.4 and 0.3 for deep and near-deep dynamic-stall conditions. In the second section, static-stall results from low-speed wind-tunnel experiments are presented. Low-speed experiments and high-speed CFD suggest that slots oriented tangential to the airfoil surface produce stronger benefits than slots oriented normal to the chordline. Low-speed experiments confirm that chordwise slot locations suitable for Mach 0.3-0.4 stall suppression (based on CFD) will also be effective at lower Mach numbers.

Heat-Transfer Measurements in Free Flight at Mach Numbers up to 14.6 on a Flat-Faced Conical Nose with a Total Angle of 29 Degrees

NASA Technical Reports Server (NTRS)

Rumsey, Charles B; Lee, Dorothy B

1958-01-01

Skin-temperature measurements have been made at several locations on a flat-faced cone-cylinder nose which was flight tested on a fivestage rocket-propeller model to a Mach number of 14.64 and a free-stream Reynolds number of 2.0 x 10(exp 6), based on flat-face diameter, at an altitude of 66,300 feet. The copper nose had a 29 deg total-angle conical section which was 1.6 flat-face diameters long. The aerodynamic-heating rates determined from the temperature measurements reached 1,440 Btu/( sec) (sq ft) on the flat face. The heating rates near the center of the flat face agreed well at Mach numbers up to 13.6 with those obtained by a theory for laminar stagnation-point heating in equilibrium dissociated air (Avco Res. Rep. 1). At Mach numbers above 13.6, the heating rates at locations near the center of the flat face became progressively lower than stagnation-point theory and. were 29 percent lower at Mach number 14.6 at the end. of the test. The reason for this behavior of the heating on the central part of the flat face was not determined. Excluding the relatively low heating rates that occurred on the central part of the nose at the highest Mach numbers, the distribution of experimental heating along the innermost 0.79 of the flat-face radius, expressed as a percentage of stagnation-point heating, was in fair agreement with the distribution predicted by laminar theory. At a location of 0.71 radii from the stagnation point, the experimental heating was very near 130 percent of the theoretical stagnation-point rate at Mach numbers from 11 to 14.5. The experimental beating rates on the conical section of the nose were in good agreement with laminar-cone theory using the assumption of theoretical sharp-cone static pressure on the conical section.

Experimental aerodynamic characteristics of two V/STOL fighter/attack aircraft configurations at Mach numbers from 0.4 to 1.4

NASA Technical Reports Server (NTRS)

Nelms, W. P.; Durston, D. A.; Lummus, J. R.

1980-01-01

A wind tunnel test was conducted to measure the aerodynamic characteristics of two horizontal attitude takeoff and landing V/STOL fighter/attack aircraft concepts. In one concept, a jet diffuser ejector was used for the vertical lift system; the other used a remote augmentation lift system (RALS). Wind tunnel tests to investigate the aerodynamic uncertainties and to establish a data base for these types of concepts were conducted over a Mach number range from 0.2 to 2.0. The present report covers tests, conducted in the 11 foot transonic wind tunnel, for Mach numbers from 0.4 to 1.4. Detailed effects of varying the angle of attack (up to 27 deg), angle of sideslip (-4 deg to +8 deg), Mach number, Reynolds number, and configuration buildup were investigated. In addition, the effects of wing trailing edge flap deflections, canard incidence, and vertical tail deflections were explored. Variable canard longitudinal location and different shapes of the inboard nacelle body strakes were also investigated.

Wind-Tunnel Investigation of the Static Longitudinal Stability Characteristics of a 0.15-Scale Model of the Hermes A-1E2 Missile at High Subsonic Mach Numbers

NASA Technical Reports Server (NTRS)

Alford, William J., Jr.

1952-01-01

The static longitudinal stability characteristics of a 0.15-scale model of the Hermes A-lE2 missile have been determined in the Langley high-speed 7- by 10-foot tunnel over a Mach number range of 0.50 to 0.98, corresponding to Reynolds numbers, based on body length, of 12.3 x 10(exp 6) to 17.1 x 10(exp 6). This paper presents results obtained with body alone and body-fins combinations at 0 degrees (one set of fins vertical and the other set horizontal) and 45 degree angle of roll. The results indicate that the addition of the fins to the body insures static longitudinal stability and provides essentially linear variations of the lift and pitching moment at small angles of attack throughout the Mach number range. The slopes of the lift and pitching-moment curves vary slightly with Mach number and show only small effects due to the angle of roll.

A Transonic Wind-Tunnel Investigation of a Seaplane Configuration having a 40 Deg Sweptback Wing, TED No. NACA DE 387

NASA Technical Reports Server (NTRS)

Hieser, Gerald; Kudlacik, Louis; Gray, W. H.

1956-01-01

During the course of an aerodynamic loads investigation of a model of the Martin XP6M-1 flying boat in the.Langley 16-foot transonic tunnel, longitudinal-aerodynamic-performance information was obtained. Data were obtained at speeds up to and exceeding those anticipated for the seaplane in level flight and included the Mach number range from 0.84. to 1.09. The angle of attack was varied from -2deg to 6deg and the average Reynolds number, based on wing mean aerodyn&ic chord, was about 3.7 x 10(exp 6). This seaplane, although not designed to maintain level flight at Mach numbers beyond the force break, was found to have a transonic drag-rise coefficient of 0.0728, with an accompanying drag-rise Mach number of about 0.85. A large portion of the.drag rise and the relatively low value of drag-rise Mach number result from the axial coincidence of the maximum areas of the principal airplane components.

An investigation of several NACA 1 series axisymmetric inlets at Mach numbers from 0.4 to 1.29. [wind tunnel tests over range of mass-flow ratios and at angle of attack

NASA Technical Reports Server (NTRS)

Re, R. J.

1974-01-01

An investigation was conducted in the Langley 16-foot transonic tunnel to determine the performance of seven inlets having NACA 1-series contours and one inlet having an elliptical contour over a range of mass-flow ratios and at angle of attack. The inlet diameter ratio varied from 0.81 to 0.89; inlet length ratio varied from 0.75 to 1.25; and internal contraction ratio varied from 1.009 to 1.093. Reynolds number based on inlet maximum diameter varied from 3.4 million at a Mach number of 0.4 to 5.6 million at a Mach number of 1.29.

Noncoplanar component of the magnetic field at low Mach number shocks

NASA Technical Reports Server (NTRS)

Friedman, M. A.; Russell, C. T.; Gosling, J. T.; Thomsen, M. F.

1990-01-01

The component of the magnetic field that deviates from the plane defined by the shock normal and the upstream magnetic field is examined for low Mach number bow shocks. The integrated value of this noncoplanar component is compared to the predictions of Jones and Ellison (1987). A test of this relationship was first reported by Gosling et al. (1988) who found good agreement only at the two low Mach number shocks that were included in their study. Analysis of a more extensive collection of low Mach number shocks confirms the Jones and Ellison relationship at very low Mach numbers as well as its deterioration for higher Mach numbers. However, there also is an indication that the relationship may break down for shocks that are nearly perpendicular.

Rocket-Model Investigation of the Longitudinal Stability, Drag, and Duct Performance Characteristics of the North American MX-770 (X-10) Missile at Mach Numbers from 0.80 to 1.70

NASA Technical Reports Server (NTRS)

Bond, Aleck C.; Swanson, Andrew G.

1953-01-01

A free-flight 0.12-scale rocket-boosted model of the North American MX-770 (X-10) missile has been tested in flight by the Pilotless Aircraft Research Division of the Langley Aeronautical Laboratory. Drag, longitudinal stability, and duct performance data were obtained at Mach numbers from 0.8 to 1.7 covering a Reynolds number range of about 9 x 10(exp 6) to 24 x 10(exp 6) based on wing mean aerodynamic chord. The lift-curve slope, static stability, and damping-in-pitch derivatives showed similar variations with Mach number, the parameters increasing from subsonic values in the transonic region and decreasing in the supersonic region. The variations were for the most part fairly smooth. The aerodynamic center of the configuration shifted rearward in the transonic region and moved forward gradually in the supersonic region. The pitching effectiveness of the canard control surfaces was maintained throughout the flight speed range, the supersonic values being somewhat greater than the subsonic. Trim values of angle of attack and lift coefficient changed abruptly in the transonic region, the change being associated with variations in the out-of-trim pitching moment, control effectiveness, and aerodynamic-center travel in this speed range. Duct total-pressure recovery decreased with increase in free-stream Mach number and the values were somewhat less than normal-shock recovery. Minimum drag data indicated a supersonic drag coefficient about twice the subsonic drag coefficient and a drag-rise Mach number of approximately 0.90. Base drag was small subsonically but was about 25 percent of the minimum drag of the configuration supersonically.

A Transonic Wind-Tunnel Investigation of the Performance and of the Static Stability and Control Characteristics of a Model of a Fighter-Type Airplane which Embodies Partial Body Indentation

NASA Technical Reports Server (NTRS)

Bielat, Ralph P.

1959-01-01

An investigation was conducted to obtain the aerodynamic characteristics of a model of a fighter-type airplane embodying partial body indentation. The wing had an aspect ratio of 4, taper ratio of 0.5, 35 deg sweepback of the 0.25-chord line, and a modified NACA 65A006 airfoil section at the root and a modified NACA 65A004 airfoil section at the tip. The fuselage has been indented in the region of the wing in order to obtain a favorable area distribution. The results reported herein consist of the performance and of the static longitudinal and lateral stability and control characteristics of the complete model. The Mach number range extended from 0.60 to 1.13, and the corresponding Reynolds number based on the wing mean aerodynamic chord varied from 1.77 x 10(exp 6) to 2.15 x 10(exp 6). The drag rise for both the cambered leading edge and symmetrical wing sections occurred at a Mach number of 0.95. Certain local modifications to the body which further improved the distribution of cross-sectional area gave additional reductions in drag at a Mach number of 1.00. The basic configuration indicated a mild pitch-up tendency at lift coefficients near 0.70 for the Mach number range from 0.80 to 0.90; however, the pitch-up instability may not be too objectionable on the basis of dynamic-stability considerations. The basic configuration indicated positive directional stability and positive effective dihedral through the angle-of-attack range and Mach number range with the exception of a region of negative effective dihedral at low lifts at Mach numbers of 1.00 and slightly above.

High Reynolds Number Investigation of a Flush Mounted, S-Duct Inlet With Large Amounts of Boundary Layer Ingestion

NASA Technical Reports Server (NTRS)

Berrier, Bobby L.; Carter, Melissa B.; Allan, Brian G.

2005-01-01

An experimental investigation of a flush-mounted, S-duct inlet with large amounts of boundary layer ingestion has been conducted at Reynolds numbers up to full scale. The study was conducted in the NASA Langley Research Center 0.3-Meter Transonic Cryogenic Tunnel. In addition, a supplemental computational study on one of the inlet configurations was conducted using the Navier-Stokes flow solver, OVERFLOW. Tests were conducted at Mach numbers from 0.25 to 0.83, Reynolds numbers (based on aerodynamic interface plane diameter) from 5.1 million to 13.9 million (full-scale value), and inlet mass-flow ratios from 0.29 to 1.22, depending on Mach number. Results of the study indicated that increasing Mach number, increasing boundary layer thickness (relative to inlet height) or ingesting a boundary layer with a distorted profile decreased inlet performance. At Mach numbers above 0.4, increasing inlet airflow increased inlet pressure recovery but also increased distortion. Finally, inlet distortion was found to be relatively insensitive to Reynolds number, but pressure recovery increased slightly with increasing Reynolds number.This CD-ROM supplement contains inlet data including: Boundary layer data, Duct static pressure data, performance-AIP (fan face) data, Photos, Tunnel wall P-PTO data and definitions.

Evaluation of an Ejector Ramjet Based Propulsion System for Air-Breathing Hypersonic Flight

NASA Technical Reports Server (NTRS)

Thomas, Scott R.; Perkins, H. Douglas; Trefny, Charles J.

1997-01-01

A Rocket Based Combined Cycle (RBCC) engine system is designed to combine the high thrust to weight ratio of a rocket along with the high specific impulse of a ramjet in a single, integrated propulsion system. This integrated, combined cycle propulsion system is designed to provide higher vehicle performance than that achievable with a separate rocket and ramjet. The RBCC engine system studied in the current program is the Aerojet strutjet engine concept, which is being developed jointly by a government-industry team as part of the Air Force HyTech program pre-PRDA activity. The strutjet is an ejector-ramjet engine in which small rocket chambers are embedded into the trailing edges of the inlet compression struts. The engine operates as an ejector-ramjet from takeoff to slightly above Mach 3. Above Mach 3 the engine operates as a ramjet and transitions to a scramjet at high Mach numbers. For space launch applications the rockets would be re-ignited at a Mach number or altitude beyond which air-breathing propulsion alone becomes impractical. The focus of the present study is to develop and demonstrate a strutjet flowpath using hydrocarbon fuel at up to Mach 7 conditions.

Thermodynamic Cycle Analysis of Magnetohydrodynamic-Bypass Hypersonic Airbreathing Engines

NASA Technical Reports Server (NTRS)

Litchford, R. J.; Cole, J. W.; Bityurin, V. A.; Lineberry, J. T.

2000-01-01

The prospects for realizing a magnetohydrodynamic (MHD) bypass hypersonic airbreathing engine are examined from the standpoint of fundamental thermodynamic feasibility. The MHD-bypass engine, first proposed as part of the Russian AJAX vehicle concept, is based on the idea of redistributing energy between various stages of the propulsion system flow train. The system uses an MHD generator to extract a portion of the aerodynamic heating energy from the inlet and an MHD accelerator to reintroduce this power as kinetic energy in the exhaust stream. In this way, the combustor entrance Mach number can be limited to a specified value even as the flight Mach number increases. Thus, the fuel and air can be efficiently mixed and burned within a practical combustor length, and the flight Mach number operating envelope can be extended. In this paper, we quantitatively assess the performance potential and scientific feasibility of MHD-bypass engines using a simplified thermodynamic analysis. This cycle analysis, based on a thermally and calorically perfect gas, incorporates a coupled MHD generator-accelerator system and accounts for aerodynamic losses and thermodynamic process efficiencies in the various engin components. It is found that the flight Mach number range can be significantly extended; however, overall performance is hampered by non-isentropic losses in the MHD devices.

Application of a Reynolds stress turbulence model to the compressible shear layer

NASA Technical Reports Server (NTRS)

Sarkar, S.; Balakrishnan, L.

1990-01-01

Theoretically based turbulence models have had success in predicting many features of incompressible, free shear layers. However, attempts to extend these models to the high-speed, compressible shear layer have been less effective. In the present work, the compressible shear layer was studied with a second-order turbulence closure, which initially used only variable density extensions of incompressible models for the Reynolds stress transport equation and the dissipation rate transport equation. The quasi-incompressible closure was unsuccessful; the predicted effect of the convective Mach number on the shear layer growth rate was significantly smaller than that observed in experiments. Having thus confirmed that compressibility effects have to be explicitly considered, a new model for the compressible dissipation was introduced into the closure. This model is based on a low Mach number, asymptotic analysis of the Navier-Stokes equations, and on direct numerical simulation of compressible, isotropic turbulence. The use of the new model for the compressible dissipation led to good agreement of the computed growth rates with the experimental data. Both the computations and the experiments indicate a dramatic reduction in the growth rate when the convective Mach number is increased. Experimental data on the normalized maximum turbulence intensities and shear stress also show a reduction with increasing Mach number.

Local flow measurements at the inlet spike tip of a Mach 3 supersonic cruise airplane

NASA Technical Reports Server (NTRS)

Johnson, H. J.; Montoya, E. J.

1973-01-01

The flow field at the left inlet spike tip of a YF-12A airplane was examined using at 26 deg included angle conical flow sensor to obtain measurements at free-stream Mach numbers from 1.6 to 3.0. Local flow angularity, Mach number, impact pressure, and mass flow were determined and compared with free-stream values. Local flow changes occurred at the same time as free-stream changes. The local flow usually approached the spike centerline from the upper outboard side because of spike cant and toe-in. Free-stream Mach number influenced the local flow angularity; as Mach number increased above 2.2, local angle of attack increased and local sideslip angle decreased. Local Mach number was generally 3 percent less than free-stream Mach number. Impact-pressure ratio and mass flow ratio increased as free-stream Mach number increased above 2.2, indicating a beneficial forebody compression effect. No degradation of the spike tip instrumentation was observed after more than 40 flights in the high-speed thermal environment encountered by the airplane. The sensor is rugged, simple, and sensitive to small flow changes. It can provide accurate imputs necessary to control an inlet.

Wind-tunnel Tests of a Model of a Wingless Fin-controlled Missile to Obtain Static Stability and Control Characteristics Through a Range of Mach Numbers from 0.5 to 0.88

NASA Technical Reports Server (NTRS)

Burrows, Dale L; Newman, Ernest E

1954-01-01

An investigation at medium to high subsonic speeds has been conducted in the Langley low-turbulence pressure tunnel to determine the static stability and control characteristics and to measure the fin normal forces and moments for a model of a wingless fin-controlled missile. The data were obtained at Reynolds number of 2.1 x 10(6) based on the missile maximum diameter or 17.7 x 10(6) based on missile length; this Reynolds number was found to be large enough to avoid any large scale effects between the test and the expected flight Reynolds number. With the horizontal-fin deflection limited to a maximum of 6 degrees, longitudinally stable and trimmed flight could not be maintained beyond an angle of attack of 17 degrees for a Mach number of 0.88 and beyond 20 degrees for a Mach number of 0.50 for any center-of-gravity location without the use of some auxiliary stability or control device such as jet vanes. Mach number had no appreciable effect on the center-of-pressure positions and only a slight effect on neutral-point position. There was a shift in neutral-point position of about 1 caliber as the angle of attack was varied through the range for which the neutral point could be determined. Yawing the model to angles of sideslip up to 7 degrees had little effect on the longitudinal stability at angles of attack up to 15 degrees; however, above 15 degrees, the effect of sideslip was destabilizing. With the vertical fins at a plus-or-minus 6 degree roll deflection, the rolling moment caused by yawing the model at high angles of attack could be trimmed out up to angles of sideslip of 6.5 degrees and an angle of attack of 26 degrees for a Mach number of 0.50; this range of sideslip angles was reduced to 3 degrees at a Mach number of 0.88. The data indicated that, at lower angles of attack, the trim range extended to higher angles of sideslip. The total normal-force and hinge-moment coefficients for both horizontal fins were slightly nonlinear with both angle-of-attack and fin deflection. The effect of Mach number was to reduce the slopes of the hinge-moment coefficient with angle of attack and deflection angle. In general, the effort of increasing the sideslip angle was to reduce the values of the fin normal-force and hinge-moment coefficients.

Courant Number and Mach Number Insensitive CE/SE Euler Solvers

NASA Technical Reports Server (NTRS)

Chang, Sin-Chung

2005-01-01

It has been known that the space-time CE/SE method can be used to obtain ID, 2D, and 3D steady and unsteady flow solutions with Mach numbers ranging from 0.0028 to 10. However, it is also known that a CE/SE solution may become overly dissipative when the Mach number is very small. As an initial attempt to remedy this weakness, new 1D Courant number and Mach number insensitive CE/SE Euler solvers are developed using several key concepts underlying the recent successful development of Courant number insensitive CE/SE schemes. Numerical results indicate that the new solvers are capable of resolving crisply a contact discontinuity embedded in a flow with the maximum Mach number = 0.01.

Effects of axisymmetric and normal air jet plumes and solid plume on cylindrical afterbody pressure distributions at Mach numbers from 1.65 to 2.50

NASA Technical Reports Server (NTRS)

Covell, P. F.

1982-01-01

A wind tunnel investigation of the interference effects of axisymmetric nozzle air plumes, a solid plume, and normal air jet plumes on the afterbody pressure distributions and base pressures of a cylindrical afterbody model was conducted at Mach numbers from 1.65 to 2.50. The axisymmetric nozzles, which varied in exit lip Mach number from 1.7 to 2.7, and the normal air jet nozzle were tested at jet pressure ratios from 1 (jet off) to 615. The tests were conducted at an angle of attack of 0 deg and a Reynolds number per meter of 6.56 million. The results of the investigation show that the solid plume induces greater interference effects than those induced by the axisymmetric nozzle plumes at the selected underexpanded design conditions. A thrust coefficient parameter based on nozzle lip conditons was found to correlate the afterbody disturbance distance and the base pressure between the different axisymmetric nozzles. The normal air jet plume and the solid plume induce afterbody disturbance distances similar to those induced by the axisymmetric air plumes when base pressure is held constant.

Variation with Mach Number of Static and Total Pressures Through Various Screens

NASA Technical Reports Server (NTRS)

Adler, Alfred A

1946-01-01

Tests were conducted in the Langley 24-inch highspeed tunnel to ascertain the static-pressure and total-pressure losses through screens ranging in mesh from 3 to 12 wires per inch and in wire diameter from 0.023 to 0.041 inch. Data were obtained from a Mach number of approximately 0.20 up to the maximum (choking) Mach number obtainable for each screen. The results of this investigation indicate that the pressure losses increase with increasing Mach number until the choking Mach number, which can be computed, is reached. Since choking imposes a restriction on the mass rate of flow and maximum losses are incurred at this condition, great care must be taken in selecting the screen mesh and wire dimmeter for an installation so that the choking Mach number is

Role of Turbulent Prandtl Number on Heat Flux at Hypersonic Mach Numbers

NASA Technical Reports Server (NTRS)

Xiao, X.; Edwards, J. R.; Hassan, H. A.; Gaffney, R. L., Jr.

2007-01-01

A new turbulence model suited for calculating the turbulent Prandtl number as part of the solution is presented. The model is based on a set of two equations: one governing the variance of the enthalpy and the other governing its dissipation rate. These equations were derived from the exact energy equation and thus take into consideration compressibility and dissipation terms. The model is used to study two cases involving shock wave/boundary layer interaction at Mach 9.22 and Mach 5.0. In general, heat transfer prediction showed great improvement over traditional turbulence models where the turbulent Prandtl number is assumed constant. It is concluded that using a model that calculates the turbulent Prandtl number as part of the solution is the key to bridging the gap between theory and experiment for flows dominated by shock wave/boundary layer interactions.

Role of Turbulent Prandtl Number on Heat Flux at Hypersonic Mach Numbers

NASA Technical Reports Server (NTRS)

Gaffney, R. L., Jr.; Xiao, X.; Edwards, J. R.; Hassan, H. A.

2005-01-01

A new turbulence model suited for calculating the turbulent Prandtl number as part of the solution is presented. The model is based on a set of two equations: one governing the variance of the enthalpy and the other governing its dissipation rate. These equations were derived from the exact energy equation and thus take into consideration compressibility and dissipation terms. The model is used to study two cases involving shock wave/boundary layer interaction at Mach 9.22 and Mach 5.0. In general, heat transfer prediction showed great improvement over traditional turbulence models where the turbulent Prandtl number is assumed constant. It is concluded that using a model that calculates the turbulent Prandtl number as part of the solution is the key to bridging the gap between theory and experiment for flows dominated by shock wave/boundary layer interactions.

SGS Modeling of the Internal Energy Equation in LES of Supersonic Channel Flow

NASA Astrophysics Data System (ADS)

Raghunath, Sriram; Brereton, Giles

2011-11-01

DNS of fully-developed turbulent supersonic channel flows (Reτ = 190) at up to Mach 3 indicate that the turbulent heat fluxes depend only weakly on Mach number, while the viscous dissipation and pressure dilatation do so strongly. Moreover, pressure dilatation makes a significant contribution to the internal energy budget at Mach 3 and higher. The balance between these terms is critical to determining the temperature (and so molecular viscosity) from the internal energy equation and so, in LES of these flows, it is essential to use accurate SGS models for the viscous dissipation and the pressure dilatation. In this talk, we present LES results for supersonic channel flow, using SGS models for these terms that are based on the resolved-scale dilatation, an inverse timescale, and SGS momentum fluxes, which intrinsically represent this Mach number effect.

Steady and unsteady transonic pressure measurements on a clipped delta wing for pitching and control-surface oscillations

NASA Technical Reports Server (NTRS)

Hess, Robert W.; Cazier, F. W., Jr.; Wynne, Eleanor C.

1986-01-01

Steady and unsteady pressures were measured on a clipped delta wing with a 6-percent circular-arc airfoil section and a leading-edge sweep angle of 50.40 deg. The model was oscillated in pitch and had an oscillating trailing-edge control surface. Measurements were concentrated over a Mach number range from 0.88 to 0.94; less extensive measurements were made at Mach numbers of 0.40, 0.96, and 1.12. The Reynolds number based on mean chord was approximately 10 x 10 to the 6th power. The interaction of wing or control-surface deflection with the formation of shock waves and with a leading-edge vortex generated complex pressure distributions that were sensitive to frequency and to small changes in Mach number at transonic speeds.

Inner-outer predictive wall model for wall-bounded turbulence in hypersonic flow

NASA Astrophysics Data System (ADS)

Martin, M. Pino; Helm, Clara M.

2017-11-01

The inner-outer predictive wall model of Mathis et al. is modified for hypersonic turbulent boundary layers. The model is based on a modulation of the energized motions in the inner layer by large scale momentum fluctuations in the logarithmic layer. Using direct numerical simulation (DNS) data of turbulent boundary layers with free stream Mach number 3 to 10, it is shown that the variation of the fluid properties in the compressible flows leads to large Reynolds number (Re) effects in the outer layer and facilitate the modulation observed in high Re incompressible flows. The modulation effect by the large scale increases with increasing free-stream Mach number. The model is extended to include spanwise and wall-normal velocity fluctuations and is generalized through Morkovin scaling. Temperature fluctuations are modeled using an appropriate Reynolds Analogy. Density fluctuations are calculated using an equation of state and a scaling with Mach number. DNS data are used to obtain the universal signal and parameters. The model is tested by using the universal signal to reproduce the flow conditions of Mach 3 and Mach 7 turbulent boundary layer DNS data and comparing turbulence statistics between the modeled flow and the DNS data. This work is supported by the Air Force Office of Scientific Research under Grant FA9550-17-1-0104.

Development and flight test results of an autothrottle control system at Mach 3 cruise

NASA Technical Reports Server (NTRS)

Gilyard, G. B.; Burken, J. J.

1980-01-01

Flight test results obtained with the original Mach hold autopilot designed the YF-12C airplane which uses elevator control and a newly developed Mach hold system having an autothrottle integrated with an altitude hold autopilot system are presented. The autothrottle tests demonstrate good speed control at high Mach numbers and high altitudes while simultaneously maintaining control over altitude and good ride qualities. The autothrottle system was designed to control either Mach number or knots equivalent airspeed (KEAS). Excellent control of Mach number or KEAS was obtained with the autothrottle system when combined with altitude hold. Ride qualities were significantly better than with the conventional Mach hold system.

Design and Calibration of the ARL Mach 3 High Reynolds Number Facility

DTIC Science & Technology

1975-01-01

degrees Rankine. Test rhombus determinations included lateral and longitudinal Mach number distributions and flow angularity measurements. A...43 3. THE TUNNEL EMPTY MACH NUMBER DISTRIBUTION 45 4. THE CENTERLINE RMS MACH NUMBER 46 5. FLOW ANGULARITY MEASUREMENTS 46 6. BLOCKAGE TESTS... Angularity Wedge Scale Drawing of Flow Angularity Cone Normalized Surface Pressure Difference versus Angle of Attack at xp/xr = - 0.690 for po

Computational Analyses of the LIMX TBCC Inlet High-Speed Flowpath

NASA Technical Reports Server (NTRS)

Dippold, Vance F., III

2012-01-01

Reynolds-Averaged Navier-Stokes (RANS) simulations were performed for the high-speed flowpath and isolator of a dual-flowpath Turbine-Based Combined-Cycle (TBCC) inlet using the Wind-US code. The RANS simulations were performed in preparation for the Large-scale Inlet for Mode Transition (LIMX) model tests in the NASA Glenn Research Center (GRC) 10- by 10-ft Supersonic Wind Tunnel. The LIMX inlet has a low-speed flowpath that is coupled to a turbine engine and a high-speed flowpath designed to be coupled to a Dual-Mode Scramjet (DMSJ) combustor. These RANS simulations were conducted at a simulated freestream Mach number of 4.0, which is the nominal Mach number for the planned wind tunnel testing with the LIMX model. For the simulation results presented in this paper, the back pressure, cowl angles, and freestream Mach number were each varied to assess the performance and robustness of the high-speed inlet and isolator. Under simulated wind tunnel conditions at maximum inlet mass flow rates, the high-speed flowpath pressure rise was found to be greater than a factor of four. Furthermore, at a simulated freestream Mach number of 4.0, the high-speed flowpath and isolator showed stability for freestream Mach number that drops 0.1 Mach below the design point. The RANS simulations indicate the yet-untested highspeed inlet and isolator flowpath should operate as designed. The RANS simulation results also provided important insight to researchers as they developed test plans for the LIMX experiment in GRC s 10- by 10-ft Supersonic Wind Tunnel.

Comparison of jet Mach number decay data with a correlation and jet spreading contours for a large variety of nozzles

NASA Technical Reports Server (NTRS)

Groesbeck, D. E.; Huff, R. G.; Vonglahn, U. H.

1977-01-01

Small-scale circular, noncircular, single- and multi-element nozzles with flow areas as large as 122 sq cm were tested with cold airflow at exit Mach numbers from 0.28 to 1.15. The effects of multi-element nozzle shape and element spacing on jet Mach number decay were studied in an effort to reduce the noise caused by jet impingement on externally blown flap (EBF) STOL aircraft. The jet Mach number decay data are well represented by empirical relations. Jet spreading and Mach number decay contours are presented for all configurations tested.

Evaluation of a Quartz Bourdon Pressure Gage of Wind Tunnel Mach Number Control System Application

NASA Technical Reports Server (NTRS)

Chapin, W. G.

1986-01-01

A theoretical and experimental study was undertaken to determine the feasibility of using the National Transonic Facility's high accuracy Mach number measurement system as part of a closed loop Mach number control system. The theoretical and experimental procedures described are applicable to the engineering design of pressure control systems. The results show that the dynamic response characteristics of the NTF Mach number gage (a Ruska DDR-6000 quartz absolute pressure gage) coupled to a typical length of pressure tubing were only marginally acceptable within a limited range of the facility's total pressure envelope and could not be used in the Mach number control system.

Chaotic behaviour of high Mach number flows

NASA Technical Reports Server (NTRS)

Varvoglis, H.; Ghosh, S.

1985-01-01

The stability of the super-Alfvenic flow of a two-fluid plasma model with respect to the Mach number and the angle between the flow direction and the magnetic field is investigated. It is found that, in general, a large scale chaotic region develops around the initial equilibrium of the laminar flow when the Mach number exceeds a certain threshold value. After reaching a maximum the size of this region begins shrinking and goes to zero as the Mach number tends to infinity. As a result high Mach number flows in time independent astrophysical plasmas may lead to the formation of 'quasi-shocks' in the presence of little or no dissipation.

Comparison of experimental and theoretical normal-force distributions (including Reynolds number effects) on an ogive-cylinder body at Mach number 1.98

NASA Technical Reports Server (NTRS)

Perkins, Edward W; Jorgensen, Leland H

1956-01-01

Effects of Reynolds number and angle of attack on the pressure distribution and normal-force characteristics of a body of revolution consisting of a fineness ratio 3 ogival nose tangent to a cylindrical afterbody 7 diameters long have been determined. The test Mach number was 1.98 and the angle-of-attack range from 0 degree to 20 degrees. The Reynolds numbers, based on body diameter, were 0.15 x 10(6) and 0.45 x 10(6). The experimental results are compared with theory.

Wake Instabilities Behind Discrete Roughness Elements in High Speed Boundary Layers

NASA Technical Reports Server (NTRS)

Choudhari, Meelan; Li, Fei; Chang, Chau-Lyan; Norris, Andrew; Edwards, Jack

2013-01-01

Computations are performed to study the flow past an isolated, spanwise symmetric roughness element in zero pressure gradient boundary layers at Mach 3.5 and 5.9, with an emphasis on roughness heights of less than 55 percent of the local boundary layer thickness. The Mach 5.9 cases include flow conditions that are relevant to both ground facility experiments and high altitude flight ("cold wall" case). Regardless of the Mach number, the mean flow distortion due to the roughness element is characterized by long-lived streamwise streaks in the roughness wake, which can support instability modes that did not exist in the absence of the roughness element. The higher Mach number cases reveal a variety of instability mode shapes with velocity fluctuations concentrated in different localized regions of high base flow shear. The high shear regions vary from the top of a mushroom shaped structure characterizing the centerline streak to regions that are concentrated on the sides of the mushroom. Unlike the Mach 3.5 case with nearly same values of scaled roughness height k/delta and roughness height Reynolds number Re(sub kk), the odd wake modes in both Mach 5.9 cases are significantly more unstable than the even modes of instability. Additional computations for a Mach 3.5 boundary layer indicate that the presence of a roughness element can also enhance the amplification of first mode instabilities incident from upstream. Interactions between multiple roughness elements aligned along the flow direction are also explored.

Experimental Investigation of a Point Design Optimized Arrow Wing HSCT Configuration

NASA Technical Reports Server (NTRS)

Narducci, Robert P.; Sundaram, P.; Agrawal, Shreekant; Cheung, S.; Arslan, A. E.; Martin, G. L.

1999-01-01

The M2.4-7A Arrow Wing HSCT configuration was optimized for straight and level cruise at a Mach number of 2.4 and a lift coefficient of 0.10. A quasi-Newton optimization scheme maximized the lift-to-drag ratio (by minimizing drag-to-lift) using Euler solutions from FL067 to estimate the lift and drag forces. A 1.675% wind-tunnel model of the Opt5 HSCT configuration was built to validate the design methodology. Experimental data gathered at the NASA Langley Unitary Plan Wind Tunnel (UPWT) section #2 facility verified CFL3D Euler and Navier-Stokes predictions of the Opt5 performance at the design point. In turn, CFL3D confirmed the improvement in the lift-to-drag ratio obtained during the optimization, thus validating the design procedure. A data base at off-design conditions was obtained during three wind-tunnel tests. The entry into NASA Langley UPWT section #2 obtained data at a free stream Mach number, M(sub infinity), of 2.55 as well as the design Mach number, M(sub infinity)=2.4. Data from a Mach number range of 1.8 to 2.4 was taken at UPWT section #1. Transonic and low supersonic Mach numbers, M(sub infinity)=0.6 to 1.2, was gathered at the NASA Langley 16 ft. Transonic Wind Tunnel (TWT). In addition to good agreement between CFD and experimental data, highlights from the wind-tunnel tests include a trip dot study suggesting a linear relationship between trip dot drag and Mach number, an aeroelastic study that measured the outboard wing deflection and twist, and a flap scheduling study that identifies the possibility of only one leading-edge and trailing-edge flap setting for transonic cruise and another for low supersonic acceleration.

Effect of reflected ions on the formation of the structure of interplanetary quasi-perpendicular shocks for Mach numbers lower than the first critical mach number

NASA Astrophysics Data System (ADS)

Eselevich, V. G.; Borodkova, N. L.; Sapunova, O. V.; Zastenker, G. N.; Yermolaev, Yu. I.

2017-11-01

Based on the data of the BMSW instrument installed on the of SPEKTR-R spacecraft, as well as according to the data of instruments of the WIND spacecraft, etc., using two examples, the paper has studied the role of ions reflected from the front and associated structural features of quasi-perpendicular interplanetary shocks (IS) with the Alfvén Mach number M A lower than the first critical Mach number M c1 . It has been shown that BSs with the finite parameter 0.1 < β1 < 1 contain a small fraction of reflected protons, which play a significant role in forming the front structure (β1 is the ratio of gas-to-magnetic pressure before the shock front). In particular, in the case of a perpendicular shock recorded on August 24, 2013 (the angle between the magnetic field direction and the normal to the front θBn ≈ 85°), an IS with a small Mach number ( M A ≈ 1.4) and small β1 ≈ 0.2 is shown that the interactions of reflected ions with inflowing solar wind may result in the collisionless heating of ions in front of and behind it. The case of the oblique (θBn = 63°) IS on April 19, 2014 with a small Mach number ( M A ≈ 1.2) and small β1 ≈ 0.5 has been investigated. It has been found that, before the front, there is a sequence of trains of magnetosonic waves, the amplitude of which decreases to zero upon increasing their distance from the front. The mechanism of their formation is associated with the development of instability caused by the ions reflected from the front.

Turbulent mixing of a slightly supercritical van der Waals fluid at low-Mach number

DOE Office of Scientific and Technical Information (OSTI.GOV)

Battista, F.; Casciola, C. M.; Picano, F.

2014-05-15

Supercritical fluids near the critical point are characterized by liquid-like densities and gas-like transport properties. These features are purposely exploited in different contexts ranging from natural products extraction/fractionation to aerospace propulsion. Large part of studies concerns this last context, focusing on the dynamics of supercritical fluids at high Mach number where compressibility and thermodynamics strictly interact. Despite the widespread use also at low Mach number, the turbulent mixing properties of slightly supercritical fluids have still not investigated in detail in this regime. This topic is addressed here by dealing with Direct Numerical Simulations of a coaxial jet of a slightlymore » supercritical van der Waals fluid. Since acoustic effects are irrelevant in the low Mach number conditions found in many industrial applications, the numerical model is based on a suitable low-Mach number expansion of the governing equation. According to experimental observations, the weakly supercritical regime is characterized by the formation of finger-like structures – the so-called ligaments – in the shear layers separating the two streams. The mechanism of ligament formation at vanishing Mach number is extracted from the simulations and a detailed statistical characterization is provided. Ligaments always form whenever a high density contrast occurs, independently of real or perfect gas behaviors. The difference between real and perfect gas conditions is found in the ligament small-scale structure. More intense density gradients and thinner interfaces characterize the near critical fluid in comparison with the smoother behavior of the perfect gas. A phenomenological interpretation is here provided on the basis of the real gas thermodynamics properties.« less

Numerical studies of transverse curvature effects on transonic flow stability

NASA Technical Reports Server (NTRS)

Macaraeg, M. G.; Daudpota, Q. I.

1992-01-01

A numerical study of transverse curvature effects on compressible flow temporal stability for transonic to low supersonic Mach numbers is presented for axisymmetric modes. The mean flows studied include a similar boundary-layer profile and a nonsimilar axisymmetric boundary-layer solution. The effect of neglecting curvature in the mean flow produces only small quantitative changes in the disturbance growth rate. For transonic Mach numbers (1-1.4) and aerodynamically relevant Reynolds numbers (5000-10,000 based on displacement thickness), the maximum growth rate is found to increase with curvature - the maximum occurring at a nondimensional radius (based on displacement thickness) between 30 and 100.

Heat-Transfer Measurements on a 5.5- Inch-Diameter Hemispherical Concave Nose in Free Flight at Mach Numbers up to 6.6

NASA Technical Reports Server (NTRS)

Levine, Jack; Rumsey, Charles B.

1958-01-01

The aerodynamic heat transfer to a hemispherical concave nose has been measured in free flight at Mach numbers from 3.5 to 6.6 with corresponding Reynolds numbers based on nose diameter from 7.4 x 10(exp 6) to 14 x 10(exp 6). Over the test Mach number range the heating on the cup nose, expressed as a ratio to the theoretical stagnation-point heating on a hemisphere nose of the same diameter, varied from 0.05 to 0.13 at the stagnation point of the cup, was approximately 0.1 at other locations within 40 deg of the stagnation point, and varied from 0.6 to 0.8 just inside the lip where the highest heating rates occurred. At a Mach number of 5 the total heat input integrated over the surface of the cup nose including the lip was 0.55 times the theoretical value for a hemisphere nose with laminar boundary layer and 0.76 times that for a flat face. The heating at the stagnation point was approximately 1/5 as great as steady-flow tunnel results. Extremely high heating rates at the stagnation point (on the order of 30 times the stagnation-point values of the present test), which have occurred in conjunction with unsteady oscillatory flow around cup noses in wind-tunnel tests at Mach and Reynolds numbers within the present test range, were not observed.

The Development of Cambered Airfoil Sections Having Favorable Lift Characteristics at Supercritical Mach Numbers

NASA Technical Reports Server (NTRS)

Graham, Donald J

1948-01-01

Several groups of new airfoil sections, designated as the NACA 8-series, are derived analytically to have lift characteristics at supercritical Mach numbers which are favorable in the sense that the abrupt loss of lift, characteristic of the usual airfoil section at Mach numbers above the critical, is avoided. Aerodynamic characteristics determined, from two-dimensional windtunnel tests at Mach numbers up to approximately 0.9 are presented for each of the derived airfoils. Comparisons are made between the characteristics of these airfoils and the corresponding characteristics of representative NPiCA 6-series airfoils. The experimental results confirm the design expectations in demonstrating for the NACA S-series airfoils either no variation, or an Increase from the low-speed design value, In the lift coefficient at a constant angle of attack with increasing Mach number above the critical. It was not found possible to improve the variation with Mach number of the slope of the lift curve for these airfoils above that for the NACA 6-series airfoils. The drag characteristics of the new airfoils are somewhat inferior to those of the NACA 6- series with respect to divergence with Mach number, but the pitching-moment characteristics are more favorable for the thinner new sections In demonstrating somewhat smaller variations of moment coefficient with both angle of attack and Mach number. The effect on the aero&ynamic characteristics at high Mach numbers of removing the cusp from the trailing-edge regions of two 10-percent-chord-thick NACA 6-series airfoils is determined to be negligible.

Acoustic Radiation from a Mach 14 Turbulent Boundary layer

NASA Astrophysics Data System (ADS)

Duan, Lian; Choudhari, Meelan

2014-11-01

Direct numerical simulations (DNS) are used to examine the pressure fluctuations generated by a high-speed turbulent boundary layer with a nominal freestream Mach number of 14 and wall temperature of 0.15 times the recovery temperature. The emphasis is on characterizing the acoustic radiation from the turbulent boundary layer and comparing it with previous simulations at Mach 2.5 and Mach 6 to assess the Mach-number dependence of the freestream pressure fluctuations. In particular, the numerical database is used to provide insights into the pressure disturbance spectrum and amplitude scaling with respect to the freestream Mach number as well as to understand the acoustic source mechanisms at very high Mach numbers. Such information is important for characterizing the freestream disturbance environment in conventional (i.e., noisy) hypersonic wind tunnels. Spectral characteristics of pressure fluctuations at the surface are also investigated. Supported by AFOSR and NASA Langley Research Center.

Investigation of very low blockage ratio boattail models in the Langley 16-foot transonic tunnel

NASA Technical Reports Server (NTRS)

Reubush, D. E.

1976-01-01

An investigation at an angle of attack of 0 deg was conducted in a 16 foot transonic tunnel at Mach numbers from 0.4 to 1.05 to determine the limits in Mach number at which valid boattail pressure drag data may be obtained with very low blockage ratio bodies. Extreme care was exercised when examining any data taken at subsonic Mach numbers very near 1.0 and lower than the supersonic Mach number at which shock reflections miss the model. Boattail pressure coefficient distributions did not indicate any error, but when integrated boattail pressure drag data was plotted as a function of Mach number, data which were in error were identified.

Results of Two Free-fall Experiments on Flutter of Thin Unswept Wings in the Transonic Speed Range

NASA Technical Reports Server (NTRS)

Lauten, William T , Jr; Nelson, Herbert C

1957-01-01

Results of four thin, unswept, flutter airfoils attached to two freely falling bodies are reported. Two airfoils fluttered at a Mach number of 0.85, a third airfoil fluttered at a Mach number of 1.03, and a fourth fluttered at a Mach number of 1.07. Results of calculations of flutter speed using incompressible and compressible air-force coefficients, including a Mach number of 1.0, are presented.

Aerodynamic Performance and Static Stability and Control of Flat-Top Hypersonic Gliders at Mach Numbers from 0.6 to 18

NASA Technical Reports Server (NTRS)

Syvertson, Clarence A; Gloria, Hermilo R; Sarabia, Michael F

1958-01-01

A study is made of aerodynamic performance and static stability and control at hypersonic speeds. In a first part of the study, the effect of interference lift is investigated by tests of asymmetric models having conical fuselages and arrow plan-form wings. The fuselage of the asymmetric model is located entirely beneath the wing and has a semicircular cross section. The fuselage of the symmetric model was centrally located and has a circular cross section. Results are obtained for Mach numbers from 3 to 12 in part by application of the hypersonic similarity rule. These results show a maximum effect of interference on lift-drag ratio occurring at Mach number of 5, the Mach number at which the asymmetric model was designed to exploit favorable lift interference. At this Mach number, the asymmetric model is indicated to have a lift-drag ratio 11 percent higher than the symmetric model and 15 percent higher than the asymmetric model when inverted. These differences decrease to a few percent at a Mach number of 12. In the course of this part of the study, the accuracy to the hypersonic similarity rule applied to wing-body combinations is demonstrated with experimental results. These results indicate that the rule may prove useful for determining the aerodynamic characteristics of slender configurations at Mach numbers higher than those for which test equipment is really available. In a second part of the study, the aerodynamic performance and static stability and control characteristics of a hypersonic glider are investigated in somewhat greater detail. Results for Mach numbers from 3 to 18 for performance and 0.6 to 12 for stability and control are obtained by standard text techniques, by application of the hypersonic stability rule, and/or by use of helium as a test medium. Lift-drag ratios of about 5 for Mach numbers up to 18 are shown to be obtainable. The glider studied is shown to have acceptable longitudinal and directional stability characteristics through the range of Mach numbers studied. Some roll instability (negative effective dihedral) is found at Mach numbers near 12.

Computation of losses in a scramjet combustor

NASA Technical Reports Server (NTRS)

Kamath, Pradeep S.; Mcclinton, Charles R.

1992-01-01

The losses in a conceptual scramjet combustor at flight Mach numbers of 8, 10, 12, 16 and 20 are computed. These losses are extracted from three-dimensional parabolized Navier-Stokes solutions of the turbulent, reacting combustor flow field. A combustor performance index was defined based on the rationale that an efficient scramjet combustor should add heat to the fluid in such a manner as to maximize the stream thrust at the combustor exit while minimizing the losses. This index showed a decrease of more than 40 percent as the flight Mach number increased from 8 to 20, indicative of a drop in the thrust-producing potential of the scramjet at the upper end of the speed regime studied. A breakdown of the losses showed that dissipation, nonequilibrium chemistry and heat diffusion contributed roughly 15 percent, 35 percent, and 50 percent to the irreversible increase in entropy at Mach 8 and 22 percent, 13 and 65 percent at Mach 20.

CFD-Based Design Optimization Tool Developed for Subsonic Inlet

NASA Technical Reports Server (NTRS)

1995-01-01

The traditional approach to the design of engine inlets for commercial transport aircraft is a tedious process that ends with a less-than-optimum design. With the advent of high-speed computers and the availability of more accurate and reliable computational fluid dynamics (CFD) solvers, numerical optimization processes can effectively be used to design an aerodynamic inlet lip that enhances engine performance. The designers' experience at Boeing Corporation showed that for a peak Mach number on the inlet surface beyond some upper limit, the performance of the engine degrades excessively. Thus, our objective was to optimize efficiency (minimize the peak Mach number) at maximum cruise without compromising performance at other operating conditions. Using a CFD code NPARC, the NASA Lewis Research Center, in collaboration with Boeing, developed an integrated procedure at Lewis to find the optimum shape of a subsonic inlet lip and a numerical optimization code, ADS. We used a GRAPE-based three-dimensional grid generator to help automate the optimization procedure. The inlet lip shape at the crown and the keel was described as a superellipse, and the superellipse exponents and radii ratios were considered as design variables. Three operating conditions: cruise, takeoff, and rolling takeoff, were considered in this study. Three-dimensional Euler computations were carried out to obtain the flow field. At the initial design, the peak Mach numbers for maximum cruise, takeoff, and rolling takeoff conditions were 0.88, 1.772, and 1.61, respectively. The acceptable upper limits on the takeoff and rolling takeoff Mach numbers were 1.55 and 1.45. Since the initial design provided by Boeing was found to be optimum with respect to the maximum cruise condition, the sum of the peak Mach numbers at takeoff and rolling takeoff were minimized in the current study while the maximum cruise Mach number was constrained to be close to that at the existing design. With this objective, the optimum design satisfied the upper limits at takeoff and rolling takeoff while retaining the desirable cruise performance. Further studies are being conducted to include static and cross-wind operating conditions in the design optimization procedure. This work was carried out in collaboration with Dr. E.S. Reddy of NYMA, Inc.

Experimental Surface Pressure Data Obtained on 65 deg Delta Wing Across Reynolds Number and Mach Number Ranges. Volume 2; Small-Radius Leading Edge

NASA Technical Reports Server (NTRS)

Chu, Julio; Luckring, James M.

1996-01-01

An experimental wind tunnel test of a 65 deg. delta wing model with interchangeable leading edges was conducted in the Langley National Transonic Facility (NTF). The objective was to investigate the effects of Reynolds and Mach numbers on slender-wing leading-edge vortex flows with four values of wing leading-edge bluntness. Experimentally obtained pressure data are presented without analysis in tabulated and graphical formats across a Reynolds number range of 6 x 10(exp 6) to 84 x 10(exp 6) at a Mach number of 0.85 and across a Mach number range of 0.4 to 0.9 at Reynolds numbers of 6 x 10(exp 6) and 60 x 10(exp 6). Normal-force and pitching-moment coefficient plots for these Reynolds number and Mach number ranges are also presented.

Experimental Surface Pressure Data Obtained on 65 deg Delta Wing Across Reynolds Number and Mach Number Ranges. Vol. 4: Large-radius leading edge

NASA Technical Reports Server (NTRS)

Chu, Julio; Luckring, James M.

1996-01-01

An experimental wind tunnel test of a 65 deg delta wing model with interchangeable leading edges was conducted in the Langley National Transonic Facility (NTF). The objective was to investigate the effects of Reynolds and Mach numbers on slender-wing leading-edge vortex flows with four values of wing leading-edge bluntness. Experimentally obtained pressure data are presented without analysis in tabulated and graphical formats across a Reynolds number range of 6 x 10(exp 6) to 120 x 10(exp 6) at a Mach number of 0.85 and across a Mach number range of 0.4 to 0.9 at Reynolds numbers of 6 x 10(exp 6) and 60 x 10(exp 6). Normal-force and pitching-moment coefficient plots for these Reynolds number and Mach number ranges are also presented.

Experimental Surface Pressure Data Obtained on 65 deg Delta Wing Across Reynolds Number and Mach Number Ranges. Vol. 3: Medium-radius leading edge

NASA Technical Reports Server (NTRS)

Chu, Julio; Luckring, James M.

1996-01-01

An experimental wind tunnel test of a 65 deg delta wing model with interchangeable leading edges was conducted in the Langley National Transonic Facility (NTF). The objective was to investigate the effects of Reynolds and Mach numbers on slender-wing leading-edge vortex flows with four values of wing leading-edge bluntness. Experimentally obtained pressure data are presented without analysis in tabulated and graphical formats across a Reynolds number range of 6 x 10(exp 6) to 120 x 10(exp 6) at a Mach number of 0.85 and across a Mach number range of 0.4 to 0.9 at Reynolds numbers of 6 x 10(exp 6), 60 x 10(exp 6), and 120 x 10(exp 6). Normal-force and pitching-moment coefficient plots for these Reynolds number and Mach number ranges are also presented.

Experimental Surface Pressure Data Obtained on 65 deg Delta Wing Across Reynolds Number and Mach Number Ranges. Volume 1; Sharp Leading Edge; [conducted in the Langley National Transonic Facility (NTF)

NASA Technical Reports Server (NTRS)

Chu, Julio; Luckring, James M.

1996-01-01

An experimental wind tunnel test of a 65 deg delta wing model with interchangeable leading edges was conducted in the Langley National Transonic Facility (NTF). The objective was to investigate the effects of Reynolds and Mach numbers on slender-wing leading-edge vortex flows with four values of wing leading-edge bluntness. Experimentally obtained pressure data are presented without analysis in tabulated and graphical formats across a Reynolds number range of 6 x 10(exp 6) to 36 x 10(exp 6) at a Mach number of 0.85 and across a Mach number range of 0.4 to 0.9 at a Reynolds number of 6 x 10(exp 6). Normal-force and pitching-moment coefficient plots for these Reynolds number and Mach number ranges are also presented.

Aerodynamic Investigation of a Parabolic Body of Revolution at Mach Number of 1.92 and Some Effects of an Annular Supersonic Jet Exhausting from the Base

NASA Technical Reports Server (NTRS)

Love, Eugene S

1956-01-01

An aerodynamic investigation of a slender pointed parabolic body of revolution was conducted at Mach number of 1.92 with and without the effects of an annular supersonic jet exhausting from the base. Measurements with the jet inoperative were made of lift, drag, pitching moment, base pressures, and radial and axial pressures. With the jet in operation, pressure measurements were made over the rear of the body with the primary variables being angle of attack, ratio of jet velocity to stream velocity, and ratio of pressure at jet exit to stream pressure.

Transonic Stability and Control Investigation of a 1/80-Scale Model of the Consolidated Vultee Skate 9 Seaplane, TED No. NACA DE 345: Transonic-Bump Method

NASA Technical Reports Server (NTRS)

Riebe, John M.; MacLeod, Richard G.

1950-01-01

An investigation of the longitudinal stability and of the all-movable horizontal tail and aileron control of a 1/80-scale reflection-plane model of the Consolidated Vultee Skate 9 seaplane has been made through a Mach number range of 0.6 to 1.16 on the transonic bump of the Langley high-speed 7- by 10-foot tunnel. At moderate lift coefficients (0.4 to 0.8) and below a Mach number of 1.0 the model was statically unstable longitudinally. The static longitudinal stability of the model at low lift coefficients increased with Mach number corresponding to a shift in aerodynamic center from 37 percent mean aerodynamic chord at a Mach number of 0.60 to 64 percent at a Mach number of 1.10. Estimates indicate that the tail deflection angle required for steady flight and for accelerated maneuvers of the Skate 9 airplane would probably not vary greatly with Mach number at sea level, but for accelerated maneuvers at altitude the tail deflection angle would probably vary erratically with Mach number. The variation of rolling-moment coefficient with aileron deflection angle was approximately linear, agreed well with theory, and held for the range of aileron deflections tested (-17.1 deg to 16.6 deg). At low lift coefficients the drag rise occurred at Mach numbers of 0.95 and 0.90 for the wing alone and the complete model, respectively. The effects of the canopy on the model were small. For the ranges investigated, angle-of-attack and Mach number changes caused no large pressure drops in the jet-engine duct.

A tabulation of pipe length to diameter ratios as a function of Mach number and pressure ratios for compressible flow

NASA Technical Reports Server (NTRS)

Dixon, G. V.; Barringer, S. R.; Gray, C. E.; Leatherman, A. D.

1975-01-01

Computer programs and resulting tabulations are presented of pipeline length-to-diameter ratios as a function of Mach number and pressure ratios for compressible flow. The tabulations are applicable to air, nitrogen, oxygen, and hydrogen for compressible isothermal flow with friction and compressible adiabatic flow with friction. Also included are equations for the determination of weight flow. The tabulations presented cover a wider range of Mach numbers for choked, adiabatic flow than available from commonly used engineering literature. Additional information presented, but which is not available from this literature, is unchoked, adiabatic flow over a wide range of Mach numbers, and choked and unchoked, isothermal flow for a wide range of Mach numbers.

Modal propagation angles in a cylindrical duct with flow and their relation to sound radiation

NASA Technical Reports Server (NTRS)

Rice, E. J.; Heidmann, M. F.; Sofrin, T. G.

1979-01-01

The main emphasis is upon the propagation angle with respect to the duct axis and its relation to the far-field acoustic radiation pattern. When the steady flow Mach number is accounted for in the duct, the propagation angle in the duct is shown to be coincident with the angle of the principal lobe of far-field radiation obtained using the Wiener-Hopf technique. Different Mach numbers are allowed within the duct and in the external field. For static tests with a steady flow in an inlet but with no external Mach number the far-field radiation pattern is shifted considerably toward the inlet axis when compared to zero Mach number radiation theory. As the external Mach number is increased the noise radiation pattern is shifted away from the inlet axis. The theory is developed using approximations for sound propagation in circular ducts. An exact analysis using Hankel function solutions for the zero Mach number case is given to provide a check of the simpler approximate theory.

A two phase Mach number description of the equilibrium flow of nitrogen in ducts

NASA Technical Reports Server (NTRS)

Bursik, J. W.; Hall, R. M.; Adcock, J. B.

1979-01-01

Some additional thermodynamic properties of the usual two-phase form which is linear in the moisture fraction are derived which are useful in the analysis of many kinds of duct flow. The method used is based on knowledge of the vapor pressure and Gibbs function as functions of temperature. With these, additional two-phase functions linear in moisture fraction are generated, which ultimately reveal that the squared ratio of mixture specific volume to mixture sound speed depends on liquid mass fraction and temperature in the same manner as do many weighted mean two-phase properties. This leads to a simple method of calculating two-phase Mach numbers for various duct flows. The matching of one- and two-phase flows at a saturated vapor point with discontinuous Mach number is also discussed.

Characteristics of Five Ejector Configurations at Free-Stream Mach Numbers from 0 to 2.0

NASA Technical Reports Server (NTRS)

Klann, John L.; Huff, Ronald G.

1959-01-01

Thrust, air-handling, and base-pressure characteristics of five ejector configurations were investigated in the Lewis 8-by 6-foot wind tunnel at free-stream Mach numbers from 0 to 2.0 over ranges of primary-jet pressure ratio up to 24 and corrected secondary weight-flow ratio up to 13 percent. The ejector-shroud geometries varied from convergent to divergent. Base pressure ratio and ejector performance were interrelated by means of an exit-momentum parameter. Correlations, to at least a first approximation, with base pressure ratio, of both internal-ejector-flow separation and external-flow separation over the model boattail were shown. Furthermore, it was shown that magnitudes and exact trends in base pressure ratio depended largely, and in a complicated fashion, on ejector geometry and amount of secondary flow. External-stream effects on ejector jet thrust were determined for a typical schedule of jet-engine pressure ratios. With the exception of the ejector having the largest (1.81) shroud-exit-to primary-diameter ratio, there were no stream effects at Mach numbers from 1.5 to 2.0 and variations from quiescent-air thrust data were less than 2.5 percent at the subsonic speed investigated.

High Reynolds number tests of a Douglas DLBA 032 airfoil in the Langley 0.3-meter transonic cryogenic tunnel

NASA Technical Reports Server (NTRS)

Johnson, Charles B.; Dress, David A.; Hill, Acquilla S.; Wilcox, Peter A.; Bui, Minh H.

1986-01-01

A wind-tunnel investigation of a Douglas advanced-technology airfoil was conducted in the Langley 0.3-Meter Transonic Cryogenic Tunnel (0.3-m TCT). The temperature was varied from 227 K (409 R) to 100 K (180 R) at pressures ranging from about 159 kPa (1.57 atm) to about 514 kPa (5.07 atm). Mach number was varied from 0.50 to 0.78. These variables provided a Reynolds number range (based on airfoil chord) from 6.0 to 30.0 x 10 to the 6th power. This investigation was specifically designed to: (1) test a Douglas airfoil from moderately low to flight-equivalent Reynolds numbers, and (2) evaluate sidewall-boundary-layer effects on transonic airfoil performance characteristics by a systematic variation of Mach number, Reynolds number, and sidewall-boundary-layer removal. Data are included which demonstrate the effects of fixing transition, Mach number, Reynolds number, and sidewall-boundary-layer removal on the aerodynamic characteristics of the airfoil. Also included are remarks on model design and model structural integrity.

An Investigation of the Longitudinal Characteristics of the MX-656 Configuration Using Rocket-Propelled Models Preliminary Results at Mach Numbers from 0.65 to 1.25

NASA Technical Reports Server (NTRS)

Mitchell, Jesse L.; Peck, Robert F.

1950-01-01

A rocket-propelled model of the Mx-656 configuration has been flown through the Mach number range from 0.65 to 1.25. An analysis of the response of the model to rapid deflections of the horizontal tail gave information on the lift, drag, longitudinal stability and control, and longitudinal-trim change. The lift-coefficient range covered by the test was from -0.2 to 0,3 throughout most of the Mach number range, The model was statically and dynamically stable throughout the lift-coefficient and Mach number range of the test. At subsonic speeds the aerodynamic center moved f o m r d with increasing lift coefficient. The most forward position of the aerodynamic center was about 12,5 percent of the mean aerodynamic chord at a small positive lift coefficient and at a Mach number of about 0.84. A t supersonic speeds the aerodynamic center was well aft, varying from 33 to 39 percent of the mean aerodynamic chord at Mach numbers of 1.0 and 1.25, respectively. Transonic-trim change, as measured by the change in trim lift coefficient with Mach number at a constant t a i l setting, was of small magnitude (about 0.1 lift coefficient for zero tail setting). The zero-lift/drag coefficient increased about 0.042 in the region between a Mach number of 0.9 and 1.1

Studies of Shock Wave Interactions with Homogeneous and Isotropic Turbulence

NASA Technical Reports Server (NTRS)

Briassulis, G.; Agui, J.; Watkins, C. B.; Andreopoulos, Y.

1998-01-01

A nearly homogeneous nearly isotropic compressible turbulent flow interacting with a normal shock wave has been studied experimentally in a large shock tube facility. Spatial resolution of the order of 8 Kolmogorov viscous length scales was achieved in the measurements of turbulence. A variety of turbulence generating grids provide a wide range of turbulence scales. Integral length scales were found to substantially decrease through the interaction with the shock wave in all investigated cases with flow Mach numbers ranging from 0.3 to 0.7 and shock Mach numbers from 1.2 to 1.6. The outcome of the interaction depends strongly on the state of compressibility of the incoming turbulence. The length scales in the lateral direction are amplified at small Mach numbers and attenuated at large Mach numbers. Even at large Mach numbers amplification of lateral length scales has been observed in the case of fine grids. In addition to the interaction with the shock the present work has documented substantial compressibility effects in the incoming homogeneous and isotropic turbulent flow. The decay of Mach number fluctuations was found to follow a power law similar to that describing the decay of incompressible isotropic turbulence. It was found that the decay coefficient and the decay exponent decrease with increasing Mach number while the virtual origin increases with increasing Mach number. A mechanism possibly responsible for these effects appears to be the inherently low growth rate of compressible shear layers emanating from the cylindrical rods of the grid.

In-pipe aerodynamic characteristics of a projectile in comparison with free flight for transonic Mach numbers

NASA Astrophysics Data System (ADS)

Hruschka, R.; Klatt, D.

2018-03-01

The transient shock dynamics and drag characteristics of a projectile flying through a pipe 3.55 times larger than its diameter at transonic speed are analyzed by means of time-of-flight and pipe wall pressure measurements as well as computational fluid dynamics (CFD). In addition, free-flight drag of the 4.5-mm-pellet-type projectile was also measured in a Mach number range between 0.5 and 1.5, providing a means for comparison against in-pipe data and CFD. The flow is categorized into five typical regimes the in-pipe projectile experiences. When projectile speed and hence compressibility effects are low, the presence of the pipe has little influence on the drag. Between Mach 0.5 and 0.8, there is a strong drag increase due to the presence of the pipe, however, up to a value of about two times the free-flight drag. This is exactly where the nose-to-base pressure ratio of the projectile becomes critical for locally sonic speed, allowing the drag to be estimated by equations describing choked flow through a converging-diverging nozzle. For even higher projectile Mach numbers, the drag coefficient decreases again, to a value slightly below the free-flight drag at Mach 1.5. This behavior is explained by a velocity-independent base pressure coefficient in the pipe, as opposed to base pressure decreasing with velocity in free flight. The drag calculated by CFD simulations agreed largely with the measurements within their experimental uncertainty, with some discrepancies remaining for free-flying projectiles at supersonic speed. Wall pressure measurements as well as measured speeds of both leading and trailing shocks caused by the projectile in the pipe also agreed well with CFD.

Effects of rocket jet on stability and control at high Mach numbers

NASA Technical Reports Server (NTRS)

Fetterman, David E , Jr

1958-01-01

Paper presents the results of an investigation to determine the jet-interference effects which may occur at high jet static-pressure ratios and high Mach numbers. Tests were made in the Langley 11-inch hypersonic tunnel at a Mach number of 6.86.

Preliminary Base Pressures Obtained from the X-15 Airplane at Mach Numbers from 1.1 to 3.2

NASA Technical Reports Server (NTRS)

Saltzman, Edwin J.

1961-01-01

Base pressure measurements have been made on the fuselage, 10 deg.-wedge vertical fin, and side fairing of the X-15 airplane. Data are presented for Mach numbers between 1.1 and 3.2 for both powered and unpowered flight. Comparisons are made with data from small-scale-model tests, semiempirical estimates, and theory. The results of this preliminary study show that operation of the interim rocket engines (propellant flow rate approximately 70 lb/sec) reduces the base drag of the X-15 by 25 to 35 percent throughout the test Mach number range. Values of base drag coefficient for the side fairing and fuselage obtained from X-15 wind-tunnel models were adequate for predicting the overall full-scale performance of the test airplane. The leading-edge sweep of the upper movable vertical fin was not an important factor affecting the fin base pressure. The power-off base pressure coefficients of the upper movable vertical fin (a 10 deg. wedge with chord-to-thickness ratio of 5.5 and semispan-to-thickness ratio of 3.2) are in general agreement with the small-scale blunt-trailing-edge-wing data of several investigators and with two-dimensional theory.

Effects of body shape on the aerodynamics of a body of revolution at Mach numbers from 1.6 to 4.6

NASA Technical Reports Server (NTRS)

Spearman, M. L.

1985-01-01

The aerodnamic characteristics for several bodies of revolution have been determined from wind tunnel tests at Mach numbers from 1.6 to 4.63. Six bodies, each having a length-to-diameter ratio of 6.67, were investigated. Geometric modifications included forebody shape, afterbody shape, and midsection slope. Significant aerodynamic changes were observed to be functions of geometric change and Mach number. Because of the aerodynamic dependence on geometry as well as Mach number, it is obvious that a number of trades must be considered in selecting a projectile shape.

Advanced Technology Inlet Design, NRA 8-21 Cycle II: DRACO Flowpath Hypersonic Inlet Design

NASA Technical Reports Server (NTRS)

Sanders, Bobby W.; Weir, Lois J.

1999-01-01

The report outlines work performed in support of the flowpath development for the DRACO engine program. The design process initiated to develop a hypersonic axisymmetric inlet for a Mach 6 rocket-based combined cycle (RBCC) engine is discussed. Various design parametrics were investigated, including design shock-on-lip Mach number, cone angle, throat Mach number, throat angle. length of distributed compression, and subsonic diffuser contours. Conceptual mechanical designs consistent with installation into the D-21 vehicle were developed. Additionally, program planning for an intensive inlet development program to support a Critical Design Review in three years was performed. This development program included both analytical and experimental elements and support for a flight-capable inlet mechanical design.

In-flight acoustic results from an advanced-design propeller at Mach numbers to 0.8

NASA Technical Reports Server (NTRS)

Mackall, K. G.; Lasagna, P. L.; Walsh, K.; Dittmar, J. H.

1982-01-01

Acoustic data for the advanced-design SR-3 propeller at Mach numbers to 0.8 and helical tip Mach numbers to 1.14 are presented. Several advanced-design propellers, previously tested in wind tunnels at the Lewis Research Center, are being tested in flight at the Dryden Flight Research Facility. The flight-test propellers are mounted on a pylon on the top of the fuselage of a JetStar airplane. Instrumentation provides near-field acoustic data for the SR-3. Acoustic data for the SR-3 propeller at Mach numbers up to 0.8, for propeller helical tip Mach numbers up to 1.14, and comparison of wind tunnel to flight data are included. Flowfield profiles measured in the area adjacent to the propeller are also included.

Aerodynamic characteristics at Mach numbers from 0.6 to 2.16 of a supersonic cruise fighter configuration with a design Mach number of 1.8

NASA Technical Reports Server (NTRS)

Shrout, B. L.

1977-01-01

An investigation was made in the Langley 8-foot transonic tunnel and the Langley Unitary Plan wind tunnel, over a Mach number range of 0.6 to 2.16, to determine the static longitudinal and lateral aerodynamic characteristics of a model of a supersonic-cruise fighter. The configuration, which is designed for efficient cruise at Mach number 1.8, is a twin-engine tailless arrow-wing concept with a single rectangular inlet beneath the fuselage and outboard vertical tails and ventral fins. It had untrimmed values of lift-drage ratio ranging from 10 at subsonic speeds to 6.4 at the design Mach number. The configuration was statically stable both longitudinally and laterally.

The NASA Langley 8-foot Transonic Pressure Tunnel calibration

NASA Technical Reports Server (NTRS)

Brooks, Cuyler W., Jr.; Harris, Charles D.; Reagon, Patricia G.

1994-01-01

The NASA Langley 8-Foot Transonic Pressure Tunnel is a continuous-flow, variable-pressure wind tunnel with control capability to independently vary Mach number, stagnation pressure, stagnation temperature, and humidity. The top and bottom walls of the test section are axially slotted to permit continuous variation of the test section Mach number from 0.2 to 1.2, the slot-width contour provides a gradient-free test section 50 in. long for Mach numbers equal to or greater than 1.0 and 100 in. long for Mach numbers less than 1.0. The stagnation pressure may be varied from 0.25 to 2.0 atm. The tunnel test section has been recalibrated to determine the relationship between the free-stream Mach number and the test chamber reference Mach number. The hardware was the same as that of an earlier calibration in 1972 but the pressure measurement instrumentation available for the recalibration was about an order of magnitude more precise. The principal result of the recalibration was a slightly different schedule of reentry flap settings for Mach numbers from 0.80 to 1.05 than that determined during the 1972 calibration. Detailed tunnel contraction geometry, test section geometry, and limited test section wall boundary layer data are presented.

Determining integral density distribution in the mach reflection of shock waves

NASA Astrophysics Data System (ADS)

Shevchenko, A. M.; Golubev, M. P.; Pavlov, A. A.; Pavlov, Al. A.; Khotyanovsky, D. V.; Shmakov, A. S.

2017-05-01

We present a method for and results of determination of the field of integral density in the structure of flow corresponding to the Mach interaction of shock waves at Mach number M = 3. The optical diagnostics of flow was performed using an interference technique based on self-adjusting Zernike filters (SA-AVT method). Numerical simulations were carried out using the CFS3D program package for solving the Euler and Navier-Stokes equations. Quantitative data on the distribution of integral density on the path of probing radiation in one direction of 3D flow transillumination in the region of Mach interaction of shock waves were obtained for the first time.

Results of a study of Mach number and Reynolds number effects on the crossflow drag characteristics of ogive cylinders and ogive-cylinder-frustum-cylinders at angles of attack to 30 degrees

NASA Technical Reports Server (NTRS)

Foley, J. E.

1971-01-01

An analysis was made to determine the effects of Mach number and Reynolds number on the local and total crossflow drag characteristics of ogive-cylinders and ogive-cylinder-frustum-cylinders at angles of the MSFC 14 in TWT and the LTV 4 ft HSWT, and pressure data obtained in the TWT, at Mach numbers 0.14, 0.8, 1.2, and 2.0, and a wide range of Reynolds numbers. Results indicate that the streamwise Reynolds number, VD/nusin alpha, is an important correlation parameter in the subcritical Reynolds number range at imcompressible speeds and that the crossflow Mach number correlates compressibility effects.

Free-Flight Investigation of Heat Transfer to an Unswept Cylinder Subjected to an Incident Shock and Flow Interference from an Upstream Body at Mach Numbers up to 5.50

NASA Technical Reports Server (NTRS)

Carter, Howard S.; Carr, Robert E.

1961-01-01

Heat-transfer rates have been measured in free flight along the stagnation line of an unswept cylinder mounted transversely on an axial cylinder so that the shock wave from the hemispherical nose of the axial cylinder intersected the bow shock of the unswept transverse cylinder. Data were obtained at Mach numbers from 2.53 to 5.50 and at Reynolds numbers based on the transverse cylinder diameter from 1.00 x 10(exp 6) to 1.87 x 10(exp 6). Shadowgraph pictures made in a wind tunnel showed that the flow field was influenced by boundary-layer separation on the axial cylinder and by end effects on the transverse cylinder as well as by the intersecting shocks. Under these conditions, the measured heat-transfer rates had inconsistent variations both in magnitude and distribution which precluded separating the effects of these disturbances. The general magnitude of the measured heating rates at Mach numbers up to 3 was from 0.1 to 0.5 of the theoretical laminar heating rates along the stagnation line for an infinite unswept cylinder in undisturbed flow. At Mach numbers above 4 the measured heating rates were from 1.5 to 2 times the theoretical rates.

Preliminary Investigation of Methods to Increase Base Pressure of Plug Nozzles at Mach 0.9

NASA Technical Reports Server (NTRS)

Salmi, Reino J

1956-01-01

The effects of various afterbody changes on the base pressure of a nacelle-type isentropic plug nozzle installation operating at lower-than-design jet pressure ratios were investigated at a Mach number of 0.9. Although the estimates of the net propulsive force contain some uncertainties, the results indicate that both a plain-ring base shroud and a circular-arc boattail fairing reduced the loss in net propulsive force experienced with a cylindrical nacelle installation of the plug nozzle.

Static and dynamic pitching moment measurements on a family of elliptic cones at Mach number 11 in helium

NASA Technical Reports Server (NTRS)

Orlik-Rueckermann, K. J.; Laberge, J. G.

1970-01-01

Static and dynamic pitching moment measurements were made on a family of constant volume elliptic cones about two fixed axes of oscillation in the NAE helium hypersonic wind tunnel at a Mach number of 11 and at Reynolds numbers based on model length of up to 14 million. Viscous effects on the stability derivatives were investigated by varying the Reynolds number for certain models by a factor as large as 10. The models investigated comprised a 7.75 deg circular cone, elliptic cones of axis ratios 3 and 6, and an elliptic cone with conical protuberances.

Measurements in Flight of the Pressure Distribution on the Right Wing of a Pursuit-Type Airplane at Several Values of Mach Number

NASA Technical Reports Server (NTRS)

Clousing, Lawrence A; Turner, William N; Rolls, L Stewart

1946-01-01

Pressure-distribution measurements were made on the right wing of a pursuit-type airplane at values of Mach number up to 0.80. The results showed that a considerable portion of the lift was carried by components of the airplane other than the wings, and that the proportion of lift carried by the wings may vary considerably with Mach number, thus changing the bending moment at the wing root whether or not there is a shift in the lateral position of the center of pressure. It was also shown that the center of pressure does not necessarily move outward at high Mach numbers, even though the wing-thickness ratio decreases toward the wing tip. The wing pitching-moment coefficient increased sharply in a negative direction at a Mach lift-curve slope increased with Mach number up to values of above the critical value. Pressures inside the wing were small and negative.

Analysis of sonic boom measurements near shock wave extremities for flight near Mach 1.0 and for airplane accelerations

NASA Technical Reports Server (NTRS)

Haglund, G. T.; Kane, E. J.

1974-01-01

The analysis of the 14 low-altitude transonic flights showed that the prevailing meteorological consideration of the acoustic disturbances below the cutoff altitude during threshold Mach number flight has shown that a theoretical safe altitude appears to be valid over a wide range of meteorological conditions and provides a reasonable estimate of the airplane ground speed reduction to avoid sonic boom noise during threshold Mach number flight. Recent theoretical results for the acoustic pressure waves below the threshold Mach number caustic showed excellent agreement with observations near the caustic, but the predicted overpressure levels were significantly lower than those observed far from the caustic. The analysis of caustics produced by inadvertent low-magnitude accelerations during flight at Mach numbers slightly greater than the threshold Mach number showed that folds and associated caustics were produced by slight changes in the airplane ground speed. These caustic intensities ranged from 1 to 3 time the nominal steady, level flight intensity.

Longitudinal Stability Characteristics of the Consolidated Vultee XFY-1 Airplane with Windmilling Propellers as Obtained from Flight of 0.133-Scale Rocket-Propelled Model at Mach Numbers from 0.70 to 1.13

NASA Technical Reports Server (NTRS)

Hastings, Earl C.; Mitcham, Grady L.

1954-01-01

A flight test has been conducted to determine the longitudinal stability and control characteristics of a 0.133-scale model of the Consolidated Vultee XFY-1 airplane with windmilling propellers for the Mach number range between 0.70 and 1.13. The variation of lift-curve slope C(sub L(sub alpha) with Mach number was gradual with a maximum value of 0.074 occurring at a Mach number of 0.97. Propellers had little effect upon the values of lift-curve slope or the linearity of lift coefficient with angle of attack. At lift coefficients between approximately 0.25 and 0.45 with an elevon angle of approximately -l0 deg, there was a region of neutral longitudinal stability at Mach numbers below 0.93 introduced by the addition of windmilling propellers. Below a lift coefficient of 0.10 and above a lift coefficient of 0.45, the model was longitudinally stable throughout the Mach number range of the test. There was a forward shift in the aerodynamic center of about 3-percent mean aerodynamic chord introduced by the addition of propellers. The aerodynamic center as determined at low lift moved gradually from a value of 28.5-percent mean aerodynamic chord at a Mach number of 0.75 to a value of 47-percent mean aerodynamic chord at a Mach number of 1.10. There was an abrupt decrease in pitch damping between Mach numbers of 0.88 and 0.99 followed by a rapid increase in damping to a Mach number of 1.06. The propellers had little effect upon the pitch damping characteristics . The transonic trim change was a large pitching-down tendency with and without windmilling propellers. The elevons were effective pitch controls throughout the speed range; however, their effectiveness was reduced about 50 percent at supersonic speeds. The propellers had no appreciable effect upon the control effectiveness.

Ground Measurements of Airplane Shock-Wave Noise at Mach Numbers to 2.0 and at Altitudes to 60,000 Feet

NASA Technical Reports Server (NTRS)

Lina, Lindsay J.; Maglieri, Domenic J.

1960-01-01

The intensity of shock-wave noise at the ground resulting from flights at Mach numbers to 2.0 and altitudes to 60,000 feet was measured. Meagurements near the ground track for flights of a supersonic fighter and one flight of a supersonic bomber are presented. Level cruising flight at an altitude of 60,000 feet and a Mach number of 2.0 produced sonic booms which were considered to be tolerable, and it is reasonable t o expect that cruising flight at higher altitudes will produce booms of tolerable intensity for airplanes of the size and weight of the test airplanes. The measured variation of sonic-boom intensity with altitude was in good agreement with the variation calculated by an equation given in NASA Technical Note D-48. The effect of Mach number on the ground overpressure is small between Mach numbers of 1.4 and 2.0, a result in agreement with the theory. No amplification of the shock-wave overpressures due to refraction effects was apparent near the cutoff Mach number. A method for estimating the effect of fligh-path angle on cutoff Mach number is shown. Experimental results indicate agreement with the method, since a climb maneuver produced booms of a much decreased intensity as compared with the intensity of those measured in level flight at about the same altitude and Mach number. Comparison of sound pressure levels for the fighter and bomber airp lanes indicated little effect of either airplane size or weight at an altitude of 40,000 feet.

Status of the national transonic facility

NASA Technical Reports Server (NTRS)

Mckinney, L. W.; Gloss, B. B.

1982-01-01

The National Transonic Facility at NASA Langley Research Center, scheduled for completion in July, 1982, is described with emphasis on model and instrumentation activities, calibration plans and some initial research plans. Performance capabilities include a Mach number range of 0.2-1.2, a pressure range of 1-9 atmospheres, and a temperature range of 77-350 K, which will produce a maximum Reynolds number of 120 million at a Mach number of 1.0, based on a 0.25 m chord. A comprehensive tunnel calibration program is planned, which will cover basic tunnel calibration, data qualities, and data comparisons with other facilites and flights.

Experimental Investigation of Unsteady Shock Wave Turbulent Boundary Layer Interactions About a Blunt Fin

NASA Technical Reports Server (NTRS)

Barnhart, Paul J.; Greber, Isaac

1997-01-01

A series of experiments were performed to investigate the effects of Mach number variation on the characteristics of the unsteady shock wave/turbulent boundary layer interaction generated by a blunt fin. A single blunt fin hemicylindrical leading edge diameter size was used in all of the experiments which covered the Mach number range from 2.0 to 5.0. The measurements in this investigation included surface flow visualization, static and dynamic pressure measurements, both on centerline and off-centerline of the blunt fin axis. Surface flow visualization and static pressure measurements showed that the spatial extent of the shock wave/turbulent boundary layer interaction increased with increasing Mach number. The maximum static pressure, normalized by the incoming static pressure, measured at the peak location in the separated flow region ahead of the blunt fin was found to increase with increasing Mach number. The mean and standard deviations of the fluctuating pressure signals from the dynamic pressure transducers were found to collapse to self-similar distributions as a function of the distance perpendicular to the separation line. The standard deviation of the pressure signals showed initial peaked distribution, with the maximum standard deviation point corresponding to the location of the separation line at Mach number 3.0 to 5.0. At Mach 2.0 the maximum standard deviation point was found to occur significantly upstream of the separation line. The intermittency distributions of the separation shock wave motion were found to be self-similar profiles for all Mach numbers. The intermittent region length was found to increase with Mach number and decrease with interaction sweepback angle. For Mach numbers 3.0 to 5.0 the separation line was found to correspond to high intermittencies or equivalently to the downstream locus of the separation shock wave motion. The Mach 2.0 tests, however, showed that the intermittent region occurs significantly upstream of the separation line. Power spectral densities measured in the intermittent regions were found to have self-similar frequency distributions when compared as functions of a Strouhal number for all Mach numbers and interaction sweepback angles. The maximum zero-crossing frequencies were found to correspond with the peak frequencies in the power spectra measured in the intermittent region.

Flight measured and calculated exhaust jet conditions for an F100 engine in an F-15 airplane

NASA Technical Reports Server (NTRS)

Hernandez, Francisco J.; Burcham, Frank W., Jr.

1988-01-01

The exhaust jet conditions, in terms of temperature and Mach number, were determined for a nozzle-aft end acoustic study flown on an F-15 aircraft. Jet properties for the F100 EMD engines were calculated using the engine manufacturer's specification deck. The effects of atmospheric temperature on jet Mach number, M10, were calculated. Values of turbine discharge pressure, PT6M, jet Mach number, and jet temperature were calculated as a function of aircraft Mach number, altitude, and power lever angle for the test day conditions. At a typical test point with a Mach number of 0.9, intermediate power setting, and an altitude of 20,000 ft, M10 was equal to 1.63. Flight measured and calculated values of PT6M were compared for intermediate power at altitudes of 15500, 20500, and 31000 ft. It was found that at 31000 ft, there was excellent agreement between both, but for lower altitudes the specification deck overpredicted the flight data. The calculated jet Mach numbers were believed to be accurate to within 2 percent.

Preliminary Investigation of a New Type of Supersonic Inlet

NASA Technical Reports Server (NTRS)

Ferri, Antonio; Nucci, Louis M

1946-01-01

A supersonic inlet with supersonic deceleration of the flow entirely outside of the inlet is considered. A particular arrangement with fixed geometry having a central body with a circular annular intake is analyzed, and it is shown theoretically that this arrangement gives high pressure recovery for a large range of Mach number and mass flow and therefore is practical for use on supersonic airplanes and missiles. For some Mach numbers the drag coefficient for this type of inlet is larger than the drag coefficient for the type of inlet with supersonic compression entirely inside, but the pressure recovery is larger for all flight conditions. The differences in drag can be eliminated for the design Mach number. Experimental results confirm the results of the theoretical analysis and show that pressure recoveries of 95 percent for Mach numbers of 1.33 and 1.52, 92 percent for a Mach number of 1.72, and 86 percent for a Mach number oof 2.10 are possible with the configurations considered. If the mass flow decreases, the total drag coefficient increases gradually and the pressure recovery does not change appreciably.

Estimation of Static Longitudinal Stability of Aircraft Configurations at High Mach Numbers and at Angles of Attack Between 0 deg and +/-180 deg

NASA Technical Reports Server (NTRS)

Dugan, Duane W.

1959-01-01

The possibility of obtaining useful estimates of the static longitudinal stability of aircraft flying at high supersonic Mach numbers at angles of attack between 0 and +/-180 deg is explored. Existing theories, empirical formulas, and graphical procedures are employed to estimate the normal-force and pitching-moment characteristics of an example airplane configuration consisting of an ogive-cylinder body, trapezoidal wing, and cruciform trapezoidal tail. Existing wind-tunnel data for this configuration at a Mach number of 6.86 provide an evaluation of the estimates up to an angle of attack of 35 deg. Evaluation at higher angles of attack is afforded by data obtained from wind-tunnel tests made with the same configuration at angles of attack between 30 and 150 deg at five Mach numbers between 2.5 and 3.55. Over the ranges of Mach numbers and angles of attack investigated, predictions of normal force and center-of-pressure locations for the configuration considered agree well with those obtained experimentally, particularly at the higher Mach numbers.

The small-scale dynamo: breaking universality at high Mach numbers

NASA Astrophysics Data System (ADS)

Schleicher, Dominik R. G.; Schober, Jennifer; Federrath, Christoph; Bovino, Stefano; Schmidt, Wolfram

2013-02-01

The small-scale dynamo plays a substantial role in magnetizing the Universe under a large range of conditions, including subsonic turbulence at low Mach numbers, highly supersonic turbulence at high Mach numbers and a large range of magnetic Prandtl numbers Pm, i.e. the ratio of kinetic viscosity to magnetic resistivity. Low Mach numbers may, in particular, lead to the well-known, incompressible Kolmogorov turbulence, while for high Mach numbers, we are in the highly compressible regime, thus close to Burgers turbulence. In this paper, we explore whether in this large range of conditions, universal behavior can be expected. Our starting point is previous investigations in the kinematic regime. Here, analytic studies based on the Kazantsev model have shown that the behavior of the dynamo depends significantly on Pm and the type of turbulence, and numerical simulations indicate a strong dependence of the growth rate on the Mach number of the flow. Once the magnetic field saturates on the current amplification scale, backreactions occur and the growth is shifted to the next-larger scale. We employ a Fokker-Planck model to calculate the magnetic field amplification during the nonlinear regime, and find a resulting power-law growth that depends on the type of turbulence invoked. For Kolmogorov turbulence, we confirm previous results suggesting a linear growth of magnetic energy. For more general turbulent spectra, where the turbulent velocity scales with the characteristic length scale as uℓ∝ℓϑ, we find that the magnetic energy grows as (t/Ted)2ϑ/(1-ϑ), with t being the time coordinate and Ted the eddy-turnover time on the forcing scale of turbulence. For Burgers turbulence, ϑ = 1/2, quadratic rather than linear growth may thus be expected, as the spectral energy increases from smaller to larger scales more rapidly. The quadratic growth is due to the initially smaller growth rates obtained for Burgers turbulence. Similarly, we show that the characteristic length scale of the magnetic field grows as t1/(1-ϑ) in the general case, implying t3/2 for Kolmogorov and t2 for Burgers turbulence. Overall, we find that high Mach numbers, as typically associated with steep spectra of turbulence, may break the previously postulated universality, and introduce a dependence on the environment also in the nonlinear regime.

Secondary instability of high-speed flows and the influence of wall cooling and suction

NASA Technical Reports Server (NTRS)

El-Hady, Nabil M.

1992-01-01

The periodic streamwise modulation of the supersonic and hypersonic boundary layers by a two dimensional first mode or second mode wave makes the resulting base flow susceptible to a broadband spanwise-periodic three dimensional type of instability. The principal parametric resonance of this instability (subharmonic) was analyzed using Floquet theory. The effect of Mach number and the effectiveness of wall cooling or wall suction in controlling the onset, the growth rate, and the vortical nature of the subharmonic secondary instability are assessed for both a first mode and a second mode primary wave. Results indicate that the secondary subharmonic instability of the insulated wall boundary layer is weakened as Mach number increases. Cooling of the wall destabilizes the secondary subharmonic of a second mode primary wave, but stabilizes it when the primary wave is a first mode. Suction stabilizes the secondary subharmonic at all Mach numbers.

A Robust Locally Preconditioned Semi-Coarsening Multigrid Algorithm for the 2-D Navier-Stokes Equations

NASA Technical Reports Server (NTRS)

Cain, Michael D.

1999-01-01

The goal of this thesis is to develop an efficient and robust locally preconditioned semi-coarsening multigrid algorithm for the two-dimensional Navier-Stokes equations. This thesis examines the performance of the multigrid algorithm with local preconditioning for an upwind-discretization of the Navier-Stokes equations. A block Jacobi iterative scheme is used because of its high frequency error mode damping ability. At low Mach numbers, the performance of a flux preconditioner is investigated. The flux preconditioner utilizes a new limiting technique based on local information that was developed by Siu. Full-coarsening and-semi-coarsening are examined as well as the multigrid V-cycle and full multigrid. The numerical tests were performed on a NACA 0012 airfoil at a range of Mach numbers. The tests show that semi-coarsening with flux preconditioning is the most efficient and robust combination of coarsening strategy, and iterative scheme - especially at low Mach numbers.

Pressure recovery performance of conical diffusers at high subsonic Mach numbers

NASA Technical Reports Server (NTRS)

Dolan, F. X.; Runstadler, P. W., Jr.

1973-01-01

The pressure recovery performance of conical diffusers has been measured for a wide range of geometries and inlet flow conditions. The approximate level and location (in terms of diffuser geometry of optimum performance were determined. Throat Mach numbers from low subsonic (m sub t equals 0.2) through choking (m sub t equals 1.0) were investigated in combination with throat blockage from 0.03 to 0.12. For fixed Mach number, performance was measured over a fourfold range of inlet Reynolds number. Maps of pressure recovery are presented as a function of diffuser geometry for fixed sets of inlet conditions. The influence of inlet blockage, throat Mach number, and inlet Reynolds number is discussed.

Reuse fo a Cold War Surveillance Drone to Flight Test a NASA Rocket Based Combined Cycle Engine

NASA Technical Reports Server (NTRS)

Brown, T. M.; Smith, Norm

1999-01-01

Plans for and early feasibility investigations into the modification of a Lockheed D21B drone to flight test the DRACO Rocket Based Combined Cycle (RBCC) engine are discussed. Modifications include the addition of oxidizer tanks, modern avionics systems, actuators, and a vehicle recovery system. Current study results indicate that the D21B is a suitable candidate for this application and will allow demonstrations of all DRACO engine operating modes at Mach numbers between 0.8 and 4.0. Higher Mach numbers may be achieved with more extensive modification. Possible project risks include low speed stability and control, and recovery techniques.

A systematic uncertainty analysis for liner impedance eduction technology

NASA Astrophysics Data System (ADS)

Zhou, Lin; Bodén, Hans

2015-11-01

The so-called impedance eduction technology is widely used for obtaining acoustic properties of liners used in aircraft engines. The measurement uncertainties for this technology are still not well understood though it is essential for data quality assessment and model validation. A systematic framework based on multivariate analysis is presented in this paper to provide 95 percent confidence interval uncertainty estimates in the process of impedance eduction. The analysis is made using a single mode straightforward method based on transmission coefficients involving the classic Ingard-Myers boundary condition. The multivariate technique makes it possible to obtain an uncertainty analysis for the possibly correlated real and imaginary parts of the complex quantities. The results show that the errors in impedance results at low frequency mainly depend on the variability of transmission coefficients, while the mean Mach number accuracy is the most important source of error at high frequencies. The effect of Mach numbers used in the wave dispersion equation and in the Ingard-Myers boundary condition has been separated for comparison of the outcome of impedance eduction. A local Mach number based on friction velocity is suggested as a way to reduce the inconsistencies found when estimating impedance using upstream and downstream acoustic excitation.

Study by the Prandtl-Glauert method of compressibility effects and critical Mach number for ellipsoids of various aspect ratios and thickness ratios

NASA Technical Reports Server (NTRS)

Hess, Robert V; Gardner, Clifford S

1947-01-01

By using the Prandtl-Glauert method that is valid for three-dimensional flow problems, the value of the maximum incremental velocity for compressible flow about thin ellipsoids at zero angle of attack is calculated as a function of the Mach number for various aspect ratios and thickness ratios. The critical Mach numbers of the various ellipsoids are also determined. The results indicate an increase in critical Mach number with decrease in aspect ratio which is large enough to explain experimental results on low-aspect-ratio wings at zero lift.

The development of cambered airfoil sections having favorable lift characteristics at supercritical Mach numbers

NASA Technical Reports Server (NTRS)

Graham, Donald J

1949-01-01

Several groups of new airfoil sections, designated as the NACA 8-series, are derived analytically to have lift characteristics at supercritical Mach numbers which are favorable in the sense that the abrupt loss of lift, characteristic of the usual airfoil section at Mach numbers above the critical, is avoided. Aerodynamic characteristics determined from two-dimensional wind-tunnel tests at Mach numbers up to approximately 0.9 are presented for each of the derived airfoils. Comparisons are made between the characteristics of these airfoils and the corresponding characteristics of representative NACA 6-series airfoils.

The shocking properties of supersonic flows: Dependence of the thermal overstability on M, α, and Tc / T0

NASA Astrophysics Data System (ADS)

Pittard, J. M.; Dobson, M. S.; Durisen, R. H.; Dyson, J. E.; Hartquist, T. W.; O'Brien, J. T.

2005-07-01

We present hydrodynamical calculations of radiative shocks with low Mach numbers and find that the well-known global overstability can occur if the temperature exponent (α) of the cooling is sufficiently negative. We find that the stability of radiative shocks increases with decreasing Mach number, with the result that M=2 shocks require α ⪉ -1.2 in order to be overstable. Such values occur within a limited temperature range of many cooling curves. We observe that Mach numbers of order 100 are needed before the strong shock limit of α_cr ≈ 0.4 is reached, and we discover that the frequency of oscillation of the fundamental mode also has a strong Mach number dependence. We find that feedback between the cooling region and the cold dense layer (CDL) further downstream is a function of Mach number, with stronger feedback and oscillation of the boundary between the CDL and the cooling region occuring at lower Mach numbers. This feedback can be quantified in terms of the reflection coefficient of sound waves, and in those cases where the cooling layer completely disappears at the end of each oscillation cycle, the initial velocity of the waves driven into the upstream pre-shock flow and into the downstream CDL, and the velocity of the the boundary between the CDL and the cooling layer, can be understood in terms of the solution to the Riemann problem. An interesting finding is that the stability properties of low Mach number shocks can be dramatically altered if the shocked gas is able to cool to temperatures less than the pre-shock value (i.e. when χ < 1, where χ is the ratio of the temperature of the cold dense layer to the pre-shock temperature). In such circumstances, low Mach number shocks have values of α_cr which are comparable to values obtained for higher Mach number shocks when χ = 1. For instance, α_cr=-0.1 when M=2 and χ=0.1, comparable to that when M=10 and χ=1. Thus, it is probable that low Mach number astrophysical shocks will be overstable in a variety of situations. We also explore the effect of different assumptions for the initial hydrodynamic set up and the type of boundary condition imposed downstream, and find that the properties of low Mach number shocks are relatively insensitive to these issues. The results of this work are relevant to astrophysical shocks with low Mach numbers, such as supernova remnants (SNRs) immersed in a hot interstellar medium (e.g., within a starburst region), and shocks in molecular clouds, where time-dependent chemistry can lead to overstability.

Extension of sonic anemometry to high subsonic Mach number flows

NASA Astrophysics Data System (ADS)

Otero, R.; Lowe, K. T.; Ng, W. F.

2017-03-01

In the literature, the application of sonic anemometry has been limited to low subsonic Mach number, near-incompressible flow conditions. To the best of the authors’ knowledge, this paper represents the first time a sonic anemometry approach has been used to characterize flow velocity beyond Mach 0.3. Using a high speed jet, flow velocity was measured using a modified sonic anemometry technique in flow conditions up to Mach 0.83. A numerical study was conducted to identify the effects of microphone placement on the accuracy of the measured velocity. Based on estimated error strictly due to uncertainty in time-of-acoustic flight, a random error of +/- 4 m s-1 was identified for the configuration used in this experiment. Comparison with measurements from a Pitot probe indicated a velocity RMS error of +/- 9 m s-1. The discrepancy in error is attributed to a systematic error which may be calibrated out in future work. Overall, the experimental results from this preliminary study support the use of acoustics for high subsonic flow characterization.

A first scramjet study

NASA Technical Reports Server (NTRS)

Emanuel, George

1989-01-01

A variety of related scramjet engine topics are examined. The flow is assumed to be 1-D, the gas is thermally and calorically perfect, and focus is on low hypersonic Mach numbers. The thrust and lift of an exposed half nozzle, which is used on the aerospace plane, is evaluated as well as a fully confined nozzle. A rough estimate of the drag of an aerospace plane is provided. Thermal effects and shock waves are next discussed. A parametric scramjet model is then presented based on the influence coefficient method, which evaluates the dominant scramjet processes. The independent parameters are the ratio of specific heats, a nondimensional heat addition parameter, and four Mach numbers. The total thrust generated by the combustor and nozzle is shown to be independent of the heat release distribution and the combustor exit Mach number, providing thermal choking is avoided. An operating condition for the combustor is found that maximizes the thrust. An alternative condition is explored when this optimum is no longer realistic. This condition provides a favorable pressure gradient and a reasonable area ratio for the combustor. Parametric results based on the model is provided.

Effects of aircraft and flight parameters on energy-efficient profile descents in time-based metered traffic

NASA Technical Reports Server (NTRS)

Dejarnette, F. R.

1984-01-01

Concepts to save fuel while preserving airport capacity by combining time based metering with profile descent procedures were developed. A computer algorithm is developed to provide the flight crew with the information needed to fly from an entry fix to a metering fix and arrive there at a predetermined time, altitude, and airspeed. The flight from the metering fix to an aim point near the airport was calculated. The flight path is divided into several descent and deceleration segments. Descents are performed at constant Mach numbers or calibrated airspeed, whereas decelerations occur at constant altitude. The time and distance associated with each segment are calculated from point mass equations of motion for a clean configuration with idle thrust. Wind and nonstandard atmospheric properties have a large effect on the flight path. It is found that uncertainty in the descent Mach number has a large effect on the predicted flight time. Of the possible combinations of Mach number and calibrated airspeed for a descent, only small changes were observed in the fuel consumed.

Simulating compressible-incompressible two-phase flows

NASA Astrophysics Data System (ADS)

Denner, Fabian; van Wachem, Berend

2017-11-01

Simulating compressible gas-liquid flows, e.g. air-water flows, presents considerable numerical issues and requires substantial computational resources, particularly because of the stiff equation of state for the liquid and the different Mach number regimes. Treating the liquid phase (low Mach number) as incompressible, yet concurrently considering the gas phase (high Mach number) as compressible, can improve the computational performance of such simulations significantly without sacrificing important physical mechanisms. A pressure-based algorithm for the simulation of two-phase flows is presented, in which a compressible and an incompressible fluid are separated by a sharp interface. The algorithm is based on a coupled finite-volume framework, discretised in conservative form, with a compressive VOF method to represent the interface. The bulk phases are coupled via a novel acoustically-conservative interface discretisation method that retains the acoustic properties of the compressible phase and does not require a Riemann solver. Representative test cases are presented to scrutinize the proposed algorithm, including the reflection of acoustic waves at the compressible-incompressible interface, shock-drop interaction and gas-liquid flows with surface tension. Financial support from the EPSRC (Grant EP/M021556/1) is gratefully acknowledged.

14 CFR Appendix J to Part 36 - Alternative Noise Certification Procedure for Helicopters Under Subpart H Having a Maximum...

Code of Federal Regulations, 2010 CFR

2010-01-01

... produce the same advancing blade tip Mach number as associated with the reference conditions; (i) Advancing blade tip Mach number (MAT) is defined as the ratio of the arithmetic sum of blade tip rotational... the reference advancing blade tip Mach number. The adjusted reference airspeed shall be maintained...

14 CFR Appendix J to Part 36 - Alternative Noise Certification Procedure for Helicopters Under Subpart H Having a Maximum...

Code of Federal Regulations, 2011 CFR

2011-01-01

... produce the same advancing blade tip Mach number as associated with the reference conditions; (i) Advancing blade tip Mach number (MAT) is defined as the ratio of the arithmetic sum of blade tip rotational... the reference advancing blade tip Mach number. The adjusted reference airspeed shall be maintained...

14 CFR Appendix J to Part 36 - Alternative Noise Certification Procedure for Helicopters Under Subpart H Having a Maximum...

Code of Federal Regulations, 2012 CFR

2012-01-01

... produce the same advancing blade tip Mach number as associated with the reference conditions; (i) Advancing blade tip Mach number (MAT) is defined as the ratio of the arithmetic sum of blade tip rotational... the reference advancing blade tip Mach number. The adjusted reference airspeed shall be maintained...

14 CFR Appendix J to Part 36 - Alternative Noise Certification Procedure for Helicopters Under Subpart H Having a Maximum...

Code of Federal Regulations, 2013 CFR

2013-01-01

... produce the same advancing blade tip Mach number as associated with the reference conditions; (i) Advancing blade tip Mach number (MAT) is defined as the ratio of the arithmetic sum of blade tip rotational... the reference advancing blade tip Mach number. The adjusted reference airspeed shall be maintained...

14 CFR Appendix J to Part 36 - Alternative Noise Certification Procedure for Helicopters Under Subpart H Having a Maximum...

Code of Federal Regulations, 2014 CFR

2014-01-01

... produce the same advancing blade tip Mach number as associated with the reference conditions; (i) Advancing blade tip Mach number (MAT) is defined as the ratio of the arithmetic sum of blade tip rotational... the reference advancing blade tip Mach number. The adjusted reference airspeed shall be maintained...

An Investigation of the Effects of Nose and Lip Shapes for an Underslung Scoop Inlet at Mach Numbers from 0 to 1.9

NASA Technical Reports Server (NTRS)

Pfyl, Frank A.

1955-01-01

An experimental investigation was conducted to determine the performance characteristics an underslung nose-scoop air-induction system for a supersonic airplane. Five different nose shapes, three lip shapes, and two internal diffusers were investigated. Tests were made at Mach numbers from 0 to 1.9, angles of attack from 0 deg to approximately l5 deg, and mass-flow ratios from 0 to maximum obtainable. It was found that the underslung nose-scoop inlet was able to operate at Mach numbers from 0.6 to 1.9 over a large positive angle-of-attack range without adverse effects on the pressure recovery. Although there was no one inlet configuration that was markedly superior over the entire range of operating variables, the arrangement having a nose designed to give increased supersonic compression at low angles of attack, and a sharp lip (configuration designated N3L3) showed the most favorable performance characteristics over the supersonic Mach number range. Inlets with sizable lip radii gave satisfactory performance up to a Mach number of 1.5; however, as a result of an increase in drag, the performance of such inlets was markedly inferior to the sharp-lip configuration above Mach numbers of 1.5. Throughout the range of test Mach numbers all inlet configurations evidenced stable air-flow characteristics over the mass-flow range for normal engine operation. Analysis of the inlet performance on the basis of a propulsive thrust parameter showed that a fixed inlet area could be used for Mach numbers up to 1.5 with only a small sacrifice in performance.

A wind tunnel investigation of circular and straked cylinders in transonic cross flow

NASA Technical Reports Server (NTRS)

Macha, J.

1976-01-01

Pressure distributions around circular and circular/strake cylinders were measured in a wind tunnel at Mach numbers from 0.6 to 1.2 with Reynolds number independently variable from 10,000 to 100,000. The local pressures are integrated over the cylinder surface to determine the variation of drag coefficient with both Mach number and Reynolds number. Effects of tunnel blockage are evaluated by comparing results from circular cylinders of various diameters at common Mach and Reynolds number conditions. Compressibility effects are concluded to be responsible for a flight reduction of the drag coefficient near Mach 0.7. Drag increases with strake height, presumably approaching a maximum drag corresponding to a flat plate configuration.

An asymptotic analysis of supersonic reacting mixing layers

NASA Technical Reports Server (NTRS)

Jackson, T. L.; Hussaini, M. Y.

1987-01-01

The purpose of this paper is to present an asymptotic analysis of the laminar mixing of the simultaneous chemical reaction between parallel supersonic streams of two reacting species. The study is based on a one-step irreversible Arrhenius reaction and on large activation energy asymptotics. Essentially it extends the work of Linan and Crespo to include the effect of free shear and Mach number on the ignition regime, the deflagration regime and the diffusion flame regime. It is found that the effective parameter is the product of the characteristic Mach number and a shear parameter.

Subsonic Performance of Ejector Systems

NASA Astrophysics Data System (ADS)

Weil, Samuel

Combined cycle engines combining scramjets with turbo jets or rockets can provide efficient hypersonic flight. Ejectors have the potential to increase the thrust and efficiency of combined cycle engines near static conditions. A computer code was developed to support the design of a small-scale, turbine-based combined cycle demonstrator with an ejector, built around a commercially available turbojet engine. This code was used to analyze the performance of an ejector system built around a micro-turbojet. With the use of a simple ejector, net thrust increases as large as 20% over the base engine were predicted. Additionally the specific fuel consumption was lowered by 10%. Increasing the secondary to primary area ratio of the ejector lead to significant improvements in static thrust, specific fuel consumption (SFC), and propulsive efficiency. Further ejector performance improvements can be achieved by using a diffuser. Ejector performance drops off rapidly with increasing Mach number. The ejector has lower thrust and higher SFC than the turbojet core at Mach numbers above 0.2. When the nozzle chokes a significant drop in ejector performance is seen. When a diffuser is used, higher Mach numbers lead to choking in the mixer and a shock in the nozzle causing a significant decrease in ejector performance. Evaluation of different turbo jets shows that ejector performance depends significantly on the properties of the turbojet. Static thrust and SFC improvements can be achieved with increasing ejector area for all engines, but size of increase and change in performance at higher Mach numbers depend heavily on the turbojet. The use of an ejector in a turbine based combined cycle configuration also increases performance at static conditions with a thrust increase of 5% and SFC decrease of 5% for the tested configuration.

Supersonic and hypersonic aerodynamic characteristics of two shuttle-orbiter configurations designed for reduced length

NASA Technical Reports Server (NTRS)

Stone, H. W.

1974-01-01

Performance, stability, and control tests at supersonic and hypersonic speeds have been performed on two versions of a shuttle orbiter configuration designed for reduced length. One of the test configurations had twin dorsal fins rolled out 15 deg the other a centerline single dorsal fin. Effects of elevon and body deg flap deflection, rudder flare, planform fillet, and aileron deflection were examined. The supersonic tests were over the Mach number range from 1.6 to 4.63 at a Reynolds number based on model length of 4,300,000. The hypersonic tests were conducted at a Mach number of 10.3 and Reynolds number of 670,000.

Ram-recovery Characteristics of NACA Submerged Inlets at High Subsonic Speeds

NASA Technical Reports Server (NTRS)

Hall, Charles F; Frank, Joseph L

1948-01-01

Results are presented of an experimental investigation of the characteristics of NACA submerged inlets on a model of a fighter airplane for Mach numbers from 0.30 to 0.875. The effects on the ram-recovery ratio at the inlets of Mach number, angle of attack, boundary-layer thickness on the fuselage, inlet location, and boundary-layer deflectors are shown. The data indicate only a slight decrease in ram-recovery ratio for the inlets ahead of or just behind the wing leading edge as Mach number increased, but showed large decreases at high Mach numbers for the inlets aft of the point of maximum thickness of the wing.

Sidewall Mach Number Distributions for the NASA Langley Transonic Dynamics Tunnel

NASA Technical Reports Server (NTRS)

Florance, James R.; Rivera, Jose A., Jr.

2001-01-01

The Transonic Dynamics Tunnel(TDT) was recalibrated due to the conversion of the heavy gas test medium from R-12 to R-134a. The objectives of the tests were to determine the relationship between the free-stream Mach number and the measured test section Mach number, and to quantify any necessary corrections. Other tests included the measurement of pressure distributions along the test-section walls, test-section centerline, at certain tunnel stations via a rake apparatus, and in the tunnel settling chamber. Wall boundary layer, turbulence, and flow angularity measurements were also performed. This paper discusses the determination of sidewall Mach number distributions.

Experimental evaluation of wall Mach number distributions of the octagonal test section proposed for NASA Lewis Research Center's altitude wind tunnel

NASA Technical Reports Server (NTRS)

Harrington, Douglas E.; Burley, Richard R.; Corban, Robert R.

1986-01-01

Wall Mach number distributions were determined over a range of test-section free-stream Mach numbers from 0.2 to 0.92. The test section was slotted and had a nominal porosity of 11 percent. Reentry flaps located at the test-section exit were varied from 0 (fully closed) to 9 (fully open) degrees. Flow was bled through the test-section slots by means of a plenum evacuation system (PES) and varied from 0 to 3 percent of tunnel flow. Variations in reentry flap angle or PES flow rate had little or no effect on the Mach number distributions in the first 70 percent of the test section. However, in the aft region of the test section, flap angle and PES flow rate had a major impact on the Mach number distributions. Optimum PES flow rates were nominally 2 to 2.5 percent wtih the flaps fully closed and less than 1 percent when the flaps were fully open. The standard deviation of the test-section wall Mach numbers at the optimum PES flow rates was 0.003 or less.

Stability Investigation of a Blunted Cone and a Blunted Ogive with a Flared Cylinder Afterbody at Mach Numbers from 0.30 to 2.85

NASA Technical Reports Server (NTRS)

Coltrane, Lucille C.

1959-01-01

A cone with a blunt nose tip and a 10.7 deg cone half angle and an ogive with a blunt nose tip and a 20 deg flared cylinder afterbody have been tested in free flight over a Mach number range of 0.30 to 2.85 and a Reynolds number range of 1 x 10(exp 6) to 23 x 10(exp 6). Time histories, cross plots of force and moment coefficients, and plots of the longitudinal force,coefficient, rolling velocity, aerodynamic center, normal- force-curve slope, and dynamic stability are presented. With the center-of-gravity location at about 50 percent of the model length, the models were both statically and dynamically stable throughout the Mach number range. For the cone, the average aerodynamic center moved slightly forward with decreasing speeds and the normal-force-curve slope was fairly constant throughout the speed range. For the ogive, the average aerodynamic center remained practically constant and the normal-force-curve slope remained practically constant to a Mach number of approximately 1.6 where a rising trend is noted. Maximum drag coefficient for the cone, with reference to the base area, was approximately 0.6, and for the ogive, with reference to the area of the cylindrical portion, was approximately 2.1.

Hydrocarbon-Fueled Scramjet Research at Hypersonic Mach Numbers

DTIC Science & Technology

2005-03-31

oxide O atomic oxygen 02 molecular oxygen OH hydroxyl radical ppm parts per million PD photodiode PLLF planar laser-induced fluorescence PMT...photomultiplier tube RAM random access memory RANS Reynolds-averaged Navier-Stokes RET rotational energy transfer TDLAS tunable diode laser absorption...here extend this knowledge base to flight at Mach 11.5. Griffiths (2004) used a tunable diode laser absorption spectroscopy ( TDLAS ) system to measure

Flow quality of NAL two-dimensional transonic wind tunnel. Part 1: Mach number distributions, flow angularities and preliminary study of side wall boundary layer suction

NASA Technical Reports Server (NTRS)

Sakakibara, Seizo; Takashima, Kazuaki; Miwa, Hitoshi; Oguni, Yasuo; Sato, Mamoru; Kanda, Hiroshi

1988-01-01

Experimental data on the flow quality of the National Aerospace Laboratory two-dimensional transonic wind tunnel are presented. Mach number distributions on the test section axis show good uniformity which is characterized by the two sigma (standard deviation) values of 0.0003 to 0.001 for a range of Mach numbers from 0.4 to 1.0. Flow angularities, which were measured by using a wing model with a symmetrical cross section, remained within 0.04 deg for Mach numbers from 0.2 to 0.8. Side wall boundary layer suction was applied through a pair of porous plates. The variation of aerodynamic properties of the model due to the suction mass flow rate change is presented with a brief discussion. Two dimensionality of the flow over the wing span is expected to be improved by applying the appropriate suction rate, which depends on the Mach number, Reynolds number, and lift coefficient.

Aerodynamics of a Transitioning Turbine Stator Over a Range of Reynolds Numbers

NASA Technical Reports Server (NTRS)

Boyle, R. J.; Lucci, B. L.; Verhoff, V. G.; Camperchioli, W. P.; La, H.

1998-01-01

Midspan aerodynamic measurements for a three vane-four passage linear turbine vane cascade are given. The vane axial chord was 4.45 cm. Surface pressures and loss coefficients were measured at exit Mach numbers of 0.3, 0.7, and 0.9. Reynolds number was varied by a factor of six at the two highest Mach numbers, and by a factor of ten at the lowest Mach number. Measurements were made with and without a turbulence grid. Inlet turbulence intensities were less than I% and greater than IO%. Length scales were also measured. Pressurized air fed the test section, and exited to a low pressure exhaust system. Maximum inlet pressure was two atmospheres. The minimum inlet pressure for an exit Mach number of 0.9 was one-third of an atmosphere, and at a Mach number of 0.3, the minimum pressure was half this value. The purpose of the test was to provide data for verification of turbine vane aerodynamic analyses, especially at low Reynolds numbers. Predictions obtained using a Navier-Stokes analysis with an algebraic turbulence model are also given.

Wall Interference Study of the NTF Slotted Tunnel Using Bodies of Revolution Wall Signature Data

NASA Technical Reports Server (NTRS)

Iyer, Venkit; Kuhl, David D.; Walker, Eric L.

2004-01-01

This paper is a description of the analysis of blockage corrections for bodies of revolution for the slotted-wall configuration of the National Transonic Facility (NTF) at the NASA Langley Research Center (LaRC). A wall correction method based on the measured wall signature is used. Test data from three different-sized blockage bodies and four wall ventilation settings were analyzed at various Mach numbers and unit Reynolds numbers. The results indicate that with the proper selection of the boundary condition parameters, the wall correction method can predict blockage corrections consistent with the wall measurements for Mach numbers as high as 0.95.

On performing of interference technique based on self-adjusting Zernike filters (SA-AVT method) to investigate flows and validate 3D flow numerical simulations

NASA Astrophysics Data System (ADS)

Pavlov, Al. A.; Shevchenko, A. M.; Khotyanovsky, D. V.; Pavlov, A. A.; Shmakov, A. S.; Golubev, M. P.

2017-10-01

We present a method for and results of determination of the field of integral density in the structure of flow corresponding to the Mach interaction of shock waves at Mach number M = 3. The optical diagnostics of flow was performed using an interference technique based on self-adjusting Zernike filters (SA-AVT method). Numerical simulations were carried out using the CFS3D program package for solving the Euler and Navier-Stokes equations. Quantitative data on the distribution of integral density on the path of probing radiation in one direction of 3D flow transillumination in the region of Mach interaction of shock waves were obtained for the first time.

Hydrodynamic and Aerodynamic Characteristics of a Model of a Supersonic Multijet Water-Based Aircraft Equipped with Supercavitating Hydrofoils

NASA Technical Reports Server (NTRS)

McKann, Robert E.; Blanchard, Ulysse J.; Pearson, Albin O.

1960-01-01

The hydrodynamic and aerodynamic characteristics of a model of a multijet water-based Mach 2.0 aircraft equipped with hydrofoils have been determined. Takeoff stability and spray characteristics were very good, and sufficient excess thrust was available for takeoff in approximately 32 seconds and 4,700 feet at a gross weight of 225,000 pounds. Longitudinal and lateral stability during smooth-water landings were good. Lateral stability was good during rough-water landings, but forward location of the hydrofoils or added pitch damping was required to prevent diving. Hydrofoils were found to increase the aerodynamic lift-curve slope and to increase the aerodynamic drag coefficient in the transonic speed range, and the maximum lift-drag ratio decreased from 7.6 to 7.2 at the cruise Mach number of 0.9. The hydrofoils provided an increment of positive pitching moment over the Mach number range of the tests (0.6 to 1.42) and reduced the effective dihedral and directional stability.

Aerodynamic Parameter Estimation for the X-43A (Hyper-X) from Flight Data

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.; Derry, Stephen D.; Smith, Mark S.

2005-01-01

Aerodynamic parameters were estimated based on flight data from the third flight of the X-43A hypersonic research vehicle, also called Hyper-X. Maneuvers were flown using multiple orthogonal phase-optimized sweep inputs applied as simultaneous control surface perturbations at Mach 8, 7, 6, 5, 4, and 3 during the vehicle descent. Aerodynamic parameters, consisting of non-dimensional longitudinal and lateral stability and control derivatives, were estimated from flight data at each Mach number. Multi-step inputs at nearly the same flight conditions were also flown to assess the prediction capability of the identified models. Prediction errors were found to be comparable in magnitude to the modeling errors, which indicates accurate modeling. Aerodynamic parameter estimates were plotted as a function of Mach number, and compared with estimates from the pre-flight aerodynamic database, which was based on wind-tunnel tests and computational fluid dynamics. Agreement between flight estimates and values computed from the aerodynamic database was excellent overall.

Flight Investigation at Low Angles of Attack to Determine the Longitudinal Stability and Control Characteristics of a Cruciform Canard Missile Configuration with a Low-Aspect-Ratio Wing and Blunt Nose at Mach Numbers from 1.2 to 2.1

NASA Technical Reports Server (NTRS)

Brown, Clarence A , Jr

1957-01-01

A full- scale rocket-powered model of a cruciform canard missile configuration with a low- aspect - ratio wing and blunt nose has been flight tested by the Langley Pilotless Aircraft Research Division. Static and dynamic longitudinal stability and control derivatives of this interdigitated canard-wing missile configuration were determined by using the pulsed- control technique at low angles of attack and for a Mach number range of 1.2 to 2.1. The lift - curve slope showed only small nonlinearities with changes in control deflection or angle of attack but indicated a difference in lift- .curve slope of approximately 7 percent for the two control deflections of delta = 3.0 deg and delta= -0.3 deg . The large tail length of the missile tested was effective in producing damping in pitch throughout the Mach number range tested. The aerodynamic- center location was nearly constant with Mach number for the two control deflections but was shown to be less stable with the larger control deflection. The increment of lift produced by the controls was small and positive throughout the Mach number range tested, whereas the pitching moment produced by the controls exhibited a normal trend of reduced effectiveness with increasing Mach number.The effectiveness of the controls in producing angle of attack, lift, and pitching moment was good at all Mach numbers tested.

Flight Investigation at Low Angles of Attack to Determine the Longitudinal Stability and Control Characteristics of a Cruciform Canard Missile Configuration with a Low-Aspect-Ratio Wing and Blunt Nose at Mach Numbers from 1.2 to 2.1

NASA Technical Reports Server (NTRS)

Brown, C. A., Jr.

1957-01-01

A full-scale rocket-powered model of a cruciform canard missile configuration with a low-aspect-ratio wing and blunt nose has been flight tested by the Langley Pilotless Aircraft Research Division. Static and dynamic longitudinal stability and control derivatives of this interdigitated canard-wing missile configuration were determined by using the pulsed-control technique at low angles of attack and for a Mach number range of 1.2 to 2.1. The lift-curve slope showed only small nonlinearities with changes in control deflection or angle of attack but indicated a difference in lift-curve slope of approximately 7 percent for the two control deflections of delta = 3.0 deg and delta = -0.3 deg. The large tail length of the missile tested was effective in producing damping in pitch throughout the Mach number range tested. The aerodynamic-center location was nearly constant with Mach number for the two control deflections but was shown to be less stable with the larger control deflection. The increment of lift produced by the controls was small and positive throughout the Mach number range tested, whereas the pitching moment produced by the controls exhibited a normal trend of reduced effectiveness with increasing Mach number. The effectiveness of the controls in producing angle of attack, lift, and pitching moment was good at all Mach numbers tested.

High-Speed Schlieren Movies of Decelerators at Supersonic Speeds

NASA Technical Reports Server (NTRS)

1960-01-01

Tests were conducted on several types of porous parachutes, a paraglider, and a simulated retrorocket. Mach numbers ranged from 1.8-3.0, porosity from 20-80 percent, and camera speeds from 1680-3000 feet per second (fps) in trials with porous parachutes. Trials of reefed parachutes were conducted at Mach number 2.0 and reefing of 12-33 percent at camera speeds of 600 fps. A flexible parachute with an inflatable ring in the periphery of the canopy was tested at Reynolds number 750,000 per foot, Mach number 2.85, porosity of 28 percent, and camera speed of 36oo fps. A vortex-ring parachute was tested at Mach number 2.2 and camera speed of 3000 fps. The paraglider, with a sweepback of 45 degrees at an angle of attack of 45 degrees was tested at Mach number 2.65, drag coefficient of 0.200, and lift coefficient of 0.278 at a camera speed of 600 fps. A cold air jet exhausting upstream from the center of a bluff body was used to simulate a retrorocket. The free-stream Mach number was 2.0, free-stream dynamic pressure was 620 lb/sq ft, jet-exit static pressure ratio was 10.9, and camera speed was 600 fps.

INTERSTELLAR SONIC AND ALFVENIC MACH NUMBERS AND THE TSALLIS DISTRIBUTION

DOE Office of Scientific and Technical Information (OSTI.GOV)

Tofflemire, Benjamin M.; Burkhart, Blakesley; Lazarian, A.

2011-07-20

In an effort to characterize the Mach numbers of interstellar medium (ISM) magnetohydrodynamic (MHD) turbulence, we study the probability distribution functions (PDFs) of spatial increments of density, velocity, and magnetic field for 14 ideal isothermal MHD simulations at a resolution of 512{sup 3}. In particular, we fit the PDFs using the Tsallis function and study the dependency of the fit parameters on the compressibility and magnetization of the gas. We find that the Tsallis function fits PDFs of MHD turbulence well, with fit parameters showing sensitivities to the sonic and Alfven Mach numbers. For three-dimensional density, column density, and Position-Position-Velocitymore » data, we find that the amplitude and width of the PDFs show a dependency on the sonic Mach number. We also find that the width of the PDF is sensitive to the global Alfvenic Mach number especially in cases where the sonic number is high. These dependencies are also found for mock observational cases, where cloud-like boundary conditions, smoothing, and noise are introduced. The ability of Tsallis statistics to characterize the sonic and Alfvenic Mach numbers of simulated ISM turbulence points to it being a useful tool in the analysis of the observed ISM, especially when used simultaneously with other statistical techniques.« less

CFD Analysis of Mixing Characteristics of Several Fuel Injectors at Hypervelocity Flow Conditions

NASA Technical Reports Server (NTRS)

Drozda, Tomasz G.; Drummond, J. Philip; Baurle, Robert A.

2016-01-01

CFD analysis is presented of the mixing characteristics and performance of three fuel injectors at hypervelocity flow conditions. The calculations were carried out using the VULCAN-CFD solver and Reynolds-Averaged Simulations (RAS). The high Mach number flow conditions match those proposed for the planned experiments conducted as a part of the Enhanced Injection and Mixing Project (EIMP) at the NASA Langley Research Center. The EIMP aims to investigate scramjet fuel injection and mixing physics, improve the understanding of underlying physical processes, and develop enhancement strategies and functional relationships relevant to flight Mach numbers greater than eight. Because of the high Mach number flow considered, the injectors consist of a fuel placement device, a strut; and a fluidic vortical mixer, a ramp. These devices accomplish the necessary task of distributing and mixing fuel into the supersonic cross-flow albeit via different strategies. Both of these devices were previously studied at lower flight Mach numbers where they exhibited promising performance in terms of mixing efficiency and total pressure recovery. For comparison, a flush-wall injector is also included. This type of injector generally represents the simplest method of introducing fuel into a scramjet combustor, however, at high flight Mach number conditions, the dynamic pressure needed to induce sufficient fuel penetration may be difficult to achieve along with other requirements such as achieving desired levels of fuel-to-air mixing at the required equivalence ratio. The three injectors represent the baseline configurations planned for the experiments. The current work discusses the mixing flow field behavior and differences among the three fuel injectors, mixing performance as described by the mixing efficiency and the total pressure recovery, and performance considerations based on the thrust potential.

Subsonic and Supersonic Flutter Analysis of a Highly Tapered Swept-Wing Planform, Including Effects of Density Variation and Finite Wing Thickness, and Comparison with Experiments

NASA Technical Reports Server (NTRS)

Yates, Carson, Jr.

1967-01-01

The flutter characteristics of several wings with an aspect-ratio of 4.0, a taper ratio of 0.2, and a quarter-chord sweepback of 45 deg. have been investigated analytically for Mach numbers up to 2.0. The calculations were based on the modified-strip-analysis method, the subsonic-kernel-function method, piston theory, and quasi-steady second-order theory. Results of t h e analysis and comparisons with experiment indicated that: (1) Flutter speeds were accurately predicted by the modified strip analysis, although accuracy at t h e highest Mach numbers required the use of nonlinear aerodynamic theory (which accounts for effects of wing thickness) for the calculation of the aerodynamic parameters. (2) An abrupt increase of flutter-speed coefficient with increasing Mach number, observed experimentally in the transonic range, was also indicated by the modified strip analysis. (3) In the low supersonic range for some densities, a discontinuous variation of flutter frequency with Mach number was indicated by the modified strip analysis. An abrupt change of frequency appeared experimentally in the transonic range. (4) Differences in flutter-speed-coefficient levels obtained from tests at low supersonic Mach numbers in two wind tunnels were also predicted by the modified strip analysis and were shown to be caused primarily by differences in mass ratio. (5) Flutter speeds calculated by the subsonic-kernel-function method were in good agreement with experiment and with the results of the modified strip analysis. (6) Flutter speed obtained from piston theory and from quasi-steady second-order theory were higher than experimental values by at least 38 percent.

Surface flow and heating distributions on a cylinder in near wake of Aeroassist Flight Experiment (AFE) configuration at incidence in Mach 10 Air

NASA Technical Reports Server (NTRS)

Wells, William L.

1990-01-01

Experimental heat transfer distributions and surface streamline directions are presented for a cylinder in the near wake of the Aeroassist Flight Experiment forebody configuration. Tests were conducted in air at a nominal free stream Mach number of 10, with post shock Reynolds numbers based on model base height of 6,450 to 50,770, and angles of attack of 5, 0, -5, and -10 degrees. Heat transfer data were obtained with thin film resistance gage and surface streamline directions by the oil flow technique. Comparisons between measured values and predicted values were made by using a Navier-Stokes computer code.

Space shuttle plume/simulation application: Results and math model supersonic data

NASA Technical Reports Server (NTRS)

Boyle, W.; Conine, B.; Bell, G.

1979-01-01

The analysis of pressure and gage wind tunnel data from space shuttle wind tunnel test IA138 was performed to define the aerodynamic influence of the main propulsion system and solid rocket booster plumes on the total vehicles, elements, and components of the space shuttle vehicle during the supersonic portion of ascent flight. A math model of the plume induced aerodynamic characteristics was developed for a range of Mach numbers to match the forebody aerodynamic math model. The base aerodynamic characteristics are presented in terms of forces and moments versus attitude. Total vehicle base and forebody aerodynamic characteristics are presented in terms of aerodynamic coefficients for Mach numbers from 1.55 to 2.5.

Splitting methods for low Mach number Euler and Navier-Stokes equations

NASA Technical Reports Server (NTRS)

Abarbanel, Saul; Dutt, Pravir; Gottlieb, David

1987-01-01

Examined are some splitting techniques for low Mach number Euler flows. Shortcomings of some of the proposed methods are pointed out and an explanation for their inadequacy suggested. A symmetric splitting for both the Euler and Navier-Stokes equations is then presented which removes the stiffness of these equations when the Mach number is small. The splitting is shown to be stable.

Amplification and attenuation of shock wave strength caused by homogeneous isotropic turbulence

NASA Astrophysics Data System (ADS)

Tanaka, K.; Watanabe, T.; Nagata, K.; Sasoh, A.; Sakai, Y.; Hayase, T.

2018-03-01

We study the pressure increase across a planar shock wave with shock Mach numbers Ms of 1.1, 1.3, and 1.5 propagating through homogeneous isotropic turbulence at a low turbulent Mach number (Mt ˜ 10-4) based on direct numerical simulations (DNSs). Fluctuation in the pressure increase, Δp', on a given shock ray is induced by turbulence around the ray. A local amplification of the shock wave strength, measured with the pressure increase, is caused by the velocity fluctuation opposed to the shock wave propagating direction with a time delay, while the velocity in the opposite direction attenuates the shock wave strength. The turbulence effects on the shock wave are explained based on shock wave deformation due to turbulent shearing motions. The spatial distribution of Δp' on the shock wave has a characteristic length of the order of the integral scale of turbulence. The influence of turbulent velocity fluctuation at a given location on Δp' becomes most significant after the shock wave propagates from the location for a distance close to the integral length scale for all shock Mach numbers, demonstrating that the shock wave properties possess strong memory even during the propagation in turbulence. A lower shock Mach number Ms results in a smaller rms value of Δp', stronger influences on Δp' by turbulence far away from the shock ray, and a larger length scale in the spatial profile of Δp' on the shock wave. Relative intensity of Δp' increases with [Mt/(Ms-1 ) ] α, where DNS and experimental results yield α ≈ 0.73.

Diffusive wave in the low Mach limit for non-viscous and heat-conductive gas

NASA Astrophysics Data System (ADS)

Liu, Yechi

2018-06-01

The low Mach number limit for one-dimensional non-isentropic compressible Navier-Stokes system without viscosity is investigated, where the density and temperature have different asymptotic states at far fields. It is proved that the solution of the system converges to a nonlinear diffusion wave globally in time as Mach number goes to zero. It is remarked that the velocity of diffusion wave is proportional with the variation of temperature. Furthermore, it is shown that the solution of compressible Navier-Stokes system also has the same phenomenon when Mach number is suitably small.

Some characteristics of airfoil-jet interaction with Mach number nonuniformity

NASA Technical Reports Server (NTRS)

Lan, C. E.

1974-01-01

The image method is used to examine the upper-surface-blowing jet-airfoil interaction with Mach number nonuniformity. The formulation represents an extension of the classical incompressible results (Ting and Liu, 1969; Koning, 1963). Some characteristics of the interaction are discussed. The main assumptions are (1) inviscid linear theory, (2) two-dimensional jet, (3) no turbulent mixing, and (4) no airfoil thickness effect. A plane jet with Mach number M sub 2 is assumed to be imbedded in a freestream of Mach number M sub 1. A thin airfoil is placed at a distance h below the lower jet surface. For h = 0, this may represent an idealized configuration with an upper-surface blowing jet.

Instability of Poiseuille flow at extreme Mach numbers: linear analysis and simulations.

PubMed

Xie, Zhimin; Girimaji, Sharath S

2014-04-01

We develop the perturbation equations to describe instability evolution in Poiseuille flow at the limit of very high Mach numbers. At this limit the equation governing the flow is the pressure-released Navier-Stokes equation. The ensuing semianalytical solution is compared against simulations performed using the gas-kinetic method (GKM), resulting in excellent agreement. A similar comparison between analytical and computational results of small perturbation growth is performed at the incompressible (zero Mach number) limit, again leading to excellent agreement. The study accomplishes two important goals: it (i) contrasts the small perturbation evolution in Poiseuille flows at extreme Mach numbers and (ii) provides important verification of the GKM simulation scheme.

Cold spray nozzle mach number limitation

NASA Astrophysics Data System (ADS)

Jodoin, B.

2002-12-01

The classic one-dimensional isentropic flow approach is used along with a two-dimensional axisymmetric numerical model to show that the exit Mach number of a cold spray nozzle should be limited due to two factors. To show this, the two-dimensional model is validated with experimental data. Although both models show that the stagnation temperature is an important limiting factor, the one-dimensional approach fails to show how important the shock-particle interactions are at limiting the nozzle Mach number. It is concluded that for an air nozzle spraying solid powder particles, the nozzle Mach number should be set between 1.5 and 3 to limit the negative effects of the high stagnation temperature and of the shock-particle interactions.

Effect of Rocket-Motor Operation on the Drag of Three 1/5-Scale Hermes A-3A Models in Free Flight

NASA Technical Reports Server (NTRS)

Jackson, H. Herbert

1954-01-01

Three 1/5-scale models of the Hermes A-3A missile have been flown to determine the effect of rocket-motor operation on the drag corresponding to various altitude and Mach number combinations. The flights covered a Mach number range from 0.5 to 1.8, and ratios of jet-exit static pressure to free-stream static pressure from 0.8 to 1.8. The results indicate that the power-on drag of the missile should be the same as the power-off drag at Mach number 1.3 and slightly less than the power-off drag at Mach number 1.55.

Flight-determined characteristics of an air intake system on an F-111A airplane

NASA Technical Reports Server (NTRS)

Hughes, D. L.; Johnson, H. J.

1972-01-01

Flow phenomena of the F-111A air intake system were investigated over a large range of Mach number, altitude, and angle of attack. Boundary-layer variations are shown for the fuselage splitter plate and inlet entrance stations. Inlet performance is shown in terms of pressure recovery, airflow, mass-flow ratio, turbulence factor, distortion factor, and power spectral density. The fuselage boundary layer was found to be not completely removed from the upper portion of the splitter plate at all Mach numbers investigated. Inlet boundary-layer ingestion started at approximately Mach 1.6 near the translating spike and cone. Pressure-recovery distribution at the compressor face showed increasing distortion with increasing angle of attack and increasing Mach number. The time-averaged distortion-factor value approached 1300, which is near the distortion tolerance of the engine at Mach numbers above 2.1.

The effect of swirl recovery vanes on the cruise noise of an advanced propeller

NASA Technical Reports Server (NTRS)

Dittmar, James H.; Hall, David G.

1990-01-01

The SR-7A propeller was acoustically tested with and without downstream swirl recovery vanes to determine if any extra noise was caused by the interaction of the propeller wakes and vortices with these vanes. No additional noise was observed at the cruise condition over the angular range tested. The presence of the swirl recovery vanes did unload the propeller and some small peak noise reductions were observed from lower propeller loading noise. The propeller was also tested alone to investigate the behavior of the peak propeller noise with helical tip Mach number. As observed before on other propellers, the peak noise first rose with helical tip Mach number and then leveled off or decreased at higher helical tip Mach numbers. Detailed pressure-time histories indicate that a portion of the primary pressure pulse is progressively cancelled by a secondary pulse as the helical tip Mach number is increased. This cancellation appears to be responsible for the peak noise behavior at high helical tip Mach numbers.

Some anomalies observed in wind-tunnel tests of a blunt body at transonic and supersonic speeds

NASA Technical Reports Server (NTRS)

Brooks, J. D.

1976-01-01

An investigation of anomalies observed in wind tunnel force tests of a blunt body configuration was conducted at Mach numbers from 0.20 to 1.35 in the Langley 8-foot transonic pressure tunnel and at Mach numbers of 1.50, 1,80, and 2.16 in the Langley Unitary Plan wind tunnel. At a Mach number of 1.35, large variations occurred in axial force coefficient at a given angle of attack. At transonic and low supersonic speeds, the total drag measured in the wind tunnel was much lower than that measured during earlier ballistic range tests. Accurate measurements of total drag for blunt bodies will require the use of models smaller than those tested thus far; however, it appears that accurate forebody drag results can be obtained by using relatively large models. Shock standoff distance is presented from experimental data over the Mach number range from 1.05 to 4.34. Theory accurately predicts the shock standoff distance at Mach numbers up to 1.75.

Measurements in Flight of the Longitudinal-Stability Characteristics of a Republic YF-84A Airplane (Army Serial No. 45-59488) at High Subsonic Mach Numbers

NASA Technical Reports Server (NTRS)

Turner, Howard L.; Cooper, George E.

1948-01-01

A brief investigation was made of the longitudinal-stability characteristics of a YF-84A airplane (Army Serial No. 45-79488). The airplane developed a pitching-up tendency at approximately 0.80 Mach number which necessitated large push forces and down-elevator deflections for further increases in speed. In steady turns at 35,000 feet with the center of gravity at 28.3 percent mean aerodynamic chord for normal accelerations up to the maximum test value, the control-force gradients were excessive at Mach numbers over 0.78. Airplane buffeting did not present a serious problem in accelerated or unaccelerated flight at 15,000 and 35,000 feet up to the maximum test Mach number of 0.84. It is believed that excessive control force would be the limiting factor in attaining speeds in excess of 0.84 Mach number, especially at altitudes below 35,000 feet.

On solving the compressible Navier-Stokes equations for unsteady flows at very low Mach numbers

NASA Technical Reports Server (NTRS)

Pletcher, R. H.; Chen, K.-H.

1993-01-01

The properties of a preconditioned, coupled, strongly implicit finite difference scheme for solving the compressible Navier-Stokes equations in primitive variables are investigated for two unsteady flows at low speeds, namely the impulsively started driven cavity and the startup of pipe flow. For the shear-driven cavity flow, the computational effort was observed to be nearly independent of Mach number, especially at the low end of the range considered. This Mach number independence was also observed for steady pipe flow calculations; however, rather different conclusions were drawn for the unsteady calculations. In the pressure-driven pipe startup problem, the compressibility of the fluid began to significantly influence the physics of the flow development at quite low Mach numbers. The present scheme was observed to produce the expected characteristics of completely incompressible flow when the Mach number was set at very low values. Good agreement with incompressible results available in the literature was observed.

Scramjet Isolator Modeling and Control

DTIC Science & Technology

2011-12-01

12 γ Ratio of specific heats . . . . . . . . . . . . . . . . . . . . 12 p1 Static pressure entering shock . . . . . . . . . . . . . . . . 12 M1 Mach...138 MAve Average stream Mach number . . . . . . . . . . . . . . . . 138 γ Ratio of specific heats ... heats , p1 is the static pressure entering the shock, and M1 is the Mach number of the flow entering the shock. Subsequent researchers [9] took a

Investigation of two pitot-static tubes at supersonic speeds

NASA Technical Reports Server (NTRS)

Hasel, Lowell E; Coletti, Donald E

1948-01-01

The results of tests at a Mach number of 1.94 of an ogives-nose cylindrical pitot-static tube and similar tests at Mach numbers of 1.93 and 1.62 of a service pitot-static tube to determine body static pressures and indicated Mach numbers are presented and discussed. The radial pressure distribution on the cylindrical bodies is compared with that calculated by an approximate theory.

Lateral Stability and Control Measurements of a 0.0858-Scale Model of the Lockheed XF-104 Airplane at Transonic Speeds

NASA Technical Reports Server (NTRS)

Arabian, Donald D.; Schmeer, James W.

1955-01-01

An investigation of the lateral stability and control effectiveness of a 0.0858-scale model of the Lockheed XF-104 airplane has been conducted in the Langley 16-foot transonic tunnel. The model has a low aspect ratio, 3.4-percent-thick wing with negative dihedral. The horizontal tail is located on top of the vertical tail. The investigation was made through a Mach number range of 0.80 to 1.06 at sideslip angles of -5 deg. to 5 deg. and angles of attack from 0 deg. to 16 deg. The control effectiveness of the aileron, rudder, and yaw damper were determined through the Mach number and angle-of-attack range. The results of the investigation indicated that the directional stability derivative was stable and that positive effective dihedral existed throughout the lift-coefficient range and Mach number range tested. The total aileron effectiveness, which in general produced favorable yaw with rolling moment, remained fairly constant for lift coefficients up to about 0.8 for the Mach number range tested. Yawing-moment effectiveness of the rudder changed little through the Mach number range. However, the yaw damper effectiveness decreased about 30 percent at the intermediate test Mach numbers.

Determining the standoff distance of the bow shock: Mach number dependence and use of models

NASA Technical Reports Server (NTRS)

Farris, M. H.; Russell, C. T.

1994-01-01

We explore the factors that determine the bow shock standoff distance. These factors include the parameters of the solar wind, as well as the size and shape of the obstacle. In this report we develop a semiempirical Mach number relation for the bow shock standoff distance in order to take into account the shock's behavior at low Mach numbers. This is done by determining which properties of the shock are most important in controlling the standoff distance and using this knowledge to modify the current Mach number relation. While the present relation has proven useful at higher Mach numbers, it has lacked effectiveness at the low Mach number limit. We also analyze the bow shock dependence upon the size and shape of the obstacle, noting that it is most appropriate to compare the standoff distance of the bow shock to the radius of curvature of the obstacle, as opposed to the distance from the focus of the object to the nose. Last, we focus our attention on the use of bow shock models in determining the standoff distance. We note that the physical behavior of the shock must correctly be taken into account, specifically the behavior as a function of solar wind dynamic pressure; otherwise, erroneous results can be obtained for the bow shock standoff distance.

Vibration and flutter characteristics of the SR7L large-scale propfan

NASA Technical Reports Server (NTRS)

August, Richard; Kaza, Krishna Rao V.

1988-01-01

An investigation of the vibration characteristics and aeroelastic stability of the SR7L Large-Scale Advanced Propfan was performed using a finite element blade model and an improved aeroelasticity code. Analyses were conducted for different blade pitch angles, blade support conditions, number of blades, rotational speeds, and freestream Mach numbers. A finite element model of the blade was used to determine the blade's vibration behavior and sensitivity to support stiffness. The calculated frequencies and mode shape obtained with this model agreed well with the published experimental data. A computer code recently developed at NASA Lewis Research Center and based on three-dimensional, unsteady, lifting surface aerodynamic theory was used for the aeroelastic analysis to examine the blade's stability at a cruise condition of Mach 0.8 at 1700 rpm. The results showed that the blade is stable for that operating point. However, a flutter condition was predicted if the cruise Mach number was increased to 0.9.

Unsteady Aerodynamic Model Tuning for Precise Flutter Prediction

NASA Technical Reports Server (NTRS)

Pak, Chan-Gi

2011-01-01

A simple method for an unsteady aerodynamic model tuning is proposed in this study. This method is based on the direct modification of the aerodynamic influence coefficient matrices. The aerostructures test wing 2 flight-test data is used to demonstrate the proposed model tuning method. The flutter speed margin computed using only the test validated structural dynamic model can be improved using the additional unsteady aerodynamic model tuning, and then the flutter speed margin requirement of 15 % in military specifications can apply towards the test validated aeroelastic model. In this study, unsteady aerodynamic model tunings are performed at two time invariant flight conditions, at Mach numbers of 0.390 and 0.456. When the Mach number for the unsteady model tuning approaches to the measured fluttering Mach number, 0.502, at the flight altitude of 9,837 ft, the estimated flutter speed is approached to the measured flutter speed at this altitude. The minimum flutter speed difference between the estimated and measured flutter speed is -.14 %.

Unsteady Aerodynamic Model Tuning for Precise Flutter Prediction

NASA Technical Reports Server (NTRS)

Pak, Chan-gi

2011-01-01

A simple method for an unsteady aerodynamic model tuning is proposed in this study. This method is based on the direct modification of the aerodynamic influence coefficient matrices. The aerostructures test wing 2 flight-test data is used to demonstrate the proposed model tuning method. The flutter speed margin computed using only the test validated structural dynamic model can be improved using the additional unsteady aerodynamic model tuning, and then the flutter speed margin requirement of 15 percent in military specifications can apply towards the test validated aeroelastic model. In this study, unsteady aerodynamic model tunings are performed at two time invariant flight conditions, at Mach numbers of 0.390 and 0.456. When the Mach number for the unsteady aerodynamic model tuning approaches to the measured fluttering Mach number, 0.502, at the flight altitude of 9,837 ft, the estimated flutter speed is approached to the measured flutter speed at this altitude. The minimum flutter speed difference between the estimated and measured flutter speed is -0.14 percent.

The Prediction of Noise Due to Jet Turbulence Convecting Past Flight Vehicle Trailing Edges

NASA Technical Reports Server (NTRS)

Miller, Steven A. E.

2014-01-01

High intensity acoustic radiation occurs when turbulence convects past airframe trailing edges. A mathematical model is developed to predict this acoustic radiation. The model is dependent on the local flow and turbulent statistics above the trailing edge of the flight vehicle airframe. These quantities are dependent on the jet and flight vehicle Mach numbers and jet temperature. A term in the model approximates the turbulent statistics of single-stream heated jet flows and is developed based upon measurement. The developed model is valid for a wide range of jet Mach numbers, jet temperature ratios, and flight vehicle Mach numbers. The model predicts traditional trailing edge noise if the jet is not interacting with the airframe. Predictions of mean-flow quantities and the cross-spectrum of static pressure near the airframe trailing edge are compared with measurement. Finally, predictions of acoustic intensity are compared with measurement and the model is shown to accurately capture the phenomenon.

Effects of operator splitting and low Mach-number correction in turbulent mixing transition simulations

DOE Office of Scientific and Technical Information (OSTI.GOV)

Grinstein, F. F.; Saenz, J. A.; Dolence, J. C.

Inmore » this paper, transition and turbulence decay with the Taylor–Green vortex have been effectively used to demonstrate emulation of high Reynolds-number ( R e ) physical dissipation through numerical convective effects of various non-oscillatory finite-volume algorithms for implicit large eddy simulation (ILES), e.g. using the Godunov-based Eulerian adaptive mesh refinement code xRAGE. The inverse-chevron shock tube experiment simulations have been also used to assess xRAGE based ILES for shock driven turbulent mixing, compared with available simulation and laboratory data. The previous assessments are extended to evaluate new directionally-unsplit high-order algorithms in xRAGE, including a correction to address the well-known issue of excessive numerical diffusion of shock-capturing (e.g., Godunov-type) schemes for low Mach numbers. The unsplit options for hydrodynamics in xRAGE are discussed in detail, followed by fundamental tests with representative shock problems. Basic issues of transition to turbulence and turbulent mixing are discussed, and results of simulations of high- R e turbulent flow and mixing in canonical test cases are reported. Finally, compared to the directional-split cases, and for each grid resolution considered, unsplit results exhibit transition to turbulence with much higher effective R e —and significantly more so with the low Mach number correction.« less

Effects of forebody strakes and Mach number on overall aerodynamic characteristics of configuration with 55 deg cropped delta wing

NASA Technical Reports Server (NTRS)

Erickson, Gary E.; Rogers, Lawrence W.

1992-01-01

A wind tunnel data base was established for the effects of chine-like forebody strakes and Mach number on the longitudinal and lateral-directional characteristics of a generalized 55 degree cropped delta wing-fuselage-centerline vertical tail configuration. The testing was conducted in the 7- by 10-Foot Transonic Tunnel at the David Taylor Research Center at free-stream Mach numbers of 0.40 to 1.10 and Reynolds numbers based on the wing mean aerodynamic chord of 1.60 x 10(exp 6) to 2.59 x 10(exp 6). The best matrix included angles of attack from 0 degree to a maximum of 28 degree, angles of sidesip of 0, +5, and -5 degrees, and wing leading-edge flat deflection angles of 0 and 30 degrees. Key flow phenomena at subsonic and transonic conditions were identified by measuring off-body flow visualization with a laser screen technique. These phenomena included coexisting and interacting vortex flows and shock waves, vortex breakdown, vortex flow interactions with the vertical tail, and vortices induced by flow separation from the hinge line of the deflected wing flap. The flow mechanisms were correlated with the longitudinal and lateral-directional aerodynamic data trends.

Effects of operator splitting and low Mach-number correction in turbulent mixing transition simulations

DOE PAGES

Grinstein, F. F.; Saenz, J. A.; Dolence, J. C.; ...

2018-06-07

Inmore » this paper, transition and turbulence decay with the Taylor–Green vortex have been effectively used to demonstrate emulation of high Reynolds-number ( R e ) physical dissipation through numerical convective effects of various non-oscillatory finite-volume algorithms for implicit large eddy simulation (ILES), e.g. using the Godunov-based Eulerian adaptive mesh refinement code xRAGE. The inverse-chevron shock tube experiment simulations have been also used to assess xRAGE based ILES for shock driven turbulent mixing, compared with available simulation and laboratory data. The previous assessments are extended to evaluate new directionally-unsplit high-order algorithms in xRAGE, including a correction to address the well-known issue of excessive numerical diffusion of shock-capturing (e.g., Godunov-type) schemes for low Mach numbers. The unsplit options for hydrodynamics in xRAGE are discussed in detail, followed by fundamental tests with representative shock problems. Basic issues of transition to turbulence and turbulent mixing are discussed, and results of simulations of high- R e turbulent flow and mixing in canonical test cases are reported. Finally, compared to the directional-split cases, and for each grid resolution considered, unsplit results exhibit transition to turbulence with much higher effective R e —and significantly more so with the low Mach number correction.« less

Analysis of Crossflow Transition Flight Experiment aboard the Pegasus Launch Vehicle

NASA Technical Reports Server (NTRS)

Malik, Mujeeb R.; Li, Fei; Choudhan, Meelan

2007-01-01

The Pegasus wing-glove flight experiment was designed to provide crossflow transition data at high Mach numbers, specifically to help validate stability based predictions for transition onset in a flight environment. This paper provides an analysis of the flight experiment, with emphasis on computational results for crossflow disturbances and the correlation of disturbance growth factors with in-flight transition locations via the e(sup N) method. Implications of the flight data for attachment line stability are also examined. Analysis of the thermocouple data reveals that transition (from turbulent to laminar flow) was first detected during the ascending flight of the rocket when the free stream Mach number exceeded about 4. Therefore, computations have been performed for flight Mach numbers of 4.13, 4.35, 4.56 and 4.99. Due to continually decreasing unit Reynolds number at higher altitudes, the entire wing-glove boundary layer became laminar at the highest flight Mach number computed above. In contrast, the boundary layer flow over the inboard tile region remained transitional up to and somewhat beyond the time of laminarization over the instrumented glove region. Linear stability predictions confirmed that the tile boundary layer is indeed more unstable to crossflow disturbances than the much colder stainless steel glove boundary layer. The transition locations based on thermocouple data from both the glove and the tile regions are found to correlate with stationary-crossflow N-factors within the range of 7 to 12.4 and with traveling mode N-factors between 7.6 and 14.1. Data from the thermocouples and hot film sensors indicates that transition from turbulent to laminar flow (i.e., laminarization) at a fixed point over the glove is generally completed within a flight time interval of 3 seconds. However, the times at which transition begins and ends as inferred from the hot film sensors are found to differ by about 2 seconds from the corresponding estimates based on the thermocouple data.

X-33 Hypersonic Aerodynamic Characteristics

NASA Technical Reports Server (NTRS)

Murphy, Kelly J.; Nowak, Robert J.; Thompson, Richard A.; Hollis, Brian R.; Prabhu, Ramadas K.

1999-01-01

Lockheed Martin Skunk Works, under a cooperative agreement with NASA, will design, build, and fly the X-33, a half-scale prototype of a rocket-based, single-stage-to-orbit (SSTO), reusable launch vehicle (RLV). A 0.007-scale model of the X-33 604BOO02G configuration was tested in four hypersonic facilities at the NASA Langley Research Center to examine vehicle stability and control characteristics and to populate the aerodynamic flight database for the hypersonic regime. The vehicle was found to be longitudinally controllable with less than half of the total body flap deflection capability across the angle of attack range at both Mach 6 and Mach 10. Al these Mach numbers, the vehicle also was shown to be longitudinally stable or neutrally stable for typical (greater than 20 degrees) hypersonic flight attitudes. This configuration was directionally unstable and the use of reaction control jets (RCS) will be necessary to control the vehicle at high angles of attack in the hypersonic flight regime. Mach number and real gas effects on longitudinal aerodynamics were shown to be small relative to X-33 control authority.

X-33 Hypersonic Aerodynamic Characteristics

NASA Technical Reports Server (NTRS)

Murphy, Kelly J.; Nowak, Robert J.; Thompson, Richard A.; Hollis, Brian R.; Prabhu, Ramadas K.

1999-01-01

Lockheed Martin Skunk Works, under a cooperative agreement with NASA, will build and fly the X-33, a half-scale prototype of a rocket-based, single-stage-to-orbit (SSTO), reusable launch vehicle (RLV). A 0.007-scale model of the X-33 604B0002G configuration was tested in four hypersonic facilities at the NASA Langley Research Center to examine vehicle stability and control characteristics and to populate an aerodynamic flight database i n the hypersonic regime. The vehicle was found to be longitudinally controllable with less than half of the total body flap deflection capability across the angle of attack range at both Mach 6 and Mach 10. At these Mach numbers, the vehicle also was shown to be longitudinally stable or neutrally stable for typical (greater than 20 degrees) hypersonic flight attitudes. This configuration was directionally unstable and the use of reaction control jets (RCS) will be necessary to control the vehicle at high angles of attack in the hypersonic flight regime. Mach number and real gas effects on longitudinal aerodynamics were shown to be small relative to X-33 control authority.

Longitudinal Stability and Control Characteristics of a Semispan Model of the XF7U-1 Tailless Airplane at Transonic Speeds by the NACA Wing-Flow Method, TED No. NACA DE307

NASA Technical Reports Server (NTRS)

Sawyer, Richard H.; Trant, James P., Jr.

1947-01-01

An investigation was made by the NACA wing-flow method to determine the longitudinal stability and control characteristics at transonic speeds of a semispan model of the XF7U-1 tailless airplane. The 25-percent chord line of the wing of the model was swept back 35 deg. The airfoil sections of the wing perpendicular to the 25-percent chord line were 12 percent thick. Measurements were made of the normal force and pitching moment through an angle-of-attack range from about -3 deg to 14 deg for several ailavator deflections at Mach numbers from 0.65 to about 1.08. The results of the tests indicated no adverse effects of compressibility up to a Mach number of at least 0.85 at low normal-force coefficients and small ailavator deflections. Up to a Mach number of 0.85, the neutral point at low normal-force coefficients was at about 25 percent of the mean aerodynamic chord and moved rearward irregularly to 41 or 42 percent with a further increase in Mach number to about 1.05. For deflections up to -8.0 percent, the ailavator was effective in changing the pitching moment except at Mach numbers from 0.93 to about 1.0 where ineffectiveness or reversal was indicated for deflections and normal-force coefficients. With -13.2 deg deflection at normal-force coefficients above about 0.3, reversal of ailavator effectiveness occurred at Mach numbers as low as 0.81. A nose-down trim change, which began at a Mach number of about 0.85, together with the loss in effectiveness of the ailavator, indicated that with increase in the Mach number from about 0.95 to 1.05 an abrupt ailavator movement of 5 deg or 6 deg first up and then down would be required to maintain level flight.

Longitudinal Stability and Control Characteristics from a Flight Investigation of a Cruciform Canard Missile Configuration Having an Exposed Wing-canard Area Ratio of 16:1

NASA Technical Reports Server (NTRS)

Moul, Martin T; Wineman, Andrew R

1952-01-01

A flight investigation has been made to determine the longitudinal stability and control characteristics of a 60 0 delta-wing-canard missile configuration with an exposed wing-canard area ratio of 16:1. The results presented include the longitudinal stability derivatives, control effectiveness, and drag characteristics for a Mach number range of 0.75 to 1.80 and are compared with the results of a similar configuration having larger 6ontrols. Stability characteristics are also presented from the flights of an interdigitated canard configuration at a Mach number of 2.08 and a wing-body configuration at Mach numbers of 1.25 to 1.45. The stability derivatives varied gradually with Mach number with the exception of the damping-in-pitch derivative. Aerodynamic damping in pitch decreased to a minimum at a Mach number of 1.0 3, then increased to a peak value at a Mach number of 1.26 followed by a gradual decrease at higher Mach numbers. The aerodynamic-center location of the in-line canard configuration shifted rearward 13 percent of the mean aerodynamic chord at transonic speeds. The pitching-moment curve slope was 25 percent greater for the model having no canards than for the in-line configuration. No large effects of interdigitation were noted in the stability derivatives. Pitching effectiveness of the in-line configuration was maintained throughout the Mach number range. A comparison of the stability and control characteristics of two canard configurations having different area controls showed that decreasing the control area 44 percent decreased the pitching effectiveness proportionally, shifted the aerodynamic-center location rearward 9 to 14 percent of the mean aerodynamic chord, and reduced the total hinge moments required for 10 trimmed flight about 50 percent at transonic speeds.

Periodic vortex shedding in the supersonic wake of a planar plate

NASA Technical Reports Server (NTRS)

Xing, W. F.; Marenbach, G.

1985-01-01

Vortex sheets in the wake have been mainly studied in incompressible flows and in the transonic region. Heinemann et al. (1976) have shown that for the subsonic region the Strouhal number is nearly independent of the Mach number. Motallebi and Norbury (1981) have observed an increase in the Strouhal number in transonic supersonic flow at Mach numbers up to 1.25. The present investigation is concerned with an extension of the studies of vortex shedding to higher supersonic Mach numbers, taking into account questions regarding the possibility of a generation of stable von Karman vortex paths in the considered Mach number range. It is found that the vortex sheet observed in a supersonic wake behind a rough plate is only stable and reproducible in cases involving a certain surface roughness and certain aspects of trailing edge geometry.

Experimental aerodynamic characteristics for a cylindrical body of revolution with various noses at angles of attack from 0 deg to 58 deg and Mach numbers from 0.6 to 2.0

NASA Technical Reports Server (NTRS)

Jorgensen, L. H.; Nelson, E. R.

1974-01-01

An experimental investigation was conducted to determine the effect of forebody geometry, a grit ring around the nose, Reynolds number, Mach number, and angle of attack on the aerodynamic characteristics of a body of revolution. Aerodynamic force and moment characteristics were measured for a cylindrical body with tangent ogive noses of fineness ratio 2.5, 3.0, 3.5, and 5.0. The cylindrical body was tested with an ogive nose having a rounded tip and an ogive nose with two different nose strake arrangements. Aerodynamic configurations were tested at various Mach numbers, angles of attack, and Reynolds numbers. The data demonstrate that the aerodynamic characteristics for a body of revolution can be significantly affected by changes in nose fineness ratio, nose bluntness, Reynolds number, Mach number, and, of course, angle of attack. Nose strakes increased the normal forces but had little effect on the side forces that developed at subsonic Mach numbers for alpha greater than about 25. A grit ring around the nose had little or no effect on the aerodynamic characteristics.

Skin Friction Measurements at a Mach Number of Three and Momentum Thickness Reynolds Numbers Up to a Half Million.

DTIC Science & Technology

1980-09-01

k ADAOGZ 826 ~~~~~~~~~AIR FORCE FLIGHT DNMC A RGTPTESNABO / / I SKIN FRICTION MEASUREMENTS AT A MACH NUMBER OF THREE AND MOMENT--ETCIU) UNCASSFIE...AT A MACH NUMBER OF THREE AND MOMENTUM THICKNESS REYNOLDS NUMEERS UP TO A HALF MILLION Anthony W. Fiore Aeromechanics Division DTIC September 1980...NOR(&) S. CONTRACT OR GRANT NUMBER (s) 9. PER ORMING ORGANIZATION NAME AND ADDRESS PROR UNT N WU Flight Dynamics Laboratory (AFWAL/FIMG)RA; WOKUNTU

Two Point Space-Time Correlation of Density Fluctuations Measured in High Velocity Free Jets

NASA Technical Reports Server (NTRS)

Panda, Jayanta

2006-01-01

Two-point space-time correlations of air density fluctuations in unheated, fully-expanded free jets at Mach numbers M(sub j) = 0.95, 1.4, and 1.8 were measured using a Rayleigh scattering based diagnostic technique. The molecular scattered light from two small probe volumes of 1.03 mm length was measured for a completely non-intrusive means of determining the turbulent density fluctuations. The time series of density fluctuations were analyzed to estimate the integral length scale L in a moving frame of reference and the convective Mach number M(sub c) at different narrow Strouhal frequency (St) bands. It was observed that M(sub c) and the normalized moving frame length scale L*St/D, where D is the jet diameter, increased with Strouhal frequency before leveling off at the highest resolved frequency. Significant differences were observed between data obtained from the lip shear layer and the centerline of the jet. The wave number frequency transform of the correlation data demonstrated progressive increase in the radiative part of turbulence fluctuations with increasing jet Mach number.

Experimental investigation of a 10-percent-thick helicopter rotor airfoil section designed with a viscous transonic analysis code

NASA Technical Reports Server (NTRS)

Noonan, K. W.

1981-01-01

An investigation was conducted in the Langley 6- by 28-Inch Transonic Tunnel to determine the two dimensional aerodynamic characteristics of a 10-percent-thick helicopter rotor airfoil at Mach numbers from 0.33 to 0.87 and respective Reynolds numbers from 4.9 x 10 to the 6th to 9.8 x 10 to the 6th. This airfoil, designated the RC-10(N)-1, was also investigated at Reynolds numbers from 3.0 x 10 to the 6th to 7.3 x 10 to the 6th at respective Mach numbers of 0.33 to 0.83 for comparison wit the SC 1095 (with tab) airfoil. The RC-10(N)-1 airfoil was designed by the use of a viscous transonic analysis code. The results of the investigation indicate that the RC-10(N)-1 airfoil met all the design goals. At a Reynolds number of about 9.4 x 10 to the 6th the drag divergence Mach number at zero normal-force coefficient was 0.815 with a corresponding pitching-moment coefficient of zero. The drag divergence Mach number at a normal-force coefficient of 0.9 and a Reynolds number of about 8.0 x 10 to the 6th was 0.61. The drag divergence Mach number of this new airfoil was higher than that of the SC 1095 airfoil at normal-force coefficients above 0.3. Measurements in the same wind tunnel at comparable Reynolds numbers indicated that the maximum normal-force coefficient of the RC-10(N)-1 airfoil was higher than that of the NACA 0012 airfoil for Mach numbers above about 0.35 and was about the same as that of the SC 1095 airfoil for Mach numbers up to 0.5.

Flight measurements of surface pressures on a flexible supercritical research wing

NASA Technical Reports Server (NTRS)

Eckstrom, C. V.

1985-01-01

A flexible supercritical research wing, designated as ARW-1, was flight-tested as part of the NASA Drones for Aerodynamic and Structural Testing Program. Aerodynamic loads, in the form of wing surface pressure measurements, were obtained during flights at altitudes of 15,000, 20,000, and 25,000 feet at Mach numbers from 0.70 to 0.91. Surface pressure coefficients determined from pressure measurements at 80 orifice locations are presented individually as nearly continuous functions of angle of attack for constant values of Mach number. The surface pressure coefficients are also presented individually as a function of Mach number for an angle of attack of 2.0 deg. The nearly continuous values of the pressure coefficient clearly show details of the pressure gradient, which occurred in a rather narrow Mach number range. The effects of changes in angle of attack, Mach number, and dynamic pressure are also shown by chordwise pressure distributions for the range of test conditions experienced. Reynolds numbers for the tests ranged from 5.7 to 8.4 x 1,000,000.

Aerodynamic Loading Characteristics at Mach Numbers from 0.80 to 1.20 of a 1/10-Scale Three-Stage Scout Model

NASA Technical Reports Server (NTRS)

Kelly, Thomas C.

1961-01-01

Aerodynamic loads results have been obtained in the Langley 8-foot transonic pressure tunnel at Mach numbers from 0.80 to 1.20 for a 1/10-scale model of the upper three stages of the Scout vehicle. Tests were conducted through an angle-of-attack range from -8 deg to 8 deg at an average test Reynolds number per foot of about 4.0 x 10(exp 6). Results indicated that the peak negative pressures associated with expansion corners at the nose and transition flare exhibit sizeable variations which occur over a relatively small Mach number range. The magnitude of the variations may cause the critical local loading condition for the full-scale vehicle to occur at a Mach number considerably lower than that at which the maximum dynamic pressure occurs in flight. The addition of protuberances simulating antennas and wiring conduits had slight, localized effects. The lift carryover from the nose and transition flare on the cylindrical portions of the model generally increased with an increase in Mach number.

Downwash in Vortex Region Behind Rectangular Half-wing at Mach Number 1.91

NASA Technical Reports Server (NTRS)

Cummings, John L; Haefeli, Rudolph C

1950-01-01

Results of an experimental investigation to determine downwash and wake characteristics in region of trailing vortex system behind a rectangular half-wing at Mach number 1.91 are presented. The wing had a 5-percent thick symmetric diamond cross section beveled to a knife edge at the tip. At small angles of attack, downwash angles were in close agreement with predictions of linearized theory based on the assumption of an undistorted vortex sheet. At higher angles of attack, the flow was greatly influenced by the rolling up of the vortex sheet.

Tests of a NACA 65(sub 1)-213 airfoil in the NASA Langley 0.3-meter transonic cryogenic tunnel

NASA Technical Reports Server (NTRS)

Plentovich, E. B.; Ladson, C. L.; Hill, A. S.

1984-01-01

A wind-tunnel investigation was conducted to study the two dimensional aerodynamic characteristics of the NACA 65 sub 1-213 airfoil over a wide range of Reynolds numbers. Test temperature ranged from ambient to about 100K at pressures ranging from about 1.2 to 6.0 atm. Mach number was varied from 0.22 to 0.80 and Reynolds number (based on airfoil chord) from 3 million to 40 million. Data are included which demonstrate the effects of fixed transition, Mach number, and Reynolds number on the aerodynamic characteristics of the airfoil. A sample of data showing the effects of angle of attack on the pressure distribution is also given. The data are presented in an uncorrected form with no analysis.

Investigation of the Drag of Various Axially Symmetric Nose Shapes of Fineness Ratio 3 for Mach Numbers from 1.24 to 7.4

NASA Technical Reports Server (NTRS)

Perkins, Edward W; Jorgensen, Leland H; Sommer, Simon C

1958-01-01

Experimental drag measurements at zero angle of attack for various theoretical minimum drag nose shapes, hemispherically blunted cones, and other more common profiles of fineness ratios of about 3 are compared with theoretical results for a Mach number and Reynolds number range of 1.24 to 7.4 and 1.0 x 10 to the 6th power to 7.5 x 10 to the 6th power (based on body length), respectively. The results of experimental pressure-distribution measurements are used for the development of an empirical expression for predicting the pressure drag of hemispherically blunted cones.

Aerodynamic characteristics of a hypersonic research airplane concept having a 70 degree swept double delta wing at Mach numbers from 1.50 to 2.86

NASA Technical Reports Server (NTRS)

Penland, J. A.; Fournier, R. H.; Marcum, D. C., Jr.

1975-01-01

An experimental investigation of the static longitudinal, lateral, and directional stability characteristics of a hypersonic research airplane concept having a 70 deg swept double-delta wing was conducted in the Langley unitary plan wind tunnel. The configuration variables included wing planform, tip fins, center fin, and scramjet engine modules. The investigation was conducted at Mach numbers from 1.50 to 2.86 and at a constant Reynolds number, based on fuselage length, of 3,330,000. Tests were conducted through an angle-of-attack range from about -4 deg to 24 deg with angles of sideslip of 0 deg and 3 deg and at elevon deflections of 0, -10, and -20 deg. The complete configuration was trimmable up to angles of attack of about 22 deg with the exception of regions at low angles of attack where positive elevon deflections should provide trim capability. The angle-of-attack range for which static longitudinal stability also exists was reduced at the higher Mach numbers due to the tendency of the complete configuration to pitch up at the higher angles of attack. The complete configuration was statically stable directionally up to trimmed angles of attack of at least 20 deg for all Mach numbers M with the exception of a region near 4 deg at M = 2.86 and exhibited positive effective dihedral at all positive trimmed angles of attack.

Mach-Number Measurement with Laser and Pressure Probes in Humid Supersonic Flow

NASA Technical Reports Server (NTRS)

Herring, G. C.

2008-01-01

Mach-number measurements using a nonintrusive optical technique, laser-induced thermal acoustics (LITA), are compared to pressure probes in humid supersonic airflow. The two techniques agree well in dry flow (-35 C dew point), but LITA measurements show about five times larger fractional change in Mach number than that of the pressure-probe when water is purposefully introduced into the flow. Possible reasons for this discrepancy are discussed.

High-Speed Wind-Tunnel Investigation of the Longitudinal Stability and Control Characteristics of a 0.10-Scale Model of the Grumman XF9F-2 Airplane, TED No. NACA DE301

NASA Technical Reports Server (NTRS)

Polhamus, Edward C.; King, Thomas J., Jr.

1948-01-01

An investigation was made in the Langley high-speed 7-by 10-foot tunnel to determine the high-speed longitudinal stability end con&o1 characteristics of a 0.01-scale model of the Grumman XF9F-2 airplane in the Mach number range from 0.40 to 0.85. The results indicated that the lift and drag force breaks occurred at a Mach number of about 0.76. The aerodynamic-center position moved rearward after the force break and control position stability was present for all Mach numbers up to a Mach number of 0.80.

Transonic Aerodynamic Characteristics of a Model of a Proposed Six-Engine Hull-Type Seaplane Designed for Supersonic Flight

NASA Technical Reports Server (NTRS)

Wornom, Dewey E.

1960-01-01

Force tests of a model of a proposed six-engine hull-type seaplane were performed in the Langley 8-foot transonic pressure tunnel. The results of these tests have indicated that the model had a subsonic zero-lift drag coefficient of 0.0240 with the highest zero-lift drag coefficient slightly greater than twice the subsonic drag level. Pitchup tendencies were noted for subsonic Mach numbers at relatively high lift coefficients. Wing leading-edge droop increased the maximum lift-drag ratio approximately 8 percent at a Mach number of 0.80 but this effect was negligible at a Mach number of 0.90 and above. The configuration exhibited stable lateral characteristics over the test Mach number range.

Recent National Transonic Facility Test Process Improvements (Invited)

NASA Technical Reports Server (NTRS)

Kilgore, W. A.; Balakrishna, S.; Bobbitt, C. W., Jr.; Adcock, J. B.

2001-01-01

This paper describes the results of two recent process improvements; drag feed-forward Mach number control and simultaneous force/moment and pressure testing, at the National Transonic Facility. These improvements have reduced the duration and cost of testing. The drag feed-forward Mach number control reduces the Mach number settling time by using measured model drag in the Mach number control algorithm. Simultaneous force/moment and pressure testing allows simultaneous collection of force/moment and pressure data without sacrificing data quality thereby reducing the overall testing time. Both improvements can be implemented at any wind tunnel. Additionally the NTF is working to develop and implement continuous pitch as a testing option as an additional method to reduce costs and maintain data quality.

Recent National Transonic Facility Test Process Improvements (Invited)

NASA Technical Reports Server (NTRS)

Kilgore, W. A.; Balakrishna, S.; Bobbitt, C. W., Jr.; Adcock, J. B.

2001-01-01

This paper describes the results of two recent process improvements; drag feed-forward Mach number control and simultaneous force/moment and pressure testing, at the National Transonic Facility. These improvements have reduced the duration and cost of testing. The drag feedforward Mach number control reduces the Mach number settling time by using measured model drag in the Mach number control algorithm. Simultaneous force/moment and pressure testing allows simultaneous collection of force/moment and pressure data without sacrificing data quality thereby reducing the overall testing time. Both improvements can be implemented at any wind tunnel. Additionally the NTF is working to develop and implement continuous pitch as a testing option as an additional method to reduce costs and maintain data quality.

Investigation of Density Fluctuations in Supersonic Free Jets and Correlation with Generated Noise

NASA Technical Reports Server (NTRS)

Panda, J.; Seasholtz, R. G.

2000-01-01

The air density fluctuations in the plumes of fully-expanded, unheated free jets were investigated experimentally using a Rayleigh scattering based technique. The point measuring technique used a continuous wave laser, fiber-optic transmission and photon counting electronics. The radial and centerline profiles of time-averaged density and root-mean-square density fluctuation provided a comparative description of jet growth. To measure density fluctuation spectra a two-Photomultiplier tube technique was used. Crosscorrelation between the two PMT signals significantly reduced electronic shot noise contribution. Turbulent density fluctuations occurring up to a Strouhal number (Sr) of 2.5 were resolved. A remarkable feature of density spectra, obtained from the same locations of jets in 0.5< M<1.5 range, is a constant Strouhal frequency for peak fluctuations. A detailed survey at Mach numbers M = 0.95, 1.4 and 1.8 showed that, in general, distribution of various Strouhal frequency fluctuations remained similar for the three jets. In spite of the similarity in the flow fluctuation the noise characteristics were found to be significantly different. Spark schlieren photographs and near field microphone measurements confirmed that the eddy Mach wave radiation was present in Mach 1.8 jet, and was absent in Mach 0.95 jet. To measure correlation between the flow and the far field sound pressure fluctuations, a microphone was kept at a distance of 50 diameters, 30 deg. to the flow direction, and the laser probe volume was moved from point to point in the flow. The density fluctuations in the peripheral shear layer of Mach 1.8 jet showed significant correlation up to the measurement limit of Sr = 2.5, while for Mach 0.95 jet no correlation was measured. Along the centerline measurable correlation was found from the end of the potential core and at the low frequency range (Sr less than 0.5). Usually the normalized correlation values increased with an increase of the jet Mach number. The experimental data point out eddy Mach waves as a strong source of sound generation in supersonic jets and fail to locate the primary noise mechanism in subsonic jets.

radEq Add-On Module for CFD Solver Loci-CHEM

NASA Technical Reports Server (NTRS)

McCloud, Peter

2013-01-01

Loci-CHEM to be applied to flow velocities where surface radiation due to heating from compression and friction becomes significant. The module adds a radiation equilibrium boundary condition to the computational fluid dynamics (CFD) code to produce accurate results. The module expanded the upper limit for accurate CFD solutions of Loci-CHEM from Mach 4 to Mach 10 based on Space Shuttle Orbiter Re-Entry trajectories. Loci-CHEM already has a very promising architecture and performance, but absence of radiation equilibrium boundary condition limited the application of Loci-CHEM to below Mach 4. The immediate advantage of the add-on module is that it allows Loci-CHEM to work with supersonic flows up to Mach 10. This transformed Loci-CHEM from a rocket engine- heritage CFD code with general subsonic and low-supersonic applications, to an aeroheating code with hypersonic applications. The follow-on advantage of the module is that it is a building block for additional add-on modules that will solve for the heating generated at Mach numbers higher than 10.

An Analytical Explanation for the X-43A Flush Air Data Sensing System Pressure Mismatch Between Flight and Theory

NASA Technical Reports Server (NTRS)

Ellsworth, Joel C.

2010-01-01

Following the successful Mach 7 flight test of the X-43A, unexpectedly low pressures were measured by the aft set of the onboard Flush Air Data Sensing System s pressure ports. These in-flight aft port readings were significantly lower below Mach 3.5 than was predicted by theory. The same lower readings were also seen in the Mach 10 flight of the X-43A and in wind-tunnel data. The pre-flight predictions were developed based on 2-dimensional wedge flow, which fails to predict some of the significant 3-dimensional flow features in this geometry at lower Mach numbers. Using Volterra s solution to the wave equation as a starting point, a three-dimensional finite wedge approximation to flow over the X-43A forebody is presented. The surface pressures from this approximation compare favorably with the measured wind tunnel and flight data at speeds of Mach 2.5 and 3.

An experimental/computational study of sharp fin induced shock wave/turbulent boundary layer interactions at Mach 5 - Experimental results

NASA Technical Reports Server (NTRS)

Rodi, Patrick E.; Dolling, David S.

1992-01-01

A combined experimental/computational study has been performed of sharp fin induced shock wave/turbulent boundary layer interactions at Mach 5. The current paper focuses on the experiments and analysis of the results. The experimental data include mean surface heat transfer, mean surface pressure distributions and surface flow visualization for fin angles of attack of 6, 8, 10, 12, 14 and 16-degrees at Mach 5 under a moderately cooled wall condition. Comparisons between the results and correlations developed earlier show that Scuderi's correlation for the upstream influence angle (recast in a conical form) is superior to other such correlations in predicting the current results, that normal Mach number based correlations for peak pressure heat transfer are adequate and that the initial heat transfer peak can be predicted using pressure-interaction theory.

Piloted simulation study of a balloon-assisted deployment of an aircraft at high altitude

NASA Technical Reports Server (NTRS)

Murray, James; Moes, Timothy; Norlin, Ken; Bauer, Jeffrey; Geenen, Robert; Moulton, Bryan; Hoang, Stephen

1992-01-01

A piloted simulation was used to study the feasibility of a balloon assisted deployment of a research aircraft at high altitude. In the simulation study, an unmanned, modified sailplane was carried to 110,000 ft with a high altitude balloon and released in a nose down attitude. A remote pilot controlled the aircraft through a pullout and then executed a zoom climb to a trimmed, 1 g flight condition. A small parachute was used to limit the Mach number during the pullout to avoid adverse transonic effects. The use of small rocket motor was studied for increasing the maximum attainable altitude. Aerodynamic modifications to the basic sailplane included applying supercritical airfoil gloves over the existing wing and tail surfaces. The aerodynamic model of the simulated aircraft was based on low Reynolds number wind tunnel tests and computational techniques, and included large Mach number and Reynolds number effects at high altitude. Parametric variations were performed to study the effects of launch altitude, gross weight, Mach number limit, and parachute size on the maximum attainable stabilized altitude. A test altitude of approx. 95,000 ft was attained, and altitudes in excess of 100,000 ft was attained.

Investigation in the Ames Supersonic Free-Flight Wind Tunnel of the Static Longitudinal Stability of the Hermes A-3B Missile at a Mach Number of 5.0

NASA Technical Reports Server (NTRS)

Denardo, Billy Pat; Canning, Thomas N.

1952-01-01

Models of the Hermes A-3B missile were tested in the Ames supersonic free-flight wind tunnel to determine the static-longitudinal-stability characteristics at a Mach number of 5.0 and a Reynolds number based on body length of 10 million. The results indicated that the model center of pressure was 45.3 percent of the body length aft of the nose and the lift-curve slope based on body frontal area was 0.064 per degree. Estimates indicated that the effect on these characteristics of aeroelastic twisting of the model fins was small but important if a precise location of center of pressure is required. A comparison of the test results with predictions based on available theory showed that the theory was useful only for rough estimates, The drag coefficient at zero lift, based on body frontal area, was found to be 0.155.

Hypersonic lateral and directional stability characteristics of aeroassist flight experiment configuration in air and CF4

NASA Technical Reports Server (NTRS)

Micol, John R.; Wells, William L.

1993-01-01

Hypersonic lateral and directional stability characteristics measured on a 60 deg half-angle elliptical cone, which was raked at an angle of 73 deg from the cone centerline and with an ellipsoid nose (ellipticity equal to 2.0 in the symmetry plane), are presented for angles of attack from -10 to 10 deg. The high normal-shock density ratio of a real gas was simulated by tests at a Mach number of 6 in air and CF4 (density ratio equal to 5.25 and 12.0, respectively). Tests were conducted in air at Mach 6 and 10 and in CF4 at Mach 6 to examine the effects of Mach number, Reynolds number, and normal-shock density ratio. Changes in Mach number from 6 to 10 in air or in Reynolds number by a factor of 4 at Mach 6 had a negligible effect on lateral and directional stability characteristics. Variations in normal-shock density ratio had a measurable effect on lateral and directional aerodynamic coefficients, but no significant effect on lateral and directional stability characteristics. Tests in air and CF4 indicated that the configuration was laterally and directionally stable through the test range of angle of attack.

Assessment of Potential Aerodynamic Benefits from Spanwise Blowing at the Wing Tip. Ph.D. Thesis - George Washington Univ.

NASA Technical Reports Server (NTRS)

Mineck, Raymond Edward

1992-01-01

A comprehensive set of experimental and analytical investigations have been conducted to assess the potential aerodynamic benefits from spanwise blowing at the tip of a moderate aspect ratio, swept wing. An analytical model has been developed to simulate a jet exhausting from the wing tip. An experimental study of a subsonic jet exhausting from the wing tip was conducted to investigate the effect of spanwise blowing from the tip on the aerodynamic characteristics of a moderate aspect ratio, swept wing. Wing force and moment data and surface pressure data were measured at Mach numbers up to 0.72. Results indicate that small amounts of blowing from small jets increase the lift curve slope a small amount, but have no effect on drag. Larger amounts of blowing from longer jets blowing increases lift near the tip and reduce drag at low Mach numbers. These benefits decrease with increasing Mach number, and vanish at Mach 0.5. A Navier-Stokes solver with modified boundary conditions at the tip was used to extrapolate the results to a Mach number of 0.72. With current technology and conventional wing shapes, spanwise blowing at the wing tip does not appear to be a practical means of reducing drag of moderate aspect ratio wings at high subsonic Mach numbers.

OPACITY BROADENING OF {sup 13}CO LINEWIDTHS AND ITS EFFECT ON THE VARIANCE-SONIC MACH NUMBER RELATION

DOE Office of Scientific and Technical Information (OSTI.GOV)

Correia, C.; De Medeiros, J. R.; Burkhart, B.

2014-04-10

We study how the estimation of the sonic Mach number (M{sub s} ) from {sup 13}CO linewidths relates to the actual three-dimensional sonic Mach number. For this purpose we analyze MHD simulations that include post-processing to take radiative transfer effects into account. As expected, we find very good agreement between the linewidth estimated sonic Mach number and the actual sonic Mach number of the simulations for optically thin tracers. However, we find that opacity broadening causes M{sub s} to be overestimated by a factor of ≈1.16-1.3 when calculated from optically thick {sup 13}CO lines. We also find that there ismore » a dependence on the magnetic field: super-Alfvénic turbulence shows increased line broadening compared with sub-Alfvénic turbulence for all values of optical depth for supersonic turbulence. Our results have implications for the observationally derived sonic Mach number-density standard deviation (σ{sub ρ/(ρ)}) relationship, σ{sub ρ/〈ρ〉}{sup 2}=b{sup 2}M{sub s}{sup 2}, and the related column density standard deviation (σ {sub N/(N)}) sonic Mach number relationship. In particular, we find that the parameter b, as an indicator of solenoidal versus compressive driving, will be underestimated as a result of opacity broadening. We compare the σ {sub N/(N)}-M{sub s} relation derived from synthetic dust extinction maps and {sup 13}CO linewidths with recent observational studies and find that solenoidally driven MHD turbulence simulations have values of σ {sub N/(N)}which are lower than real molecular clouds. This may be due to the influence of self-gravity which should be included in simulations of molecular cloud dynamics.« less

The Effect of Blunt-Trailing-Edge Modifications on the High-Speed Stability and Control Characteristics of a Swept-Wing Fighter Airplane

NASA Technical Reports Server (NTRS)

Sadoff, Melvin; Matteson, Frederick H.; Van Dyke, Rudolph D., Jr.

1954-01-01

An investigation was conducted on a 35 deg swept-wing fighter airplane to determine the effects of several blunt-trailing-edge modifications to the wing and tail on the high-speed stability and control characteristics and tracking performance. The results indicated significant improvement in the pitch-up characteristics for the blunt-aileron configuration at Mach numbers around 0.90. As a result of increased effectiveness of the blunt-trailing-edge aileron, the roll-off, customarily experienced with the unmodified airplane in wings-level flight between Mach numbers of about 0.9 and 1.0 was eliminated, The results also indicated that the increased effectiveness of the blunt aileron more than offset the large associated aileron hinge moment, resulting in significant improvement in the rolling performance at Mach numbers between 0.85 and 1.0. It appeared from these results that the tracking performance with the blunt-aileron configuration in the pitch-up and buffeting flight region at high Mach numbers was considerably improved over that of the unmodified airplane; however, the tracking errors of 8 to 15 mils were definitely unsatisfactory. A drag increment of about O.OOl5 due to the blunt ailerons was noted at Mach numbers to about 0.85. The drag increment was 0 at Mach numbers above 0.90.

Mach number effect on jet impingement heat transfer.

PubMed

Brevet, P; Dorignac, E; Vullierme, J J

2001-05-01

An experimental investigation of heat transfer from a single round free jet, impinging normally on a flat plate is described. Flow at the exit plane of the jet is fully developed and the total temperature of the jet is equal to the ambient temperature. Infrared measurements lead to the characterization of the local and averaged heat transfer coefficients and Nusselt numbers over the impingement plate. The adiabatic wall temperature is introduced as the reference temperature for heat transfer coefficient calculation. Various nozzle diameters from 3 mm to 15 mm are used to make the injection Mach number M vary whereas the Reynolds number Re is kept constant. Thus the Mach number influence on jet impingement heat transfer can be directly evaluated. Experiments have been carried out for 4 nozzle diameters, for 3 different nozzle-to-target distances, with Reynolds number ranging from 7200 to 71,500 and Mach number from 0.02 to 0.69. A correlation is obtained from the data for the average Nusselt number.

Comparison of experimental and theoretical boundary-layer separation for inlets at incidence angle at low-speed conditions

NASA Technical Reports Server (NTRS)

Felderman, E. J.; Albers, J. A.

1975-01-01

Comparisons between experimental and theoretical Mach number distributions and separation locations are presented for the internal surfaces of four different subsonic inlet geometries with exit diameters of 13.97 centimeters. The free stream Mach number was held constant at 0.127, the one-dimensional throat Mach number ranged from 0.49 to 0.71, and the incidence angle ranged from 0 deg to 50 deg. Generally good agreement was found between the theoretical and experimental surface Mach number distributions as long as no flow separation existed. At high incidence angles, where separation was obvious in the experimental data, the theory predicted separation on the lip. At lower incidence angles, the theoretical results indicated diffuser separation which was not obvious from the experimental surface Mach number distributions. As incidence angle was varied from 0 deg to 50 deg, the predicted separation location shifted from the diffuser region to the inlet highlight. Relatively small total pressure losses were obtained when the predicted separation location was greater than 0.6 of the distance between the highlight and the diffuser exit.

A CFD-based aerodynamic design procedure for hypersonic wind-tunnel nozzles

NASA Technical Reports Server (NTRS)

Korte, John J.

1993-01-01

A new procedure which unifies the best of current classical design practices, computational fluid dynamics (CFD), and optimization procedures is demonstrated for designing the aerodynamic lines of hypersonic wind-tunnel nozzles. The new procedure can be used to design hypersonic wind tunnel nozzles with thick boundary layers where the classical design procedure has been shown to break down. An efficient CFD code, which solves the parabolized Navier-Stokes (PNS) equations using an explicit upwind algorithm, is coupled to a least-squares (LS) optimization procedure. A LS problem is formulated to minimize the difference between the computed flow field and the objective function, consisting of the centerline Mach number distribution and the exit Mach number and flow angle profiles. The aerodynamic lines of the nozzle are defined using a cubic spline, the slopes of which are optimized with the design procedure. The advantages of the new procedure are that it allows full use of powerful CFD codes in the design process, solves an optimization problem to determine the new contour, can be used to design new nozzles or improve sections of existing nozzles, and automatically compensates the nozzle contour for viscous effects as part of the unified design procedure. The new procedure is demonstrated by designing two Mach 15, a Mach 12, and a Mach 18 helium nozzles. The flexibility of the procedure is demonstrated by designing the two Mach 15 nozzles using different constraints, the first nozzle for a fixed length and exit diameter and the second nozzle for a fixed length and throat diameter. The computed flow field for the Mach 15 least squares parabolized Navier-Stokes (LS/PNS) designed nozzle is compared with the classically designed nozzle and demonstrates a significant improvement in the flow expansion process and uniform core region.

Analysis of Fluctuating Static Pressure Measurements in a Large High Reynolds Number Transonic Cryogenic Wind Tunnel. Ph.D. Thesis

NASA Technical Reports Server (NTRS)

Igoe, William B.

1991-01-01

Dynamic measurements of fluctuating static pressure levels were made using flush mounted high frequency response pressure transducers at eleven locations in the circuit of the National Transonic Facility (NTF) over the complete operating range of this wind tunnel. Measurements were made at test section Mach numbers from 0.2 to 1.2, at pressure from 1 to 8.6 atmospheres and at temperatures from ambient to -250 F, resulting in dynamic flow disturbance measurements at the highest Reynolds numbers available in a transonic ground test facility. Tests were also made independently at variable Mach number, variable Reynolds number, and variable drivepower, each time keeping the other two variables constant thus allowing for the first time, a distinct separation of these three important variables. A description of the NTF emphasizing its flow quality features, details on the calibration of the instrumentation, results of measurements with the test section slots covered, downstream choke, effects of liquid nitrogen injection and gaseous nitrogen venting, comparisons between air and nitrogen, isolation of the effects of Mach number, Reynolds number, and fan drive power, and identification of the sources of significant flow disturbances is included. The results indicate that primary sources of flow disturbance in the NTF may be edge-tones generated by test section sidewall re-entry flaps and the venting of nitrogen gas from the return leg of the tunnel circuit between turns 3 and 4 in the cryogenic mode of operation. The tests to isolate the effects of Mach number, Reynolds number, and drive power indicate that Mach number effects predominate. A comparison with other transonic wind tunnels shows that the NTF has low levels of test section fluctuating static pressure especially in the high subsonic Mach number range from 0.7 to 0.9.

Control of the transition between regular and mach reflection of shock waves

NASA Astrophysics Data System (ADS)

Alekseev, A. K.

2012-06-01

A control problem was considered that makes it possible to switch the flow between stationary Mach and regular reflection of shock waves within the dual solution domain. The sensitivity of the flow was computed by solving adjoint equations. A control disturbance was sought by applying gradient optimization methods. According to the computational results, the transition from regular to Mach reflection can be executed by raising the temperature. The transition from Mach to regular reflection can be achieved by lowering the temperature at moderate Mach numbers and is impossible at large numbers. The reliability of the numerical results was confirmed by verifying them with the help of a posteriori analysis.

Detailed noise measurements on the SR-7A propeller: Tone behavior with helical tip Mach number

NASA Technical Reports Server (NTRS)

Dittmar, James H.; Hall, David G.

1991-01-01

Detailed noise measurements were taken on the SR-7A propeller to investigate the behavior of the noise with helical tip Mach number and then to level off as Mach number was increased further. This behavior was further investigated by obtaining detailed pressure-time histories of data. The pressure-time histories indicate that a portion of the primary pressure pulse is progressively cancelled by a secondary pulse which results in the noise leveling off as the helical tip Mach number is increased. This second pulse appears to originate on the same blade as the primary pulse and is in some way connected to the blade itself. This leaves open the possibility of redesigning the blade to improve the cancellation; thereby, the propeller noise is reduced.

Pfirsch–Schlüter neoclassical heavy impurity transport in a rotating plasma

DOE PAGES

Belli, Emily A.; Candy, Jefferey M.; Angioni, C.

2014-11-07

In this paper, we extend previous analytic theories for the neoclassical transport of a trace heavy impurity in a rotating plasma in the Pfirsch-Schl¨uter regime. The complete diffusive and convective components of the ambipolar particle flux are derived. The solution is valid for arbitrary impurity charge and impurity Mach number and for general geometry. Inclusion of finite main ion temperature gradient effects is shown in the small ion Mach number limit. A simple interpolation formula is derived for the case of high impurity charge and circular geometry. While an enhancement of the diffusion coefficient is found for order one impuritymore » Mach number, a reduction due to the rotation-driven poloidal asymmetry in the density occurs for very large Mach number.« less

Detailed noise measurements on the SR-7A propeller: Tone behavior with helical tip Mach number

NASA Astrophysics Data System (ADS)

Dittmar, James H.; Hall, David G.

1991-12-01

Detailed noise measurements were taken on the SR-7A propeller to investigate the behavior of the noise with helical tip Mach number and then to level off as Mach number was increased further. This behavior was further investigated by obtaining detailed pressure-time histories of data. The pressure-time histories indicate that a portion of the primary pressure pulse is progressively cancelled by a secondary pulse which results in the noise leveling off as the helical tip Mach number is increased. This second pulse appears to originate on the same blade as the primary pulse and is in some way connected to the blade itself. This leaves open the possibility of redesigning the blade to improve the cancellation; thereby, the propeller noise is reduced.

Jet noise modification by the 'whistler nozzle'

NASA Technical Reports Server (NTRS)

Hasan, M. A. Z.; Islam, O.; Hussain, A. K. M. F.

1984-01-01

The farfield noise characteristics of a subsonic whistler nozzle jet are measured as a function of Mach number (0.25, 0.37, and, 0.51), emission angle, and excitation mode. It is shown that a whistler nozzle has greater total and broadband acoustic power than an excited contraction nozzle; and that the intensity of far-field noise is a function of emission angle, Mach number, and whistler excitation stage. The whistler nozzle excitation produces broadband noise amplification with constant spectral shape; the broadband noise amplification (without associated whistler tones and harmonics) increases omnidirectionally with emission angle at all Mach numbers; and the broadband amplification factor decreases as Mach number and emission angle increase. Finally the whistler nozzle is described as a very efficient but inexpensive siren with applications in not only jet excitation but also acoustics.

An experimental investigation of nacelle-pylon installation on an unswept wing at subsonic and transonic speeds

NASA Technical Reports Server (NTRS)

Carlson, J. R.; Compton, W. B., III

1984-01-01

A wind tunnel investigation was conducted to determine the aerodynamic interference associated with the installation of a long duct, flow-through nacelle on a straight unswept untapered supercritical wing. Experimental data was obtained for the verification of computational prediction techniques. The model was tested in the 16-Foot Transonic Tunnel at Mach numbers from 0.20 to 0.875 and at angles of attack from about 0 deg to 5 deg. The results of the investigation show that strong viscous and compressibility effects are present at the transonic Mach numbers. Numerical comparisons show that linear theory is adequate for subsonic Mach number flow prediction, but is inadequate for prediction of the extreme flow conditions that exist at the transonic Mach numbers.

Measurements of the Time-Averaged and Instantaneous Induced Velocities in the Wake of a Helicopter Rotor Hovering at High Tip Speeds

NASA Technical Reports Server (NTRS)

Heyson, Harry H.

1960-01-01

Measurements of the time-averaged induced velocities were obtained for rotor tip speeds as great as 1,100 feet per second (tip Mach number of 0.98) and measurements of the instantaneous induced velocities were obtained for rotor tip speeds as great as 900 feet per second. The results indicate that the small effects on the wake with increasing Mach number are primarily due to the changes in rotor-load distribution resulting from changes in Mach number rather than to compressibility effects on the wake itself. No effect of tip Mach number on the instantaneous velocities was observed. Under conditions for which the blade tip was operated at negative pitch angles, an erratic circulatory flow was observed.

Implementation of Preconditioned Dual-Time Procedures in OVERFLOW

NASA Technical Reports Server (NTRS)

Pandya, Shishir A.; Venkateswaran, Sankaran; Pulliam, Thomas H.; Kwak, Dochan (Technical Monitor)

2003-01-01

Preconditioning methods have become the method of choice for the solution of flowfields involving the simultaneous presence of low Mach and transonic regions. It is well known that these methods are important for insuring accurate numerical discretization as well as convergence efficiency over various operating conditions such as low Mach number, low Reynolds number and high Strouhal numbers. For unsteady problems, the preconditioning is introduced within a dual-time framework wherein the physical time-derivatives are used to march the unsteady equations and the preconditioned time-derivatives are used for purposes of numerical discretization and iterative solution. In this paper, we describe the implementation of the preconditioned dual-time methodology in the OVERFLOW code. To demonstrate the performance of the method, we employ both simple and practical unsteady flowfields, including vortex propagation in a low Mach number flow, flowfield of an impulsively started plate (Stokes' first problem) arid a cylindrical jet in a low Mach number crossflow with ground effect. All the results demonstrate that the preconditioning algorithm is responsible for improvements to both numerical accuracy and convergence efficiency and, thereby, enables low Mach number unsteady computations to be performed at a fraction of the cost of traditional time-marching methods.

Transonic transport study: Economics

NASA Technical Reports Server (NTRS)

Smith, C. L.; Wilcox, D. E.

1972-01-01

An economic analysis was performed to evaluate the impact of advanced materials, increased aerodynamic and structural efficiencies, and cruise speed on advanced transport aircraft designed for cruise Mach numbers of .90, .98, and 1.15. A detailed weight statement was generated by an aircraft synthesis computer program called TRANSYN-TST; these weights were used to estimate the cost to develop and manufacture a fleet of aircraft of each configuration. The direct and indirect operating costs were estimated for each aircraft, and an average return on investment was calculated for various operating conditions. There was very little difference between the operating economics of the aircraft designed for Mach numbers .90 and .98. The Mach number 1.15 aircraft was economically marginal in comparison but showed significant improvements with the application of carbon/epoxy structural material. However, the Mach .90 and Mach .98 aircraft are the most economically attractive vehicles in the study.

Comparison of Engine Cycle Codes for Rocket-Based Combined Cycle Engines

NASA Technical Reports Server (NTRS)

Waltrup, Paul J.; Auslender, Aaron H.; Bradford, John E.; Carreiro, Louis R.; Gettinger, Christopher; Komar, D. R.; McDonald, J.; Snyder, Christopher A.

2002-01-01

This paper summarizes the results from a one day workshop on Rocket-Based Combined Cycle (RBCC) Engine Cycle Codes held in Monterey CA in November of 2000 at the 2000 JANNAF JPM with the authors as primary participants. The objectives of the workshop were to discuss and compare the merits of existing Rocket-Based Combined Cycle (RBCC) engine cycle codes being used by government and industry to predict RBCC engine performance and interpret experimental results. These merits included physical and chemical modeling, accuracy and user friendliness. The ultimate purpose of the workshop was to identify the best codes for analyzing RBCC engines and to document any potential shortcomings, not to demonstrate the merits or deficiencies of any particular engine design. Five cases representative of the operating regimes of typical RBCC engines were used as the basis of these comparisons. These included Mach 0 sea level static and Mach 1.0 and Mach 2.5 Air-Augmented-Rocket (AAR), Mach 4 subsonic combustion ramjet or dual-mode scramjet, and Mach 8 scramjet operating modes. Specification of a generic RBCC engine geometry and concomitant component operating efficiencies, bypass ratios, fuel/oxidizer/air equivalence ratios and flight dynamic pressures were provided. The engine included an air inlet, isolator duct, axial rocket motor/injector, axial wall fuel injectors, diverging combustor, and exit nozzle. Gaseous hydrogen was used as the fuel with the rocket portion of the system using a gaseous H2/O2 propellant system to avoid cryogenic issues. The results of the workshop, even after post-workshop adjudication of differences, were surprising. They showed that the codes predicted essentially the same performance at the Mach 0 and I conditions, but progressively diverged from a common value (for example, for fuel specific impulse, Isp) as the flight Mach number increased, with the largest differences at Mach 8. The example cases and results are compared and discussed in this paper.

Experimental Effects of Propulsive Jets and Afterbody Configurations on the Zero-lift Drag of Bodies of Revolution at a Mach Number of 1.59

NASA Technical Reports Server (NTRS)

De Moraes, Carlos A; Nowitzky, Albin M

1954-01-01

The present investigation was made at a free-stream Mach number of 1.59 to compare the afterbody drags to a series of conical boattailed models at zero angle of attack. Afterbody drags were obtained for both the power-off and the power-on conditions. Power-on drags were obtained as a function of afterbody fineness ratio, jet pressure ratio and divergence, and jet Mach number.

Aerodynamic and Thermal Performance Characteristics of Supersonic-X Type Decelerators at Mach Number 8

DTIC Science & Technology

1977-02-01

SUPERSONIC -X TYPE DECELERATORS AT MACH NUMBER 8 t’z.r I # I JJ’, o,. VON KARMAN GAS DYNAMICS FACILITY ARNOLD ENGINEERING DEVELOPMENT CENTER AIR FORCE...AERODYNAMIC AND THERMAL PERFORMANCE CHARACTERISTICS OF SUPERSONIC - X TYPE DECELERATORS AT MACH NUMBER 8 ’ 7 AU THORCs,: p ; J . D. Corce , ARO, Inc...pe r fo rmance cha rac t e r i s t i c s of model nylon, Kevlar 29, and Bisbenzimidazobenzophenanthroline Supersonic -X type parachutes behind a

Sensitivity of boundary-layer stability to base-state distortions at high Mach numbers

NASA Astrophysics Data System (ADS)

Park, Junho; Zaki, Tamer

2017-11-01

The stability diagram of high-speed boundary layers has been established by evaluating the linear instability modes of the similarity profile, over wide ranges of Reynolds and Mach numbers. In real flows, however, the base state can deviate from the similarity profile. Both the base velocity and temperature can be distorted, for example due to roughness and thermal wall treatments. We review the stability problem of high-speed boundary layer, and derive a new formulation of the sensitivity to base-state distortion using forward and adjoint parabolized stability equations. The new formulation provides qualitative and quantitative interpretations on change in growth rate due to modifications of mean-flow and mean-temperature in heated high-speed boundary layers, and establishes the foundation for future control strategies. This work has been funded by the Air Force Office of Scientific Research (AFOSR) Grant: FA9550-16-1-0103.

Limitations of the method of characteristics when applied to axisymmetric hypersonic nozzle design

NASA Technical Reports Server (NTRS)

Edwards, Anne C.; Perkins, John N.; Benton, James R.

1990-01-01

A design study of axisymmetric hypersonic wind tunnel nozzles was initiated by NASA Langley Research Center with the objective of improving the flow quality of their ground test facilities. Nozzles for Mach 6 air, Mach 13.5 nitrogen, and Mach 17 nitrogen were designed using the Method of Characteristics/Boundary Layer (MOC/BL) approach and were analyzed with a Navier-Stokes solver. Results of the analysis agreed well with design for the Mach 6 case, but revealed oblique shock waves of increasing strength originating from near the inflection point of the Mach 13.5 and Mach 17 nozzles. The findings indicate that the MOC/BL design method has a fundamental limitation that occurs at some Mach number between 6 an 13.5. In order to define the limitation more exactly and attempt to discover the cause, a parametric study of hypersonic ideal air nozzles designed with the current MOC/BL method was done. Results of this study indicate that, while stagnations conditions have a moderate affect on the upper limit of the method, the method fails at Mach numbers above 8.0.

Effect of nose shape and tail length on supersonic stability characteristics of a projectile

NASA Technical Reports Server (NTRS)

Sawyer, W. C.; Collins, I. K.

1973-01-01

The effect of nose shape and tail length on the static stability of a fin-stabilized projectile has been investigated in the Langley Unitary Plan with tunnel at angles of attack to about 12 deg for a Mach number range from 1.5 to 2.5. The tests were made at a constant Reynolds number of 6.56 x 1,000,000 per meter. The results of the investigation showed that nose shape had no effect on the static stability. Increasing the tail length resulted in a progressively stabilizing tendency. However, only the 1.5-caliber-tail-length configuration was stable over the test angle-of-attack range at Mach number 1.5. This configuration was marginally stable or unstable at the higher Mach numbers, and the shorter configurations were unstable at all Mach numbers for either part of or the entire test angle-of-attack range.

Parametric Data from a Wind Tunnel Test on a Rocket-Based Combined-Cycle Engine Inlet

NASA Technical Reports Server (NTRS)

Fernandez, Rene; Trefny, Charles J.; Thomas, Scott R.; Bulman, Mel J.

2001-01-01

A 40-percent scale model of the inlet to a rocket-based combined-cycle (RBCC) engine was tested in the NASA Glenn Research Center 1- by 1-Foot Supersonic Wind Tunnel (SWT). The full-scale RBCC engine is scheduled for test in the Hypersonic Tunnel Facility (HTF) at NASA Glenn's Plum Brook Station at Mach 5 and 6. This engine will incorporate the configuration of this inlet model which achieved the best performance during the present experiment. The inlet test was conducted at Mach numbers of 4.0, 5.0, 5.5, and 6.0. The fixed-geometry inlet consists of an 8 deg.. forebody compression plate, boundary layer diverter, and two compressive struts located within 2 parallel sidewalls. These struts extend through the inlet, dividing the flowpath into three channels. Test parameters investigated included strut geometry, boundary layer ingestion, and Reynolds number (Re). Inlet axial pressure distributions and cross-sectional Pitot-pressure surveys at the base of the struts were measured at varying back-pressures. Inlet performance and starting data are presented. The inlet chosen for the RBCC engine self-started at all Mach numbers from 4 to 6. Pitot-pressure contours showed large flow nonuniformity on the body-side of the inlet. The inlet provided adequate pressure recovery and flow quality for the RBCC cycle even with the flow separation.

Boundary layer separation on isolated boattail nozzles. M.S. Thesis; [conducted in the Langley 16-foot transonic wind tunnel

NASA Technical Reports Server (NTRS)

Abeyounis, W. K.

1977-01-01

The phenomenon of separated flow on a series of circular-arc afterbodies was investigated using the Langley 16-foot transonic tunnel at free-stream Mach numbers from 0.40 to 0.95 at 0 deg angle of attack. Both high-pressure air and solid circular cylinders with a diameter equal to the nozzle exit diameter were used to simulate jet exhausts. A detailed data base of boundary layer separation locations was obtained using oil-flow techniques. The results indicate that boundary layer separation is most extensive on steep boattails at high Mach numbers.

Force and moment tests to determine the interaction effects of the reaction control system jet plumes on the space shuttle Orbiter aerodynamics at Mach Number 6 (Test OA352)

NASA Technical Reports Server (NTRS)

Cayse, Robert W.

1987-01-01

The purpose of this test was to expand the existing Space Shuttle aerodynamics and Reaction Control System (RCS) data base to support the Glide Return to Launch Site (GRTLS) abort trajectory and the new Digital Autopilot. An existing model of the orbiter was used to investigate the aerodynamic effects of several combinations of RCS thrusters and thruster momentum ratios at Mach number 6. Two separate model installations were used to achieve an angle-of-attack range of -11 to 46 deg. The test was conducted at a unit Reynolds number of 0.8 x 10 to the 6th per foot.

Surface pressure data on a series of conical forebodies at Mach numbers from 1.70 to 4.50 and combined angles of attack and sideslip

NASA Technical Reports Server (NTRS)

Townsend, J. C.; Collins, I. K.; Howell, D. T.; Hayes, C.

1979-01-01

Tabulated surface pressure data for a series of forebodies which have analytically defined cross sections and are based on a 20 degs half-angle cone are presented without analysis. Five of the cross sections were ellipses having axis ratios of 3/1, 2/1, 1/1, 1/2, and 1/3. The sixth cross section was defined by a curve having a single lobe. The data generally cover angles of attack from -5 degs to 20 degs at angles of sideslip from 0 degs to 5 degs for Mach numbers of 1.70, 2.50, 3.95, and 4.50 at a constant Reynolds number.

An experimental investigation of the NASA space shuttle external tank at hypersonic Mach numbers

NASA Technical Reports Server (NTRS)

Wittliff, C. E.

1975-01-01

Pressure and heat transfer tests were conducted simulating flight conditions which the space shuttle external tank will experience prior to break-up. The tests were conducted in the Calspan 48-inch Hypersonic Shock Tunnel and simulated entry conditions for nominal, abort-once-around (AOA), and return to launch site (RTLS) launch occurrences. Surface pressure and heat-transfer-rate distributions were obtained with and without various protuberences (or exterior hardware) on the model at Mach numbers from 15.2 to 17.7 at angles of attack from -15 deg to -180 deg and at several roll angles. The tests were conducted over a Reynolds number range from 1300 to 58,000, based on model length.

Description and calibration of the Langley 6- by 19-inch transonic tunnel

NASA Technical Reports Server (NTRS)

Ladson, C. L.

1973-01-01

A description and calibration is presented of the Langley 6- by 19-inch transonic tunnel which is a two-dimensional facility with top and bottom slotted walls used for testing two-dimensional airfoil sections. Basic tunnel-empty Mach number distributions and schlieren flow photographs as well as integrated normal-force coefficients, pitching-moment coefficients, surface-pressure distributions, and schlieren flow photographs of an NACA 0012 airfoil calibration model are presented. The Mach number capability of the facility is from 0.5 to about 1.1 with a corresponding Reynolds number range of 1.5 million to 3 million based on a 4.0-in. model chord. Comparisons of experimental results from the tests with previous data are also presented.

Space shuttle: Aerodynamic stability, control effectiveness and drag characteristics of a shuttle orbiter configuration at Mach numbers from 0.6 to 4.96

NASA Technical Reports Server (NTRS)

Ramsey, P. E.

1972-01-01

Experimental aerodynamic investigations were conducted in the NASA/MSFC 14-inch Trisonic Wind Tunnel from Sept. 27 to Oct. 7, 1972 on a 0.004 scale model of the NR ATP baseline shuttle orbiter configuration. Six component aerodynamic force and moment data were recorded at 0 deg sideslip angle over an angle of attack range from 0 to 20 deg for Mach numbers of 0.6 to 4.96, 20 to 40 deg for Mach numbers of 0.6, 0.9, 2.99, and 4.96, and 40 to 60 deg for Mach numbers of 2.99 and 4.96. Data were obtained over a sideslip range of -10 to 10 deg at 0, 10, and 20 deg angles of attack over the Mach range and 30 and 50 deg at Mach numbers of 2.99 and 4.96. The purpose of the test was to define the buildup, performance, stability, and control characteristics of the orbiter configuration. The model parameters, were: body alone; body-wing; body-wing-tail; elevon deflections of 0, 10, -20, and -40 deg both full and split); aileron deflections of plus or minus 10 deg (full and split); rudder flares of 10 and 40 deg, and a rudder deflection of 15 deg about the 10 and 40 deg flare positions.

A Method for Large Eddy Simulation of Acoustic Combustion Instabilities

NASA Astrophysics Data System (ADS)

Wall, Clifton; Moin, Parviz

2003-11-01

A method for performing Large Eddy Simulation of acoustic combustion instabilities is presented. By extending the low Mach number pressure correction method to the case of compressible flow, a numerical method is developed in which the Poisson equation for pressure is replaced by a Helmholtz equation. The method avoids the acoustic CFL condition by using implicit time advancement, leading to large efficiency gains at low Mach number. The method also avoids artificial damping of acoustic waves. The numerical method is attractive for the simulation of acoustics combustion instabilities, since these flows are typically at low Mach number, and the acoustic frequencies of interest are usually low. Additionally, new boundary conditions based on the work of Poinsot and Lele have been developed to model the acoustic effect of a long channel upstream of the computational inlet, thus avoiding the need to include such a channel in the computational domain. The turbulent combustion model used is the Level Set model of Duchamp de Lageneste and Pitsch for premixed combustion. Comparison of LES results to the reacting experiments of Besson et al. will be presented.

Effect of shock waves on the statistics and scaling in compressible isotropic turbulence

NASA Astrophysics Data System (ADS)

Wang, Jianchun; Wan, Minping; Chen, Song; Xie, Chenyue; Chen, Shiyi

2018-04-01

The statistics and scaling of compressible isotropic turbulence in the presence of large-scale shock waves are investigated by using numerical simulations at turbulent Mach number Mt ranging from 0.30 to 0.65. The spectra of the compressible velocity component, density, pressure, and temperature exhibit a k-2 scaling at different turbulent Mach numbers. The scaling exponents for structure functions of the compressible velocity component and thermodynamic variables are close to 1 at high orders n ≥3 . The probability density functions of increments of the compressible velocity component and thermodynamic variables exhibit a power-law region with the exponent -2 . Models for the conditional average of increments of the compressible velocity component and thermodynamic variables are developed based on the ideal shock relations and are verified by numerical simulations. The overall statistics of the compressible velocity component and thermodynamic variables are similar to one another at different turbulent Mach numbers. It is shown that the effect of shock waves on the compressible velocity spectrum and kinetic energy transfer is different from that of acoustic waves.

Engine performance analysis and optimization of a dual-mode scramjet with varied inlet conditions

NASA Astrophysics Data System (ADS)

Tian, Lu; Chen, Li-Hong; Chen, Qiang; Zhong, Feng-Quan; Chang, Xin-Yu

2016-02-01

A dual-mode scramjet can operate in a wide range of flight conditions. Higher thrust can be generated by adopting suitable combustion modes. Based on the net thrust, an analysis and preliminary optimal design of a kerosene-fueled parameterized dual-mode scramjet at a crucial flight Mach number of 6 were investigated by using a modified quasi-one-dimensional method and simulated annealing strategy. Engine structure and heat release distributions, affecting the engine thrust, were chosen as analytical parameters for varied inlet conditions (isolator entrance Mach number: 1.5-3.5). Results show that different optimal heat release distributions and structural conditions can be obtained at five different inlet conditions. The highest net thrust of the parameterized dual-mode engine can be achieved by a subsonic combustion mode at an isolator entrance Mach number of 2.5. Additionally, the effects of heat release and scramjet structure on net thrust have been discussed. The present results and the developed analytical method can provide guidance for the design and optimization of high-performance dual-mode scramjets.

Computer analysis of flow perturbations generated by placement of choke bumps in a wind tunnel

NASA Technical Reports Server (NTRS)

Campbell, R. L.

1981-01-01

An inviscid analytical study was conducted to determine the upstream flow perturbations caused by placing choke bumps in a wind tunnel. A computer program based on the stream-tube curvature method was used to calculate the resulting flow fields for a nominal free-stream Mach number range of 0.6 to 0.9. The choke bump geometry was also varied to investigate the effect of bump shape on the disturbance produced. Results from the study indicate that a region of significant variation from the free-stream conditions exists upstream of the throat of the tunnel. The extent of the disturbance region was, as a rule, dependent on Mach number and the geometry of the choke bump. In general, the upstream disturbance distance decreased for increasing nominal free-stream Mach number and for decreasing length-to-height ratio of the bump. A polynomial-curve choke bump usually produced less of a disturbance than did a circular-arc bump and going to an axisymmetric configuration (modeling choke bumps on all the tunnel walls) generally resulted in a lower disturbance than with the corresponding two dimensional case.

Flight investigation of XB-70 structural response to oscillatory aerodynamic shaker excitation and correlation with analytical results

NASA Technical Reports Server (NTRS)

Mckay, J. M.; Kordes, E. E.; Wykes, J. H.

1973-01-01

The low frequency symmetric structural response and damping characteristics of the XB-70 airplane were measured at four flight conditions: heavyweight at a Mach number of 0.87 at an altitude of 7620 meters (25,000 feet); lightweight at a Mach number of 0.86 at an altitude of 7620 meters (25,000 feet); a Mach number of 1.59 at an altitude of 11,918 meters (39.100 feet); and a Mach number of 2.38 and an altitude of 18,898 meters (62,000 feet). The flight data are compared with the response calculated by using early XB-70 design data and with the response calculated with mass, structural, and aerodynamic data updated to reflect as closely as possible the airplane characteristics at three of the flight conditions actually flown.

Effect of Mach number on the efficiency of microwave energy deposition in supersonic flow

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lashkov, V. A., E-mail: valerial180150@gmail.com; Karpenko, A. G., E-mail: aspera.2003.ru@mail.ru; Khoronzhuk, R. S.

The article is devoted to experimental and numerical studies of the efficiency of microwave energy deposition into a supersonic flow around the blunt cylinder at different Mach numbers. Identical conditions for energy deposition have been kept in the experiments, thus allowing to evaluate the pure effect of varying Mach number on the pressure drop. Euler equations are solved numerically to model the corresponding unsteady flow compressed gas. The results of numerical simulations are compared to the data obtained from the physical experiments. It is shown that the momentum, which the body receives during interaction of the gas domain modified bymore » microwave discharge with a shock layer before the body, increases almost linearly with rising of Mach number and the efficiency of energy deposition also rises.« less

Space shuttle: Experimental investigations for base drag reduction on a 0.015 scale model MSFS proposed space shuttle booster at Mach numbers from 0.40 to 1.10

NASA Technical Reports Server (NTRS)

Bradley, D.

1972-01-01

A 0.015-scale model of a modified version of the MDAC space shuttle booster was tested to obtain force, static stability, and control effectiveness data. The objective of this test was the reduction of cruise (M = 0.4) base drag by the use of base flaps, base vents, elevon deflection and base flow from a plenum mounted forward of the base heat shield. Transonic data were also obtained to determine the aerodynamic characteristics of the new base shape. Six component aerodynamic force and moment data were recorded over an angle of attack range from 4 deg to 20 deg at 0 deg sideslip and over a sideslip range from -6 deg to 6 deg at 0 deg, 6 deg and 15 deg angle of attack. Mach number varied from 0.4 to 1.10 at a constant R of 2 million per unit length.

An experimental and theoretical study of the aerodynamic characteristics of some generic missile concepts at Mach numbers from 2 to 6.8

NASA Technical Reports Server (NTRS)

Spearman, M. Leroy; Braswell, Dorothy O.

1994-01-01

A study has been made of the experimental and theoretical aerodynamic characteristics for some generic high-speed missile concepts at Mach numbers from 2 to 6.8. The basic body for this study had a length-to-diameter ratio of 10 with the forward half being a modified blunted ogive and the rear half being a cylinder. Modifications made to the basic body included the addition of an after body flare, the addition of highly swept cruciform wings and the addition of highly swept aft tails. The effects of some controls were also investigated with all-moving wing controls on the flared body and trailing-edge flap controls on the winged body. The results indicated that the addition of a flare, wings, or tails to the basic body all provided static longitudinal stability with varying amounts of increased axial force. The control arrangements were effective in producing increments of normal-force and pitching-moment at the lower Mach numbers. At the highest Mach number, the flap control on the winged body was ineffective in producing normal-force or pitching-moment but the all-moving wing control on the flared body, while losing pitch effectiveness, still provided normal-force increments. Calculated results obtained through the use of hypersonic impact theory were in generally good agreement with experiment at the higher Mach numbers but were not accurate at the lower Mach numbers.

Studies on shock interactions with moving cylinders using immersed boundary method

NASA Astrophysics Data System (ADS)

Luo, Kun; Luo, Yujuan; Jin, Tai; Fan, Jianren

2017-06-01

The process of shock interaction with a rigid cylinder is studied using a compressible immersed boundary method combined with a high-order weighted essentially nonoscillatory scheme. Movement of the cylinder is coupled to the flow field. First, the accuracy of the numerical scheme is validated. Then the influences of the incident shock Mach number and the cylinder diameter are discussed. The results are compared with those from cases with stationary cylinders. It is found that variation of either the incident shock Mach number or the cylinder diameter can cause different schlieren images. At a given dimensionless time, the trajectory of the upper triple point varies nonmonotonically with the incident shock Mach number while the primary reflected shock gets closer to the cylinder with increasing incident shock Mach number. For any moving case with a given incident shock Mach number and cylinder diameter, the trajectory of the upper triple point, the time evolution of the normalized vertical distance from the highest point of the primary reflected shock to the centerline of the cylinder, and the time evolution of the normalized shock detachment distance can all be predicted by linear correlation. As for the time evolution of the force exerted on the cylinder, the peak of the moving cylinder appears earlier than the stationary one in dimensionless time, with much lower value. Correlations to predict the occurrence of the peak drag and its value under different shock Mach numbers and cylinder diameters are proposed. The resulting cylinder movement is also briefly discussed.

Investigation of an underslung half-cone inlet with compression surface mounted outboard from fuselage at Mach numbers of 1.5, 1.8, and 2.0

NASA Technical Reports Server (NTRS)

Yeager, Richard A; Gertsma, Laurence W

1958-01-01

An investigation was conducted to determine the performance of an underslung half-cone inlet mounted on a missile forebody model with the compression surface outboard from the fuselage. The inlet was designed for shock-on-lip operation at Mach number 2.0 with 25 degree half-angle spike. The cowling was attached to the fuselage through the boundary-layer plow and served as part of the fuselage boundary-layer diverter system. The performance of the half-cone inlet was compared with that of a scoop-type inlet and a normal-wedge inlet on a maximum-thrust-minus-drag basis. The increase in pressure recovery obtained with the half-cone inlet over that obtained with the reference inlets offset the slightly higher drags observed over the Mach number range for the half-cone so that the performance of this configuration was equal to that of the other inlets at Mach number 2.0 and was slightly superior at the lower Mach numbers. For a particular configuration, a peak pressure recovery of 0.879 was obtained at Mach number 2.0, zero angle of attack, and 4-percent throat bleed; the subcritical stability was 16 percent. Use of a fuselage-mounted boundary-layer splitter plate ahead of the inlet did not improve the stability. Subcritical distortion values were below 10 percent for all configurations. (author)

Boundary layer, skin friction, and boattail pressure measurements from the YF-12 airplane at Mach numbers up to 3

NASA Technical Reports Server (NTRS)

Fisher, D. F.

1978-01-01

In-flight measurements of boundary layer and skin friction data were made on YF-12 airplanes for Mach numbers between 2.0 and 3.0. Boattail pressures were also obtained for Mach numbers between 0.7 and 3.0 with Reynolds numbers up to four hundred million. Boundary layer data measured along the lower fuselage centerline indicate local displacement and momentum thicknesses can be much larger than predicted. Skin friction coefficients measured at two of five lower fuselage stations were significantly less than predicted by flat plate theory. The presence of large differences between measured boattail pressure drag and values calculated by a potential flow solution indicates the presence of vortex effects on the upper boattail surface. At both subsonic and supersonic speeds, pressure drag on the longer of two boattail configurations was equal to or less than the pressure drag on the shorter configuration. At subsonic and transonic speeds, the difference in the drag coefficient was on the order of 0.0008 to 0.0010. In the supersonic cruise range, the difference in the drag coefficient was on the order of 0.002. Boattail drag coefficients are based on wing reference area.

Acoustic radiation damping of flat rectangular plates subjected to subsonic flows

NASA Technical Reports Server (NTRS)

Lyle, Karen Heitman

1993-01-01

The acoustic radiation damping for various isotropic and laminated composite plates and semi-infinite strips subjected to a uniform, subsonic and steady flow has been predicted. The predictions are based on the linear vibration of a flat plate. The fluid loading is characterized as the perturbation pressure derived from the linearized Bernoulli and continuity equations. Parameters varied in the analysis include Mach number, mode number and plate size, aspect ratio and mass. The predictions are compared with existing theoretical results and experimental data. The analytical results show that the fluid loading can significantly affect realistic plate responses. Generally, graphite/epoxy and carbon/carbon plates have higher acoustic radiation damping values than similar aluminum plates, except near plate divergence conditions resulting from aeroelastic instability. Universal curves are presented where the acoustic radiation damping normalized by the mass ratio is a linear function of the reduced frequency. A separate curve is required for each Mach number and plate aspect ratio. In addition, acoustic radiation damping values can be greater than or equal to the structural component of the modal critical damping ratio (assumed as 0.01) for the higher subsonic Mach numbers. New experimental data were acquired for comparison with the analytical results.

Computer program for calculating aerodynamic characteristics of upper-surface-blowing and over-wing-blowing configurations

NASA Technical Reports Server (NTRS)

Lan, C. E.; Fillman, G. L.; Fox, C. H., Jr.

1977-01-01

The program is based on the inviscid wing-jet interaction theory of Lan and Campbell, and the jet entrainment theory of Lan. In the interaction theory, the flow perturbations are computed both inside and outside the jet, separately, and then matched on the jet surface to satisfy the jet boundary conditions. The jet Mach number is allowed to be different from the free stream value (Mach number nonuniformity). These jet boundary conditions require that the static pressure be continuous across the jet surface which must always remain as a stream surface. These conditions, as well as the wing-surface tangency condition, are satisified only in the linearized sense. The detailed formulation of these boundary conditions is based on the quasi-vortex-lattice method of Lan.

A study of sonic boom overpressure trends with respect to weight, altitude, Mach number, and vehicle shaping

NASA Technical Reports Server (NTRS)

Needleman, Kathy E.; Mack, Robert J.

1990-01-01

This paper presents and discusses trends in nose shock overpressure generated by two conceptual Mach 2.0 configurations. One configuration was designed for high aerodynamic efficiency, while the other was designed to produce a low boom, shaped-overpressure signature. Aerodynamic lift, sonic boom minimization, and Mach-sliced/area-rule codes were used to analyze and compute the sonic boom characteristics of both configurations with respect to cruise Mach number, weight, and altitude. The influence of these parameters on the overpressure and the overpressure trends are discussed and conclusions are given.

The NASA Langley Laminar-Flow-Control Experiment on a Swept Supercritical Airfoil: Basic Results for Slotted Configuration

NASA Technical Reports Server (NTRS)

Harris, Charles D.; Brooks, Cuyler W., Jr.; Clukey, Patricia G.; Stack, John P.

1989-01-01

The effects of Mach number and Reynolds number on the experimental surface pressure distributions and transition patterns for a large chord, swept supercritical airfoil incorporating an active Laminar Flow Control suction system with spanwise slots are presented. The experiment was conducted in the Langley 8 foot Transonic Pressure Tunnel. Also included is a discussion of the influence of model/tunnel liner interactions on the airfoil pressure distribution. Mach number was varied from 0.40 to 0.82 at two chord Reynolds numbers, 10 and 20 x 1,000,000, and Reynolds number was varied from 10 to 20 x 1,000,000 at the design Mach number.

Effect of Various Modifications on Drag and Longitudinal Stability and Control Characteristics at Transonic Speeds of a Model of the XF7U-1 Tailless Airplane: NACA Wing-FLow Method, TED No. NACA DE 307

NASA Technical Reports Server (NTRS)

Sawyer, Richard H.; Trant, James P., Jr.

1950-01-01

An investigation was made by the NACA wing-flow method to determine the drag, pitching-moment, lift, and angle-of-attack characteristics at transonic speeds of various configurations of a semispan model of an early configuration of the XF7U-1 tailless airplane. The results of the tests indicated that for the basic configuration with undeflected ailavator, the zero-lift drag rise occurred at a Mach number of about 0.85 and that about a five-fold increase in drag occurred through the transonic speed range. The results of the tests also indicated that the drag increment produced by -8.0 degrees deflection of the ailavator increased with increase in normal-force coefficient and was smaller at speeds above than at speeds below the drag rise. The drag increment produced by 35 degree deflection of the speed brakes varied from 0.040 to 0.074 depending on the normal-force coefficient and Mach number. These values correspond to drag coefficients of about 0.40 and 0.75 based on speed-brake frontal area. Removal of the fin produced a small positive drag increment at a given normal-force coefficient at speeds during the drag rise. A large forward shift of the neutral-point location occurred at Mach numbers above about 0.90 upon removal of the fin, and also a considerable forward shift throughout the Mach number range occurred upon deflection of the speed brakes. Ailavator ineffectiveness or reversal at low deflections, similar to that determined in previous tests of the basic configuration of the model in the Mach number range from about 0.93 to 1.0, was found for the fin-off configuration and for the model equipped with skewed (more highly sweptback) hinge-line ailavators. With the speed brakes deflected, little or no loss in the incremental pitching moment produced by deflection of the ailavator from O degrees to -8.00 degrees occurred in the Mach number range from 0.85 to 1.0 in contrast to a considerable loss found in previous tests with the speed brakes off.

Pressure distribution for the wing of the YAV-8B airplane; with and without pylons

NASA Technical Reports Server (NTRS)

Saltzman, Edwin J.; Delfrate, John H.; Sabsay, Catherine M.; Yarger, Jill M.

1992-01-01

Pressure distribution data have been obtained in flight at four span stations on the wing panel of the YAV-8B airplane. Data obtained for the supercritical profiled wing, with and without pylons installed, ranged from Mach 0.46 to 0.88. The altitude ranged from approximately 20,000 to 40,000 ft and the resultant Reynolds numbers varied from approximately 7.2 million to 28.7 million based on the mean aerodynamic chord. Pressure distribution data and flow visualization results show that the full-scale flight wing performance is compromised because the lower surface cusp region experiences flow separation for some important transonic flight conditions. This condition is aggravated when local shocks occur on the lower surface of the wing (mostly between 20 and 35 percent chord) when the pylons are installed for Mach 0.8 and above. There is evidence that convex fairings, which cover the pylon attachment flanges, cause these local shocks. Pressure coefficients significantly more negative than those for sonic flow also occur farther aft on the lower surface (near 60 percent chord) whether or not the pylons are installed for Mach numbers greater than or equal to 0.8. These negative pressure coefficient peaks and associated local shocks would be expected to cause increasing wave and separation drag at transonic Mach number increases.

Thrust characteristics of a series of convergent-divergent exhaust nozzles at subsonic and supersonic flight speeds

NASA Technical Reports Server (NTRS)

Fradenburgh, Evan A; Gorton, Gerald C; Beke, Andrew

1954-01-01

An experimental investigation of a series of four convergent-divergent exhaust nozzles was conducted in the Lewis 8-by-6 foot supersonic wind tunnel at Mach numbers of 0.1, 0.6, 1.6, and 2.0 over a range of nozzle pressure ratios. The thrust characteristics of these nozzles were determined by a pressure-integration technique. From a thrust standpoint, a nozzle designed to give uniform parallel flow at the exit had no advantage over the simple geometric design with conical convergent and divergent sections. The rapid-divergent nozzles might be competitive with the more gradual-divergent nozzles since the relatively short length of these nozzles would be advantageous from a weight standpoint and might result in smaller thrust losses due to friction. The thrusts, with friction losses neglected, were predicted satisfactorily by one-dimensional theory for the nozzles with relatively gradual divergence. The thrusts of the rapid-divergent designs were several percentages below the theoretical values at the design pressure ratio or above, while at low pressure ratios there was a considerable effect of free-stream Mach number, with thrusts considerably above theoretical values at subsonic speeds and somewhat above theoretical values at supersonic speeds. This Mach numb effect appeared to be related to the variation of the model base pressure with free-stream Mach number.

Investigation of Dive Brakes and a Dive-Recovery Flap on a High-Aspect-Ratio Wing in the Langley 8-Foot High-Speed Tunnel

NASA Technical Reports Server (NTRS)

Mattson, Axel T.

1946-01-01

The results of tests made to determine the aerodynamic characteristics of a solid brake, a slotted brake, and a dive-recovery flap mounted on a high aspect ratio wing at high Mach numbers are presented. The data were obtained in the Langley 8-foot high-speed tunnel for corrected Mach numbers up to 0.940. The results have been analyzed with regard to the suitability of dive-control devices for a proposed high-speed airplane in limiting the airplane terminal Mach number by the use of dive brakes and in achieving favorable dive-recovery characteristics by the use of a dive-recovery flap. The analysis of the results indicated that the slotted brake would limit the proposed airplane terminal Mach number to values below 0.880 for altitudes up to 35,000 feet and a wing loading of 80 pounds per square foot and the dive-recovery flap would produce trim changes required for controlled pull-outs at 25,000 feet for a Mach number range from 0.800 to 0.900. Basic changes in spanwise loading are presented to aid in the evaluation of the wing strength requirements.

Inviscid Flow Computations of the Orbital Sciences X-34 Over a Mach Number Range of 1.25 to 6.0

NASA Technical Reports Server (NTRS)

Prabhu, Ramadas K.

2001-01-01

This report documents the results of an inviscid computational study conducted on the Orbital Sciences X-34 vehicle to compute its inviscid longitudinal aerodynamic characteristics over a Mach number range of 1.25 to 6.0. The unstructured grid software FELISA was used and th e aerodynamic characteristics were computed at Mach numbers 1.25, 1.6, 2.5, 4.0, 4.63, and 6.0, and an angle of attack range of -4 to 32 degrees. These results were compared with available aerodynamic data from wind tunnel test on X-34 models. The comparison showed excellent agreement in C(sub N). The computed pitching moment compared well at Mach numbers 2.5 and higher, and at angles of attack of up to 12 deg. The agreement was not good at higher angles of attack possibly due to viscous effects. At lower Mach numbers there were significant differences between computed and measured C(sub m) values. This could not be explained. Since the present computations are inviscid, the computed C(sub A) was consistently lower than the measured values as expected.

Lee-side flow over delta wings at supersonic speeds

NASA Technical Reports Server (NTRS)

Miller, D. S.; Wood, R. M.

1985-01-01

An experimental investigation of the lee-side flow on sharp leading-edge delta wings at supersonic speeds has been conducted. Pressure data were obtained at Mach numbers from 1.5 to 2.8, and three types of flow-visualization data (oil-flow, tuft, and vapor-screen) were obtained at Mach numbers from 1.7 to 2.8 for wing leading-edge sweep angles from 52.5 deg to 75 deg. From the flow-visualization data, the lee-side flows were classified into seven distinct types and a chart was developed that defines the flow mechanism as a function of the conditions normal to the wing leading edge, specifically, angle of attack and Mach number. Pressure data obtained experimentally and by a semiempirical prediction method were employed to investigate the effects of angle of attack, leading-edge sweep, and Mach number on vortex strength and vortex position. In general, the predicted and measured values of vortex-induced normal force and vortex position obtained from experimental data have the same trends with angle of attack, Mach number, and leading-edge sweep; however, the vortex-induced normal force is underpredicted by 15 to 30 percent, and the vortex spanwise location is overpredicted by approximately 15 percent.

Uncertainty Due to Unsteady Fluid/Structure Interaction for the Ares I Vehicle Traversing the Transonic Regime

NASA Technical Reports Server (NTRS)

Bartels, Robert E.

2012-01-01

Rapid reduced-order numerical models are being investigated as candidates to simulate the dynamics of a flexible launch vehicle during atmospheric ascent. There has also been the extension of these new approaches to include gust response. These methods are used to perform aeroelastic and gust response analyses at isolated Mach numbers. Such models require a method to time march through a succession of ascent Mach numbers. An approach is presented for interpolating reduced-order models of the unsteady aerodynamics at successive Mach numbers. The transonic Mach number range is considered here since launch vehicles can suffer the highest dynamic loads through this range. Realistic simulations of the flexible vehicle behavior as it traverses this Mach number range are presented. The response of the vehicle due to gusts is computed. Uncertainties in root mean square and maximum bending moment and crew module accelerations are presented due to assumed probability distributions in design parameters, ascent flight conditions, gusts. The primary focus is on the uncertainty introduced by modeling fidelity. It is found that an unsteady reduced order model produces larger excursions in the root mean square loading and accelerations than does a quasi-steady reduced order model.

An Analysis of the Applicability of the Hypersonic Similarity Law to the Study of Flow About Bodies of Revolution at Zero Angle of Attack

NASA Technical Reports Server (NTRS)

Ehret, Dorris M.; Rossow, Vernon J.; Stevens, Victor I.

1950-01-01

The hypersonic similarity law as derived by Tsien has been investigated by comparing the pressure distributions along bodies of revolution at zero angle of attack. In making these comparisons, particular attention was given to determining the limits of Mach number and fineness ratio for which the similarity law applies. For the purpose of this investigation, pressure distributions determined by the method of characteristics for ogive cylinders for values of Mach numbers and fineness ratios varying from 1.5 to 12 were compared. Pressures on various cones and on cone cylinders were also compared in this study. The pressure distributions presented demonstrate that the hypersonic similarity law is applicable over a wider range of values of Mach numbers and fineness ratios than might be expected from the assumptions made in the derivation. This is significant since within the range of applicability of the law a single pressure distribution exists for all similarly shaped bodies for which the ratio of free-stream Mach number to fineness ratio is constant. Charts are presented for rapid determination of pressure distributions over ogive cylinders for any combination of Mach number and fineness ratio within defined limits.

Wind-Tunnel and Flight Test Results for the Measurements of Flow Variables at Supersonic Speeds Using Improved Wedge and Conical Probes

NASA Technical Reports Server (NTRS)

Bobbitt, Percy J.; Maglieri, Domenic J.; Banks, Daniel W.; Frederick, Michael A.; Fuchs, Aaron W.

2012-01-01

The results of supersonic wind-tunnel tests on three probes at nominal Mach numbers of 1.6, 1.8 and 2.0 and flight tests on two of these probes up to a Mach number of 1.9 are described. One probe is an 8 deg. half-angle wedge with two total-pressure measurements and one static. The second, a conical probe, is a cylinder that has a 15 deg., semi-angle cone tip with one total-pressure orifice at the apex and four static-pressure orifices on the surface of the cone, 90 deg. apart, and about two-thirds of the distance from the cone apex to the base of the cone. The third is a 2 deg. semi-angle cone that has two static ports located 180 deg. apart about 1.5 inches behind the apex of the cone. The latter probe was included since it has been the "probe of choice" for wind-tunnel flow-field pressure measurements (or one similar to it) for the past half-century. The wedge and 15 deg. conical probes used in these tests were designed for flight diagnostic measurements for flight Mach numbers down to 1.35 and 1.15 respectively, and have improved capabilities over earlier probes of similar shape. The 15. conical probe also has a temperature sensor that is located inside the cylindrical part of the probe that is exposed to free-stream flow through an annulus at the apex of the cone. It enables the determination of free-stream temperature, density, speed of sound, and velocity, in addition to free-stream pressure, Mach number, angle of attack and angle of sideslip. With the time-varying velocity, acceleration can be calculated. Wind-tunnel tests of the two probes were made in NASA Langley Research Center fs Unitary Plan Wind Tunnel (UPWT) at Mach numbers of 1.6, 1.8, and 2.0. Flight tests were carried out at the NASA Dryden Flight Research Center (DFRC) on its F-15B aircraft up to Mach numbers of 1.9. The probes were attached to a fixture, referred to as the Centerline Instrumented Pylon (CLIP), under the fuselage of the aircraft. Problems controlling the velocity of the flow through the conical probe required for accurate temperature measurements are noted, as well as some calibration problems of the miniature pressure sensors that required a re-calculation of the flow variables. Data are presented for angle of attack, pressure and Mach number obtained in the wind tunnel and in flight. In the wind tunnel some transient data were obtained by translating the probes through the shock flow field created by a bump on the wind-tunnel wall.

Flow Separation Ahead of a Blunt Axially Symmetric Body at Mach Numbers 1.76 to 2.10

NASA Technical Reports Server (NTRS)

Moeckel, W E

1951-01-01

The pressure distribution and drag were determined for a spherical-nosed axially symmetric body with thin projecting rods at Mach numbers of 1.76, 1.93, and 2.10. The upstream projection distance of the rods was varied over a wide range to study changes in the character of the flow separation and to determine the variation of drag and pressure distribution with tip projection. Drag coefficients between 0.18 and 0.30 were obtained for most tip projections at each Mach number.

Wind-tunnel investigation at Mach numbers from 0.25 to 1.01 of a transport configuration designed to cruise at near-sonic speeds. [conducted in langley 8-foot transonic pressure tunnel

NASA Technical Reports Server (NTRS)

Langhans, R. A.; Flechner, S. G.

1972-01-01

The results of the investigation showed that the configuration exhibits a sufficiently high drag divergence Mach number to cruise at near sonic speeds. The configuration is longitudinally stable through the cruise Mach number and lift coefficient range, but at higher lift coefficients displays pitchup and becomes unstable. The configuration was directionally stable at all test conditions and laterally stable in the angle of attack range required for cruise.

Performance Characteristics of Flush and Shielded Auxiliary Exits at Mach Numbers of 1.5 to 2.0

NASA Technical Reports Server (NTRS)

Abdalla, Kaleel L.

1959-01-01

The performance characteristics of several flush and shielded auxiliary exits were investigated at Mach numbers of 1.5 to 2.0, and jet pressure ratios from jet off to 10. The results indicate that the shielded configurations produced better overall performance than the corresponding flush exits over the Mach-number and pressure-ratio ranges investigated. Furthermore, the full-length shielded exit was highest in performance of all the configurations. The flat-exit nozzle block provided considerably improved performance compared with the curved-exit nozzle block.

Grid Fin Stabilization of the Orion Launch Abort Vehicle

NASA Technical Reports Server (NTRS)

Pruzan, Daniel A.; Mendenhall, Michael R.; Rose, William C.; Schuster, David M.

2011-01-01

Wind tunnel tests were conducted by Nielsen Engineering & Research (NEAR) and Rose Engineering & Research (REAR) in conjunction with the NASA Engineering & Safety Center (NESC) on a 6%-scale model of the Orion launch abort vehicle (LAV) configured with four grid fins mounted near the base of the vehicle. The objectives of these tests were to 1) quantify LAV stability augmentation provided by the grid fins from subsonic through supersonic Mach numbers, 2) assess the benefits of swept grid fins versus unswept grid fins on the LAV, 3) determine the effects of the LAV abort motors on grid fin aerodynamics, and 4) generate an aerodynamic database for use in the future application of grid fins to small length-to-diameter ratio vehicles similar to the LAV. The tests were conducted in NASA Ames Research Center's 11x11-foot transonic wind tunnel from Mach 0.5 through Mach 1.3 and in their 9x7-foot supersonic wind tunnel from Mach 1.6 through Mach 2.5. Force- and moment-coefficient data were collected for the complete vehicle and for each individual grid fin as a function of angle of attack and sideslip angle. Tests were conducted with both swept and unswept grid fins with the simulated abort motors (cold jets) off and on. The swept grid fins were designed with a 22.5deg aft sweep angle for both the frame and the internal lattice so that the frontal projection of the swept fins was the same as for the unswept fins. Data from these tests indicate that both unswept and swept grid fins provide significant improvements in pitch stability as compared to the baseline vehicle over the Mach number range investigated. The swept fins typically provide improved stability as compared to the unswept fins, but the performance gap diminished as Mach number was increased. The aerodynamic performance of the fins was not observed to degrade when the abort motors were turned on. Results from these tests indicate that grid fins can be a robust solution for stabilizing the Orion LAV over a wide range of operating conditions.

APEX 3D Propeller Test Preliminary Design

NASA Technical Reports Server (NTRS)

Colozza, Anthony J.

2002-01-01

A low Reynolds number, high subsonic mach number flight regime is fairly uncommon in aeronautics. Most flight vehicles do not fly under these aerodynamic conditions. However, recently there have been a number of proposed aircraft applications (such as high altitude observation platforms and Mars aircraft) that require flight within this regime. One of the main obstacles to flight under these conditions is the ability to reliably generate sufficient thrust for the aircraft. For a conventional propulsion system, the operation and design of the propeller is the key aspect to its operation. Due to the difficulty in experimentally modeling the flight conditions in ground-based facilities, it has been proposed to conduct propeller experiments from a high altitude gliding platform (APEX). A preliminary design of a propeller experiment under the low Reynolds number, high mach number flight conditions has been devised. The details of the design are described as well as the potential data that will be collected.

Analysis of gas turbine engines using water and oxygen injection to achieve high Mach numbers and high thrust

NASA Technical Reports Server (NTRS)

Henneberry, Hugh M.; Snyder, Christopher A.

1993-01-01

An analysis of gas turbine engines using water and oxygen injection to enhance performance by increasing Mach number capability and by increasing thrust is described. The liquids are injected, either separately or together, into the subsonic diffuser ahead of the engine compressor. A turbojet engine and a mixed-flow turbofan engine (MFTF) are examined, and in pursuit of maximum thrust, both engines are fitted with afterburners. The results indicate that water injection alone can extend the performance envelope of both engine types by one and one-half Mach numbers at which point water-air ratios reach 17 or 18 percent and liquid specific impulse is reduced to some 390 to 470 seconds, a level about equal to the impulse of a high energy rocket engine. The envelope can be further extended, but only with increasing sacrifices in liquid specific impulse. Oxygen-airflow ratios as high as 15 percent were investigated for increasing thrust. Using 15 percent oxygen in combination with water injection at high supersonic Mach numbers resulted in thrust augmentation as high as 76 percent without any significant decrease in liquid specific impulse. The stoichiometric afterburner exit temperature increased with increasing oxygen flow, reaching 4822 deg R in the turbojet engine at a Mach number of 3.5. At the transonic Mach number of 0.95 where no water injection is needed, an oxygen-air ratio of 15 percent increased thrust by some 55 percent in both engines, along with a decrease in liquid specific impulse of 62 percent. Afterburner temperature was approximately 4700 deg R at this high thrust condition. Water and/or oxygen injection are simple and straightforward strategies to improve engine performance and they will add little to engine weight. However, if large Mach number and thrust increases are required, liquid flows become significant, so that operation at these conditions will necessarily be of short duration.

Parametric study of shock-induced combustion in a hydrogen air system

NASA Technical Reports Server (NTRS)

Ahuja, J. K.; Tiwari, Surendra N.

1994-01-01

A numerical parametric study is conducted to simulate shock-induced combustion under various free-stream conditions and varying blunt body diameter. A steady combustion front is established if the free-stream Mach number is above the Chapman-Jouguet speed of the mixture, whereas an unsteady reaction front is established if the free-stream Mach number is below or at the Chapman-Jouguet speed of the mixture. The above two cases have been simulated for Mach 5.11 and Mach 6.46 with a projectile diameter of 15 mm. Mach 5.11, which is an underdriven case, shows an unsteady reaction front, whereas Mach 6.46, which is an overdriven case, shows a steady reaction front. Next for Mach 5. 11 reducing the diameter to 2.5 mm causes the instabilities to disappear, whereas, for Mach 6.46 increasing the diameter of the projectile to 225 mm causes the instabilities to reappear, indicating that Chapman-Jouguet speed is not the only deciding factor for these instabilities to trigger. The other key parameters are the projectile diameter, induction time, activation energy and the heat release. The appearance and disappearance of the instabilities have been explained by the one-dimensional wave interaction model.

Assessment of Turbulent CFD Against STS-128 Hypersonic Flight Data

NASA Technical Reports Server (NTRS)

Wood, William A.; Kleb, William L.; Hyatt, Andrew J.

2010-01-01

Turbulent CFD simulations are compared against surface temperature measurements of the space shuttle orbiter windward tiles at reentry flight conditions. Algebraic turbulence models are used within both the LAURA and DPLR CFD codes. The flight data are from temperature measurements obtained by seven thermocouples during the STS-128 mission (September 2009). The flight data indicate boundary layer transition onset over the Mach number range 13.5{15.5, depending upon the location on the vehicle. But the boundary layer flow appeared to be transitional down through Mach 12, based upon the flight data and CFD trends. At Mach 9 the simulations match the flight data on average within 20 F/11 C, where typical surface temperatures were approximately 1600 F/870 C.

Aerodynamic characteristics of three helicopter rotor airfoil sections at Reynolds number from model scale to full scale at Mach numbers from 0.35 to 0.90. [conducted in Langley 6 by 28 inch transonic tunnel

NASA Technical Reports Server (NTRS)

Noonan, K. W.; Bingham, G. J.

1980-01-01

An investigation was conducted in the Langely 6 by 28 inch transonic tunnel to determine the two dimensional aerodynamic characteristics of three helicopter rotor airfoils at Reynolds numbers from typical model scale to full scale at Mach numbers from about 0.35 to 0.90. The model scale Reynolds numbers ranged from about 700,00 to 1,500,000 and the full scale Reynolds numbers ranged from about 3,000,000 to 6,600,000. The airfoils tested were the NACA 0012 (0 deg Tab), the SC 1095 R8, and the SC 1095. Both the SC 1095 and the SC 1095 R8 airfoils had trailing edge tabs. The results of this investigation indicate that Reynolds number effects can be significant on the maximum normal force coefficient and all drag related parameters; namely, drag at zero normal force, maximum normal force drag ratio, and drag divergence Mach number. The increments in these parameters at a given Mach number owing to the model scale to full scale Reynolds number change are different for each of the airfoils.

Numerical Modeling of Active Flow Control in a Boundary Layer Ingesting Offset Inlet

NASA Technical Reports Server (NTRS)

Allan, Brian G.; Owens, Lewis R.; Berrier, Bobby L.

2004-01-01

This investigation evaluates the numerical prediction of flow distortion and pressure recovery for a boundary layer ingesting offset inlet with active flow control devices. The numerical simulations are computed using a Reynolds averaged Navier-Stokes code developed at NASA. The numerical results are validated by comparison to experimental wind tunnel tests conducted at NASA Langley Research Center at both low and high Mach numbers. Baseline comparisons showed good agreement between numerical and experimental results. Numerical simulations for the inlet with passive and active flow control also showed good agreement at low Mach numbers where experimental data has already been acquired. Numerical simulations of the inlet at high Mach numbers with flow control jets showed an improvement of the flow distortion. Studies on the location of the jet actuators, for the high Mach number case, were conducted to provide guidance for the design of a future experimental wind tunnel test.

Cruise noise of the SR-2 propeller model in a wind tunnel

NASA Technical Reports Server (NTRS)

Dittmar, James H.

1989-01-01

Noise data on the SR-2 model propeller were taken in the NASA Lewis Research Center 8- by 6-Foot Wind Tunnel. The maximum blade passing tone rises with increasing helical tip Mach number to a peak level at a helical tip Mach number of about 1.05; then it remains the same or decreases at higher helical tip Mach numbers. This behavior, which has been observed with other propeller models, points to the possibility of using higher propeller tip speeds to limit airplane cabin noise while maintaining high flight speed and efficiency. Noise comparisons of the straight-blade SR-2 propeller and the swept-blade SR-7A propeller showed that the tailored sweep of the SR-7A appears to be the cause of both lower peak noise levels and a slower noise increase with increasing helical tip Mach number.

Generation and Evolution of High-Mach-Number Laser-Driven Magnetized Collisionless Shocks in the Laboratory.

PubMed

Schaeffer, D B; Fox, W; Haberberger, D; Fiksel, G; Bhattacharjee, A; Barnak, D H; Hu, S X; Germaschewski, K

2017-07-14

We present the first laboratory generation of high-Mach-number magnetized collisionless shocks created through the interaction of an expanding laser-driven plasma with a magnetized ambient plasma. Time-resolved, two-dimensional imaging of plasma density and magnetic fields shows the formation and evolution of a supercritical shock propagating at magnetosonic Mach number M_{ms}≈12. Particle-in-cell simulations constrained by experimental data further detail the shock formation and separate dynamics of the multi-ion-species ambient plasma. The results show that the shocks form on time scales as fast as one gyroperiod, aided by the efficient coupling of energy, and the generation of a magnetic barrier between the piston and ambient ions. The development of this experimental platform complements present remote sensing and spacecraft observations, and opens the way for controlled laboratory investigations of high-Mach number collisionless shocks, including the mechanisms and efficiency of particle acceleration.

Turbulent-Spot Growth Characteristics: Wind-Tunnel and Flight Measurements of Natural Transition at High Reynolds and Mach Numbers

NASA Technical Reports Server (NTRS)

Clark, J. P.; Jones, T. V.; LaGraff, J. E.

2007-01-01

A series of experiments are described which examine the growth of turbulent spots on a flat plate at Reynolds and Mach numbers typical of gas-turbine blading. A short-duration piston tunnel is employed and rapid-response miniature surface-heat-transfer gauges are used to asses the state of the boundary layer. The leading- and trailing-edge velocities of spots are reported for different external pressure gradients and Mach numbers. Also, the lateral spreading angle is determined from the heat-transfer signals which demonstrate dramatically the reduction in spot growth associated with favorable pressure gradients. An associated experiment on the development of turbulent wedges is also reported where liquid-crystal heat-transfer techniques are employed in low-speed wind tunnel to visualize and measure the wedge characteristics. Finally, both liquid crystal techniques and hot-film measurements from flight tests at Mach number of 0.6 are presented.

Farfield inflight measurements of high-speed turboprop noise

NASA Technical Reports Server (NTRS)

Balombin, J. R.; Loeffler, I. J.

1983-01-01

A flight program was carried out to determine the variation of noise level with distance from a model high-speed propeller. Noise measurements were obtained at different distances from a SR-3 propeller mounted on a JetStar aircraft, with the test instrumentation mounted on a Learjet flown in formation. The propeller was operated at 0.8 m flight Mach number, 1.12 helical tip Mach number and at 0.7 flight Mach number, 1.0 helical tip Mach number. The instantaneous pressure from individual blades was observed to rise faster at the 0.8 flight speed, than at the 0.7 M flight speed. The measured levels appeared to decrease in good agreement with a 6 dB/doubling of distance decay, over the measurement range of approximately 16 m to 100 m distance. Further extrapolation, to the distances represented by a community, would suggest that the propagated levels during cruise would not cause a serious community annoyance.

The stability of a trailing-line vortex in compressible flow

NASA Technical Reports Server (NTRS)

Stott, Jillian A. K.; Duck, Peter W.

1992-01-01

We consider the inviscid stability of the Batchelor (1964) vortex in a compressible flow. The problem is tackled numerically and also asymptotically, in the limit of large (aximuthal and streamwise) wavenumbers, together with large Mach numbers. The nature of the solution passes through different regimes as the Mach number increases, relative to the wavenumbers. At very high wavenumbers and Mach numbers, the mode which is present in the incompressible case ceases to be unstable, while new 'center mode' forms, whose stability characteristics, are determined primarily by conditions close to the vortex axis. We find that generally the flow becomes less unstable as the Mach number increases, and that the regime of instability appears generally confined to disturbances in a direction counter to the direction of the rotation of the swirl of the vortex. Throughout the paper, comparison is made between our numerical results and results obtained from the various asymptotic theories.

A simplified Mach number scaling law for helicopter rotor noise

NASA Technical Reports Server (NTRS)

Aravamudan, K. S.; Lee, A.; Harris, W. L.

1978-01-01

Mach number scaling laws are derived for the rotational and the high-frequency broadband noise from helicopter rotors. The rotational scaling law is obtained directly from the theory of Lowson and Ollerhead (1969) by exploiting the properties of the dominant terms in the expression for the complex Fourier coefficients of sound radiation from a point source. The scaling law for the high-frequency broadband noise is obtained by assuming that the noise sources are acoustically compact and computing the instantaneous pressure due to an element on an airfoil where vortices are shed. Experimental results on the correlation lengths for stationary airfoils are extended to rotating airfoils. On the assumption that the correlation length varies as the boundary layer displacement thickness, it is found that the Mach number scaling law contains a factor of Mach number raised to the exponent 5.8. Both scaling laws were verified by model tests.

Experimental aerodynamic characteristics at Mach numbers from 0.60 to 2.70 of two supersonic cruise fighter configurations

NASA Technical Reports Server (NTRS)

Dollyhigh, S. M.

1979-01-01

Two 0.085-scale full span wind-tunnel models of a Mach 1.60 design supercruiser configuration were tested at Mach numbers from 0.60 to 2.70. One model incorporated a varying dihedral (swept-up) wing to obtain the desired lateral-directional characteristics; the other incorporated more conventional twin vertical tails. The data from the wind-tunnel tests are presented without analysis.

Design of a variable area diffuser for a 15-inch Mach 6 open-jet tunnel

NASA Technical Reports Server (NTRS)

Loney, Norman W.

1994-01-01

The Langley 15-inch Mach 6 High Temperature Tunnel was recently converted from a Mach 10 Hypersonic Flow Apparatus. This conversion was effected to improve the capability of testing in Mach 6 air at relatively high reservoir temperatures not previously possible at Langley. Elevated temperatures allow the matching of the Mach numbers, Reynolds numbers, and ratio of wall-to-adiabatic-wall temperatures (TW/Taw) between this and the Langley 20-inch Mach 6 CF4 Tunnel. This ratio is also matched for Langley's 31-inch Mach 10 Tunnel and is an important parameter useful in the simulation of slender bodies such as National Aerospace Plane (NASP) configurations currently being studied. Having established the nozzle's operating characteristics, the decision was made to install another test section to provide model injection capability. This test section is an open-jet type, with an injection system capable of injecting a model from retracted position to nozzle centerline between 0.5 and 2 seconds. Preliminary calibrations with the new test section resulted in Tunnel blockage. This blockage phenomenon was eliminated when the conical center body in the diffuser was replaced. The issue then, is to provide a new and more efficient variable area diffuser configuration with the capability to withstand testing of larger models without sending the Tunnel into an unstart condition. Use of the 1-dimensional steady flow equation with due regard to friction and heat transfer was employed to estimate the required area ratios (exit area / throat area) in a variable area diffuser. Correlations between diffuser exit Mach number and area ratios, relative to the stagnation pressure ratios and diffuser inlet Mach number were derived. From these correlations, one can set upper and lower operating pressures and temperatures for a given diffuser throat area. In addition, they will provide appropriate input conditions for the full 3-dimensional computational fluid dynamics (CFD) code for further simulation studies.

In-flight transition measurement on a 10 deg cone at Mach numbers from 0.5 to 2.0

NASA Technical Reports Server (NTRS)

Fisher, D. F.; Dougherty, N. S., Jr.

1982-01-01

Boundary layer transition measurements were made in flight on a 10 deg transition cone tested previously in 23 wind tunnels. The cone was mounted on the nose of an F-15 aircraft and flown at Mach numbers room 0.5 to 2.0 and altitudes from 1500 meters (5000 feet) to 15,000 meters (50,000 feet), overlapping the Mach number/Reynolds number envelope of the wind tunnel tests. Transition was detected using a traversing pitot probe in contact with the surface. Data were obtained near zero cone incidence and adiabatic wall temperature. Transition Reynolds number was found to be a function of Mach number and of the ratio of wall temperature to adiabatic all temperature. Microphones mounted flush with the cone surface measured free-stream disturbances imposed on the laminar boundary layer and identified Tollmien-Schlichting waves as the probable cause of transition. Transition Reynolds number also correlated with the disturbance levels as measured by the cone surface microphones under a laminar boundary layer as well as the free-stream impact.

Convective heat transfer studies at high temperatures with pressure gradient for inlet flow Mach number of 0.45

NASA Technical Reports Server (NTRS)

Pedrosa, A. C. F.; Nagamatsu, H. T.; Hinckel, J. A.

1984-01-01

Heat transfer measurements were determined for a flat plate with and without pressure gradient for various free stream temperatures, wall temperature ratios, and Reynolds numbers for an inlet flow Mach number of 0.45, which is a representative inlet Mach number for gas turbine rotor blades. A shock tube generated the high temperature and pressure air flow, and a variable geometry test section was used to produce inlet flow Mach number of 0.45 and accelerate the flow over the plate to sonic velocity. Thin-film platinum heat gages recorded the local heat flux for laminar, transition, and turbulent boundary layers. The free stream temperatures varied from 611 R (339 K) to 3840 R (2133 K) for a T(w)/T(r,g) temperature ratio of 0.87 to 0.14. The Reynolds number over the heat gages varied from 3000 to 690,000. The experimental heat transfer data were correlated with laminar and turbulent boundary layer theories for the range of temperatures and Reynolds numbers and the transition phenomenon was examined.

Flight-determined lag of angle-of-attack and angle-of-sideslip sensors in the YF-12A airplane from analysis of dynamic maneuvers

NASA Technical Reports Server (NTRS)

Gilyard, G. B.; Belte, D.

1974-01-01

Magnitudes of lags in the pneumatic angle-of-attack and angle-of-sideslip sensor systems of the YF-12A airplane were determined for a variety of flight conditions by analyzing stability and control data. The three analysis techniques used are described. An apparent trend with Mach number for measurements from both of the differential-pressure sensors showed that the lag ranged from approximately 0.15 second at subsonic speed to 0.4 second at Mach 3. Because Mach number was closely related to altitude for the available flight data, the individual effects of Mach number and altitude on the lag could not be separated clearly. However, the results indicated the influence of factors other than simple pneumatic lag.

Supersonic Jet Exhaust Noise at High Subsonic Flight Speed

NASA Technical Reports Server (NTRS)

Norum, Thomas D.; Garber, Donald P.; Golub, Robert A.; Santa Maria, Odilyn L.; Orme, John S.

2004-01-01

An empirical model to predict the effects of flight on the noise from a supersonic transport is developed. This model is based on an analysis of the exhaust jet noise from high subsonic flights of the F-15 ACTIVE Aircraft. Acoustic comparisons previously attainable only in a wind tunnel were accomplished through the control of both flight operations and exhaust nozzle exit diameter. Independent parametric variations of both flight and exhaust jet Mach numbers at given supersonic nozzle pressure ratios enabled excellent correlations to be made for both jet broadband shock noise and jet mixing noise at flight speeds up to Mach 0.8. Shock noise correlated with flight speed and emission angle through a Doppler factor exponent of about 2.6. Mixing noise at all downstream angles was found to correlate well with a jet relative velocity exponent of about 7.3, with deviations from this behavior only at supersonic eddy convection speeds and at very high flight Mach numbers. The acoustic database from the flight test is also provided.

Investigation of the Development of Laminar Boundary-Layer Instabilities Along a Cooled-Wall Hollow Cylinder at Mach Number 8

DTIC Science & Technology

1990-01-01

CVE M- a f~ r *C0Wn~fINAM SNOnuary 90re t WtaS aci Rep00ortfon 3-4I~af .au"guast89 f 4. TrIAftOSWTITL S. FUNDING NUMBERS InvestWiaton of the Development...over a range of pressure from 20 to 300 psia at Mach number 6, and 50 to 900 psia at Mach number 8, 6 with air supplied by the VKF main compressor ...plant. Stagnation temperatures sufficient to avoid air liquefaction in the test section (up to 1350° R ) are obtained through the use of a natural gas

Influence of base modifications on in-flight base drag in the presence of jet exhaust for Mach numbers from 0.7 to 1.5

NASA Technical Reports Server (NTRS)

Powers, Sheryll Goecke

1988-01-01

The use of external modifications in the base region to reduce the base drag of a blunt-base body in the presence of jet engine exhaust was investigated in flight. Base pressure data were obtained for the following configurations: (1) blunt base; (2) blunt base modified with splitter plate; and (3) blunt base modified with two variations of a vented cavity. Reynolds number based on the length of the aircraft ranged from 1.2 to 3.1 x 10 to the 8th. Mach number M ranges were 0.71 less than or = M less than or = 0.95 and 1.10 less than or = M less than or = 1.51. The data were analyzed using the blunt base for a reference, or baseline condition. For 1.10 less than or = M less than or = 1.51, the reduction in base drag coefficient provided by the vented cavity configuration ranged from 0.07 to 0.05. These increments in base drag coefficient at M = 1.31 and 1.51 result in base drag reductions of 27 and 24 percent, respectively, when compared to the blunt base drag. For M less than 1, the drag increment between the blunt base and the modification is not significant.

Measurements of fluctuating pressure in a rectangular cavity in transonic flow at high Reynolds numbers

NASA Technical Reports Server (NTRS)

Tracy, M. B.; Plentovich, E. B.; Chu, Julio

1992-01-01

An experiment was performed in the Langley 0.3 meter Transonic Cryogenic Tunnel to study the internal acoustic field generated by rectangular cavities in transonic and subsonic flows and to determine the effect of Reynolds number and angle of yaw on the field. The cavity was 11.25 in. long and 2.50 in. wide. The cavity depth was varied to obtain length-to-height (l/h) ratios of 4.40, 6.70, 12.67, and 20.00. Data were obtained for a free stream Mach number range from 0.20 to 0.90, a Reynolds number range from 2 x 10(exp 6) to 100 x 10(exp 6) per foot with a nearly constant boundary layer thickness, and for two angles of yaw of 0 and 15 degs. Results show that Reynolds number has little effect on the acoustic field in rectangular cavities at angle of yaw of 0 deg. Cavities with l/h = 4.40 and 6.70 generated tones at transonic speeds, whereas those with l/h = 20.00 did not. This trend agrees with data obtained previously at supersonic speeds. As Mach number decreased, the amplitude, and bandwidth of the tones changed. No tones appeared for Mach number = 0.20. For a cavity with l/h = 12.67, tones appeared at Mach number = 0.60, indicating a possible change in flow field type. Changes in acoustic spectra with angle of yaw varied with Reynolds number, Mach number, l/h ratios, and acoustic mode number.

Free-Flight Tests of 0.11-Scale North American F-100 Airplane Wings to Investigate the Possibility of Flutter in Transonic Speed Range at Varying Angles of Attack

NASA Technical Reports Server (NTRS)

O'Kelly, Burke R.

1954-01-01

Free-flight tests in the transonic speed range utilizing rocketpropelled models have been made on three pairs of 0.11-scale North American F-100 airplane wings having an aspect ratio of 3.47, a taper ratio of 0.308, 45 degree sweepback at the quarter-chord line, and thickness ratios of 31 and 5 percent to investigate the possibility of flutte r. Data from tests of two other rocket-propelled models which accidentally fluttered during a drag investigation of the North American F-100 airplane are also presented. The first set of wings (5 percent thick) was tested on a model which was disturbed in pitch by a moving tail and reached a maximum Mach number of 0.85. The wings encountered mild oscillations near the first - bending frequency at high lift coefficients. The second set of wings 9 percent thick was tested up to a maximum Mach number of 0.95 at (2) angles of attack provided by small rocket motors installed in the nose of the model. No oscillations resembling flutter were encountered during the coasting flight between separation from the booster and sustainer firing (Mach numbers from 0.86 to 0.82) or during the sustainer firing at accelerations of about 8g up to the maximum Mach number of the test (0.95). The third set of wings was similar to the first set and was tested up to a maximum Mach number of 1.24. A mild flutter at frequencies near the first-bending frequency of the wings was encountered between a Mach number of 1.15 and a Mach number of 1.06 during both accelerating and coasting flight. The two drag models, which were 0.ll-scale models of the North American F-100 airplane configuration, reached a maximum Mach number of 1.77. The wings of these models had bending and torsional frequencies which were 40 and 89 percent, respectively, of the calculated scaled frequencies of the full-scale 7-percent-thick wing. Both models experienced flutter of the same type as that experienced-by the third set of wings.

Aerodynamic Loads on an External Store Adjacent to a 45 Degree Sweptback Wing at Mach Numbers from 0.70 to 1.96, Including an Evaluation of Techniques Used

NASA Technical Reports Server (NTRS)

Guy, Lawrence D; Hadaway, William M

1955-01-01

Aerodynamic forces and moments have been obtained in the Langley 9- by 12-inch blowdown tunnel on an external store and on a 45 degree swept-back wing-body combination measured separately at Mach numbers from 0.70 to 1.96. The wing was cantilevered and had an aspect ratio of 4.0; the store was independently sting-mounted and had a Douglas Aircraft Co. (DAC) store shape. The angle of attack range was from -3 degrees to 12 degrees and the Reynolds number (based on wing mean aerodynamic chord) varied from 1.2 x10(6) to 1.7 x 10(6). Wing-body transonic forces and moments have been compared with data of a geometrically similar full-scale model tested in the Langley 16-foot and 8-foot transonic tunnels in order to aid in the evaluation of transonic-tunnel interference. The principal effect of the store, for the position tested, was that of delaying the wing-fuselage pitch-up tendency to higher angles of attack at Mach numbers from 0.70 to 0.90 in a manner similar to that of a wing chord extension. The most critical loading condition on the store was that due to side force, not only because the loads were of large magnitude but also because they were in the direction of least structural strength of the supporting pylon. These side loads were greatest at high angles of attack in the supersonic speed range. Removal of the supporting pylon (or increasing the gap between the store and wing) reduced the values of the variation of side-force coefficientwith angle of attack by about 50 percent at all test Mach numbers, indicating that important reductions in store side force may be realized by proper design or location of the necessary supporting pylon. A change of the store skew angle (nose inboard) was found to relieve the excessive store side loads throughout the Mach number range. It was also determined that the relative position of the fuselage nose to the store can appreciably affect the store side forces at supersonic speeds.

An Investigation of Wing and Aileron Loads Due to Deflected Inboard and Outboard Ailerons on a 4-Percent-Thick 30 deg Sweptback Wing at Transonic Speeds

NASA Technical Reports Server (NTRS)

Whitcomb, Charles F.; Critzos, Chris C.; Brown, Philippa F.

1961-01-01

An investigation has been conducted in the Langley 16-foot transonic tunnel to determine the changes in wing loading characteristics due to deflections of a plain faired flap-type inboard aileron, a plain faired flap-type outboard aileron, and a slab-sided thickened trailing edge outboard aileron. The test wing was 4 percent thick and had 30 sweep of the quarter chord, an aspect ratio of 3.0, a taper ratio of 0.2, and NACA 65A004 airfoil sections. The loading characteristics of the deflected ailerons were also investigated. The model was a sting-mounted wing-body combination, and pressure measurements over one wing panel (exposed area) and the ailerons were obtained for angles of attack from 0 to 20 at deflections up to +/- 15 deg for Mach numbers between 0.80 and 1.03. The test Reynolds number based on the wing mean aerodynamic chord was about 7.4 x 10(exp 6). The results of the investigation indicated that positive deflection of the plain faired flap-type inboard aileron caused significant added loading over the wing sections outboard of the aileron at all Mach numbers for model angles of attack from 0 deg or 4 deg up to 12 deg. Positive deflection of the two outboard ailerons (plain faired and slab sided with thickened trailing edge) caused significant added loading over the wing sections inboard of the ailerons for different model angle-of-attack ranges at the several test Mach numbers. The loading shapes over the ailerons were irregular and would be difficult to predict from theoretical considerations in the transonic speed range. The longitudinal and lateral center-of-pressure locations for the ailerons varied only slightly with increasing angle of attack and/or Mach number. Generally, the negative slopes of the variations of aileron hinge-moment coefficient with aileron deflection for all three ailerons varied similarly with Mach number at the test angles of attack.

A Wind-Tunnel Investigation of a Transonic-Transport Configuration Utilizing Drag-Reducing Devices at Mach Numbers from 0.20 to 1.03

NASA Technical Reports Server (NTRS)

Loving, Donald L.

1961-01-01

The static longitudinal stability and control and lateral characteristics of a transonic-transport model, incorporating recent drag-reducing devices, has been investigated in the Langley 8-foot transonic pressure tunnel. The wing was cambered, had a thickened root and a taper ratio of 0.3. Wing sweepback angles of 45 degrees and 40 degrees were investigated with corresponding aspect ratios of 7 and 8, respectively. Modifications to the model for reducing the drag were: a forward fuselage addition and special bodies (four big enough to house jet engines) added to the upper surface of the wing. Other components and changes investigated included an empennage, a wing-tip body, wing fences, wing trailing-edge flaps, horizontal-tail settings, and wing dihedral angle. The investigation covered the Mach number range from 0.20 to 1.03 for the angle-of-attack range from -5 degrees to 15.4 degrees, and a sideslip angle of -5 degrees, in the Reynolds number range from 0.52 times 10(exp 6) to 1.94 times 10(exp 6) based on the wing mean aerodynamic chord. The various fuselage and wing additions delayed the drag-rise Mach number and greatly reduced the drag beyond the drag rise. The wing bodies markedly alleviated unstable pitch tendencies throughout the test Mach number range. At low landing speeds, the wing bodies exhibited little interference with the ability of trailing-edge flaps to increase the lift near maximum lift coefficient; and the use of fences greatly reduced the severe longitudinal instability trend at landing attitudes. The model with a 6 degree dihedral angle exhibited positive lateral and directional stability characteristics in the presence of the fuselage and wing additions. An increase in drag-rise Mach number associated with the fuselage and wing additions on the 40 degree sweptback wing combination was similar to that for the comparable 45 degree combination. These additions did, however, reduce the drag of the 40 degree sweptback configurations more than the 45 degree configurations in the transonic speed range.

Preliminary sonic boom correlation of predicted and measured levels for STS-1 entry

NASA Technical Reports Server (NTRS)

Garcia, F., Jr.; Morrison, K. M.; Jones, J. H.; Henderson, H. R.

1982-01-01

A preliminary analysis correlating peaks from sonic boom pressure signatures recorded during the descent trajectory of the Orbiter Columbia, which landed in the dry lake bed at Edwards Air Force Base (EAFB), California, with measured wind tunnel signatures extrapolated from flight altitudes to the ground has been made for Mach numbers ranging from 1.3 to 6. The flight pressure signatures were recorded by microphones positioned at ground level near the groundtrack, whereas the wind tunnel signatures were measured during a test of a 0.0041-scale model Orbiter. The agreement between overpressure estimates based on wind tunnel data using preliminary flight trajectory data and oscillograph traces from ground measurements appears reasonable at this time for the range of Mach numbers considered. More detailed studies using final flight trajectory data and digitized ground measured data will be performed.

Stability Characteristics of Two Missiles of Fineness Ratios 12 and 18 with Six Rectangular Fins of Very Low Aspect Ratio Over a Mach Number Range of 1.4 to 3.2

NASA Technical Reports Server (NTRS)

Henning, Allen B.

1959-01-01

Two rocket-propelled missiles have been test flown by the Langley Pilotless Aircraft Research Division in order to study the stability characteristics of a body with six rectangular fins of very low aspect ratio. The fins, which had exposed aspect ratios of approximately o.o4 and 0.02 per fin, were mounted on bodies of fineness ratios of 12 and 18, respectively. Each body had a nose with a fineness ratio of 3.5 and a cylindrical afterbody. The body and the fin chord of the model having a fineness ratio of 12 were extended the length of 6 body diameters to produce the model with a fineness ratio of 18. The missiles were disturbed in flight by pulse rockets in order to obtain the stability data. The tests were performed over a Mach number range of 1.4 to 3.2 and a Reynolds number range of 2 x 10(exp 6) to 21 x l0(exp 6). The results of these tests indicate that these configurations with the long rectangular fins of very low aspect ratio showed little induced roll" with the missile of highest fineness ratio and longest fin chord exhibiting the least amount. Extending the body and fin chord of the shorter missile six body diameters and thereby increasing the fin area approximately 115 percent increased the lift-curve slope based on body cross-sectional area approximately 40 to 55 percent, increased the dynamic stability by a substantial amount, and increased the drag from 14 to 33 percent throughout the comparable Mach number range. The center-of-pressure location of both missiles remained constant over the Mach number range.

Wind-Tunnel Results of Advanced High-Speed Propellers at Takeoff, Climb, and Landing Mach Numbers

NASA Technical Reports Server (NTRS)

Stefko, George L.; Jeracki, Robert J.

1985-01-01

Low-speed wind-tunnel performance tests of two advanced propellers have been completed at the NASA Lewis Research Center as part of the NASA Advanced Turboprop Program. The 62.2 cm (24.5 in.) diameter adjustable-pitch models were tested at Mach numbers typical of takeoff, initial climbout, and landing speeds (i.e., from Mach 0.10 to 0.34) at zero angle of attack in the NASA Lewis 10 by 10 Foot Supersonic Wind Tunnel. Both models had eight blades and a cruise-design-point operating condition of Mach 0.80, and 10.668 km (35,000 ft) I.S.A. altitude, a 243.8 m/s (800 ft/sec) tip speed, and a high power loading of 301 kW/sq m (37.5 shp/sq ft). Each model had its own integrally designed area-ruled spinner, but used the same specially contoured nacelle. These features reduced blade-section Mach numbers and relieved blade-root choking at the cruise condition. No adverse or unusual low-speed operating conditions were found during the test with either the straight blade SR-2 or the 45 deg swept SR-3 propeller. Typical efficiencies of the straight and 45 deg swept propellers were 50.2 and 54.9 percent, respectively, at a takeoff condition of Mach 0.20 and 53.7 and 59.1 percent, respectively, at a climb condition of Mach 0.34.

Altitude Performance Characteristics of Tail-pipe Burner with Variable-area Exhaust Nozzle

NASA Technical Reports Server (NTRS)

Jansen, Emmert T; Thorman, H Carl

1950-01-01

An investigation was conducted in the NACA Lewis altitude wind tunnel to determine effect of altitude and flight Mach number on performance of tail-pipe burner equipped with variable-area exhaust nozzle and installed on full-scale turbojet engine. At a given flight Mach number, with constant exhaust-gas and turbine-outlet temperatures, increasing altitude lowered the tail-pipe combustion efficiency and raised the specific fuel consumption while the augmented thrust ratio remained approximately constant. At a given altitude, increasing flight Mach number raised the combustion efficiency and augmented thrust ratio and lowered the specific fuel consumption.

A critical shock mach number for particle acceleration in the absence of pre-existing cosmic rays: M=√5

DOE Office of Scientific and Technical Information (OSTI.GOV)

Vink, Jacco; Yamazaki, Ryo, E-mail: j.vink@uva.nl

2014-01-10

It is shown that, under some generic assumptions, shocks cannot accelerate particles unless the overall shock Mach number exceeds a critical value M>√5. The reason is that for M≤√5 the work done to compress the flow in a particle precursor requires more enthalpy flux than the system can sustain. This lower limit applies to situations without significant magnetic field pressure. In case that the magnetic field pressure dominates the pressure in the unshocked medium, i.e., for low plasma beta, the resistivity of the magnetic field makes it even more difficult to fulfill the energetic requirements for the formation of shockmore » with an accelerated particle precursor and associated compression of the upstream plasma. We illustrate the effects of magnetic fields for the extreme situation of a purely perpendicular magnetic field configuration with plasma beta β = 0, which gives a minimum Mach number of M = 5/2. The situation becomes more complex, if we incorporate the effects of pre-existing cosmic rays, indicating that the additional degree of freedom allows for less strict Mach number limits on acceleration. We discuss the implications of this result for low Mach number shock acceleration as found in solar system shocks, and shocks in clusters of galaxies.« less

Wind-tunnel/flight correlation study of aerodynamic characteristics of a large flexible supersonic cruise airplane (XB-70-1). 3: A comparison between characteristics predicted from wind-tunnel measurements and those measured in flight

NASA Technical Reports Server (NTRS)

Arnaiz, H. H.; Peterson, J. B., Jr.; Daugherty, J. C.

1980-01-01

A program was undertaken by NASA to evaluate the accuracy of a method for predicting the aerodynamic characteristics of large supersonic cruise airplanes. This program compared predicted and flight-measured lift, drag, angle of attack, and control surface deflection for the XB-70-1 airplane for 14 flight conditions with a Mach number range from 0.76 to 2.56. The predictions were derived from the wind-tunnel test data of a 0.03-scale model of the XB-70-1 airplane fabricated to represent the aeroelastically deformed shape at a 2.5 Mach number cruise condition. Corrections for shape variations at the other Mach numbers were included in the prediction. For most cases, differences between predicted and measured values were within the accuracy of the comparison. However, there were significant differences at transonic Mach numbers. At a Mach number of 1.06 differences were as large as 27 percent in the drag coefficients and 20 deg in the elevator deflections. A brief analysis indicated that a significant part of the difference between drag coefficients was due to the incorrect prediction of the control surface deflection required to trim the airplane.

Wind-tunnel investigation of aerodynamic loading on a 0.237-scale model of a remotely piloted research vehicle with a thick, high-aspect-ratio supercritical wing

NASA Technical Reports Server (NTRS)

Byrdsong, T. A.; Brooks, C. W., Jr.

1983-01-01

Wind-tunnel measurements were made of the wing-surface static-pressure distributions on a 0.237 scale model of a remotely piloted research vehicle equipped with a thick, high-aspect-ratio supercritical wing. Data are presented for two model configurations (with and without a ventral pod) at Mach numbers from 0.70 to 0.92 at angles of attack from -4 deg to 8 deg. Large variations of wing-surface local pressure distributions were developed; however, the characteristic supercritical-wing pressure distribution occurred near the design condition of 0.80 Mach number and 2 deg angle of attack. The significant variations of the local pressure distributions indicated pronounced shock-wave movements that were highly sensitive to angle of attack and Mach number. The effect of the vertical pod varied with test conditions; however at the higher Mach numbers, the effects on wing flow characteristics were significant at semispan stations as far outboard as 0.815. There were large variations of the wing loading in the range of test conditions, both model configurations exhibited a well-defined peak value of normal-force coefficient at the cruise angle of attack (2 deg) and Mach number (0.80).

The Aerodynamic Characteristics in Pitch of a 1/15-Scale Model of the Grumman F11F-1 Airplane at Mach Numbers of 1.41, 1.61, and 2.01, TED No. NACA DE 390

NASA Technical Reports Server (NTRS)

Driver, Cornelius

1956-01-01

Tests have been made in the Langley 4- by 4-foot supersonic pressure tunnel at Mach numbers of 1.41, 1.61, and 2.01 to determine the static longitudinal stability and control characteristics of various arrangements of the Grumman F11F-1 airplane. Tests were made of the complete model and various combinations of its component parts and, in addition, the effects of various body modifications, a revised vertical tail, and wing fences on the longitudinal characteristics were determined. The results indicate that for a horizontal-tail incidence of -10 deg the trim lift coefficient varied from 0.29 at a Mach number of 1.61 to 0.23 at a Mach number of 2.01 with a corresponding decrease in lift-drag trim from 3.72 to 3.15. Stick-position instability was indicated in the low-supersonic-speed range. A photographic-type nose modification resulted in slightly higher values of minimum drag coefficient but did not significantly affect the static stability or lift-curve slope. The minimum drag coefficient for the complete model with the production nose remained essentially constant at 0.047 throughout the Mach number range investigated.

Design and Navier-Stokes analysis of hypersonic wind tunnel nozzles. M.S. Thesis

NASA Technical Reports Server (NTRS)

Benton, James R.

1989-01-01

Four hypersonic wind tunnel nozzles ranging in Mach number from 6 to 17 are designed with the method of characteristics and boundary layer approach (MOC/BL) and analyzed with a Navier-Stokes solver. Limitations of the MOC/BL approach when applied to thick high speed boundary layers with non-zero normal pressure gradients are investigated. Working gases include ideal air, thermally perfect nitrogen and virial CF4. Agreement between the design conditions and Navier-Stokes solutions for ideal air at Mach 6 is good. Thermally perfect nitrogen showed poor agreement at Mach 13.5 and Mach 17. Navier-Stokes solutions for CF4 are not obtained, but comparison of the effects of low gamma to those of high Mach number suggests that the Navier-Stokes solution would not compare well with design.

Design of a very-low-bleed Mach 2.5 mixed-compression inlet with 45 percent internal contraction

NASA Technical Reports Server (NTRS)

Wasserbauer, J. F.; Shaw, R. J.; Neumann, H. E.

1975-01-01

A full-scale, mixed-compression inlet was designed for operation with the TF30-P-3 turbofan engine and tested at Mach numbers of 2.5 and 2.0. The two-cone axisymmetric inlet had minimum internal contraction consistent with high total pressure recovery and low cowl drag. At Mach 2.5, inlet recovery was 0.906 with only 0.021 centerbody bleed mass-flow ratio and no cowl bleed. Increased centerbody bleed gave a maximum inlet unstart angle of attack of 6.85 deg. At Mach 2.0, inlet recovery was 0.94 with only 0.014 centerbody bleed mass-flow ratio and no cowl bleed. Inlet performance and angle-of-attack tolerance is presented for operation at Mach numbers of 2.5 and 2.0.

A study of the effects of Reynolds number and Mach number on constant pressure coefficient jump for shock-induced trailing-edge separation

NASA Technical Reports Server (NTRS)

Cunningham, Atlee M., Jr.; Spragle, Gregory S.

1987-01-01

The influence of Mach and Reynolds numbers as well as airfoil and planform geometry on the phenomenon of constant shock jump pressure coefficient for conditions of shock induced trailing edge separation (SITES) was studied. It was demonstrated that the phenomenon does exist for a wide variety of two and three dimensional flow cases and that the influence of free stream Mach number was not significant. The influence of Reynolds number was found to be important but was not strong. Airfoil and planform geometric characteristics were found to be very important where the pressure coefficient jump was shown to vary with the sum of: (1) airfoil curvature at the upper surface crest, and (2) camber surface slope at the trailing edge. It was also determined that the onset of SITES could be defined as a function of airfoil geometric parameters and Mach number normal to the leading edge. This onset prediction was shown to predict the angle of onset to within + or - 1 deg accuracy or better for about 90% of the cases studied.

Subsonic and transonic dynamic stability characteristics of the space shuttle launch vehicle

NASA Technical Reports Server (NTRS)

Freeman, D. C., Jr.; Boyden, R. P.; Davenport, E. E.

1976-01-01

An investigation has been conducted to determine the subsonic and transonic dynamic stability characteristics of a 0.015 scale model of the space shuttle launch vehicle. These tests were conducted in the Langley 8-foot transonic pressure tunnel over a Mach number range from 0.3 to 1.2. Forced oscillation equipment was used to determine the damping characteristics of several configurations about all three axes. The test results show that the model exhibited positive damping in pitch except at the highest Mach number (1.2) where there was a region of negative damping at 2 deg angle of attack. The yawing oscillation tests show that the model exhibited nonlinearities and negative damping at Mach numbers of 0.3 and 0.6. The model exhibited positive roll damping throughout the test angle of attack and Mach range.

Theoretical Calculations of Supersonic Wave Drag at Zero Lift for a Particular Store Arrangement

NASA Technical Reports Server (NTRS)

Margolis, Kenneth; Malvestuto, Frank S , Jr; Maxie, Peter J , Jr

1958-01-01

An analysis, based on the linearized thin-airfoil theory for supersonic speeds, of the wave drag at zero lift has been carried out for a simple two-body arrangement consisting of two wedgelike surfaces, each with a rhombic lateral cross section and emanating from a common apex. Such an arrangement could be used as two stores, either embedded within or mounted below a wing, or as auxiliary bodies wherein the upper halves could be used as stores and the lower halves for bomb or missile purposes. The complete range of supersonic Mach numbers has been considered and it was found that by orienting the axes of the bodies relative to each other a given volume may be redistributed in a manner which enables the wave drag to be reduced within the lower supersonic speed range (where the leading edge is substantially subsonic). At the higher Mach numbers, the wave drag is always increased. If, in addition to a constant volume, a given maximum thickness-chord ratio is imposed, then canting the two surfaces results in higher wave drag at all Mach numbers. For purposes of comparison, analogous drag calculations for the case of two parallel winglike bodies with the same cross-sectional shapes as the canted configuration have been included. Consideration is also given to the favorable (dragwise) interference pressures acting on the blunt bases of both arrangements.

Numerical Investigation of the Interaction of Counterflowing Jets and Supersonic Capsule Flows

NASA Technical Reports Server (NTRS)

Venkatachari, Balaji Shankar; Ito, Yasushi; Cheng, Gary; Chang, Chau-Lyan

2011-01-01

Use of counterflowing jets ejected into supersonic freestreams as a flow control concept to modify the external flowfield has gained renewed interest with regards to potential retropropulsion applications pertinent to entry, descent, and landing investigations. This study describes numerical computations of such a concept for a scaled wind-tunnel capsule model by employing the space-time conservation element solution element viscous flow solver with unstructured meshes. Both steady-state and time-accurate computations are performed for several configurations with different counterflowing jet Mach numbers. Axisymmetric computations exploring the effect of the jet flow rate and jet Mach number on the flow stability, jet interaction with the bow shock and its subsequent impact on the aerodynamic and aerothermal loads on the capsule body are carried out. Similar to previous experimental findings, both long and short penetration modes exist at a windtunnel Mach number of 3.48. It was found that both modes exhibit non-stationary behavior and the former is much more unstable than the latter. It was also found that the unstable long penetration mode only exists in a relatively small range of the jet mass flow rate. Solution-based mesh refinement procedures are used to improve solution accuracy and provide guidelines for a more effective mesh generation procedure for parametric studies. Details of the computed flowfields also serve as a means to broaden the knowledge base for future retropropulsion design studies.

Wind-Tunnel Investigation at Subsonic and Supersonic Speeds of a Fighter Model Employing a Low-Aspect-Ratio Unswept Wing and a Horizontal Tail Mounted Well Above the Wing Plane - Longitudinal Stability and Control

NASA Technical Reports Server (NTRS)

Smith, Williard G.

1954-01-01

Experimental results showing the static longitudinal-stability and control characteristics of a model of a fighter airplane employing a low-aspect-ratio unswept wing and an all-movable horizontal tail are presented. The investigation was made over a Mach number range from 0.60 to 0.90 and from 1.35 to 1.90 at a constant Reynolds number of 2.40 million, based on the wing mean aerodynamic chord. Because of the location of the horizontal tail at the tip of the vertical tail, interference was noted between the vertical tail and the horizontal tail and between the wing and the horizontal tail. This interference produced a positive pitching-moment coefficient at zero lift throughout the Mach number range of the tests, reduced the change in stability with increasing lift coefficient of the wing at moderate lift coefficients in the subsonic speed range, and reduced the stability at low lift coefficients at high supersonic speeds. The lift and pitching-moment effectiveness of the all movable tail was unaffected by the interference effects and was constant throughout the lift-coefficient range of the tests at each Mach number except 1.90.

Analysis of Turbulent Flow and Heat Transfer on a Flat Plate at High Mach Numbers with Variable Fluid Properties

NASA Technical Reports Server (NTRS)

Deissler, R. G.; Loeffler, A. L., Jr.

1959-01-01

A previous analysis of turbulent heat transfer and flow with variable fluid properties in smooth passages is extended to flow over a flat plate at high Mach numbers, and the results are compared with experimental data. Velocity and temperature distributions are calculated for a boundary layer with appreciative effects of frictional heating and external heat transfer. Viscosity and thermal conductivity are assumed to vary as a power or the temperature, while Prandtl number and specific heat are taken as constant. Skin-friction and heat-transfer coefficients are calculated and compared with the incompressible values. The rate of boundary-layer growth is obtained for various Mach numbers.

Orbiter Entry Aeroheating Working Group Viscous CFD Boundary Layer Transition Trailblazer Solutions

NASA Technical Reports Server (NTRS)

Wood, William A.; Erickson, David W.; Greene, Francis A.

2007-01-01

Boundary layer transition correlations for the Shuttle Orbiter have been previously developed utilizing a two-layer boundary layer prediction technique. The particular two-layer technique that was used is limited to Mach numbers less than 20. To allow assessments at Mach numbers greater than 20, it is proposed to use viscous CFD to the predict boundary layer properties. This report addresses if the existing Orbiter entry aeroheating viscous CFD solutions, which were originally intended to be used for heat transfer rate predictions, adequately resolve boundary layer edge properties and if the existing two-layer results could be leveraged to reduce the number of needed CFD solutions. The boundary layer edge parameters from viscous CFD solutions are extracted along the wind side centerline of the Space Shuttle Orbiter at reentry conditions, and are compared with results from the two-layer boundary layer prediction technique. The differences between the viscous CFD and two-layer prediction techniques vary between Mach 6 and 18 flight conditions and Mach 6 wind tunnel conditions, and there is not a straightforward scaling between the viscous CFD and two-layer values. Therefore: it is not possible to leverage the existing two-layer Orbiter flight boundary layer data set as a substitute for a viscous CFD data set; but viscous CFD solutions at the current grid resolution are sufficient to produce a boundary layer data set suitable for applying edge-based boundary layer transition correlations.

Prediction of Turbulence-Generated Noise in Unheated Jets. Part 1; JeNo Technical Manual (Version 1.0)

NASA Technical Reports Server (NTRS)

Khavaran, Abbas; Bridges, James; Georgiadis, Nicholas

2005-01-01

The model-based approach, used by the JeNo code to predict jet noise spectral directivity, is described. A linearized form of Lilley's equation governs the non-causal Green s function of interest, with the non-linear terms on the right hand side identified as the source. A Reynolds-averaged Navier-Stokes (RANS) solution yields the required mean flow for the solution of the propagation Green s function in a locally parallel flow. The RANS solution also produces time- and length-scales needed to model the non-compact source, the turbulent velocity correlation tensor, with exponential temporal and spatial functions. It is shown that while an exact non-causal Green s function accurately predicts the observed shift in the location of the spectrum peak with angle as well as the angularity of sound at low to moderate Mach numbers, the polar directivity of radiated sound is not entirely captured by this Green s function at high subsonic and supersonic acoustic Mach numbers. Results presented for unheated jets in the Mach number range of 0.51 to 1.8 suggest that near the peak radiation angle of high-speed jets, a different source/Green s function convolution integral may be required in order to capture the peak observed directivity of jet noise. A sample Mach 0.90 heated jet is also discussed that highlights the requirements for a comprehensive jet noise prediction model.

Overview of Transonic to Hypersonic Stage Separation Tool Development for Multi-Stage-to-Orbit Concepts

NASA Technical Reports Server (NTRS)

Murphy, Kelly J.; Bunning, Pieter G.; Pamadi, Bandu N.; Scallion, William I.; Jones, Kenneth M.

2004-01-01

An overview of research efforts at NASA in support of the stage separation and ascent aerothermodynamics research program is presented. The objective of this work is to develop a synergistic suite of experimental, computational, and engineering tools and methods to apply to vehicle separation across the transonic to hypersonic speed regimes. Proximity testing of a generic bimese wing-body configuration is on-going in the transonic (Mach numbers 0.6, 1.05, and 1.1), supersonic (Mach numbers 2.3, 3.0, and 4.5) and hypersonic (Mach numbers 6 and 10) speed regimes in four wind tunnel facilities at the NASA Langley Research Center. An overset grid, Navier-Stokes flow solver has been enhanced and demonstrated on a matrix of proximity cases and on a dynamic separation simulation of the bimese configuration. Steady-state predictions with this solver were in excellent agreement with wind tunnel data at Mach 3 as were predictions via a Cartesian-grid Euler solver. Experimental and computational data have been used to evaluate multi-body enhancements to the widely-used Aerodynamic Preliminary Analysis System, an engineering methodology, and to develop a new software package, SepSim, for the simulation and visualization of vehicle motions in a stage separation scenario. Web-based software will be used for archiving information generated from this research program into a database accessible to the user community. Thus, a framework has been established to study stage separation problems using coordinated experimental, computational, and engineering tools.

Horizontal Axis Wind Turbine Experiments at Full-Scale Reynolds Numbers

NASA Astrophysics Data System (ADS)

Miller, Mark; Kiefer, Janik; Nealon, Tara; Westergaard, Carsten; Hultmark, Marcus

2017-11-01

Achieving high Reynolds numbers on a wind turbine model remains a major challenge for experimentalists. Since Reynolds number effects need to be captured accurately, matching this parameter is of great importance. The challenge stems from the large scale ratio between model and full-size, typically on the order of 1:100. Traditional wind tunnels are limited due to finite tunnel size, with velocity as the only free-parameter available for increasing the Reynolds number. Unfortunately, increasing the velocity 100 times is untenable because it violates Mach number matching with the full-scale and results in unfeasible rotation rates. Present work in Princeton University's high pressure wind tunnel makes it possible to evaluate the Reynolds number sensitivity with regard to wind turbine aerodynamics. This facility, which uses compressed air as the working fluid, allows for adjustment of the Reynolds number, via the fluid density, independent of the Tip Speed Ratio (TSR) and Mach number. Power and thrust coefficients will be shown as a function of Reynolds number and TSR for a model wind turbine. The Reynolds number range investigated exceeds 10 ×106 based on diameter and free-stream conditions or 3 ×106 based on the tip chord, matching those of the full-scale. National Science Foundation and Andlinger Center for Energy and the Environment.

Experimental Verification Of The Osculating Cones Method For Two Waverider Forebodies At Mach 4 and 6

NASA Technical Reports Server (NTRS)

Miller, Rolf W.; Argrow, Brian M.; Center, Kenneth B.; Brauckmann, Gregory J.; Rhode, Matthew N.

1998-01-01

The NASA Langley Research Center Unitary Plan Wind Tunnel and the 20-Inch Mach 6 Tunnel were used to test two osculating cones waverider models. The Mach-4 and Mach-6 shapes were generated using the interactive design tool WIPAR. WIPAR performance predictions are compared to the experimental results. Vapor screen results for the Mach-4 model at the on- design Mach number provide visual verification that the shock is attached along the entire leading edge, within the limits of observation. WIPAR predictions of pressure distributions and aerodynamic coefficients show general agreement with the corresponding experimental values.

Combined linear theory/impact theory method for analysis and design of high speed configurations

NASA Technical Reports Server (NTRS)

Brooke, D.; Vondrasek, D. V.

1980-01-01

Pressure distributions on a wing body at Mach 4.63 are calculated. The combined theory is shown to give improved predictions over either linear theory or impact theory alone. The combined theory is also applied in the inverse design mode to calculate optimum camber slopes at Mach 4.63. Comparisons with optimum camber slopes obtained from unmodified linear theory show large differences. Analysis of the results indicate that the combined theory correctly predicts the effect of thickness on the loading distributions at high Mach numbers, and that finite thickness wings optimized at high Mach numbers using unmodified linear theory will not achieve the minimum drag characteristics for which they are designed.

Some effects of wing and body geometry on the aerodynamic characteristics of configurations designed for high supersonic Mach numbers

NASA Technical Reports Server (NTRS)

Spearman, M. L.; Tice, David C.; Braswell, Dorothy O.

1992-01-01

Experimental and theoretical results are presented for a family of aerodynamic configurations for flight Mach numbers as high as Mach 8. All of these generic configurations involved 70-deg sweep delta planform wings of three different areas and three fuselage shapes with circular-to-elliptical cross sections. It is noted that fuselage ellipticity enhances lift-curve slope and maximum L/D, while decreasing static longitudinal stability (especially with smaller wing areas).

Program LRCDM2: Improved aerodynamic prediction program for supersonic canard-tail missiles with axisymmetric bodies

NASA Technical Reports Server (NTRS)

Dillenius, Marnix F. E.

1985-01-01

Program LRCDM2 was developed for supersonic missiles with axisymmetric bodies and up to two finned sections. Predicted are pressure distributions and loads acting on a complete configuration including effects of body separated flow vorticity and fin-edge vortices. The computer program is based on supersonic panelling and line singularity methods coupled with vortex tracking theory. Effects of afterbody shed vorticity on the afterbody and tail-fin pressure distributions can be optionally treated by companion program BDYSHD. Preliminary versions of combined shock expansion/linear theory and Newtonian/linear theory have been implemented as optional pressure calculation methods to extend the Mach number and angle-of-attack ranges of applicability into the nonlinear supersonic flow regime. Comparisons between program results and experimental data are given for a triform tail-finned configuration and for a canard controlled configuration with a long afterbody for Mach numbers up to 2.5. Initial tests of the nonlinear/linear theory approaches show good agreement for pressures acting on a rectangular wing and a delta wing with attached shocks for Mach numbers up to 4.6 and angles of attack up to 20 degrees.

Fundamental study of flow field generated by rotorcraft blades using wide-field shadowgraph

NASA Technical Reports Server (NTRS)

Parthasarathy, S. P.; Cho, Y. I.; Back, L. H.

1985-01-01

The vortex trajectory and vortex wake generated by helicopter rotors are visualized using a wide-field shadowgraph technique. Use of a retro-reflective Scotchlite screen makes it possible to investigate the flow field generated by full-scale rotors. Tip vortex trajectories are visible in shadowgraphs for a range of tip Mach number of 0.38 to 0.60. The effect of the angle of attack is substantial. At an angle of attack greater than 8 degrees, the visibility of the vortex core is significant even at relatively low tip Mach numbers. The theoretical analysis of the sensitivity is carried out for a rotating blade. This analysis demonstrates that the sensitivity decreases with increasing dimensionless core radius and increases with increasing tip Mach number. The threshold value of the sensitivity is found to be 0.0015, below which the vortex core is not visible and above which it is visible. The effect of the optical path length is also discussed. Based on this investigation, it is concluded that the application of this wide-field shadowgraph technique to a large wind tunnel test should be feasible. In addition, two simultaneous shadowgraph views would allow three-dimensional reconstruction of vortex trajectories.

Fluid mechanical scaling of impact craters in unconsolidated granular materials

NASA Astrophysics Data System (ADS)

Miranda, Colin S.; Dowling, David R.

2015-11-01

A single scaling law is proposed for the diameter of simple low- and high-speed impact craters in unconsolidated granular materials where spall is not apparent. The scaling law is based on the assumption that gravity- and shock-wave effects set crater size, and is formulated in terms of a dimensionless crater diameter, and an empirical combination of Froude and Mach numbers. The scaling law involves the kinetic energy and speed of the impactor, the acceleration of gravity, and the density and speed of sound in the target material. The size of the impactor enters the formulation but divides out of the final empirical result. The scaling law achieves a 98% correlation with available measurements from drop tests, ballistic tests, missile impacts, and centrifugally-enhanced gravity impacts for a variety of target materials (sand, alluvium, granulated sugar, and expanded perlite). The available measurements cover more than 10 orders of magnitude in impact energy. For subsonic and supersonic impacts, the crater diameter is found to scale with the 1/4- and 1/6-power, respectively, of the impactor kinetic energy with the exponent crossover occurring near a Mach number of unity. The final empirical formula provides insight into how impact energy partitioning depends on Mach number.

Compressibility Effects on Particle-Fluid Interaction Force for Eulerian-Eulerian Simulations

NASA Astrophysics Data System (ADS)

Akiki, Georges; Francois, Marianne; Zhang, Duan

2017-11-01

Particle-fluid interaction forces are essential in modeling multiphase flows. Several models can be found in the literature based on empirical, numerical, and experimental results from various simplified flow conditions. Some of these models also account for finite Mach number effects. Using these models is relatively straightforward with Eulerian-Lagrangian calculations if the model for the total force on particles is used. In Eulerian-Eulerian simulations, however, there is the pressure gradient terms in the momentum equation for particles. For low Mach number flows, the pressure gradient force is negligible if the particle density is much greater than that of the fluid. For supersonic flows where a standing shock is present, even for a steady and uniform flow, it is unclear whether the significant pressure-gradient force should to be separated out from the particle force model. To answer this conceptual question, we perform single-sphere fully-resolved DNS simulations for a wide range of Mach numbers. We then examine whether the total force obtained from the DNS can be categorized into well-established models, such as the quasi-steady, added-mass, pressure-gradient, and history forces. Work sponsored by Advanced Simulation and Computing (ASC) program of NNSA and LDRD-CNLS of LANL.

Large-Eddy Simulation of the Base Flow of a Cylindrical Space Vehicle Configuration

NASA Astrophysics Data System (ADS)

Meiß, J.-H.; Schröder, W.

2009-01-01

A Large-Eddy Simulation (LES) is performed out to in- vestigate high Reynolds number base flow of an axisymmetric rocket-like configuration having an underex- panded nozzle flow. The subsonic base region of low pressure levels is characterized and bounded by the interaction of the freestream of Mach 5.3 and the wide plume of the hot exhaust jet of Mach 3.8. An analysis of the base flow shows that the system of base area vortices determines the highly time-dependent pressure distribution and causes an upstream convection of hot exhaust gas. A comparison of the results with experiments conducted at the German Aerospace Center (DLR) Cologne shows good agreement. The investigation is part of the German RESPACE Pro- gram, which focuses on Key Technologies for Reusable Space Systems.

Optimal Growth in Hypersonic Boundary Layers

NASA Technical Reports Server (NTRS)

Paredes, Pedro; Choudhari, Meelan M.; Li, Fei; Chang, Chau-Lyan

2016-01-01

The linear form of the parabolized linear stability equations is used in a variational approach to extend the previous body of results for the optimal, nonmodal disturbance growth in boundary-layer flows. This paper investigates the optimal growth characteristics in the hypersonic Mach number regime without any high-enthalpy effects. The influence of wall cooling is studied, with particular emphasis on the role of the initial disturbance location and the value of the spanwise wave number that leads to the maximum energy growth up to a specified location. Unlike previous predictions that used a basic state obtained from a self-similar solution to the boundary-layer equations, mean flow solutions based on the full Navier-Stokes equations are used in select cases to help account for the viscous- inviscid interaction near the leading edge of the plate and for the weak shock wave emanating from that region. Using the full Navier-Stokes mean flow is shown to result in further reduction with Mach number in the magnitude of optimal growth relative to the predictions based on the self-similar approximation to the base flow.

Dependence of Subsolar Magnetopause on Solar Wind Properties using the Magnetosphere Multiscale Mission

NASA Astrophysics Data System (ADS)

Russell, C. T.; Zhao, C.; Qi, Y.; Lai, H.; Strangeway, R. J.; Paterson, W. R.; Giles, B. L.; Baumjohann, W.; Torbert, R. B.; Burch, J.

2017-12-01

The nature of the solar wind interaction with the Earth's magnetic field depends on the balance between magnetic and plasma forces at the magnetopause. This balance is controlled by the magnetosonic Mach number of the bow shock standing in front of the magnetosphere. We have used measurements of the solar wind obtained in the near Earth solar wind to calculate this Mach number whenever MMS was near the magnetopause and in the subsolar region. In particular, we examine two intervals of magnetopause encounters when the solar wind Mach number was close to 2.0, one when the IMF was nearly due southward and one when it was due northward. The due southward magnetic field produced a rapidly oscillating boundary. The northward magnetic field produced a much more stable boundary but with a hot low density boundary layer between the magnetospheric and magnetosheath plasmas. These magnetopause crossings are quite different than those studied earlier under high solar wind Mach number conditions.

Simulations of high Mach number perpendicular shocks with resistive electrons

NASA Technical Reports Server (NTRS)

Quest, K. B.

1986-01-01

A simulation code which models the ions as microparticles and the electrons as a resistive massless fluid is employed to study the structure of high Mach number perpendicular shocks. It is found that stable stationary shock solutions can be obtained for Alfven Mach numbers (M sub A) between 5 and 60 for upstream plasmas where the ratio of the plasma pressure to the magnetic pressure is 1, providing that the upstream resistive diffusion length is much smaller than the ion inertial length. For much larger resistive diffusion lengths, the magnetic field overshoot is damped, and the imbalance in the electron momentum equation results in a periodic fluctuation of the fraction of reflected ions. In the limit of M sub A of less than 10, the magnetic overshoot and the fraction of reflected ions increase with increasing M sub A, while at higher Mach numbers the fraction of reflected ions peaks at about 40 percent and the magnetic field overshoot increases at a much slower rate. Electron inertial effects are also considered.

Generation and Evolution of High-Mach-Number Laser-Driven Magnetized Collisionless Shocks in the Laboratory

DOE PAGES

Schaeffer, D. B.; Fox, W.; Haberberger, D.; ...

2017-07-13

Here, we present the first laboratory generation of high-Mach-number magnetized collisionless shocks created through the interaction of an expanding laser-driven plasma with a magnetized ambient plasma. Time-resolved, two-dimensional imaging of plasma density and magnetic fields shows the formation and evolution of a supercritical shock propagating at magnetosonic Mach number M ms ≈ 12. Particle-in-cell simulations constrained by experimental data further detail the shock formation and separate dynamics of the multi-ion-species ambient plasma. The results show that the shocks form on time scales as fast as one gyroperiod, aided by the efficient coupling of energy, and the generation of a magneticmore » barrier between the piston and ambient ions. The development of this experimental platform complements present remote sensing and spacecraft observations, and opens the way for controlled laboratory investigations of high-Mach number collisionless shocks, including the mechanisms and efficiency of particle acceleration.« less

Comparative Flow Path Analysis and Design Assessment of an Axisymmetric Hydrogen Fueled Scramjet Flight Test Engine at a Mach Number of 6.5

NASA Technical Reports Server (NTRS)

McClinton, C.; Rondakov, A.; Semenov, V.; Kopehenov, V.

1991-01-01

NASA has contracted with the Central Institute of Aviation Motors CIAM to perform a flight test and ground test and provide a scramjet engine for ground test in the United States. The objective of this contract is to obtain ground to flight correlation for a supersonic combustion ramjet (scramjet) engine operating point at a Mach number of 6.5. This paper presents results from a flow path performance and thermal evaluation performed on the design proposed by the CIAM. This study shows that the engine will perform in the scramjet mode for stoichiometric operation at a flight Mach number of 6.5. Thermal assessment of the structure indicates that the combustor cooling liner will provide adequate cooling for a Mach number of 6.5 test condition and that optional material proposed by CIAM for the cowl leading-edge design are required to allow operation with or without a type IV shock-shock interaction.

Shock waves: The Maxwell-Cattaneo case.

PubMed

Uribe, F J

2016-03-01

Several continuum theories for shock waves give rise to a set of differential equations in which the analysis of the underlying vector field can be done using the tools of the theory of dynamical systems. We illustrate the importance of the divergences associated with the vector field by considering the ideas by Maxwell and Cattaneo and apply them to study shock waves in dilute gases. By comparing the predictions of the Maxwell-Cattaneo equations with shock wave experiments we are lead to the following conclusions: (a) For low compressions (low Mach numbers: M) the results from the Maxwell-Cattaneo equations provide profiles that are in fair agreement with the experiments, (b) as the Mach number is increased we find a range of Mach numbers (1.27 ≈ M(1) < M < M(2) ≈ 1.90) such that numerical shock wave solutions to the Maxwell-Cattaneo equations cannot be found, and (c) for greater Mach numbers (M>M_{2}) shock wave solutions can be found though they differ significantly from experiments.

Generation and Evolution of High-Mach-Number Laser-Driven Magnetized Collisionless Shocks in the Laboratory

DOE Office of Scientific and Technical Information (OSTI.GOV)

Schaeffer, D. B.; Fox, W.; Haberberger, D.

Here, we present the first laboratory generation of high-Mach-number magnetized collisionless shocks created through the interaction of an expanding laser-driven plasma with a magnetized ambient plasma. Time-resolved, two-dimensional imaging of plasma density and magnetic fields shows the formation and evolution of a supercritical shock propagating at magnetosonic Mach number M ms ≈ 12. Particle-in-cell simulations constrained by experimental data further detail the shock formation and separate dynamics of the multi-ion-species ambient plasma. The results show that the shocks form on time scales as fast as one gyroperiod, aided by the efficient coupling of energy, and the generation of a magneticmore » barrier between the piston and ambient ions. The development of this experimental platform complements present remote sensing and spacecraft observations, and opens the way for controlled laboratory investigations of high-Mach number collisionless shocks, including the mechanisms and efficiency of particle acceleration.« less

Selected results of the F-15 propulsion interactions program

NASA Technical Reports Server (NTRS)

Webb, L. D.; Nugent, J.

1982-01-01

A better understanding of propulsion system/airframe flow interactions could aid in the reduction of aircraft drag. For this purpose, NASA and the United States Air Force have conducted a series of wind-tunnel and flight tests on the F-15 airplane. This paper presents a correlation of flight test data from tests conducted at the NASA Dryden Flight Research Facility of the Ames Research Center, with data obtained from wind-tunnel tests. Flights were made at stabilized Mach numbers around 0.6, 0.9, 1.2, and 1.5 with accelerations up to near Mach number 2. Wind-tunnel tests used a 7.5 percent-scale F-15 inlet/airframe model. Flight and wind-tunnel pressure coefficients showed good agreement in most cases. Correlation of interaction effects caused by changes in cowl angle, angle-of-attack, and Mach number are presented. For the afterbody region, the pressure coefficients on the nozzle surfaces were influenced by boattail angles and Mach number. Boundary-layer thickness decreased as angle of attack increased above 4 deg.

Analysis of unsteady wave processes in a rotating channel

NASA Technical Reports Server (NTRS)

Larosiliere, L. M.; Mawid, M.

1993-01-01

The impact of passage rotation on the gas dynamic wave processes is analyzed through a numerical simulation of ideal shock-tube flow in a closed rotating-channel. Initial conditions are prescribed by assuming homentropic solid-body rotation. Relevant parameters of the problem such as wheel Mach number, hub-to-tip radius ratio, length-to-tip radius ratio, diaphragm temperature ratio, and diaphragm pressure ratio are varied. The results suggest possible criteria for assessing the consequences of passage rotation on the wave processes, and they may therefore be applicable to pressure-exchange wave rotors. It is shown that for a fixed geometry and initial conditions, the contact interface acquires a distorted three-dimensional time-dependent orientation at non-zero wheel Mach numbers. At a fixed wheel Mach number, the level of distortion depends primarily on the density ratio across the interface as well as the hub-to-tip radius ratio. Rarefaction fronts, shocks, and contact interfaces are observed to propagate faster with increasing wheel Mach number.

Effect of inlet-air humidity, temperature, pressure, and reference Mach number on the formation of oxides of nitrogen in a gas turbine combustor

NASA Technical Reports Server (NTRS)

Marchionna, N. R.; Diehl, L. A.; Trout, A. M.

1973-01-01

Tests were conducted to determine the effect of inlet air humidity on the formation of oxides of nitrogen (NOx) from a gas turbine combustor. Combustor inlet air temperature ranged from 506 K (450 F) to 838 K (1050 F). The tests were primarily run at a constant pressure of 6 atmospheres and reference Mach number of 0.065. The NOx emission index was found to decrease with increasing inlet air humidity at a constant exponential rate: NOx = NOx0e-19H (where H is the humidity and the subscript 0 denotes the value at zero humidity). the emission index increased exponentially with increasing normalized inlet air temperature to the 1.14 power. Additional tests made to determine the effect of pressure and reference Mach number on NOx showed that the NOx emission index varies directly with pressure to the 0.5 power and inversely with reference Mach number.

Results of transonic wind tunnel tests on an 0.015-scale space shuttle mated vehicle model (67-ots) in the LaRC 8 foot TPT (IA41)

NASA Technical Reports Server (NTRS)

Hardin, R.; Burrows, R. R.

1974-01-01

Wind tunnel tests were conducted to obtain aerodynamic force data for Mach numbers from 0.60 to 1.20. Data were obtained for an alpha range of -10 deg to +10 deg (beta = 0 deg beta = 5 deg) and beta range of -10 deg to +10 deg (alpha = 0 deg). Longitudinal and lateral-directional stability and control data were obtained for tank alone, tank plus SRB's, tank plus Orbiter, and mated configuration of tank + Orbiter + SRB's. Also, single-component rudder hinge moment data were obtained at rudder deflections of 0 and -20 deg for each Mach number tested. Plots of aerodynamic coefficients vs. Mach number are presented, using data from both test IA41 and tests LRC-UPWT-1056, 1073 (IA42A/B) for Mach numbers of 1.60 to 4.63. The model tested in IA42A/B was the same model as tested in IA41.

Some factors influencing radiation of sound from flow interaction with edges of finite surfaces

NASA Technical Reports Server (NTRS)

Hayden, R. E.; Fox, H. L.; Chanaud, R. C.

1976-01-01

Edges of surfaces which are exposed to unsteady flow cause both strictly acoustic effects and hydrodynamic effects, in the form of generation of new hydrodynamic sources in the immediate vicinity of the edge. An analytical model is presented which develops the explicit sound-generation role of the velocity and Mach number of the eddy convection past the edge, and the importance of relative scale lengths of the turbulence, as well as the relative intensity of pressure fluctuations. The Mach number (velocity) effects show that the important paramater is the convection Mach number of the eddies. The effects of turbulence scale lengths, isotropy, and spatial density (separation) are shown to be important in determining the level and spectrum of edge sound radiated for the edge dipole mechanism. Experimental data is presented which provides support for the dipole edge noise model in terms of Mach number (velocity) scaling, parametric dependence on flow field parameter, directivity, and edge diffraction effects.

Farfield inflight measurement of high-speed turboprop noise

NASA Technical Reports Server (NTRS)

Balombin, J. R.; Loeffler, I. J.

1982-01-01

A flight program was carried out to determine the variation of noise level with distance from a model high speed propeller. Noise measurements were obtained at different distances from a SR-3 propeller mounted on a JetStar aircraft, with the test instrumentation mounted on a Lear jet flown in formation. The propeller was operated at 0.8 flight Mach number, 1.12 helical tip Mach number and at 0.7 flight Mach number, 1.0 helical tip Mach number. The instantaneous pressure from individual blades was observed to rise faster at the 0.8 M flight speed, than at the 0.7 M flight speed. The measured levels appeared to decrease in good agreement with a 6 dB/doubling of distance decay, over the measurement range of approximately 16 m to 100 m distance. Further extrapolation, to the distances represented by a community, would suggest that the propagated levels during cruise would not cause a serious community annoyance.

Analysis of unsteady wave processes in a rotating channel

NASA Astrophysics Data System (ADS)

Larosiliere, Louis M.; Mawid, M.

1993-06-01

The impact of passage rotation on the gas dynamic wave processes is analyzed through a numerical simulation of ideal shock-tube flow in a closed rotating-channel. Initial conditions are prescribed by assuming homentropic solid-body rotation. Relevant parameters of the problem such as wheel Mach number, hub-to-tip radius ratio, length-to-tip radius ratio, diaphragm temperature ratio, and diaphragm pressure ratio are varied. The results suggest possible criteria for assessing the consequences of passage rotation on the wave processes, and they may therefore be applicable to pressure-exchange wave rotors. It is shown that for a fixed geometry and initial conditions, the contact interface acquires a distorted three-dimensional time-dependent orientation at non-zero wheel Mach numbers. At a fixed wheel Mach number, the level of distortion depends primarily on the density ratio across the interface as well as the hub-to-tip radius ratio. Rarefaction fronts, shocks, and contact interfaces are observed to propagate faster with increasing wheel Mach number.

Aerodynamic characteristics of a supersonic cruise airplane configuration at Mach numbers of 2.30, 2.96, and 3.30. [Langley Unitary Plan wind tunnel test

NASA Technical Reports Server (NTRS)

Shrout, B. L.; Fournier, R. H.

1979-01-01

An investigation was made in the Langley Unitary Plan wind tunnel at Mach numbers of 2.30, 2.96, and 3.30 to determine the static longitudinal and lateral aerodynamic characteristics of a model of a supersonic cruise airplane. The configuration, with a design Mach number of 3.0, has a highly swept arrow wing with tip panels of lesser sweep, a fuselage chine, outboard vertical tails, and outboard engines mounted in nacelles beneath the wings. For wind tunnel test conditions, a trimmed value above 6.0 of the maximum lift-drag ratio was obtained at the design Mach number. The configuration was statically stable, both longitudinally and laterally. Data are presented for variations of vertical-tail roll-out and toe-in and for various combinations of components. Some roll control data are shown as are data for the various sand grit sizes used in fixing the boundary layer transition location.

Aerodynamic Characteristics of a 45 Degree Swept-wing Fighter-Airplane Model and Aerodynamic Loads on Adjacent Stores and Missiles at Mach Numbers of 1.57, 1.87, 2.16, and 2.53

NASA Technical Reports Server (NTRS)

Oehman, Waldo I; Turner, Kenneth L

1958-01-01

An investigation was performed in the Langley Unitary Plan wind tunnel to determine the aerodynamic characteristics of a model of a 450 swept-wing fighter airplane, and to determine the loads on attached stores and detached missiles in the presence of the model. Also included was a determination of aileron-spoiler effectiveness, aileron hinge moments, and the effects of wing modifications on model aerodynamic characteristics. Tests were performed at Mach numbers of 1.57, 1.87, 2.16, and 2.53. The Reynolds numbers for the tests, based on the mean aerodynamic chord of the wing, varied from about 0.9 x 10(exp 6) to 5 x 10(exp 6). The results are presented with minimum analysis.

Aerodynamic characteristics of NACA RM-10 missile in 8- by 6-foot supersonic wind tunnel at Mach numbers from 1.49 to 1.98 I : presentation and analysis of pressure measurements (stabilizing fins removed)

NASA Technical Reports Server (NTRS)

Luidens, Roger W; Simon, Paul C

1950-01-01

Experimental investigation of flow about a slender body of revolution (NACA RM-10 missile) aligned and inclined to a supersonic stream was conducted at Mach numbers from 1.49 to 1.98 at a Reynolds number of approximately 30,000,000. Boundary-layer measurements at zero angle of attack are correlated with subsonic formulations for predicting boundary-layer thickness and profile. Comparison of pressure coefficients predicted by theory with experimental values showed close agreement at zero angle of attack and angle of attack except over the aft leeward side of body. At angle of attack, pitot pressure measurements in plane of model base indicated a pair of symmetrically disposed vortices on leeward side of body.

The Development of an 8-inch by 8-inch Slotted Tunnel for Mach Numbers up to 1.28

NASA Technical Reports Server (NTRS)

Little, B. H., Jr.; Cubbage, James J., Jr.

1961-01-01

An 8-inch by 8-inch transonic tunnel model with test section slotted on two opposite walls was constructed in which particular emphasis -was given to the development of slot geometry, slot-flow reentry section, and short-diffuser configurations for good test-region flow and minimum total-pressure losses. Center-line static pressures through the test section, wall static pressures through the other parts of the tunnel, and total-pressure distributions at the inlet and exit stations of the diffuser were measured- With a slot length equal to two tunnel heights and 1/14 open-area-ratio slotted walls) a test region one tunnel height in length was obtained in which the deviation from the mean Mach number was less than +/- 0.01 up to Mach number 1.15. With 1/7 open-area-ratio slotted walls, a test region 0.84 tunnel heights in length with deviation less than +/- O.01 was obtained up to Mach number 1.26. Increasing the tunnel diffuser angle from 6.4 to 10 deg. increased pressure loss through the tunnel at Mach number 1.20 from 15 percent to 20 percent of the total pressure. The use of other diffusers with equivalent angles of 10 deg. but contoured so that the initial diffusion angle was less than 10 deg. and the final angle was 200 reduced the losses to as low as 16 percent. A method for changing the test-section Mach number rapidly by controlling the flow through a bypass line from the tunnel settling chamber to the slot-flow plenum chamber of the test section was very effective. The test-section Mach number was reduced approximately 5 percent in 1/8 second by bleeding into the test section a flow of air equal to 2 percent of the mainstream flow and 30 percent in 1/4 second with bleed flow equal to 10 percent of the mainstream flow. The rate of reduction was largely determined by the opening rate of the bleed-flow-control valve.

Experimental investigation of hypersonic aerodynamics

NASA Technical Reports Server (NTRS)

Intrieri, Peter F.

1988-01-01

An extensive series of ballistic range tests were conducted at the Ames Research Center to determine precisely the aerodynamic characteristics of the Galileo entry probe vehicle. Figures and tables are presented which summarize the results of these ballistic range tests. Drag data were obtained for both a nonablated and a hypothesized ablated Galileo configuration at Mach numbers from about 0.7 to 14 and at Reynolds numbers from 1000 to 4 million. The tests were conducted in air and the experimental results were compared with available Pioneer Venus data since these two configurations are similar in geometry. The nonablated Galileo configuration was also tested with two different center-of-gravity positions to obtain values of pitching-moment-curve slope which could be used in determining values of lift and center-of-pressure location for this configuration. The results indicate that the drag characteristics of the Galileo probe are qualitatively similar to that of Pioneer Venus, however, the drag of the nonablated Galileo is about 3 percent lower at the higher Mach numbers and as much as 5 percent greater at transonic Mach numbers of about 1.0 to 1.5. Also, the drag of the hypothesized ablated configuration is about 3 percent lower than that of the nonablated configuration at the higher Mach numbers but about the same at the lower Mach numbers. Additional tests are required at Reynolds numbers of 1000, 500, and 250 to determine if the dramatic rise in drag coefficient measured for Pioneer Venus at these low Reynolds numbers also occurs for Galileo, as might be expected.

Supersonic Free-Jet Combustion in a Ramjet Burner

NASA Technical Reports Server (NTRS)

Trefny, Charles J.; Dippold, Vance F., III

2010-01-01

A new dual-mode ramjet combustor concept intended for operation over a wide flight Mach number range is described. Subsonic combustion mode is similar to that of a traditional ram combustor which allows operation at higher efficiency, and to lower flight Mach numbers than current dual-mode scramjets. High speed mode is characterized by supersonic combustion in a free-jet that traverses the subsonic combustion chamber to a variable nozzle. The maximum flight Mach number of this scheme is governed largely by the same physics as its classical counterpart. Although a variable combustor exit aperture is required, the need for fuel staging to accommodate the combustion process is eliminated. Local heating from shock-boundary-layer interactions on combustor walls is also eliminated. Given the parallel nature of the present scheme, overall flowpath length is less than that of present dual-mode configurations. Cycle analysis was done to define the flowpath geometry for computational fluid dynamics (CFD) analysis, and then to determine performance based on the CFD results. CFD results for Mach 5, 8, and 12 flight conditions indicate stable supersonic free-jet formation and nozzle reattachment, thereby establishing the basic feasibility of the concept. These results also reveal the structure of, and interactions between the free-jet and recirculating combustion chamber flows. Performance based on these CFD results is slightly less than that of the constant-pressure-combustion cycle analysis primarily due to these interactions. These differences are quantified and discussed. Additional CFD results at the Mach 8 flight condition show the effects of nozzle throat area variation on combustion chamber pressure, flow structure, and performance. Calculations with constant temperature walls were also done to evaluate heat flux and overall heat loads. Aspects of the concept that warrant further study are outlined. These include diffuser design, ramjet operation, mode transition, loss mechanisms, and the effects of secondary flow for wall cooling and combustion chamber pressurization. Also recommended is an examination of system-level aspects such as weight, thermal management and rocket integration as well as alternate geometries and variable geometry schemes.

Influence of movable test section elements configuration on its drag and flow field uniformity at transonic speeds

NASA Astrophysics Data System (ADS)

Glazkov, S. A.; Gorbushin, A. R.; Osipova, S. L.; Semenov, A. V.

2016-10-01

The report describes the results of flow field experimental research in TsAGI T-128 transonic wind tunnel. During the tests Mach number, stagnation pressure, test section wall perforation ratio, angles between the test section panels and mixing chamber flaps varied. Based on the test results one determined corrections to the free-stream Mach number related to the flow speed difference in the model location and in the zone of static pressure measurement on the test section walls, nonuniformity of the longitudinal velocity component in the model location, optimal position of the movable test section elements to provide flow field uniformity in the test section and minimize the test leg drag.

Boundary-layer transition and displacement thickness effects on zero-lift drag of a series of power-law bodies at Mach 6

NASA Technical Reports Server (NTRS)

Ashby, G. C., Jr.; Harris, J. E.

1974-01-01

Wave and skin-friction drag have been numerically calculated for a series of power-law bodies at a Mach number of 6 and Reynolds numbers, based on body length, from 1.5 million to 9.5 million. Pressure distributions were computed on the nose by the inverse method and on the body by the method of characteristics. These pressure distributions and the measured locations of boundary-layer transition were used in a nonsimilar-boundary-layer program to determine viscous effects. A coupled iterative approach between the boundary-layer and pressure-distribution programs was used to account for boundary-layer displacement-thickness effects. The calculated-drag coefficients compared well with previously obtained experimental data.

Time-marching transonic flutter solutions including angle-of-attack effects

NASA Technical Reports Server (NTRS)

Edwards, J. W.; Bennett, R. M.; Whitlow, W., Jr.; Seidel, D. A.

1982-01-01

Transonic aeroelastic solutions based upon the transonic small perturbation potential equation were studied. Time-marching transient solutions of plunging and pitching airfoils were analyzed using a complex exponential modal identification technique, and seven alternative integration techniques for the structural equations were evaluated. The HYTRAN2 code was used to determine transonic flutter boundaries versus Mach number and angle-of-attack for NACA 64A010 and MBB A-3 airfoils. In the code, a monotone differencing method, which eliminates leading edge expansion shocks, is used to solve the potential equation. When the effect of static pitching moment upon the angle-of-attack is included, the MBB A-3 airfoil can have multiple flutter speeds at a given Mach number.

The Uranian bow shock - Voyager 2 inbound observations of a high Mach number shock

NASA Technical Reports Server (NTRS)

Bagenal, Fran; Belcher, John W.; Sittler, Edward C., Jr.; Lepping, Ronald P.

1987-01-01

The Voyager 2 magnetometer and plasma detector measured a high Mach number, high beta bow shock on the dayside of the Uranian magnetosphere. Although the average conditions on either side of the shock are consistent with the Rankine-Hugoniot (MHD) relations for a stationary, quasi-perpendicular shock, the data revealed both detailed structure in the transition region as well as considerable variability in the downstream magnetosheath plasma. The bulk plasma parameters and the magnetic field exhibited some of the characteristics of a supercritical shock: an overshoot followed by damped oscillations downstream, consistent with recent theoretical models of high Mach number quasi-perpendicular shocks.

Parametric Study of Afterbody/nozzle Drag on Twin Two-dimensional Convergent-divergent Nozzles at Mach Numbers from 0.60 to 1.20

NASA Technical Reports Server (NTRS)

Pendergraft, Odis C., Jr.; Burley, James R., II; Bare, E. Ann

1986-01-01

An investigation has been conducted in the Langley 16-Foot Transonic Tunnel to determine the effects of upper and lower external nozzle flap geometry on the external afterbody/nozzle drag of nonaxisymmetric two-dimensional convergent-divergent exhaust nozzles having parallel external sidewalls installed on a generic twin-engine, fighter-aircraft model. Tests were conducted over a Mach number range from 0.60 to 1.20 and over an angle-of-attack range from -5 to 9 deg. Nozzle pressure ratio was varied from jet off (1.0) to approximately 10.0, depending on Mach number.

Study of methods of improving the performance of the Langley Research Center Transonic Dynamics Tunnel (TDT)

NASA Technical Reports Server (NTRS)

1973-01-01

A study has been made of possible ways to improve the performance of the Langley Research Center's Transonic Dynamics Tunnel (TDT). The major effort was directed toward obtaining increased dynamic pressure in the Mach number range from 0.8 to 1.2, but methods to increase Mach number capability were also considered. Methods studied for increasing dynamic pressure capability were higher total pressure, auxiliary suction, reducing circuit losses, reduced test medium temperature, smaller test section and higher molecular weight test medium. Increased Mach number methods investigated were nozzle block inserts, variable geometry nozzle, changes in test section wall configuration, and auxiliary suction.

Engineering prediction of turbulent skin friction and heat transfer in high-speed flow

NASA Technical Reports Server (NTRS)

Cary, A. M., Jr.; Bertram, M. H.

1974-01-01

A large collection of experimental turbulent-skin-friction and heat-transfer data for flat plates and cones was used to determine the most accurate of six of the most popular engineering-prediction methods; the data represent a Mach number range from 4 to 13 and ratio of wall to total temperature ranging from 0.1 to 0.7. The Spalding and Chi method incorporating virtual-origin concepts was found to be the best prediction method for Mach numbers less than 10; the limited experimental data for Mach numbers greater than 10 were not well predicted by any of the engineering methods except the Coles method.

Investigation of Temperature Ratio Effect on the Low-Frequency Acoustic Spectra of Heated Jets

NASA Astrophysics Data System (ADS)

Karam, Sofia

Jet noise remains one of the most important problems in the aviation industry, and its reduction is sought in the context of both commercial and military aircraft. In this thesis, an investigation of the jet noise is conducted in terms of the effect of temperature and Mach number on low frequency acoustic spectra. A low-order model derived from the generalized acoustic analogy method via a low-frequency asymptotic approach is utilized, where the mean flow and pertinent statistical quantities are obtained from RANS simulations. The study involves a combination of seven acoustic Mach numbers ranging from 0.3 to 1.5 and five temperature ratios (TR) ranging from 1 to 3. The model is calibrated with existing experimental measurements of a Mach 0.9 and TR = 1 jet. The results show that the sound pressure level increases with the increase in Mach number, and decreases with the decrease in temperature ratios.

A predication model for combustion modes of the scramjet-powered aerospace vehicle based on the nonlinear features of the isolator flow field

NASA Astrophysics Data System (ADS)

Yang, Qingchun; Wang, Hongxin; Chetehouna, Khaled; Gascoin, Nicolas

2017-01-01

The supersonic combustion ramjet (scramjet) engine remains the most promising airbreathing engine cycle for hypersonic flight, particularly the high-performance dual-mode scramjet in the range of flight Mach number from 4 to 7, because it can operates under different combustion modes. Isolator is a very key component of the dual-mode scramjet engine. In this paper, nonlinear characteristics of combustion mode transition is theoretically analyzed. The discontinuous sudden changes of static pressure and Mach number are obtained as the mode transition occurs, which emphasizing the importance of predication and control of combustion modes. In this paper, a predication model of different combustion modes is developed based on these these nonlinear features in the isolator flow field. it can provide a valuable reference for control system design of the scramjet-powered aerospace vehicle.

Longitudinal Aerodynamic Characteristics and Wing Pressure Distributions of a Blended-Wing-Body Configuration at Low and High Reynolds Numbers

NASA Technical Reports Server (NTRS)

Re, Richard J.

2005-01-01

Force balance and wing pressure data were obtained on a 0.017-Scale Model of a blended-wing-body configuration (without a simulated propulsion system installation) to validate the capability of computational fluid dynamic codes to predict the performance of such thick sectioned subsonic transport configurations. The tests were conducted in the National Transonic Facility of the Langley Research Center at Reynolds numbers from 3.5 to 25.0 million at Mach numbers from 0.25 to 0.86. Data were obtained in the pitch plane only at angles of attack from -1 to 8 deg at Mach numbers greater than 0.25. A configuration with winglets was tested at a Reynolds number of 25.0 million at Mach numbers from 0.83 to 0.86.

Investigation of Jet Noise Using Optical Holography

DOT National Transportation Integrated Search

1973-04-01

Holographic interferograms have been made of cold, laboratory scale, supersonic air and nitrogen jet in the mach number range of 2.1 ot 3.4, and of helium jets in the mach number range of 1.5 to 2.95. These holograms demonstrate that the acoustic fie...

High-Speed Wind-Tunnel Tests of a Model of the Lockheed YP-80A Airplane Including Correlation with Flight Tests and Tests of Dive-Recovery Flaps

NASA Technical Reports Server (NTRS)

Cleary, Joseph W.; Gray, Lyle J.

1947-01-01

This report contains the results of tests of a 1/3-scale model of the Lockheed YP-90A "Shooting Star" airplane and a comparison of drag, maximum lift coefficient, and elevator angle required for level flight as measured in the wind tunnel and in flight. Included in the report are the general aerodynamic characteristics of the model and of two types of dive-recovery flaps, one at several positions along the chord on the lower surface of the wing and the other on the lower surface of the fuselage. The results show good agreement between the flight and wind-tunnel measurements at all Mach numbers. The results indicate that the YP-80A is controllable in pitch by the elevators to a Mach number of at least 0.85. The fuselage dive-recovery flaps are effective for producing a climbing moment and increasing the drag at Mach numbers up to at least 0.8. The wing dive-recovery flaps are most effective for producing a climbing moment at 0.75 Mach number. At 0.85 Mach number, their effectiveness is approximately 50 percent of the maximum. The optimum position for the wing dive-recovery flaps to produce a climbing moment is at approximately 35 percent of the chord.

Flight Calibration of four airspeed systems on a swept-wing airplane at Mach numbers up to 1.04 by the NACA radar-phototheodolite method

NASA Technical Reports Server (NTRS)

Thompson, Jim Rogers; Bray, Richard S; COOPER GEORGE E

1950-01-01

The calibrations of four airspeed systems installed in a North American F-86A airplane have been determined in flight at Mach numbers up to 1.04 by the NACA radar-phototheodolite method. The variation of the static-pressure error per unit indicated impact pressure is presented for three systems typical of those currently in use in flight research, a nose boom and two different wing-tip booms, and for the standard service system installed in the airplane. A limited amount of information on the effect of airplane normal-force coefficient on the static-pressure error is included. The results are compared with available theory and with results from wind-tunnel tests of the airspeed heads alone. Of the systems investigated, a nose-boom installation was found to be most suitable for research use at transonic and low supersonic speeds because it provided the greatest sensitivity of the indicated Mach number to a unit change in true Mach number at very high subsonic speeds, and because it was least sensitive to changes in airplane normal-force coefficient. The static-pressure error of the nose-boom system was small and constant above a Mach number of 1.03 after passage of the fuselage bow shock wave over the airspeed head.

Effect of variation of length-to-depth ratio and Mach number on the performance of a typical double cavity scramjet combustor

NASA Astrophysics Data System (ADS)

Mahto, Navin Kumar; Choubey, Gautam; Suneetha, Lakka; Pandey, K. M.

2016-11-01

The two equation standard k-ɛ turbulence model and the two-dimensional compressible Reynolds-Averaged Navier-Stokes (RANS) equations have been used to computationally simulate the double cavity scramjet combustor. Here all the simulations are performed by using ANSYS 14-FLUENT code. At the same time, the validation of the present numerical simulation for double cavity has been performed by comparing its result with the available experimental data which is in accordance with the literature. The results are in good agreement with the schlieren image and the pressure distribution curve obtained experimentally. However, the pressure distribution curve obtained numerically is under-predicted in 5 locations by numerical calculation. Further, investigations on the variations of the effects of the length-to-depth ratio of cavity and Mach number on the combustion characteristics has been carried out. The present results show that there is an optimal length-to-depth ratio for the cavity for which the performance of combustor significantly improves and also efficient combustion takes place within the combustor region. Also, the shifting of the location of incident oblique shock took place in the downstream of the H2 inlet when the Mach number value increases. But after achieving a critical Mach number range of 2-2.5, the further increase in Mach number results in lower combustion efficiency which may deteriorate the performance of combustor.

Preliminary Results of Stability and Control Investigation of the Bell X-5 Research Airplane

NASA Technical Reports Server (NTRS)

Finch, Thomas W; Briggs, Donald W

1953-01-01

During the acceptance tests of the Bell X-5 airplane, measurements of the static stability and control characteristics and horizontal-tail loads were obtained by the NACA High-Speed Flight Research Station. The results of the stability and control measurements are presented in this paper. A change in sweep angle between 20 deg and 59 deg had a minor effect on the longitudinal trim, with a maximum change of about 2.5 deg in elevator deflection being required at a Mach number near 0.85; however, sweeping the wings produced a total stick-force change of about 40 pounds. At low Mach numbers there was a rapid increase in stability at high normal-force coefficients for both 20 0 and 1100 sweepback, whereas a condition of neutral stability existed for 58 0 sweepback at high normal-force coefficients. At Mach numbers near 0.8 there was an instability at normal-force coefficients above 0.5 for all sweep angles tested. In the low normal-force-coefficient range a high degree of stability resulted in high stick forces which limited the maximum load factors attainable in the demonstration flights to values under 5g for all sweep angles at a Mach number near 0.8 and an altitude of 12,000 feet. The aileron effectiveness at 200 sweepback was found to be low over the Mach number range tested.

A NEW DENSITY VARIANCE-MACH NUMBER RELATION FOR SUBSONIC AND SUPERSONIC ISOTHERMAL TURBULENCE

DOE Office of Scientific and Technical Information (OSTI.GOV)

Konstandin, L.; Girichidis, P.; Federrath, C.

The probability density function of the gas density in subsonic and supersonic, isothermal, driven turbulence is analyzed using a systematic set of hydrodynamical grid simulations with resolutions of up to 1024{sup 3} cells. We perform a series of numerical experiments with root-mean-square (rms) Mach number M ranging from the nearly incompressible, subsonic (M=0.1) to the highly compressible, supersonic (M=15) regime. We study the influence of two extreme cases for the driving mechanism by applying a purely solenoidal (divergence-free) and a purely compressive (curl-free) forcing field to drive the turbulence. We find that our measurements fit the linear relation between themore » rms Mach number and the standard deviation (std. dev.) of the density distribution in a wide range of Mach numbers, where the proportionality constant depends on the type of forcing. In addition, we propose a new linear relation between the std. dev. of the density distribution {sigma}{sub {rho}} and that of the velocity in compressible modes, i.e., the compressible component of the rms Mach number, M{sub comp}. In this relation the influence of the forcing is significantly reduced, suggesting a linear relation between {sigma}{sub {rho}} and M{sub comp}, independent of the forcing, and ranging from the subsonic to the supersonic regime.« less

Flow-separation patterns on symmetric forebodies

NASA Technical Reports Server (NTRS)

Keener, Earl R.

1986-01-01

Flow-visualization studies of ogival, parabolic, and conical forebodies were made in a comprehensive investigation of the various types of flow patterns. Schlieren, vapor-screen, oil-flow, and sublimation flow-visualization tests were conducted over an angle-of-attack range from 0 deg. to 88 deg., over a Reynolds-number range from 0.3X10(6) to 2.0X10(6) (based on base diameter), and over a Mach number range from 0.1 to 2. The principal effects of angle of attack, Reynolds number, and Mach number on the occurrence of vortices, the position of vortex shedding, the principal surface-flow-separation patterns, the magnitude of surface-flow angles, and the extent of laminar and turbulent flow for symmetric, asymmetric, and wake-like flow-separation regimes are presented. It was found that the two-dimensional cylinder analogy was helpful in a qualitative sense in analyzing both the surface-flow patterns and the external flow field. The oil-flow studies showed three types of primary separation patterns at the higher Reynolds numbers owing to the influence of boundary-layer transition. The effect of angle of attack and Reynolds number is to change the axial location of the onset and extent of the primary transitional and turbulent separation regions. Crossflow inflectional-instability vortices were observed on the windward surface at angles of attack from 5 deg. to 55 deg. Their effect is to promote early transition. At low angles of attack, near 10 deg., an unexpected laminar-separation bubble occurs over the forward half of the forebody. At high angles of attack, at which vortex asymmetry occurs, the results support the proposition that the principal cause of vortex asymmetry is the hydrodynamic instability of the inviscid flow field. On the other hand, boundary-layer asymmetries also occur, especially at transitional Reynolds numbers. The position of asymmetric vortex shedding moves forward with increasing angle of attack and with increasing Reynolds number, and moves rearward with increasing Mach number.

A powerful double radio relic system discovered in PSZ1 G108.18-11.53: evidence for a shock with non-uniform Mach number?

DOE PAGES

de Gasperin, F.; Intema, H. T.; van Weeren, R. J.; ...

2015-09-09

Diffuse radio emission in the form of radio haloes and relics has been found in a number of merging galaxy clusters. These structures indicate that shock and turbulence associated with the merger accelerate electrons to relativistic energies. We report the discovery of a radio relic + radio halo system in PSZ1 G108.18-11.53 (z = 0.335). This cluster hosts the second most powerful double radio relic system ever discovered. We observed PSZ1 G108.18-11.53 with the Giant Meterwave Radio Telescope and the Westerbork Synthesis Radio Telescope. We obtained radio maps at 147, 323, 607 and 1380 MHz. We also observed the cluster with the Keck telescope, obtaining the spectroscopic redshift for 42 cluster members. From the injection index, we obtained the Mach number of the shocks generating the two radio relics. For the southern shock, we foundmore » $M$ = 2.33 $$+0.19\\atop{-0.26}$$ while the northern shock Mach number goes from $M$2.20 $$+0.07\\atop{-0.14}$$ in the north part down to $M$ = 200 $$+0.03\\atop{-0.08}$$ in the southern region. Finally, if the relation between the injection index and the Mach number predicted by diffusive shock acceleration theory holds, this is the first observational evidence for a gradient in the Mach number along a galaxy cluster merger shock.« less

Scramjet Tests in a Shock Tunnel at Flight Mach 7, 10, and 15 Conditions

NASA Technical Reports Server (NTRS)

Rogers, R. C.; Shih, A. T.; Tsai, C.-Y.; Foelsche, R. O.

2001-01-01

Tests of the Hyper-X scramjet engine flowpath have been conducted in the HYPULSE shock tunnel at conditions duplicating the stagnation enthalpy at flight Mach 7, 10, and 15. For the tests at Mach 7 and 10 HYPULSE was operated as a reflected-shock tunnel; at the Mach 15 condition, HYPULSE was operated as a shock-expansion tunnel. The test conditions matched the stagnation enthalpy of a scramjet engine on an aerospace vehicle accelerating through the atmosphere along a 1000 psf dynamic pressure trajectory. Test parameter variation included fuel equivalence ratios from lean (0.8) to rich (1.5+); fuel composition from pure hydrogen to mixtures of 2% and 5% silane in hydrogen by volume; and inflow pressure and Mach number made by changing the scramjet model mounting angle in the HYPULSE test chamber. Data sources were wall pressures and heat flux distributions and schlieren and fuel plume imaging in the combustor/nozzle sections. Data are presented for calibration of the facility nozzles and the scramjet engine model. Comparisons of pressure distributions and flowpath streamtube performance estimates are made for the three Mach numbers tested.

Additional Results on the Static Longitudinal and Lateral Stability Characteristics of a 0.05-Scale Model of the Convair F2Y-1 Airplane at High Subsonic Speeds

NASA Technical Reports Server (NTRS)

Spreeman, Kenneth P.; Few, Albert G.

1954-01-01

Additional results on the static longitudinal and lateral stability characteristics of a 0.05-scale model of the Convair F2Y-1 water-based fighter airplane were obtained in the Langley high-speed 7- by 10-foot tunnel over a Mach number range of 0.50 to 0.92. The maximum angle-of-attack range (obtained at the lower Mach numbers) was from -2 degrees to 25 degrees. The sideslip-angle range investigated was from -4 degrees to 12 degrees. The investigation included effects of various arrangements of wing fences, leading-edge chord-extensions, and leading-edge notches. Various fuselage fences, spoilers, and a dive brake also were investigated. From overall considerations of lift, drag, and pitching moments, it appears that there were two modifications somewhat superior to any of the others investigated: One was a configuration that employed a full-chord fence and a partial-chord fence located at 0.63 semispan and 0.55 semispan, respectively. The second was a leading-edge chord-extension that extended from 0.68 semispan to 0.85 semispan in combination with a leading-edge notch located at 0.68 semispan. With plus or minus 10 degrees aileron, the estimated wing-tip helix angle was reduced from 0.125 at a Mach number of 0.50 to 0.088 at a Mach number of 0.92, with corresponding rates of roll of 4.0 and 5.2 radians per second. The upper aft fuselage dive brake, when deflected 30 degrees and 60 degrees, reduced the rudder effectiveness about 10 to 20 percent and about 35 to 50 percent, respectively.

Investigation of the asymmetric aerodynamic characteristics of cylindrical bodies of revolution with variations in nose geometry and rotational orientation at angles of attack to 58 degrees and Mach numbers to 2

NASA Technical Reports Server (NTRS)

Kruse, R. L.; Keener, E. R.; Chapman, G. T.; Claser, G.

1979-01-01

Wind-tunnel tests were conducted to investigate the side forces and yawing moments that can occur at high angles of attack and zero sideslip for cylindrical bodies of revolution. Two bodies having several tangent ogive forebodies with fineness ratios of 0.5, 1.5, 2.5, and 3.5 were tested. The forebodies with fineness ratios of 2.5 and 3.5 had several bluntnesses. The cylindrical afterbodies had fineness ratios of 7 and 13. The model components - tip, forebody, and afterbody - were tested in various rotational positions about their axes of symmetry. Most of the tests were conducted at a Mach number of 0.25, a Reynolds number of 0.32 x 10 to the 6th power, and with the afterbody that had a fineness ratio of 7 and with selected forebodies. The effect of Mach number was determined with the afterbody that had a fineness ratio of 13 and with selected forebodies at mach numbers from 0.25 to 2 at Reynolds number = 0.32 X 10 to the 6th power. Maximum angle of attack was 58 deg.

Experimental aerodynamic characteristics for a cylindrical body of revolution with side strakes and various noses at angles of attack from 0 degrees to 58 degrees and Mach numbers from 0.6 to 2.0

NASA Technical Reports Server (NTRS)

Jorgensen, L. H.; Nelson, E. R.

1975-01-01

For a body of revolution with afterbody side strakes, an experimental investigation was conducted in the Ames 6- by 6-Foot Wind Tunnel to determine the effects on the aerodynamic characteristics of forebody geometry, nose strakes, body side strakes, Reynolds number, Mach number, and angle of attack. Aerodynamic force and moment characteristics were measured for the straked cylindrical afterbody (cylinder fineness ratio of 7) with tangent ogive noses of fineness ratio 2.5 to 5.0. In addition, the straked cylinder afterbody was tested with an ogive nose having a rounded tip and an ogive nose with two different nose strake arrangements. The data demonstrate that the aerodynamic characteristics for a body of revolution with side strakes can be significantly affected by changes in nose fineness ratio, nose bluntness, Reynolds number, Mach number, and, of course, angle of attack. Removing the strakes from the cylindrical aftersection greatly decreased the lift, but this removal hardly changed the maximum magnitudes of the undesirable side forces that developed at angles of attack greater than about 25 deg for subsonic Mach numbers.

Flight Investigation at High Speeds of Profile Drag of Wing of a P-47D Airplane Having Production Surfaces Covered with Camouflage Paint

NASA Technical Reports Server (NTRS)

Daum, Fred L.; Zalovcik, John A.

1946-01-01

Wing section outboard of flap was tested by wake surveys in Mach range of 0.25 - 0.78 and lift coefficient range 0.06 - 0.69. Results indicated that minimum profile-drag coefficient of 0.0097 was attained for lift coefficients from 0.16 to 0.25 at Mach less than 0.67. Below Mach number at which compressibility shock occurred, variations in Mach of 0.2 had negligible effect on profile drag coefficient. Shock was not evident until critical Mach was exceeded by 0.025.

An Interactive Software for Conceptual Wing Flutter Analysis and Parametric Study

NASA Technical Reports Server (NTRS)

Mukhopadhyay, Vivek

1996-01-01

An interactive computer program was developed for wing flutter analysis in the conceptual design stage. The objective was to estimate the flutter instability boundary of a flexible cantilever wing, when well-defined structural and aerodynamic data are not available, and then study the effect of change in Mach number, dynamic pressure, torsional frequency, sweep, mass ratio, aspect ratio, taper ratio, center of gravity, and pitch inertia, to guide the development of the concept. The software was developed for Macintosh or IBM compatible personal computers, on MathCad application software with integrated documentation, graphics, data base and symbolic mathematics. The analysis method was based on non-dimensional parametric plots of two primary flutter parameters, namely Regier number and Flutter number, with normalization factors based on torsional stiffness, sweep, mass ratio, taper ratio, aspect ratio, center of gravity location and pitch inertia radius of gyration. The parametric plots were compiled in a Vought Corporation report from a vast data base of past experiments and wind-tunnel tests. The computer program was utilized for flutter analysis of the outer wing of a Blended-Wing-Body concept, proposed by McDonnell Douglas Corp. Using a set of assumed data, preliminary flutter boundary and flutter dynamic pressure variation with altitude, Mach number and torsional stiffness were determined.

A High-Order Immersed Boundary Method for Acoustic Wave Scattering and Low-Mach Number Flow-Induced Sound in Complex Geometries

PubMed Central

Seo, Jung Hee; Mittal, Rajat

2010-01-01

A new sharp-interface immersed boundary method based approach for the computation of low-Mach number flow-induced sound around complex geometries is described. The underlying approach is based on a hydrodynamic/acoustic splitting technique where the incompressible flow is first computed using a second-order accurate immersed boundary solver. This is followed by the computation of sound using the linearized perturbed compressible equations (LPCE). The primary contribution of the current work is the development of a versatile, high-order accurate immersed boundary method for solving the LPCE in complex domains. This new method applies the boundary condition on the immersed boundary to a high-order by combining the ghost-cell approach with a weighted least-squares error method based on a high-order approximating polynomial. The method is validated for canonical acoustic wave scattering and flow-induced noise problems. Applications of this technique to relatively complex cases of practical interest are also presented. PMID:21318129

39 Questionable Assumptions in Modern Physics

NASA Astrophysics Data System (ADS)

Volk, Greg

2009-03-01

The growing body of anomalies in new energy, low energy nuclear reactions, astrophysics, atomic physics, and entanglement, combined with the failure of the Standard Model and string theory to predict many of the most basic fundamental phenomena, all point to a need for major new paradigms. Not Band-Aids, but revolutionary new ways of conceptualizing physics, in the spirit of Thomas Kuhn's The Structure of Scientific Revolutions. This paper identifies a number of long-held, but unproven assumptions currently being challenged by an increasing number of alternative scientists. Two common themes, both with venerable histories, keep recurring in the many alternative theories being proposed: (1) Mach's Principle, and (2) toroidal, vortex particles. Matter-based Mach's Principle differs from both space-based universal frames and observer-based Einsteinian relativity. Toroidal particles, in addition to explaining electron spin and the fundamental constants, satisfy the basic requirement of Gauss's misunderstood B Law, that motion itself circulates. Though a comprehensive theory is beyond the scope of this paper, it will suggest alternatives to the long list of assumptions in context.

Sound and fluctuating disturbance measurements in the settling chamber and test section of a small, Mach 5 wind tunnel

NASA Technical Reports Server (NTRS)

Anders, J. B.; Stainback, P. C.; Beckwith, I. E.; Keefe, L. R.

1975-01-01

Disturbance measurements were made using a hot-wire anemometer and piezoelectric pressure transducers in the settling chamber and free stream of a small Mach 5 wind tunnel. Results from the two instruments are compared and acoustical disturbances in the settling chamber are discussed. The source of the test-section noise is identified as nozzle-wall waviness at low Reynolds numbers and as eddy-Mach-wave radiation from the turbulent boundary layer on the nozzle wall at high Reynolds numbers.

Design Evolution and Performance Characterization of the GTX Air-Breathing Launch Vehicle Inlet

NASA Technical Reports Server (NTRS)

DeBonis, J. R.; Steffen, C. J., Jr.; Rice, T.; Trefny, C. J.

2002-01-01

The design and analysis of a second version of the inlet for the GTX rocket-based combine-cycle launch vehicle is discussed. The previous design did not achieve its predicted performance levels due to excessive turning of low-momentum comer flows and local over-contraction due to asymmetric end-walls. This design attempts to remove these problems by reducing the spike half-angle to 10- from 12-degrees and by implementing true plane of symmetry end-walls. Axisymmetric Reynolds-Averaged Navier-Stokes simulations using both perfect gas and real gas, finite rate chemistry, assumptions were performed to aid in the design process and to create a comprehensive database of inlet performance. The inlet design, which operates over the entire air-breathing Mach number range from 0 to 12, and the performance database are presented. The performance database, for use in cycle analysis, includes predictions of mass capture, pressure recovery, throat Mach number, drag force, and heat load, for the entire Mach range. Results of the computations are compared with experimental data to validate the performance database.

An implicit turbulence model for low-Mach Roe scheme using truncated Navier-Stokes equations

NASA Astrophysics Data System (ADS)

Li, Chung-Gang; Tsubokura, Makoto

2017-09-01

The original Roe scheme is well-known to be unsuitable in simulations of turbulence because the dissipation that develops is unsatisfactory. Simulations of turbulent channel flow for Reτ = 180 show that, with the 'low-Mach-fix for Roe' (LMRoe) proposed by Rieper [J. Comput. Phys. 230 (2011) 5263-5287], the Roe dissipation term potentially equates the simulation to an implicit large eddy simulation (ILES) at low Mach number. Thus inspired, a new implicit turbulence model for low Mach numbers is proposed that controls the Roe dissipation term appropriately. Referred to as the automatic dissipation adjustment (ADA) model, the method of solution follows procedures developed previously for the truncated Navier-Stokes (TNS) equations and, without tuning of parameters, uses the energy ratio as a criterion to automatically adjust the upwind dissipation. Turbulent channel flow at two different Reynold numbers and the Taylor-Green vortex were performed to validate the ADA model. In simulations of turbulent channel flow for Reτ = 180 at Mach number of 0.05 using the ADA model, the mean velocity and turbulence intensities are in excellent agreement with DNS results. With Reτ = 950 at Mach number of 0.1, the result is also consistent with DNS results, indicating that the ADA model is also reliable at higher Reynolds numbers. In simulations of the Taylor-Green vortex at Re = 3000, the kinetic energy is consistent with the power law of decaying turbulence with -1.2 exponents for both LMRoe with and without the ADA model. However, with the ADA model, the dissipation rate can be significantly improved near the dissipation peak region and the peak duration can be also more accurately captured. With a firm basis in TNS theory, applicability at higher Reynolds number, and ease in implementation as no extra terms are needed, the ADA model offers to become a promising tool for turbulence modeling.

Increased Mach Number Capability for the NASA Glenn 10x10 Supersonic Wind Tunnel

NASA Technical Reports Server (NTRS)

Slater, John; Saunders, John

2014-01-01

Computational simulations and wind tunnel testing were conducted to explore the operation of the Abe Silverstein Supersonic Wind Tunnel at the NASA Glenn Research Center at test section Mach numbers above the current limit of Mach 3.5. An increased Mach number would enhance the capability for testing of supersonic and hypersonic propulsion systems. The focus of the explorations was on understanding the flow within the second throat of the tunnel, which is downstream of the test section and is where the supersonic flow decelerates to subsonic flow. Methods of computational fluid dynamics (CFD) were applied to provide details of the shock boundary layer structure and to estimate losses in total pressure. The CFD simulations indicated that the tunnel could be operated up to Mach 4.0 if the minimum width of the second throat was made smaller than that used for previous operation of the tunnel. Wind tunnel testing was able to confirm such operation of the tunnel at Mach 3.6 and 3.7 before a hydraulic failure caused a stop to the testing. CFD simulations performed after the wind tunnel testing showed good agreement with test data consisting of static pressures along the ceiling of the second throat. The CFD analyses showed increased shockwave boundary layer interactions, which was also observed as increased unsteadiness of dynamic pressures collected in the wind tunnel testing.

Increased Mach Number Capability for the NASA Glenn 10x10 Supersonic Wind Tunnel

NASA Technical Reports Server (NTRS)

Slater, J. W.; Saunders, J. D.

2015-01-01

Computational simulations and wind tunnel testing were conducted to explore the operation of the Abe Silverstein Supersonic Wind Tunnel at the NASA Glenn Research Center at test section Mach numbers above the current limit of Mach 3.5. An increased Mach number would enhance the capability for testing of supersonic and hypersonic propulsion systems. The focus of the explorations was on understanding the flow within the second throat of the tunnel, which is downstream of the test section and is where the supersonic flow decelerates to subsonic flow. Methods of computational fluid dynamics (CFD) were applied to provide details of the shock boundary layer structure and to estimate losses in total pressure. The CFD simulations indicated that the tunnel could be operated up to Mach 4.0 if the minimum width of the second throat was made smaller than that used for previous operation of the tunnel. Wind tunnel testing was able to confirm such operation of the tunnel at Mach 3.6 and 3.7 before a hydraulic failure caused a stop to the testing. CFD simulations performed after the wind tunnel testing showed good agreement with test data consisting of static pressures along the ceiling of the second throat. The CFD analyses showed increased shockwave boundary layer interactions, which was also observed as increased unsteadiness of dynamic pressures collected in the wind tunnel testing.

Constant temperature hot wire anemometry data reduction procedure

NASA Technical Reports Server (NTRS)

Klopfer, G. H.

1974-01-01

The theory and data reduction procedure for constant temperature hot wire anemometry are presented. The procedure is valid for all Mach and Prandtl numbers, but limited to Reynolds numbers based on wire diameter between 0.1 and 300. The fluids are limited to gases which approximate ideal gas behavior. Losses due to radiation, free convection and conduction are included.

Dynamic response characteristics of two transport models tested in the National Transonic Facility

NASA Technical Reports Server (NTRS)

Young, Clarence P., Jr.

1993-01-01

This paper documents recent experiences with measuring the dynamic response characteristics of a commercial transport and a military transport model during full scale Reynolds number tests in the National Transonic Facility. Both models were limited in angle of attack while testing at full scale Reynolds number and cruise Mach number due to pitch or stall buffet response. Roll buffet (wing buzz) was observed for both models at certain Mach numbers while testing at high Reynolds number. Roll buffet was more severe and more repeatable for the military transport model at cruise Mach number. Miniature strain-gage type accelerometers were used for the first time for obtaining dynamic data as a part of the continuing development of miniature dynamic measurements instrumentation for cryogenic applications. This paper presents the results of vibration measurements obtained for both the commercial and military transport models and documents the experience gained in the use of miniature strain gage type accelerometers.

Aerodynamic and acoustic performance of high Mach number inlets

NASA Technical Reports Server (NTRS)

Lumsdaine, E.; Clark, L. R.; Cherng, J. C.; Tag, I.

1977-01-01

Experimental results were obtained for two types of high Mach number inlets, one with a translating centerbody and one with a fixed geometry (collapsing cowl) without centerbody. The aerodynamic and acoustic performance of these inlets was examined. The effects of several parameters such as area ratio and length-diameter ratio were investigated. The translating centerbody inlet was found to be superior to the collapsing cowl inlet both acoustically and aerodynamically, particularly for area ratios greater than 1.5. Comparison of length-diameter ratio and area ratio effects on performance near choked flow showed the latter parameter to be more significant. Also, greater high frequency noise attenuation was achieved by increasing Mach number from low to high subsonic values.

Description and calibration of the Langley unitary plan wind tunnel

NASA Technical Reports Server (NTRS)

Jackson, C. M., Jr.; Corlett, W. A.; Monta, W. J.

1981-01-01

The two test sections of the Langley Unitary Plan Wind Tunnel were calibrated over the operating Mach number range from 1.47 to 4.63. The results of the calibration are presented along with a a description of the facility and its operational capability. The calibrations include Mach number and flow angularity distributions in both test sections at selected Mach numbers and tunnel stagnation pressures. Calibration data are also presented on turbulence, test-section boundary layer characteristics, moisture effects, blockage, and stagnation-temperature distributions. The facility is described in detail including dimensions and capacities where appropriate, and example of special test capabilities are presented. The operating parameters are fully defined and the power consumption characteristics are discussed.

Flight-Test-Determined Aerodynamic Force and Moment Characteristics of the X-43A at Mach 7.0

NASA Technical Reports Server (NTRS)

Davis. Marl C.; White, J. Terry

2006-01-01

The second flight of the Hyper-X program afforded a unique opportunity to determine the aerodynamic force and moment characteristics of an airframe-integrated scramjet-powered aircraft in hypersonic flight. These data were gathered via a repeated series of pitch, yaw, and roll doublets; frequency sweeps; and pushover-pullup maneuvers performed throughout the X-43A cowl-closed descent. Maneuvers were conducted at Mach numbers of 6.80 to 0.95 and altitudes from 92,000 ft msl to sea level. The dynamic pressure varied from 1300 psf to 400 psf with the angle of attack ranging from 0 deg to 14 deg. The flight-extracted aerodynamics were compared with preflight predictions based on wind-tunnel-test data. The X-43A flight-derived axial force was found to be 10 percent to 15 percent higher than prediction. Under-predictions of similar magnitude were observed for the normal force. For Mach numbers above 4.0, the flight-derived stability and control characteristics resulted in larger-than-predicted static margins, with the largest discrepancy approximately 5 in. forward along the x-axis center of gravity at Mach 6.0. This condition would result in less static margin in pitch. The predicted lateral-directional stability and control characteristics matched well with flight data when allowance was made for the high uncertainty in angle of sideslip.

X-43A Flight-Test-Determined Aerodynamic Force and Moment Characteristics at Mach 7.0

NASA Technical Reports Server (NTRS)

Davis, Mark C.; White, J. Terry

2008-01-01

The second flight of the Hyper-X program afforded a unique opportunity to determine the aerodynamic force and moment characteristics of an airframe-integrated scramjet-powered aircraft in hypersonic flight. These data were gathered via a repeated series of pitch, yaw, and roll doublets, frequency sweeps, and pushover-pullup maneuvers performed throughout the X-43A cowl-closed descent. Maneuvers were conducted at Mach numbers of 6.80-0.95 and at altitudes from 92,000 ft mean sea level to sea level. The dynamic pressure varied from 1300 to 400 psf with the angle of attack ranging from 0 to 14 deg. The flight-extracted aerodynamics were compared with preflight predictions based on wind-tunnel test data. The X-43A flight-derived axial force was found to be 10-15%higher than prediction. Underpredictions of similar magnitude were observed for the normal force. For Mach numbers above 4.0, the flight-derived stability and control characteristics resulted in larger-than-predicted static margins, with the largest discrepancy approximately 5 in. forward along the x-axis center of gravity at Mach 6.0. This condition would result in less static margin in pitch. The predicted lateral-directional stability and control characteristics matched well with flight data when allowance was made for the high uncertainty in angle of sideslip.

Shock wave structure in rarefied polyatomic gases with large relaxation time for the dynamic pressure

NASA Astrophysics Data System (ADS)

Taniguchi, Shigeru; Arima, Takashi; Ruggeri, Tommaso; Sugiyama, Masaru

2018-05-01

The shock wave structure in rarefied polyatomic gases is analyzed based on extended thermodynamics (ET). In particular, the case with large relaxation time for the dynamic pressure, which corresponds to large bulk viscosity, is considered by adopting the simplest version of extended thermodynamics with only 6 independent fields (ET6); the mass density, the velocity, the temperature and the dynamic pressure. Recently, the validity of the theoretical predictions by ET was confirmed by the numerical analysis based on the kinetic theory in [S Kosuge and K Aoki: Phys. Rev. Fluids, Vol. 3, 023401 (2018)]. It was shown that numerical results using the polyatomic version of ellipsoidal statistical model agree with the theoretical predictions by ET for small or moderately large Mach numbers. In the present paper, first, we compare the theoretical predictions by ET6 with the ones by kinetic theory for large Mach number under the same assumptions, that is, the gas is polytropic and the bulk viscosity is proportional to the temperature. Second, the shock wave structure for large Mach number in a non-polytropic gas is analyzed with the particular interest in the effect of the temperature dependence of specific heat and the bulk viscosity on the shock wave structure. Through the analysis of the case of a rarefied carbon dioxide (CO2) gas, it is shown that these temperature dependences play important roles in the precise analysis of the structure for strong shock waves.

Aerodynamic interactions from reaction controls for lateral control of the M2-F2 lifting-body entry configuration at transonic and supersonic and supersonic Mach numbers. [wind tunnel tests

NASA Technical Reports Server (NTRS)

Bailey, R. O.; Brownson, J. J.

1979-01-01

Tests were conducted in the Ames 6 by 6 foot wind tunnel to determine the interaction of reaction jets for roll control on the M2-F2 lifting-body entry vehicle. Moment interactions are presented for a Mach number range of 0.6 to 1.7, a Reynolds number range of 1.2 x 10 to the 6th power to 1.6 x 10 to the 6th power (based on model reference length), an angle-of-attack range of -9 deg to 20 deg, and an angle-of-sideslip range of -6 deg to 6 deg at an angle of attack of 6 deg. The reaction jets produce roll control with small adverse yawing moment, which can be offset by horizontal thrust component of canted jets.

Transonic stability and control characteristics of a 0.015-scale (remotely controlled elevon) model 44-0 of the space shuttle orbiter tested in the NASA/LaRC 8 foot TPT (LA62). [wind tunnel stability tests in transonic wind tunnels

NASA Technical Reports Server (NTRS)

Gamble, J. D.; Buhl, M. L., Jr.; Parrell, H.

1975-01-01

The objective of the test was to generate a detailed aerodynamic data base which can be used to substantiate the aerodynamic design data book for the current shuttle orbiter configuration. Special attention was directed to definition of nonlinear aerodynamic characteristics by taking data at small increments in Mach number, angle of attack, and elevon position. Six-component aerodynamic force and moment and elevon position data were recorded over an angle-of-attack range from -4 deg to 20 deg, at angles of sideslip of 0 deg and 2 deg. The test Mach numbers were from 0.35 to 1.20. The Reynolds number for most of the test was held at a constant 3.5 million per foot.

Space shuttle orbiter trimmed center-of-gravity extension study. Volume 5: Effects of configuration modifications on the aerodynamic characteristics of the 140A/B orbiter at Mach numbers of 2.5, 3.95 and 4.6

NASA Technical Reports Server (NTRS)

Phillips, W. P.; Fournier, R. H.

1979-01-01

Supersonic aerodynamic characteristics are presented for the 140A/B space shuttle orbiter configuration (0.010 scale) and for the configuration modified to incorporate geometry changes in the wing planform fillet region. The modifications designed to extend the orbiter's longitudinal trim capability to more forward center-of-gravity locations, included reshaping of the baseline wing planform fillet and adding canards. The investigation was made in the high Mach number test section of the Langley Unitary Plan Wind Tunnel at a Reynolds number of approximately 2.2 million based on fuselage reference length. The angle-of-attack range for the investigation extended from -1 deg to 31 deg. Data were obtained with the elevators and body flap deflected at appropriate negative and positive conditions to assess the trim limits.

Aerothermal tests of quilted dome models on a flat plate at a Mach number of 6.5

NASA Technical Reports Server (NTRS)

Glass, Christopher E.; Hunt, L. Roane

1988-01-01

Aerothermal tests were conducted in the NASA Langley 8 Foot High Temperature Tunnel (8'HTT) at a Mach number of 6.5 on simulated arrays of thermally bowed metallic thermal protection system (TPS) tiles at an angle of attack of 5 deg. Detailed surface pressures and heating rates were obtained for arrays aligned with the flow and skewed 45 deg diagonally to the flow with nominal bowed heights of 0.1, 0.2, and 0.4 inch submerged in both laminar and turbulent boundary layers. Aerothermal tests were made at a nominal total temperature of 3300 R, a total pressure of 400 psia, a total enthalpy of 950 Btu/lbm, a dynamic pressure of 2.7 psi, and a unit Reynolds number of 400,000 per foot. The experimental results form a data base that can be used to help protect aerothermal load increases from bowed arrays of TPS tiles.

Flight-measured base pressure coefficients for thick boundary-layer flow over an aft-facing step for Mach numbers from 0.4 to 2.5

NASA Technical Reports Server (NTRS)

Goecke, S. A.

1973-01-01

A 0.56-inch thick aft-facing step was located 52.1 feet from the leading edge of the left wing of an XB-70 airplane. A boundary-layer rake at a mirror location on the right wing was used to obtain local flow properties. Reynolds numbers were near 10 to the 8th power, resulting in a relatively thick boundary-layer. The momentum thickness ranged from slightly thinner to slightly thicker than the step height. Surface static pressures forward of the step were obtained for Mach numbers near 0.9, 1.5, 2.0, and 2.4. The data were compared with thin boundary-layer results from flight and wind-tunnel experiments and semiempirical relationships. Significant differences were found between the thick and the thin boundary-layer data.

The least-squares finite element method for low-mach-number compressible viscous flows

NASA Technical Reports Server (NTRS)

Yu, Sheng-Tao

1994-01-01

The present paper reports the development of the Least-Squares Finite Element Method (LSFEM) for simulating compressible viscous flows at low Mach numbers in which the incompressible flows pose as an extreme. Conventional approach requires special treatments for low-speed flows calculations: finite difference and finite volume methods are based on the use of the staggered grid or the preconditioning technique; and, finite element methods rely on the mixed method and the operator-splitting method. In this paper, however, we show that such difficulty does not exist for the LSFEM and no special treatment is needed. The LSFEM always leads to a symmetric, positive-definite matrix through which the compressible flow equations can be effectively solved. Two numerical examples are included to demonstrate the method: first, driven cavity flows at various Reynolds numbers; and, buoyancy-driven flows with significant density variation. Both examples are calculated by using full compressible flow equations.

Aerodynamic characteristics of a canard-controlled missile at Mach numbers of 1.5 and 2.0.

NASA Technical Reports Server (NTRS)

Kassner, D. L.; Wettlaufer, B.

1977-01-01

A typical missile model with nose mounted canards and cruciform tail surfaces was tested in the Ames 6- by 6-Foot Wind Tunnel to determine the contributions of the component aerodynamic surfaces to the static aerodynamic characteristics at Mach numbers of 1.5 and 2.0 and Reynolds number of 1 million based on body diameter. Data were obtained at angles of attack ranging from -3 deg to 12 deg for various stages of model build-up (i.e., with and without canard and/or tail surfaces). Results were obtained both with the model unrolled and rolled 45 deg. For the canard and tail arrangements investigated, the model was trimmable at angles of attack up to about 10 deg with canard deflections of 9 deg. Also, the tail arrangements studied provided ample pitch stability. there were no appreciable effects of model roll orientation.

Aerodynamic characteristics of a canard-controlled missile at Mach numbers of 0.8, 1.3, and 1.75. [in the Ames 6 by 6 foot wind tunnel

NASA Technical Reports Server (NTRS)

Kassner, D. L.; Wettlaufer, B.

1977-01-01

A typical missile model with nose-mounted canards and cruciform tail surfaces was tested in the Ames 6- by 6-Foot Wind Tunnel to determine the contributions of the component aerodynamic surfaces to the static aerodynamic characteristics at Mach numbers of 0.8, 1.3, and 1.75 and Reynolds number of 625,000 based on body diameter. Data were obtained at angles of attack ranging from 0 deg to 24 deg for various stages of model build-up (i.e., with and without canard and/or tail surfaces). In addition, two different sets of canards and tail surfaces were investigated. For the canard and tail arrangements investigated, the model was trimmable at angles of attack up to about 7 deg with canard deflections of about 10 deg. Also, the tail arrangements studied provided ample pitch stability.

Effects of wind-tunnel noise on swept-cylinder transition at Mach 3.5

NASA Technical Reports Server (NTRS)

Creel, T. R., Jr.; Beckwith, I. E.; Chen, F.-J.

1986-01-01

Transition data are reported for circular cylinders at swept angles of 45 and 60 degrees in the Mach 3.5 pilot-low-disturbance tunnel where free-stream noise levels are varied from approximately .05-0.5 percent in terms of the rms fluctuating pressure normalized by the mean static pressure. Results indicate that end plate or boundary layer trip disturbances at the upstream end of the cylinders cause turbulent flow along the entire test Reynolds number range of 10-170 thousand per inch. With all end plate and trip disturbances removed, transition at the attachment lines occurred at free-stream Reynolds numbers based on diameters of about 70-80 thousand, independent of stream noise levels. The installation of small trips on the attachement lines caused transition at lower Reynolds numbers, depending on both the roughness height and the wind tunnel noise level.

The effects of RCS jet firing on the isolated Orbiter and mated coast phases of the glide return to launch site maneuver at Mach number 6 (IA302B)

NASA Technical Reports Server (NTRS)

Garrett, L. V.; Buchanan, T. D.; Fryberger, P. E.

1988-01-01

An updated Space Shuttle aerodynamic data base was obtained in Tunnel B for two phases of the Glide Return to Launch Site (GRTLS) abort maneuver. One-and-a-quarter percent scale models of the Space Shuttle Orbiter and External Tank were used to measure the effects of various combinations of Reaction Control System (RCS) jet thrusters at Mach number 6. The angle-of-attack range for the isolated orbiter was -10 to 15 deg at sideslip angles from -5 to 10 deg during Phase 1 of testing. The angle-of-attack range for the mated orbiter and external tank was -5 to 15 deg with sideslip angles of -2 to 5 deg during Phase 2. The test was conducted at a unit Reynolds number of 0.75 million per foot.

Aerodynamic characteristics of a fixed arrow-wing supersonic cruise aircraft at Mach numbers of 2.30, 2.70, and 2.95. [Langley Unitary Plan wind tunnel tests

NASA Technical Reports Server (NTRS)

Morris, O. A.; Fuller, D. E.; Watson, C. B.

1978-01-01

Tests were conducted in the Langley Unitary Plan wind tunnel at Mach numbers of 2.30. 2.70, and 2.95 to determine the performance, static stability, and control characteristics of a model of a fixed-wing supersonic cruise aircraft with a design Mach Number of 2.70 (SCAT 15-F-9898). The configuration had a 74 deg swept warped wing with a reflexed trailing edge and four engine nacelles mounted below the reflexed portion of the wing. A number of variations in the basic configuration were investigated; they included the effect of wing leading edge radius, the effect of various model components, and the effect of model control deflections.

Dynamic Stall Data for 2-D and 3-D Test Cases

DTIC Science & Technology

2000-10-01

CASES Professor R A McD Galbraith Dr F N Coton Dr R B Green Dr M Vezza University of Glasgow INTRODUCTION Background Although substantial work has...aerofoil shape, aspect ratio, surface finish , data reduction software and Mach number, all but the Mach number had no effect on the observed trends

The Total-Pressure Recovery and Drag Characteristics of Several Auxiliary Inlets at Transonic Speeds

NASA Technical Reports Server (NTRS)

Dennard, John S.

1959-01-01

Several flush and scoop-type auxiliary inlets have been tested for a range of Mach numbers from 0.55 to 1.3 to determine their transonic total-pressure recovery and drag characteristics. The inlet dimensions were comparable with the thickness of the boundary layer in which they were tested. Results indicate that flush inlets should be inclined at very shallow angles with respect to the surface for optimum total-pressure recovery and drag characteristics. Deep, narrow inlets have lower drag than wide shallow ones at Mach numbers greater than 0.9 but at lower Mach numbers the wider inlets proved superior. Inlets with a shallow approach ramp, 7 deg, and diverging ramp walls which incorporated boundary-layer bypass had lower drag than any other inlet tested for Mach numbers up to 1.2 and had the highest pressure recovery of all of the flush inlets. The scoop inlets, which operated in a higher velocity flow than the flush inlets, had higher drag coefficients. Several of these auxiliary inlets projected multiple, periodic shock waves into the stream when they were operated at low mass-flow ratios.

Experimental assessment of theory for refraction of sound by a shear layer

NASA Technical Reports Server (NTRS)

Schlinker, R. H.; Amiet, R. K.

1978-01-01

The refraction angle and amplitude changes associated with sound transmission through a circular, open-jet shear layer were studied in a 0.91 m diameter open jet acoustic research tunnel. Free stream Mach number was varied from 0.1 to 0.4. Good agreement between refraction angle correction theory and experiment was obtained over the test Mach number, frequency and angle measurement range for all on-axis acoustic source locations. For off-axis source positions, good agreement was obtained at a source-to-shear layer separation distance greater than the jet radius. Measureable differences between theory and experiment occurred at a source-to-shear layer separation distance less than one jet radius. A shear layer turbulence scattering experiment was conducted at 90 deg to the open jet axis for the same free stream Mach numbers and axial source locations used in the refraction study. Significant discrete tone spectrum broadening and tone amplitude changes were observed at open jet Mach numbers above 0.2 and at acoustic source frequencies greater than 5 kHz. More severe turbulence scattering was observed for downstream source locations.

Surface pressure fluctuations in hypersonic turbulent boundary layers

NASA Technical Reports Server (NTRS)

Raman, K. R.

1974-01-01

The surface pressure fluctuations on a flat plate model at hypersonic Mach numbers of 5.2, 7.4 and 10.4 with an attached turbulent boundary layer were measured using flush mounted small piezoelectric sensors. A high frequency resolution of the pressure field was achieved using specially designed small piezoelectric sensors that had a good frequency response well above 300 KHz. The RMS pressures and non-dimensional energy spectra for all above Mach numbers are presented. The convective velocities, obtained from space time correlation considerations are equal to 0.7 U sub infinity. The results indicate the RMS pressures vary from 5 to 25 percent of the mean static pressures. The ratios of RMS pressure to dynamic pressure are less than the universally accepted subsonic value of 6 x 10/3. The ratio decreases in value as the Mach number or the dynamic pressure is increased. The ratio of RMS pressure to wall shear for Mach number 7.4 satisfies one smaller than or equal to p/tau sub w smaller than or equal to three.

Experimental wake survey behind Viking 75 entry vehicle at angles of attack of 0 deg, 5 deg, and 10 deg, Mach numbers from 0.20 to 1.20, and longitudinal stations from 1.50 to 11.00 body diameters

NASA Technical Reports Server (NTRS)

Brown, C. A., Jr.; Campbell, J. F.

1973-01-01

An investigation was conducted to obtain flow properties in the wake of a preliminary configuration of the Viking '75 Entry Vehicle at Mach numbers from 0.20 to 1.20 and at angles of attack of 0 deg, 5 deg, and 10 deg. The wake flow properties were calculated from total and static pressures measured with a pressure rake at longitudinal stations varying from 1.50 to 11.00 body diameters, and are presented in tabulated and plotted form. The wake properties were essentially symmetrical about the X-axis at alpha = 0 deg and the profiles were shifted away from the X-axis at angles of attack. An unexpected reduction in wake property ratios occurred as the Mach number increased from 0.60 to 1.00; these ratios then increased as the Mach number increased to 1.20. The reduction was present for all the longitudinal stations of the tests and decreased with increased longitudinal distance.

Effects of Winglets on the Drag of a Low-Aspect-Ratio Configuration

NASA Technical Reports Server (NTRS)

Smith, Leigh Ann; Campbell, Richard L.

1996-01-01

A wind-tunnel investigation has been performed to determine the effect of winglets on the induced drag of a low-aspect-ratio wing configuration at Mach numbers between 0.30 and 0.85 and a nominal angle-of-attack range from -2 deg to 20 deg. Results of the tests at the cruise lift coefficient showed significant increases in lift-drag ratio for the winglet configuration relative to a wing-alone configuration designed for the same lift coefficient and Mach number. Further, even larger increases in lift-drag ratio were observed at lift coefficients above the design value at all Mach numbers tested. The addition of these winglets had a negligible effect on the static lateral-directional stability characteristics of the configuration. No tests were made to determine the effect of these winglets at supersonic Mach numbers, where increases in drag caused by winglets might be more significant. Computational analyses were also performed for the two configurations studied. Linear and small-disturbance formulations were used. The codes were found to give reasonable performance estimates sufficient for predicting changes of this magnitude.

Effects of Inlet Modification and Rocket-Rack Extension on the Longitudinal Trim and Low-Lift Drag of the Douglas F5D-1 Airplane as Obtained with a 0.125-Scale Rocket-Boosted Model between Mach Numbers of 0.81 and 1.64, TED No. NACA AD 399

NASA Technical Reports Server (NTRS)

Hastings, Earl C., Jr.; Dickens, Waldo L.

1957-01-01

A flight investigation was conducted to determine the effects of an inlet modification and rocket-rack extension on the longitudinal trim and low-lift drag of the Douglas F5D-1 airplane. The investigation was conducted with a 0.125-scale rocket-boosted model which was flight tested at the Langley Pilotless Aircraft Research Station at Wallops Island, Va. Results indicate that the combined effects of the modified inlet and fully extended rocket racks on the trim lift coefficient and trim angle of attack were small between Mach numbers of 0.94 and 1.57. Between Mach numbers of 1.10 and 1.57 there was an average increase in drag coefficient of about o,005 for the model with modified inlet and extended rocket racks. The change in drag coefficient due to the inlet modification alone is small between Mach numbers of 1.59 and 1.64

An experimental study of the vortex wake at Mach number of 3

NASA Astrophysics Data System (ADS)

Shmakov, A. S.; Shevchenko, A. M.

2017-10-01

The results of experimental study of the flow in the wing wake at Mach number of 3 are presented. These experiments extends the data obtained in the same experimental setup at Mach numbers of 2.5 and 4 [1]. Experiments were carried out in supersonic wind tunnel T-325 of ITAM SB RAS. Rectangular half-wing with sharp edges with a chord length of 30 mm and semispan of 95 mm was used to generate vortex wake. Experimental data were obtained in two cross sections located 1.5 and 6 chord length downstream of the trailing edge at wing angle of attack of 10 degrees. Constant temperature hot-wire anemometer was used to measure disturbances in supersonic flow. Hot-wire aemometer was made of a tungsten wire with a diameter of 10 µm and length of 1.5 mm. Shlieren flow visualization were performed. As a result, the position and size of the vortex core in the wake of a rectangular wing were determined. For the first time mass flow distribution and its pulsations in the supersonic longitudinal vortex was measured at Mach number of 3.

Least-squares/parabolized Navier-Stokes procedure for optimizing hypersonic wind tunnel nozzles

NASA Technical Reports Server (NTRS)

Korte, John J.; Kumar, Ajay; Singh, D. J.; Grossman, B.

1991-01-01

A new procedure is demonstrated for optimizing hypersonic wind-tunnel-nozzle contours. The procedure couples a CFD computer code to an optimization algorithm, and is applied to both conical and contoured hypersonic nozzles for the purpose of determining an optimal set of parameters to describe the surface geometry. A design-objective function is specified based on the deviation from the desired test-section flow-field conditions. The objective function is minimized by optimizing the parameters used to describe the nozzle contour based on the solution to a nonlinear least-squares problem. The effect of the changes in the nozzle wall parameters are evaluated by computing the nozzle flow using the parabolized Navier-Stokes equations. The advantage of the new procedure is that it directly takes into account the displacement effect of the boundary layer on the wall contour. The new procedure provides a method for optimizing hypersonic nozzles of high Mach numbers which have been designed by classical procedures, but are shown to produce poor flow quality due to the large boundary layers present in the test section. The procedure is demonstrated by finding the optimum design parameters for a Mach 10 conical nozzle and a Mach 6 and a Mach 15 contoured nozzle.

A comparison of three-dimensional nonequilibrium solution algorithms applied to hypersonic flows with stiff chemical source terms

NASA Technical Reports Server (NTRS)

Palmer, Grant; Venkatapathy, Ethiraj

1993-01-01

Three solution algorithms, explicit underrelaxation, point implicit, and lower upper symmetric Gauss-Seidel (LUSGS), are used to compute nonequilibrium flow around the Apollo 4 return capsule at 62 km altitude. By varying the Mach number, the efficiency and robustness of the solution algorithms were tested for different levels of chemical stiffness. The performance of the solution algorithms degraded as the Mach number and stiffness of the flow increased. At Mach 15, 23, and 30, the LUSGS method produces an eight order of magnitude drop in the L2 norm of the energy residual in 1/3 to 1/2 the Cray C-90 computer time as compared to the point implicit and explicit under-relaxation methods. The explicit under-relaxation algorithm experienced convergence difficulties at Mach 23 and above. At Mach 40 the performance of the LUSGS algorithm deteriorates to the point it is out-performed by the point implicit method. The effects of the viscous terms are investigated. Grid dependency questions are explored.

An Analytical Study for Subsonic Oblique Wing Transport Concept

NASA Technical Reports Server (NTRS)

Bradley, E. S.; Honrath, J.; Tomlin, K. H.; Swift, G.; Shumpert, P.; Warnock, W.

1976-01-01

The oblique wing concept has been investigated for subsonic transport application for a cruise Mach number of 0.95. Three different mission applications were considered and the concept analyzed against the selected mission requirements. Configuration studies determined the best area of applicability to be a commercial passenger transport mission. The critical parameter for the oblique wing concept was found to be aspect ratio which was limited to a value of 6.0 due to aeroelastic divergence. Comparison of the concept final configuration was made with fixed winged configurations designed to cruise at Mach 0.85 and 0.95. The crossover Mach number for the oblique wing concept was found to be Mach 0.91 for takeoff gross weight and direct operating cost. Benefits include reduced takeoff distance, installed thrust and mission block fuel and improved community noise characteristics. The variable geometry feature enables the final configuration to increase range by 10% at Mach 0.712 and to increase endurance by as much as 44%.

Aerodynamic characteristics of three slender sharp-edge 74 degrees swept wings at subsonic, transonic, and supersonic Mach numbers

NASA Technical Reports Server (NTRS)

Davenport, E. E.

1974-01-01

Slender sharp-edge wings having leading-edge sweep angles of 74 deg have been studied at Mach numbers from 0.60 to 2.80, at angles of attack from about minus 4 deg to 22 deg, and at angles of sideslip from 0 deg to 5 deg. The wings had delta, arrow, and diamond planforms. The experimental tests were made in the Langley 8-foot transonic pressure tunnel and the Langley Unitary Plan wind tunnel test section number 1. The theoretical predictions were made using the theories of NASA TN D-3767 and NASA TN D-6243. The results of the study indicated that the lift and drag characteristics as affected by planform and Mach number could be reasonably well predicted for the delta wing in the subsonic and transonic Mach number range. In the supersonic range, the delta and diamond wings were about equally good in the degree of agreement between experiment and theory. In making drag-due-to-lift predictions the vortex lift effects must be taken into account if reasonable results are to be obtained at moderate or high lift coefficients.

Wind-Tunnel Tests of Seven Static-Pressure Probes at Transonic Speeds

NASA Technical Reports Server (NTRS)

Capone, Francis J.

1961-01-01

Wind-tunnel tests have been conducted to determine the errors of 3 seven static-pressure probes mounted very close to the nose of a body of revolution simulating a missile forebody. The tests were conducted at Mach numbers from 0.80 to 1.08 and at angles of attack from -1.7 deg to 8.4 deg. The test Reynolds number per foot varied from 3.35 x 10(exp 6) to 4.05 x 10(exp 6). For three 4-vane, gimbaled probes, the static-pressure errors remained constant throughout the test angle-of-attack range for all Mach numbers except 1.02. For two single-vane, self-rotating probes having two orifices at +/-37.5 deg. from the plane of symmetry on the lower surface of the probe body, the static-pressure error varied as much as 1.5 percent of free-stream static pressure through the test angle-of- attack range for all Mach numbers. For two fixed, cone-cylinder probes of short length and large diameter, the static-pressure error varied over the test angle-of-attack range at constant Mach numbers as much as 8 to 10 percent of free-stream static pressure.

Aerodynamic Characteristics of Several Hypersonic Boost-Glide-Type Configurations at Mach Numbers from 2.30 to 4.63

NASA Technical Reports Server (NTRS)

Graves, Ernald B.; Carmel, Melvin M.

1968-01-01

An investigation has been conducted at Mach numbers from 2.30 to 4.63 to determine the static aerodynamic characteristics of several configurations designed for flight at hypersonic Mach numbers. Two all-wing and three wing-body configurations were tested through an angle-of-attack range from about -4 degrees to 33 degrees and an angle-of-sideslip range from about -4 degrees to 8 degrees at a Reynolds number of 3 times 10 (sup 6) per foot (9.84 times 10 (sup 6) per meter). The results of the investigation indicated that the wing-body configurations produced higher values of maximum lift-drag ratio than those produced by the all-wing models. The high wing-body configurations tend to have a self-trimming capability as opposed to that for the low wing-body configurations. Each of the configurations produced a positive dihedral effect that increased with increasing angle of attack and decreased with increasing Mach number. The high wing-body models produced decreasing values of directional stability with increase in angle of attack, whereas the low wing-body models provided increasing values of directional stability with increase in angle of attack.

Wind tunnel investigation of three axisymmetric cowls of different lengths at Mach numbers from 0.60 to 0.92

NASA Technical Reports Server (NTRS)

Re, Richard J.; Abeyounis, William K.

1993-01-01

Pressure distributions on three inlets having different cowl lengths were obtained in the Langley 16-Foot Transonic Tunnel. The cowl diameter ratio (highlight diameter to maximum diameter) was 0.85 and the cowl length ratios (cowl length to maximum diameter) were 0.337, 0.439, and 0.547. The cowls had identical nondimensionalized (with respect to cowl length) external geometry and identical internal geometry. The internal contraction ratio (highlight area to throat area) was 1.250. The inlets had longitudinal rows of static pressure orifices on the top and bottom (external) surfaces and on the contraction (internal) and diffuser surfaces. The afterbody was cylindrical in shape, and its diameter was equal to the maximum diameter of the cowl. Depending on the cowl configuration and free-stream Mach number, the mass-flow ratio varied between 0.27 and 0.87 during the tests. Angle of attack varied from 0 to 4.1 deg at selected Mach numbers and mass-flow ratios, and the Reynolds number varied with the Mach number from 3.2x10(exp 6) to 4.2x10(exp 6) per foot.

A study of microkinetic adjustments required to match shock wave experiments and Monte Carlo Direct Simulation for a wide Mach number range

NASA Technical Reports Server (NTRS)

Pham-Van-diep, Gerald C.; Muntz, E. Phillip; Erwin, Daniel A.

1990-01-01

Shock wave thickness predictions from Monte Carlo Direct Simulations, using differential scattering and the Maitland-Smith-Aziz interatomic potential, underpredict experiments as shock Mach numbers increase above about 4. Examination of several sources of data has indicated that at relatively high energies the repulsive portion of accepted potentials such as the Maitland-Smith-Aziz may be too steep. An Exponential-6 potential due to Ross, based on high energy molecular beam scattering data and shock velocity measurements in liquid argon, has been combined with the lower energy portion of the Maitland-Smith-Aziz potential. When this hybrid potential is used in Monte Carlo Direct Simulations, agreement with experiments is improved over the previous predictions using the pure Maitland-Smith-Aziz form.

Stability Analysis of a mortar cover ejected at various Mach numbers and angles of attack

NASA Astrophysics Data System (ADS)

Schwab, Jane; Carnasciali, Maria-Isabel; Andrejczyk, Joe; Kandis, Mike

2011-11-01

This study utilized CFD software to predict the aerodynamic coefficient of a wedge-shaped mortar cover which is ejected from a spacecraft upon deployment of its Parachute Recovery System (PRS). Concern over recontact or collision between the mortar cover and spacecraft served as the impetus for this study in which drag and moment coefficients were determined at Mach numbers from 0.3 to 1.6 at 30-degree increments. These CFD predictions were then used as inputs to a two-dimensional, multi-body, three-DoF trajectory model to calculate the relative motion of the mortar cover and spacecraft. Based upon those simulations, the study concluded a minimal/zero risk of collision with either the spacecraft or PRS. Sponsored by Pioneer Aerospace.

Inlet flow field investigation. Part 1: Transonic flow field survey

NASA Technical Reports Server (NTRS)

Yetter, J. A.; Salemann, V.; Sussman, M. B.

1984-01-01

A wind tunnel investigation was conducted to determine the local inlet flow field characteristics of an advanced tactical supersonic cruise airplane. A data base for the development and validation of analytical codes directed at the analysis of inlet flow fields for advanced supersonic airplanes was established. Testing was conducted at the NASA-Langley 16-foot Transonic Tunnel at freestream Mach numbers of 0.6 to 1.20 and angles of attack from 0.0 to 10.0 degrees. Inlet flow field surveys were made at locations representative of wing (upper and lower surface) and forebody mounted inlet concepts. Results are presented in the form of local inlet flow field angle of attack, sideflow angle, and Mach number contours. Wing surface pressure distributions supplement the flow field data.

Investigations to the space shuttle orbiter 2A configuration 0.015-scale model in the NASA Ames Research Center 3.5-foot hypersonic wind tunnel at Mach numbers 5, 7 and 10 (OA11B)

NASA Technical Reports Server (NTRS)

Mellenthin, J. A.; Cleary, J. W.; Nichols, M. E.; Milam, M. D.

1974-01-01

The results of a wind tunnel test to determine the force, moment, and hinge-moment characteristics of the Configuration 2A Space Shuttle Vehicle Orbiter at Mach numbers 5, 7 and 10 are presented. The model was an 0.015-scale representation of the Orbiter Configuration 2A used in test 0A11A and later tests. Six-component aerodynamic force and moment data were recorded from a 1.50-inch internal strain-gage balance, and base pressures were taken for axial and drag force corrections. Hinge-moment data were obtained for the rudder and the inboard and outboard elevon panels of the starboard wing.

Altitude-Wind-Tunnel Investigation of the 19B-2, 19B-8, and 19XB-1 Jet-Propulsion Engines. II - Analysis of Turbine Performance of the 19B-8 Engine

NASA Technical Reports Server (NTRS)

Krebs, Richard P.; Suozzi, Frank L.

1947-01-01

Performance characteristics of the turbine in the 19B-8 jet propulsion engine were determined from an investigation of the complete engine in the Cleveland altitude wind tunnel. The investigation covered a range of simulated altitudes from 5000 to 30,000 feet and flight Mach numbers from 0.05 to 0.46 for various tail-cone positions over the entire operable range of engine speeds. The characteristics of the turbine are presented as functions of the total-pressure ratio across the turbine and the turbine speed and the gas flow corrected to NACA standard atmospheric conditions at sea level. The effect of changes in altitude, flight Mach number, and tail-cone position on turbine performance is discussed. The turbine efficiency with the tail cone in varied from a maximum of 80.5 percent to minimum of 75 percent over a range of engine speeds from 7500 to 17,500 rpm at a flight Mach number of 0.055. Turbine efficiency was unaffected by changes in altitude up to 15,000 feet but was a function of tail-cone position and flight Mach number. Decreasing the tail-pipe-nozzle outlet area 21 percent reduced the turbine efficiency between 2 and 4.5 percent. The turbine efficiency increased between 1.5 and 3 percent as the flight Mach number changed from 0.055 to 0.297.

Longitudinal Stability and Control Characteristics as Determined by the Rocket-model Technique for an Inline, Cruciform, Canard Missile Configuration with a Low-aspect-ratio Wing Having Trailing-edge Flap Controls for a Mach Number Range of 0.7 to 1.

NASA Technical Reports Server (NTRS)

Baber, Hal T , Jr; Moul, Martin T

1955-01-01

Two full-scale models of an inline, cruciform, canard missile configuration having a low-aspect-ratio wing equipped with flap-type controls were flight tested in order to determine the missile's longitudinal aerodynamic characteristics. Stability derivatives and control and drag characteristics are presented for a range of Mach number from 0.7 to 1.8. Nonlinear lift and moment curves were noted for the angle - of-attack range of this test (0 deg to 8 deg). The aerodynamic-center location for angles of attack near 50 remained nearly constant for supersonic speeds at 13.5 percent of the mean aerodynamic chord; whereas for angles of attack near 0 deg, there was a rapid forward movement of the aerodynamic center as the Mach number increased. At a control deflection of 0 deg, the missile's response to the longitudinal control was in an essentially fixed space plane which was not coincident with the pitch plane as a result of the missile rolling. As a consequence, stability characteristics were determined from the resultant of pitch and yaw motions. The damping-in-pitch derivatives for the two angle -of-attack ranges of the test are in close agreement and varied only slightly with Mach number. The horn-balanced trailing-edge flap was effective in producing angle of attack over the Mach number range.

Longitudinal Stability and Control Characteristics as Determined by the Rocket-Model Technique for an Inline, Cruciform, Canard Missile Configuration with a Low-Aspect-Ratio Wing Having Trailing-Edge Flap Controls for a Mach Number Range of 0.7 to 1.8

NASA Technical Reports Server (NTRS)

Baber, H. T., Jr.; Moul, M. T.

1955-01-01

Two full-scale models of an inline, cruciform, canard missile configuration having a low-aspect-ratio wing equipped with flap-type controls were flight tested in order to determine the missile's longitudinal aerodynamic characteristics. Stability derivatives and control and drag characteristics are presented for a range of Mach number from 0.7 to 1.8. Nonlinear lift and moment curves were noted for the angle-of-attack range of this test (0 deg to 8 deg ). The aerodynamic-center location for angles of attack near 5 deg remained nearly constant for supersonic speeds at 13.5 percent of the mean aerodynamic chord; whereas for angles of attack near O deg, there was a rapid forward movement of the aerodynamic center as the Mach number increased. At a control deflection of O deg, the missile's response to the longitudinal control was in an essentially fixed space plane which was not coincident with the pitch plane as a result of the missile rolling. As a consequence, stability characteristics were determined from the resultant of pitch and yaw motions. The damping-in-pitch derivatives for the two angle-of-attack ranges of the test are in close agreement and varied only slightly with Mach number. The horn-balanced trailing-edge flap was effective in producing angle of attack over the Mach number range.

Investigation of the NACA 4-(3)(8)-045 Two-blade Propellers at Forward Mach Numbers to 0.725 to Determine the Effects of Compressibility and Solidity on Performance

NASA Technical Reports Server (NTRS)

Stack, John; Draley, Eugene C; Delano, James B; Feldman, Lewis

1950-01-01

As part of a general investigation of propellers at high forward speeds, tests of two 2-blade propellers having the NACA 4-(3)(8)-03 and NACA 4-(3)(8)-45 blade designs have been made in the Langley 8-foot high-speed tunnel through a range of blade angle from 20 degrees to 60 degrees for forward Mach numbers from 0.165 to 0.725 to establish in detail the changes in propeller characteristics due to compressibility effects. These propellers differed primarily only in blade solidity, one propeller having 50 percent and more solidity than the other. Serious losses in propeller efficiency were found as the propeller tip Mach number exceeded 0.91, irrespective of forward speed or blade angle. The magnitude of the efficiency losses varied from 9 percent to 22 percent per 0.1 increase in tip Mach number above the critical value. The range of advance ratio for peak efficiency decreased markedly with increase of forward speed. The general form of the changes in thrust and power coefficients was found to be similar to the changes in airfoil lift coefficient with changes in Mach number. Efficiency losses due to compressibility effects decreased with increase of blade width. The results indicated that the high level of propeller efficiency obtained at low speeds could be maintained to forward sea-level speeds exceeding 500 miles per hour.

High Altitude Flight Test of a Reefed 12.2 Meter Diameter Disk-Gap-Band Parachute with Deployment at Mach Number of 2.58

NASA Technical Reports Server (NTRS)

Grow, R. Bruce; Preisser, John S.

1971-01-01

A reefed 12.2-meter nominal-diameter (40-ft) disk-gap-band parachute was flight tested as part of the NASA Supersonic High Altitude Parachute Experiment (SHAPE) program. A three-stage rocket was used to drive the instrumented payload to an altitude of 43.6 km (143,000 ft), a Mach number of 2.58, and a dynamic pressure of 972 N/m(exp 2) (20.3 lb/ft(exp 2)) where the parachute was deployed by means of a mortar. The parachute deployed satisfactorily and reached a partially inflated condition characterized by irregular variations in parachute projected area. A full, stable reefed inflation was achieved when the system had decelerated to a Mach number of about 1.5. The steady, reefed projected area was 49 percent of the steady, unreefed area and the average drag coefficient was 0.30. Disreefing occurred at a Mach number of 0.99 and a dynamic pressure of 81 N/m(exp 2) (1.7 lb/ft(exp 2)). The parachute maintained a steady inflated shape for the remainder of the deceleration portion of the flight and throughout descent. During descent, the average effective drag coefficient was 0.57. There was little, if any, coning motion, and the amplitude of planar oscillations was generally less than 10 degrees. The film also shows a wind tunnel test of a 1.7-meter-diameter parachute inflating at Mach number 2.0.

Transition Heat Transfer Modeling Based on the Characteristics of Turbulent Spots

NASA Technical Reports Server (NTRS)

Simon, Fred; Boyle, Robert

1998-01-01

While turbulence models are being developed which show promise for simulating the transition region on a turbine blade or vane, it is believed that the best approach with the greatest potential for practical use is the use of models which incorporate the physics of turbulent spots present in the transition region. This type of modeling results in the prediction of transition region intermittency which when incorporated in turbulence models give a good to excellent prediction of the transition region heat transfer. Some models are presented which show how turbulent spot characteristics and behavior can be employed to predict the effect of pressure gradient and Mach number on the transition region. The models predict the spot formation rate which is needed, in addition to the transition onset location, in the Narasimha concentrated breakdown intermittency equation. A simplified approach is taken for modeling turbulent spot growth and interaction in the transition region which utilizes the turbulent spot variables governing transition length and spot generation rate. The models are expressed in terms of spot spreading angle, dimensionless spot velocity, dimensionless spot area, disturbance frequency and Mach number. The models are used in conjunction with a computer code to predict the effects of pressure gradient and Mach number on the transition region and compared with VKI experimental turbine data.

Pilot Deployment of the LDSD Parachute via a Supersonic Ballute

NASA Technical Reports Server (NTRS)

Tanner, Christopher L.; O'Farrell, Clara; Gallon, John C.; Clark, Ian G.; Witkowski, Allen; Woodruff, Paul

2015-01-01

The Low Density Supersonic Decelerator (LDSD) Project required the use of a pilot system due to the inability to mortar deploy its main supersonic parachute. A mortar deployed 4.4 m diameter supersonic ram-air ballute was selected as the pilot system for its high drag coefficient and stability relative to candidate supersonic parachutes at the targeted operational Mach number of 3. The ballute underwent a significant development program that included the development of a new liquid methanol-based pre-inflation system to assist the ballute inflation process. Both pneumatic and pyrotechnic mortar tests were conducted to verify orderly rigging deployment, bag strip, inflation aid activation, and proper mortar performance. The ballute was iteratively analyzed between fluid and structural analysis codes to obtain aerodynamic and aerothermodynamic estimates as well as estimates of the ballute's structural integrity and shape. The ballute was successfully flown in June 2014 at a Mach number of 2.73 as part of the first LDSD supersonic flight test and performed beyond expectations. Recovery of the ballute indicated that it did not exceed its structural or thermal capabilities. This flight set a historical precedent as it represented the largest ballute to have ever been successfully flown at this Mach number by a NASA entity.

The stability to two-dimensional wakes and shear layers at high Mach numbers

NASA Technical Reports Server (NTRS)

Papageorgiou, Demetrios T.

1991-01-01

This study is concerned with the stability properties of laminar free-shear-layer flows, and in particular symmetric two-dimensional wakes, for the supersonic through the hypersonic regimes. Emphasis is given to the use of proper wake profiles that satisfy the equations of motion at high Reynolds numbers. In particular the inviscid stability of a developing two-dimensional wake is studied as it accelerates at the trailing edge of a splitter plate. The nonparallelism of the flow is a leading-order effect in the calculation of the basic state, which is obtained numerically. Neutral stability characteristics are computed and the hypersonic stability is obtained by increasing the Mach number. It is found that the stability characteristics are altered significantly as the wake develops. Multiple modes (secondary modes) are found in the near wake that are closely related to the corresponding Blasius ones, but as the wake develops mode multiplicity is delayed to higher and higher Mach numbers. At a distance of about one plate length from the trailing edge, there is only one mode in a Mach number range of 0-20. The dominant mode emerging at all wake stations, and for high enough Mach numbers, is the so-called vorticity mode that is centered around the generalized inflection point layer. The structure of the dominant mode is also obtained analytically for all streamwise wake locations and it is shown how the far-wake limit is approached. Asymptotic results for the hypersonic mixing layer given by a tanh and a Lock distribution are also given.

Oil-flow separation patterns on an ogive forebody

NASA Technical Reports Server (NTRS)

Keener, E. R.

1981-01-01

Oil flow patterns on a symmetric tangent ogive forebody having a fineness ratio of 3.5 are presented for angles of attack up to 88 deg at a transitional Reynolds number of 8 million (based on base diameter) and a Mach number of 0.25. Results show typical surface flow separation patterns, the magnitude of surface flow angles, and the extent of laminar and turbulent flow for symmetric, asymmetric, and wakelike flow regimes.

Flight Test Results from the Rake Airflow Gage Experiment on the F-15B

NASA Technical Reports Server (NTRS)

Frederick, Michael; Ratnayake, Nalin

2011-01-01

The results are described of the Rake Airflow Gage Experiment (RAGE), which was designed and fabricated to support the flight test of a new supersonic inlet design using Dryden's Propulsion Flight Test Fixture (PFTF) and F-15B testbed airplane (see figure). The PFTF is a unique pylon that was developed for flight-testing propulsion-related experiments such as inlets, nozzles, and combustors over a range of subsonic and supersonic flight conditions. The objective of the RAGE program was to quantify the local flowfield at the aerodynamic interface plane of the Channeled Centerbody Inlet Experiment (CCIE). The CCIE is a fixed representation of a conceptual mixed-compression supersonic inlet with a translating biconic centerbody. The primary goal of RAGE was to identify the relationship between free-stream and local Mach number in the low supersonic regime, with emphasis on the identification of the particular free-stream Mach number that produced a local Mach number of 1.5. Measurements of the local flow angularity, total pressure distortion, and dynamic pressure over the interface plane were also desired. The experimental data for the RAGE program were obtained during two separate research flights. During both flights, local flowfield data were obtained during straight and level acceleration segments out to steady-state test points. The data obtained from the two flights showed small variations in Mach number, flow angularity, and dynamic pressure across the interface plane at all flight conditions. The data show that a free-stream Mach number of 1.65 will produce the desired local Mach number of 1.5 for CCIE. The local total pressure distortion over the interface plane at this condition was approximately 1.5%. At this condition, there was an average of nearly 2 of downwash over the interface plane. This small amount of downwash is not expected to adversely affect the performance of the CCIE inlet.

A compressibility correction of the pressure strain correlation model in turbulent flow

NASA Astrophysics Data System (ADS)

Klifi, Hechmi; Lili, Taieb

2013-07-01

This paper is devoted to the second-order closure for compressible turbulent flows with special attention paid to modeling the pressure-strain correlation appearing in the Reynolds stress equation. This term appears as the main one responsible for the changes of the turbulence structures that arise from structural compressibility effects. From the analysis and DNS results of Simone et al. and Sarkar, the compressibility effects on the homogeneous turbulence shear flow are parameterized by the gradient Mach number. Several experiment and DNS results suggest that the convective Mach number is appropriate to study the compressibility effects on the mixing layers. The extension of the LRR model recently proposed by Marzougui, Khlifi and Lili for the pressure-strain correlation gives results that are in disagreement with the DNS results of Sarkar for high-speed shear flows. This extension is revised to derive a turbulence model for the pressure-strain correlation in which the compressibility is included in the turbulent Mach number, the gradient Mach number and then the convective Mach number. The behavior of the proposed model is compared to the compressible model of Adumitroiae et al. for the pressure-strain correlation in two turbulent compressible flows: homogeneous shear flow and mixing layers. In compressible homogeneous shear flows, the predicted results are compared with the DNS data of Simone et al. and those of Sarkar. For low compressibility, the two compressible models are similar, but they become substantially different at high compressibilities. The proposed model shows good agreement with all cases of DNS results. Those of Adumitroiae et al. do not reflect any effect of a change in the initial value of the gradient Mach number on the Reynolds stress anisotropy. The models are used to simulate compressible mixing layers. Comparison of our predictions with those of Adumitroiae et al. and with the experimental results of Goebel et al. shows good qualitative agreement.

On the lift increments with the occurrence of airfoil tones at low Reynodls numbers

NASA Astrophysics Data System (ADS)

Ikeda, Tomoaki; Fujimoto, Daisuke; Inasawa, Ayumu; Asai, Masahito

2015-11-01

The aeroacoustic effects on the aerodynamics of an NACA 0006 airfoil are investigated experimentally at relatively low Reynolds numbers, Re = 30 , 000 - 70 , 000 . By employing two wind-testing airfoil models at different chord lengths, L = 40 and 100 [mm], the aerodynamic dependence on Mach number is examined at a given Reynolds number. In a particular range of Reynolds number, tonal peaks of trailing-edge noise are obtained from a shorter-chord airfoil, while no apparent tones are observed with longer chord length at a lower Mach number. Surprisingly, the occurrence of a tonal noise leads to a greater lift slope in the present wind-tunnel experiment, evaluated via a PIV approach. The lift curves obtained experimentally at higher Mach numbers agree well with two-dimensional numerical simulations, performed at M = 0 . 2 . At the Mach number, the numerical results clearly indicate the occurrence of an acoustic feedback loop with discrete tones, within a range of angle of attack. A few three dimensional numerical results are also presented. In the simulation at Re = 50 , 000 , the suppression of tonal noise corresponds to the development of a turbulent wedge in the suction-side boundary layer at the angle of attack 4 . 0 [deg.], which agrees with the experiment. This work was supported by Grant-in-Aid for Scientific Research from Japan Society for the Promotion of Science (Grant No. 25420139).

Adjoint-based sensitivity analysis of low-order thermoacoustic networks using a wave-based approach

NASA Astrophysics Data System (ADS)

Aguilar, José G.; Magri, Luca; Juniper, Matthew P.

2017-07-01

Strict pollutant emission regulations are pushing gas turbine manufacturers to develop devices that operate in lean conditions, with the downside that combustion instabilities are more likely to occur. Methods to predict and control unstable modes inside combustion chambers have been developed in the last decades but, in some cases, they are computationally expensive. Sensitivity analysis aided by adjoint methods provides valuable sensitivity information at a low computational cost. This paper introduces adjoint methods and their application in wave-based low order network models, which are used as industrial tools, to predict and control thermoacoustic oscillations. Two thermoacoustic models of interest are analyzed. First, in the zero Mach number limit, a nonlinear eigenvalue problem is derived, and continuous and discrete adjoint methods are used to obtain the sensitivities of the system to small modifications. Sensitivities to base-state modification and feedback devices are presented. Second, a more general case with non-zero Mach number, a moving flame front and choked outlet, is presented. The influence of the entropy waves on the computed sensitivities is shown.

Lateral and longitudinal stability and control parameters for the space shuttle discovery as determined from flight test data

NASA Technical Reports Server (NTRS)

Suit, William T.; Schiess, James R.

1988-01-01

The Discovery vehicle was found to have longitudinal and lateral aerodynamic characteristics similar to those of the Columbia and Challenger vehicles. The values of the lateral and longitudinal parameters are compared with the preflight data book. The lateral parameters showed the same trends as the data book. With the exception of C sub l sub Beta for Mach numbers greater than 15, C sub n sub delta r for Mach numbers greater than 2 and for Mach numbers less than 1.5, where the variation boundaries were not well defined, ninety percent of the extracted values of the lateral parameters fell within the predicted variations. The longitudinal parameters showed more scatter, but scattered about the preflight predictions. With the exception of the Mach 1.5 to .5 region of the flight envelope, the preflight predictions seem a reasonable representation of the Shuttle aerodynamics. The models determined accounted for ninety percent of the actual flight time histories.

Dynamic Stability Testing of the Genesis Sample Return Capsule

NASA Technical Reports Server (NTRS)

Cheatwood, F. McNeil; Winchenbach, Gerald L.; Hathaway, Wayne; Chapman, Gary

2000-01-01

This paper documents a series of free flight tests of a scale model of the Genesis Sample Return Capsule. These tests were conducted in the Aeroballistic Research Facility (ARF), located at Eglin AFB, FL, during April 1999 and were sponsored by NASA Langley Research Center. Because these blunt atmospheric entry shapes tend to experience small angle of attack dynamic instabilities (frequently leading to limit cycle motions), the primary purpose of the present tests was to determine the dynamic stability characteristics of the Genesis configuration. The tests were conducted over a Mach number range of 1.0 to 4.5. The results for this configuration indicate that the models were dynamically unstable at low angles of attack for all Mach numbers tested. At Mach numbers below 2.5, the models were also unstable at the higher angles of attack (above 15 deg), and motion amplitudes of up to 40 deg were experienced. Above Mach 2.5, the models were dynamically stable at the higher angles of attack.

16-foot transonic tunnel test section flowfield survey

NASA Technical Reports Server (NTRS)

Yetter, J. A.; Abeyounis, W. K.

1994-01-01

A flow survey has been made of the test section of the NASA Langley Research Center 16-Foot Transonic Tunnel at subsonic and supersonic speeds. The survey was performed using five five-hole pyramid-head probes mounted at 14 inch intervals on a survey rake. Probes were calibrated at freestream Mach numbers from 0.50 to 0.95 and from 1.18 to 1.23. Flowfield surveys were made at Mach numbers from 0.50 to 0.90 and at Mach 1.20. The surveys were made at tunnel stations 130.6, 133.6, and 136.0. By rotating the survey rake through 180 degrees, a cylindrical volume of the test section 4.7 feet in diameter and 5.4 feet long centered about the tunnel centerline was surveyed. Survey results showing the measured test section upflow and sideflow characteristics and local Mach number distributions are presented. The report documents the survey probe calibration techniques used, summarizes the procedural problems encountered during testing, and identifies the data discrepancies observed during the post-test data analysis.

Overestimation of Mach number due to probe shadow

DOE Office of Scientific and Technical Information (OSTI.GOV)

Gosselin, J. J.; Thakur, S. C.; Tynan, G. R.

2016-07-15

Comparisons of the plasma ion flow speed measurements from Mach probes and laser induced fluorescence were performed in the Controlled Shear Decorrelation Experiment. We show the presence of the probe causes a low density geometric shadow downstream of the probe that affects the current density collected by the probe in collisional plasmas if the ion-neutral mean free path is shorter than the probe shadow length, L{sub g} = w{sup 2} V{sub drift}/D{sub ⊥}, resulting in erroneous Mach numbers. We then present a simple correction term that provides the corrected Mach number from probe data when the sound speed, ion-neutral mean free path,more » and perpendicular diffusion coefficient of the plasma are known. The probe shadow effect must be taken into account whenever the ion-neutral mean free path is on the order of the probe shadow length in linear devices and the open-field line region of fusion devices.« less

High-Speed Experiments on Combustion-Powered Actuation for Dynamic Stall Suppression

NASA Technical Reports Server (NTRS)

Matalanis, Claude; Bowles, Patrick; Lorber, Peter; Crittenden, Thomas; Glezer, Ari; Schaeffler, Norman; Min, Byung-Young; Jee, Solkeun; Kuczek, Andrzej; Wake, Brian

2016-01-01

This work documents high-speed wind tunnel experiments conducted on a pitching airfoil equipped with an array of combustion-powered actuators (COMPACT). The main objective of these experiments was to demonstrate the stall-suppression capability of COMPACT on a high-lift rotorcraft airfoil, the VR-12, at relevant Mach numbers. Through dynamic pressure measurements at the airfoil surface it was shown that COMPACT can positively affect the stall behavior of the VR-12 at Mach numbers up to 0.4. Static airfoil results demonstrated 25% and 50% increases in post-stall lift at Mach numbers of 0.4 and 0.3, respectively. Deep dynamic stall results showed cycle-averaged lift coefficient increases up to 11% at Mach 0.4. Furthermore, it was shown that these benefits could be achieved with relatively few pulses during down-stroke and with no need to pre-anticipate the stall event. The flow mechanisms responsible for stall suppression were investigated using particle image velocimetry.

Recent CFD Simulations of Shuttle Orbiter Contingency Abort Aerodynamics

NASA Technical Reports Server (NTRS)

Papadopoulos, Periklis; Prabhu, Dinesh; Wright, Michael; Davies, Carol; McDaniel, Ryan; Venkatapathy, Ethiraj; Wersinski, Paul; Gomez, Reynaldo; Arnold, Jim (Technical Monitor)

2001-01-01

Modern Computational Fluid Dynamics (CFD) techniques were used to compute aerodynamic forces and moments of the Space Shuttle Orbiter in specific portions of contingency abort trajectory space. The trajectory space covers a Mach number range of 3.5-15, an angle-of-attack range of 20-60 degrees, an altitude range of 100-190 kft, and several different settings of the control surfaces (elevons, body flap, and speed brake). While approximately 40 cases have been computed, only a sampling of the results is presented here. The computed results, in general, are in good agreement with the Orbiter Operational Aerodynamic Data Book (OADB) data (i.e., within the uncertainty bands) for almost all the cases. However, in a limited number of high angle-of-attack cases (at Mach 15), there are significant differences between the computed results, especially the vehicle pitching moment, and the OADB data. A preliminary analysis of the data from the CFD simulations at Mach 15 shows that these differences can be attributed to real-gas/Mach number effects.

Transonic-supersonic high Reynolds number stability and control characteristics of a 0.015-scale (remotely controlled elevon) model 44-0 of the space shuttle orbiter tested in the VSD high speed wind tunnel (LA67)

NASA Technical Reports Server (NTRS)

1976-01-01

A detailed aerodynamic data base which can be used to substantiate the aerodynamic design data book for the current shuttle orbiter configuration was generated. Special attention was directed to definition of non-linear aerodynamic characteristics by taking data at small increments in the angle of attack, angle of sideslip, Mach number, and elevon position. Six-component aerodynamic force and moment and elevon position data were recorded over an angle-of-attack range from -2 deg to as high as 32 deg at angles of sideslip of 0 deg, 1 deg, and +2 deg. The test Mach numbers were 0.60, 0.80, 0.90, 1.2, 1.5, 2.0, 3.0, and 4.6. The effects of Reynolds number were investigated and covered a range from 5.0 to 16.0 million per foot.

Hypersonic shock tunnel heat transfer tests of the Space Shuttle SILTS pod configuration

NASA Technical Reports Server (NTRS)

Wittliff, C. E.

1983-01-01

Heat transfer measurements have been made on a 0.0175-scale NASA Space Shuttle orbiter model having a simulated SILTS (Shuttle Infrared Leeside Temperature Sensor) pod on top of the vertical tail. Heat transfer distributions were measured both on the pod and on the vertical tail. The test program covered Mach numbers of 8, 11 and 16 in air, at Reynolds numbers from 100,000 to 18 million, based on model length. The angle of attack ranged from 30 deg to 40 deg at sideslip angles from -2 to +2 deg. Data were obtained with 92 thin film assistance thermometers located on the SILTS pod and on the upper 30 percent of the vertical tail. Heat transfer rates measured on the vertical tail show good agreement with flight data obtained from missions STS-1, -2 and -3. The variation of heat transfer to the pod with Reynolds number, Mach number and angle of attack is discussed.

Forebody and Inlet Design for the HIFiRE 2 Flight Test

NASA Technical Reports Server (NTRS)

Ferlemann, Paul G.

2008-01-01

A forebody and inlet have been designed for the HIFiRE 2 scramjet flight test. The test will explore the operating, performance, and stability characteristics of a simple hydrocarbon-fueled scramjet combustor as it transitions from dual-mode to scramjet-mode operation and during supersonic combustion at Mach 8+ flight conditions. Requirements for the compression system were derived from inlet starting and combustor inflow requirements as well as physical size constraints. The design process is described. A planar, fixed geometry, mixed compression concept was used to produce laterally uniform flow at the inlet entrance and a conservative amount of internal contraction with respect to inlet starting. A grid sensitivity study was performed so that important flow physics caused by three-dimensional shock boundary layer interactions could be captured with confidence. Results from low Mach number operability studies, nominal trajectory cases, and high dynamic pressure heat load cases are discussed. The forebody and inlet solutions provide information for on-going combustor calculations, mass capture across the trajectory for fuel system design, and surface heating rates for thermal/structural analysis. The design has a one freestream Mach number margin for inlet starting, exceeds the high Mach number combustor entrance pressure requirement, produces high quality flow at the inlet exit for all Mach numbers and vehicle attitudes in the design space, and fits inside the booster shroud.

Unusual locations of Earth's bow shock on September 24 - 25, 1987: Mach number effects

NASA Technical Reports Server (NTRS)

Cairns, Iver H.; Fairfield, Donald H.; Anderson, Oger R.; Carlton, Victoria E. H.; Paularena, Karolen I.; Lazarus, Alan J.

1995-01-01

International Sun Earth Explorer 1 (ISEE 1) and Interplanetary Monitoring Platform 8 (IMP 8) data are used to identify 19 crossings of Earth's bow shock during a 30-hour period following 0000 UT on September 24, 1987. Apparent standoff distances for the shock are calculated for each crossing using two methods and the spacecraft location; one method assumes the average shock shape, while the other assumes a ram pressure-dependent shock shape. The shock's apparent standoff distance, normally approximately 14 R(sub E), is shown to increase from near 10 R(sub E) initially to near 19 R(sub E) during an 8-hour period, followed by an excursion to near 35 R(sub E) (where two IMP 8 shock crossings occur) and an eventual return to values smaller than 19 R(sub E). The Alfven M(sub A) and fast magnetosonic M(sub ms). Mach numbers remain above 2 and the number density above 4/cu cm for almost the entire period. Ram pressure effects produce the initial near-Earth shock location, whereas expansions and contractions of the bow shock due to low Mach number effects account, qualitatively and semiquantitatively, for the timing and existence of almost all the remaining ISEE crossings and both IMP 8 crossings. Significant quantitative differences exist between the apparent standoff distances for the shock crossings and those predicted using the observed plasma parameters and the standard model based on Spreiter et al.'s (1966) gasdynamic equation. These differences can be explained in terms of either a different dependence of the standoff distance on Mach number at low M(sub A) and M(sub ms), or variations in shock shape with M(sub A) and M(sub ms) (becoming increasingly "puffed up" with decreasing M(sub A) and M(sub ms), as expected theoretically), or by a combination of both effects.

Supersonic Aerodynamic Characteristics of Proposed Mars '07 Smart Lander Configurations

NASA Technical Reports Server (NTRS)

Murphy, Kelly J.; Horvath, Thomas J.; Erickson, Gary E.; Green, Joseph M.

2002-01-01

Supersonic aerodynamic data were obtained for proposed Mars '07 Smart Lander configurations in NASA Langley Research Center's Unitary Plan Wind Tunnel. The primary objective of this test program was to assess the supersonic aerodynamic characteristics of the baseline Smart Lander configuration with and without fixed shelf/tab control surfaces. Data were obtained over a Mach number range of 2.3 to 4.5, at a free stream Reynolds Number of 1 x 10(exp 6) based on body diameter. All configurations were run at angles of attack from -5 to 20 degrees and angles of sideslip of -5 to 5 degrees. These results were complemented with computational fluid dynamic (CFD) predictions to enhance the understanding of experimentally observed aerodynamic trends. Inviscid and viscous full model CFD solutions compared well with experimental results for the baseline and 3 shelf/tab configurations. Over the range tested, Mach number effects were shown to be small on vehicle aerodynamic characteristics. Based on the results from 3 different shelf/tab configurations, a fixed control surface appears to be a feasible concept for meeting aerodynamic performance metrics necessary to satisfy mission requirements.

The Physics of Boundary-Layer Aero-Optic Effects

DTIC Science & Technology

2012-09-01

various models to predict aero-optical effects for both subsonic and supersonic Mach numbers, laser beam sizes and non- adiabatic walls. The developed...models to predict aero-optical effects for both subsonic and supersonic Mach numbers, laser beam sizes and non- adiabatic walls. The developed models were... Supersonic Facilities .................................................................................................... 8 3.3 2-D Wavefront Data

Unsteady pressure and structural response measurements of an elastic supercritical wing

NASA Technical Reports Server (NTRS)

Eckstrom, Clinton V.; Seidel, David A.; Sandford, Maynard C.

1988-01-01

Results are presented which define unsteady flow conditions associated with high dynamic response experienced on a high aspect ratio elastic supercritical wing at transonic test conditions while being tested in the NASA Langley Transonic Dynamics Tunnel. The supercritical wing, designed for a cruise Mach number of 0.80, experienced the high dynamic response in the Mach number range from 0.90 to 0.94 with the maximum response occurring at a Mach number of approximately 0.92. At the maximum wing response condition the forcing function appears to be the oscillatory chordwise movement of strong shocks located on both the wing upper and lower surfaces in conjunction with the flow separating and reattaching in the trailing edge region.

Unsteady pressure and structural response measurements on an elastic supercritical wing

NASA Technical Reports Server (NTRS)

Eckstrom, Clinton V.; Seidel, David A.; Sandford, Maynard C.

1988-01-01

Results are presented which define unsteady flow conditions associated with high dynamic response experienced on a high aspect ratio elastic supercritical wing at transonic test conditions while being tested in the NASA Langley Transonic Dynamics Tunnel. The supercritical wing, designed for a cruise Mach number of 0.80, experienced the high dynamic response in the Mach number range from 0.90 to 0.94 with the maximum response occurring at a Mach number of approximately 0.92. At the maximum wing response condition the forcing function appears to be the oscillatory chordwise movement of strong shocks located on both the wing upper and lower surfaces in conjuction with the flow separating and reattaching in the trailing edge region.

Summary Report on the High-Speed Characteristics of Six Model Wings Having NACA 65sub1-Series Sections

NASA Technical Reports Server (NTRS)

Hamilton, William T; Nelson, Warren H

1947-01-01

A summary of the results of wind-tunnel tests to determine the high-speed aerodynamic characteristics of six model wings having NACA 65sub1-series sections is presented in this report. The 8-percent-thick wings were superior to the 10-percent and 12-percent-thick wings from the standpoint of power economy during level flight for Mach numbers above 0.76. However, airplanes that are to fly at Mach numbers below 0.76 will gain aerodynamically if the percentage thickness of the wing and the aspect ratio are both increased. The lift-curve slopes for the 8-percent-thick wings at 0.85 Mach number were roughly twice their low-speed values.

Correlation of the Drag Characteristics of a Typical Pursuit Airplane Obtained from High-Speed Wind-Tunnel and Flight Tests

NASA Technical Reports Server (NTRS)

Nissen, James M; Gadebero, Burnett L; Hamilton, William T

1948-01-01

In order to obtain a correlation of drag data from wind-tunnel and flight tests at high Mach numbers, a typical pursuit airplane, with the propeller removed, was tested in flight at Mach numbers up to 0.755, and the results were compared with wind-tunnel tests of a 1/3-scale model of the airplane. The tests results show that the drag characteristics of the test airplane can be predicted with satisfactory accuracy from tests in the Ames 16-foot high-speed wind tunnel of the Ames Aeronautical Laboratory at both high and low Mach numbers. It is considered that this result is not unique with the airplane.

Technology development for deployable aerodynamic decelerators at Mars

NASA Astrophysics Data System (ADS)

Masciarelli, James P.

2002-01-01

Parachutes used for Mars landing missions are only certified for deployment at Mars behind blunt bodies flying at low angles of attack, Mach numbers up to 2.2, and dynamic pressures of up to 800 Pa. NASA is currently studying entry vehicle concepts for future robotic missions to Mars that would require parachutes to be deployed at higher Mach numbers and dynamic pressures. This paper demonstrates the need for expanding the parachute deployment envelope, and describes a three-phase technology development activity that has been initiated to address the need. The end result of the technology development program will be a aerodynamic decelerator system that can be deployed at Mach numbers of up to 3.1 and dynamic pressures of up to 1400 Pa. .

Aerodynamic Characteristics of Parachutes at Mach Numbers from 1.6 to 3

NASA Technical Reports Server (NTRS)

Maynard, Julian D.

1961-01-01

A wind-tunnel investigation has been conducted to determine the parameters affecting the aerodynamic performance of drogue parachutes in the Mach number range from 1.6 to 3. Flow studies of both rigid and flexible-parachute models were made by means of high-speed schlieren motion pictures and drag coefficients of the flexible-parachute models were measured at simulated altitudes from about 50,000 to 120,000 feet. Porosity and Mach number were found to be the most important factors influencing the drag and stability of flexible porous parachutes. Such parachutes have a limited range of stable'operation at supersonic speeds, except for those with very high porosities, but the drag coefficient decreases rapidly with increasing porosity.

Technology Development for Deployable Aerodynamic Decelerators at Mars

NASA Technical Reports Server (NTRS)

Masciarelli, James P.

2002-01-01

Parachutes used for Mars landing missions are only certified for deployment at Mars behind blunt bodies flying at low angles of attack, Mach numbers up to 2.2, and dynamic pressures of up to 800 Pa. NASA is currently studying entry vehicle concepts for future robotic missions to Mars that would require parachutes to be deployed at higher Mach numbers and dynamic pressures. This paper demonstrates the need for expanding the parachute deployment envelope, and describes a three-phase technology development activity that has been initiated to address the need. The end result of the technology development program will be a aerodynamic decelerator system that can be deployed at Mach numbers of up to 3.1 and dynamic pressures of up to 1400 Pa.

Acoustic Source Modeling for High Speed Air Jets

NASA Technical Reports Server (NTRS)

Goldstein, Marvin E.; Khavaran, Abbas

2005-01-01

The far field acoustic spectra at 90deg to the downstream axis of some typical high speed jets are calculated from two different forms of Lilley s equation combined with some recent measurements of the relevant turbulent source function. These measurements, which were limited to a single point in a low Mach number flow, were extended to other conditions with the aid of a highly developed RANS calculation. The results are compared with experimental data over a range of Mach numbers. Both forms of the analogy lead to predictions that are in excellent agreement with the experimental data at subsonic Mach numbers. The agreement is also fairly good at supersonic speeds, but the data appears to be slightly contaminated by shock-associated noise in this case.

X-33 (Rev-F) Aeroheating Results of Test 6770 in NASA Langley 20-Inch Mach 6 Air Tunnel

NASA Technical Reports Server (NTRS)

Berry, Scott A.; Horvath, Thomas J.; Kowalkowski, Matthew K.; Liechty, Derek S.

1999-01-01

Aeroheating characteristics of the X-33 Rev-F configuration have been experimentally examined in the Langley 20-Inch Mach 6 Air Tunnel (Test 6770). Global surface heat transfer distributions, surface streamline patterns, and shock shapes were measured on a 0.013-scale model at Mach 6 in air. Parametric variations include angles-of-attack of 20-deg, 30-deg, and 40-deg; Reynolds numbers based on model length of 0.9 to 4.9 million; and body-flap deflections of 10-deg and 20-deg. The effects of discrete roughness elements on boundary layer transition, which included trip height, size, and location, both on and off the windward centerline, were investigated. This document is intended to serve as a quick release of preliminary data to the X-33 program; analysis is limited to observations of the experimental trends in order to expedite dissemination.

Mach 6 flowfield survey at the engine inlet of a research airplane

NASA Technical Reports Server (NTRS)

Johnson, C. B.; Lawing, P. L.

1977-01-01

A flowfield survey was conducted to better define the nature of vehicle forebody flowfield at the inlet location of an airframe-integrated scramjet engine mounted on the lower surface of a high-speed research airplane to be air launched from a B-52 and rocket boosted to Mach 6. The tests were conducted on a 1/30-scale brass model in a Mach-6 20-in. wind tunnel at Reynolds number of 11,200,000 based on distance to engine inlet. Boundary layer profiles at five spanwise locations indicate that the boundary layer in the area of the forebody centerline is more than twice as thick as the boundary layer at three outboard stations. It is shown that the cold streak found in heating contours on the centerline of the forebody is caused by a thickening of the boundary layer on the centerline, and that this thickening decreases with angle of attack.

Digital integrated control of a Mach 2.5 mixed-compression supersonic inlet and an augmented mixed-flow turbofan engine

NASA Technical Reports Server (NTRS)

Batterton, P. G.; Arpasi, D. J.; Baumbick, R. J.

1974-01-01

A digitally implemented integrated inlet-engine control system was designed and tested on a mixed-compression, axisymmetric, Mach 2.5, supersonic inlet with 45 percent internal supersonic area contraction and a TF30-P-3 augmented turbofan engine. The control matched engine airflow to available inlet airflow. By monitoring inlet terminal shock position and over-board bypass door command, the control adjusted engine speed so that in steady state, the shock would be at the desired location and the overboard bypass doors would be closed. During engine-induced transients, such as augmentor light-off and cutoff, the inlet operating point was momentarily changed to a more supercritical point to minimize unstarts. The digital control also provided automatic inlet restart. A variable inlet throat bleed control, based on throat Mach number, provided additional inlet stability margin.

Interactive flutter analysis and parametric study for conceptual wing design

NASA Technical Reports Server (NTRS)

Mukhopadhyay, Vivek

1995-01-01

An interactive computer program was developed for wing flutter analysis in the conceptual design stage. The objective was to estimate the flutter instability boundary of a flexible cantilever wing, when well defined structural and aerodynamic data are not available, and then study the effect of change in Mach number, dynamic pressure, torsional frequency, sweep, mass ratio, aspect ratio, taper ratio, center of gravity, and pitch inertia, to guide the development of the concept. The software was developed on MathCad (trademark) platform for Macintosh, with integrated documentation, graphics, database and symbolic mathematics. The analysis method was based on nondimensional parametric plots of two primary flutter parameters, namely Regier number and Flutter number, with normalization factors based on torsional stiffness, sweep, mass ratio, aspect ratio, center of gravity location and pitch inertia radius of gyration. The plots were compiled in a Vaught Corporation report from a vast database of past experiments and wind tunnel tests. The computer program was utilized for flutter analysis of the outer wing of a Blended Wing Body concept, proposed by McDonnell Douglas Corporation. Using a set of assumed data, preliminary flutter boundary and flutter dynamic pressure variation with altitude, Mach number and torsional stiffness were determined.

Computer models of the spacecraft wake

NASA Technical Reports Server (NTRS)

Rubin, A. G.; Heinemann, M.; Tautz, M.; Cooke, D.

1986-01-01

Until recently, computations of space plasma flow over a spacecraft have been unstable for ratios of spacecraft dimension to Debye length typical of the low Earth orbit environment. Calculations are presented of the spacecraft/environment interaction based on two computer codes, MACH and POLAR. MACH, an inside-out particle tracking code, was developed for the purpose of validating the physics of POLAR in regimes where these are no comprehensive theoretical or experimental results. While the spacecraft which can be treated by MACH are restricted to simple geometries, the methodology is more fundamental than POLAR. MACH generates self-consistent solutions within the context of quasisteady Vlasov plasma flow and achieves Debye ratios previously unobtainable. POLAR uses a three-dimensional finite-element representation of the vehicle in a staggered mesh. The plasma sheath is modeled by outside-in particle tracking. Solutions for the plasma flow, wake and vehicle charging are obtained by Vlasov-Poisson iteration; charge stabilization techniques make the results virtually insensitive to the Debye ratio. POLAR reproduces the Laframboise static plasma solutions for sperical probes and fits the Makita-Kuriki probe data for spheres in a flowing plasma in regions where comparisons are valid. POLAR and MACH solutions for the particle and electrostatic potential structure of the wake of a charged disk in a low-altitude flow are shown for Mach numbers 4, 5, and 8. New features of the solutions include ion focussing in the wake and a definitive determination of the sheath edge in the wake which shows that the sheath is not an equipotential.

Numerical experiment on the flow field properties of a blunted body with a counterflowing jet in supersonic flows

NASA Astrophysics Data System (ADS)

Huang, Wei; Zhang, Rui-Rui; Yan, Li; Ou, Min; Moradi, R.

2018-06-01

The prediction of the drag and heat flux reduction characteristics is a very important issue in the conceptual design phase of the hypersonic vehicle. In this paper, the flow field properties around a blunted body with a counterflowing jet in the supersonic flow with the freestream Mach number being 3.98 were investigated numerically, and they are obtained by means of the two-dimensional axisymmetric Reynolds-averaged Navier-Stokes (RANS) equations coupled with the two equation standard k-ε turbulence model. The surface Stanton number distributions, as well as the surface static pressures, were extracted from the flow field structures in order to evaluate the drag and heat flux reduction characteristics. Further, the influences of the jet pressure ratio and the jet Mach number on the drag and heat flux reduction were analyzed based on the detailed code validation and grid independency analysis process. The obtained results show that the flow cell Reynolds number has a great impact on the heat flux prediction, and its best value is 5.0 for the case studied in the current study. However, the flow cell Reynolds number and the grid scale both have only a slight impact on the prediction of the surface static pressure distribution, as well as the turbulence model. The larger jet pressure ratio is beneficial for the drag and heat flux reduction, and the smaller jet Mach number is beneficial for the heat flux reduction. Further, the long penetration mode is beneficial for the drag reduction, but it is not beneficial for the heat flux reduction.

Measurements and Computations of Second-Mode Instability Waves in Three Hypersonic Wind Tunnels

NASA Technical Reports Server (NTRS)

Berridge, Dennis C.; Casper, Katya M.; Rufer, Shann J.; Alba, Christopher R.; Lewis, Daniel R.; Beresh, Steven J.; Schneider, Steven P.

2010-01-01

High-frequency pressure-fluctuation measurements were made in AEDC Tunnel 9 at Mach 10 and the NASA Langley 15-Inch Mach 6 and 31-Inch Mach 10 tunnels. Measurements were made on a 7deg-half-angle cone model. Pitot measurements of freestream pressure fluctuations were also made in Tunnel 9 and the Langley Mach-6 tunnel. For the first time, second-mode waves were measured in all of these tunnels, using 1-MHz-response pressure sensors. In Tunnel 9, second-mode waves could be seen in power spectra computed from records as short as 80 micro-s. The second-mode wave amplitudes were observed to saturate and then begin to decrease in the Langley tunnels, indicating wave breakdown. Breakdown was estimated to occur near N approx. equals 5 in the Langley Mach-10 tunnel. The unit-Reynolds-number variations in the data from Tunnel 9 were too large to see the same processes. In Tunnel 9, the measured transition locations were found to be at N = 4.5 using thermocouples, and N = 5.3 using 50-kHz-response pressure sensors. What appears to be a very long transitional region was observed at a unit Reynolds number of 13.5 million per meter in Tunnel 9. These results were consistent with the high-frequency pressure fluctuation measurements. High-frequency pressure fluctuation measurements indicated that transition did occur in the Langley Mach-6 tunnel, but the location of transition was not precisely determined. Unit Reynolds numbers in the Langley Mach-10 tunnel were too low to observe transition. More analysis of this data set is expected in the future.

Computed and Experimental Flutter/LCO Onset for the Boeing Truss-Braced Wing Wind-Tunnel Model

NASA Technical Reports Server (NTRS)

Bartels, Robert E.; Scott, Robert C.; Funk, Christie J.; Allen, Timothy J.; Sexton, Bradley W.

2014-01-01

This paper presents high fidelity Navier-Stokes simulations of the Boeing Subsonic Ultra Green Aircraft Research truss-braced wing wind-tunnel model and compares the results to linear MSC. Nastran flutter analysis and preliminary data from a recent wind-tunnel test of that model at the NASA Langley Research Center Transonic Dynamics Tunnel. The simulated conditions under consideration are zero angle of attack, so that structural nonlinearity can be neglected. It is found that, for Mach number greater than 0.78, the linear flutter analysis predicts flutter onset dynamic pressure below the wind-tunnel test and that predicted by the Navier-Stokes analysis. Furthermore, the wind-tunnel test revealed that the majority of the high structural dynamics cases were wing limit cycle oscillation (LCO) rather than flutter. Most Navier-Stokes simulated cases were also LCO rather than hard flutter. There is dip in the wind-tunnel test flutter/LCO onset in the Mach 0.76-0.80 range. Conditions tested above that Mach number exhibited no aeroelastic instability at the dynamic pressures reached in the tunnel. The linear flutter analyses do not show a flutter/LCO dip. The Navier-Stokes simulations also do not reveal a dip; however, the flutter/LCO onset is at a significantly higher dynamic pressure at Mach 0.90 than at lower Mach numbers. The Navier-Stokes simulations indicate a mild LCO onset at Mach 0.82, then a more rapidly growing instability at Mach 0.86 and 0.90. Finally, the modeling issues and their solution related to the use of a beam and pod finite element model to generate the Navier-Stokes structure mode shapes are discussed.

Non-intrusive acoustic measurement of flow velocity and temperature in a high subsonic Mach number jet

NASA Astrophysics Data System (ADS)

Otero, R., Jr.; Lowe, K. T.; Ng, W. F.

2018-01-01

In previous studies, sonic anemometry and thermometry have generally been used to measure low subsonic Mach flow conditions. Recently, a novel configuration was proposed and used to measure unheated jet velocities up to Mach 0.83 non-intrusively. The objective of this investigation is to test the novel configuration in higher temperature conditions and explore the effects of fluid temperature on mean velocity and temperature measurement accuracy. The current work presents non-intrusive acoustic measurements of single-stream jet conditions up to Mach 0.7 and total temperatures from 299 K to 700 K. Comparison of acoustically measured velocity and static temperature with probe data indicate root mean square (RMS) velocity errors of 2.6 m s-1 (1.1% of the maximum jet centerline velocity), 4.0 m s-1 (1.2%), and 8.5 m s-1 (2.4%), respectively, for 299, 589, and 700 K total temperature flows up to Mach 0.7. RMS static temperature errors of 7.5 K (2.5% of total temperature), 8.1 K (1.3%), and 23.3 K (3.3%) were observed for the same respective total temperature conditions. To the authors’ knowledge, this is the first time a non-intrusive acoustic technique has been used to simultaneously measure mean fluid velocity and static temperatures in high subsonic Mach numbers up to 0.7. Overall, the findings of this work support the use of acoustics for non-intrusive flow monitoring. The ability to measure mean flow conditions at high subsonic Mach numbers and temperatures makes this technique a viable candidate for gas turbine applications, in particular.

Parametric Analysis of a Hypersonic Inlet using Computational Fluid Dynamics

NASA Astrophysics Data System (ADS)

Oliden, Daniel

For CFD validation, hypersonic flow fields are simulated and compared with experimental data specifically designed to recreate conditions found by hypersonic vehicles. Simulated flow fields on a cone-ogive with flare at Mach 7.2 are compared with experimental data from NASA Ames Research Center 3.5" hypersonic wind tunnel. A parametric study of turbulence models is presented and concludes that the k-kl-omega transition and SST transition turbulence model have the best correlation. Downstream of the flare's shockwave, good correlation is found for all boundary layer profiles, with some slight discrepancies of the static temperature near the surface. Simulated flow fields on a blunt cone with flare above Mach 10 are compared with experimental data from CUBRC LENS hypervelocity shock tunnel. Lack of vibrational non-equilibrium calculations causes discrepancies in heat flux near the leading edge. Temperature profiles, where non-equilibrium effects are dominant, are compared with the dissociation of molecules to show the effects of dissociation on static temperature. Following the validation studies is a parametric analysis of a hypersonic inlet from Mach 6 to 20. Compressor performance is investigated for numerous cowl leading edge locations up to speeds of Mach 10. The variable cowl study showed positive trends in compressor performance parameters for a range of Mach numbers that arise from maximizing the intake of compressed flow. An interesting phenomenon due to the change in shock wave formation for different Mach numbers developed inside the cowl that had a negative influence on the total pressure recovery. Investigation of the hypersonic inlet at different altitudes is performed to study the effects of Reynolds number, and consequently, turbulent viscous effects on compressor performance. Turbulent boundary layer separation was noted as the cause for a change in compressor performance parameters due to a change in Reynolds number. This effect would not be noticeable if laminar flow was assumed. Mach numbers up to 20 are investigated to study the effects of vibrational and chemical non-equilibrium on compressor performance. A direct impact on the trends on the kinetic energy efficiency and compressor efficiency was found due to dissociation.

The Effect of Magnetohydrodynamic (MHD) Energy Bypass on Specific Thrust for a Supersonic Turbojet Engine

NASA Technical Reports Server (NTRS)

Benyo, Theresa L.

2010-01-01

This paper describes the preliminary results of a thermodynamic cycle analysis of a supersonic turbojet engine with a magnetohydrodynamic (MHD) energy bypass system that explores a wide range of MHD enthalpy extraction parameters. Through the analysis described here, it is shown that applying a magnetic field to a flow path in the Mach 2.0 to 3.5 range can increase the specific thrust of the turbojet engine up to as much as 420 N/(kg/s) provided that the magnitude of the magnetic field is in the range of 1 to 5 Tesla. The MHD energy bypass can also increase the operating Mach number range for a supersonic turbojet engine into the hypersonic flight regime. In this case, the Mach number range is shown to be extended to Mach 7.0.

Procedure for noise prediction and optimization of advanced technology propellers

NASA Technical Reports Server (NTRS)

Jou, W. H.; Bernstein, S.

1979-01-01

The sound field due to a propeller operating at supersonic tip speed in a uniform flow was investigated. Using the fact that the wave front in a uniform stream is a convected sphere, the fundamental solution to the convected wave equation was easily obtained. The Fourier coefficients of the pressure signature were obtained by a far field approximation, and are expressed as an integral over the blade platform. It is shown that cones of silence exist fore and aft the propeller plane. The semiapex angles are shown. These angles are independent of the individual Mach components such as the flight Mach number and the rotation Mach number. The result is confirmed by the computation of the ray path of the emitted Mach waves. The Doppler amplification factor strengthens the signal behind the propeller while it weakens that upstream.

Fuselage and nozzle pressure distributions of a 1/12-scale F-15 propulsion model at transonic speeds. Effect of fuselage modifications and nozzle variables

NASA Technical Reports Server (NTRS)

Pendergraft, O. C., Jr.; Carson, G. T., Jr.

1984-01-01

Static pressure coefficient distributions on the forebody, afterbody, and nozzles of a 1/12 scale F-15 propulsion model was determined in the 16 foot transonic tunnel for Mach numbers from 0.60 to 1.20, angles of attack from -2 deg to 7 deg and ratio of jet total pressure to free stream static pressure from 1 up to about 7, depending on Mach number. The effects of nozzle geometry and horizontal tail deflection on the pressure distributions were investigated. Boundary layer total pressure profiles were determined at two locations ahead of the nozzles on the top nacelle surface. Reynolds number varied from about 1.0 x 10 to the 7th power per meter, depending on Mach number.

Assessment of CFD Hypersonic Turbulent Heating Rates for Space Shuttle Orbiter

NASA Technical Reports Server (NTRS)

Wood, William A.; Oliver, A. Brandon

2011-01-01

Turbulent CFD codes are assessed for the prediction of convective heat transfer rates at turbulent, hypersonic conditions. Algebraic turbulence models are used within the DPLR and LAURA CFD codes. The benchmark heat transfer rates are derived from thermocouple measurements of the Space Shuttle orbiter Discovery windward tiles during the STS-119 and STS-128 entries. The thermocouples were located underneath the reaction-cured glass coating on the thermal protection tiles. Boundary layer transition flight experiments conducted during both of those entries promoted turbulent flow at unusually high Mach numbers, with the present analysis considering Mach 10{15. Similar prior comparisons of CFD predictions directly to the flight temperature measurements were unsatisfactory, showing diverging trends between prediction and measurement for Mach numbers greater than 11. In the prior work, surface temperatures and convective heat transfer rates had been assumed to be in radiative equilibrium. The present work employs a one-dimensional time-accurate conduction analysis to relate measured temperatures to surface heat transfer rates, removing heat soak lag from the flight data, in order to better assess the predictive accuracy of the numerical models. The turbulent CFD shows good agreement for turbulent fuselage flow up to Mach 13. But on the wing in the wake of the boundary layer trip, the inclusion of tile conduction effects does not explain the prior observed discrepancy in trends between simulation and experiment; the flight heat transfer measurements are roughly constant over Mach 11-15, versus an increasing trend with Mach number from the CFD.

Free compressible jet investigation

NASA Astrophysics Data System (ADS)

De Gregorio, Fabrizio

2014-03-01

The nozzle pressure ratio (NPR) effect on a supersonic turbulent jet was investigated. A dedicated convergent/divergent nozzle together with a flow feeding system was designed and manufactured. A nozzle Mach exit of M j = 1.5 was selected in order to obtain a convective Mach number of M c = 0.6. The flow was investigated for over-expanded, correctly expanded and under-expanded jet conditions. Mach number, total temperature and flow velocity measurements were carried out in order to characterise the jet behaviour. The inlet conditions of the jet flow were monitored in order to calculate the nozzle exit speed of sound and evaluate the mean Mach number distribution starting from the flow velocity data. A detailed analysis of the Mach results obtained by a static Pitot probe and by a particle image velocimetry measurement system was carried out. The mean flow velocity was investigated, and the axial Mach decay and the spreading rate were associated with the flow structures and with the compressibility effects. Aerodynamics of the different jet conditions was evaluated, and the shock cells structures were detected and discussed correlating the jet structure to the flow fluctuation and local turbulence. The longitudinal and radial distribution of the total temperature was investigated, and the temperature profiles were analysed and discussed. The total temperature behaviour was correlated to the turbulent phenomena and to the NPR jet conditions. Self-similarity condition was encountered and discussed for the over-expanded jet. Compressibility effects on the local turbulence, on the turbulent kinetic energy and on the Reynolds tensor were discussed.

Experimental and Analytical Investigation of the Coolant Flow Characteristics in Cooled Turbine Airfoils

NASA Technical Reports Server (NTRS)

Damerow, W. P.; Murtaugh, J. P.; Burggraf, F.

1972-01-01

The flow characteristics of turbine airfoil cooling system components were experimentally investigated. Flow models representative of leading edge impingement, impingement with crossflow (midchord cooling), pin fins, feeder supply tube, and a composite model of a complete airfoil flow system were tested. Test conditions were set by varying pressure level to cover the Mach number and Reynolds number range of interest in advanced turbine applications. Selected geometrical variations were studied on each component model to determine these effects. Results of these tests were correlated and compared with data available in the literature. Orifice flow was correlated in terms of discharge coefficients. For the leading edge model this was found to be a weak function of hole Mach number and orifice-to-impinged wall spacing. In the impingement with crossflow tests, the discharge coefficient was found to be constant and thus independent of orifice Mach number, Reynolds number, crossflow rate, and impingement geometry. Crossflow channel pressure drop showed reasonable agreement with a simple one-dimensional momentum balance. Feeder tube orifice discharge coefficients correlated as a function of orifice Mach number and the ratio of the orifice-to-approach velocity heads. Pin fin data was correlated in terms of equivalent friction factor, which was found to be a function of Reynolds number and pin spacing but independent of pin height in the range tested.

Stoichiometric Lithium Niobate (SLN) Based Linearized Electro-Optic (EO) Modulator

DTIC Science & Technology

2006-01-01

AFRL-SN-RS-TR-2006-15 Final Technical Report January 2006 STOICHIOMETRIC LITHIUM NIOBATE (SLN) BASED LINEARIZED ELECTRO - OPTIC (EO...LITHIUM NIOBATE (SLN) BASED LINEARIZED ELECTRO - OPTIC (EO) MODULATOR 6. AUTHOR(S) Dr Stuart Kingsley, Dr Sri Sriram 5. FUNDING NUMBERS C...SUBJECT TERMS electro - optic modulator, linearization, directional coupler, variable coupling, optical waveguide, Mach-Zehnder, photonic link, lithium

Evaluation of Wall Boundary Conditions for Impedance Eduction Using a Dual-Source Method

NASA Technical Reports Server (NTRS)

Watson, W. R.; Jones, M. G.

2012-01-01

The accuracy of the Ingard-Myers boundary condition and a recently proposed modified Ingard-Myers boundary condition is evaluated for use in impedance eduction under the assumption of uniform mean flow. The evaluation is performed at three centerline Mach numbers, using data acquired in a grazing flow impedance tube, using both upstream and downstream propagating sound sources, and on a database of test liners for which the expected behavior of the impedance spectra is known. The test liners are a hard-wall insert consisting of 12.6 mm thick aluminum, a linear liner without a facesheet consisting of a number of small diameter but long cylindrical channels embedded in a ceramic material, and two conventional nonlinear liners consisting of a perforated facesheet bonded to a honeycomb core. The study is restricted to a frequency range for which only plane waves are cut on in the hard-wall sections of the flow impedance tube. The metrics used to evaluate each boundary condition are 1) how well it educes the same impedance for upstream and downstream propagating sources, and 2) how well it predicts the expected behavior of the impedance spectra over the Mach number range. The primary conclusions of the study are that the same impedance is educed for upstream and downstream propagating sources except at the highest Mach number, that an effective impedance based on both the upstream and downstream measurements is more accurate than an impedance based on the upstream or downstream data alone, and that the Ingard-Myers boundary condition with an effective impedance produces results similar to that achieved with the modified Ingard-Myers boundary condition.

Knowledge-based system for detailed blade design of turbines

NASA Astrophysics Data System (ADS)

Goel, Sanjay; Lamson, Scott

1994-03-01

A design optimization methodology that couples optimization techniques to CFD analysis for design of airfoils is presented. This technique optimizes 2D airfoil sections of a blade by minimizing the deviation of the actual Mach number distribution on the blade surface from a smooth fit of the distribution. The airfoil is not reverse engineered by specification of a precise distribution of the desired Mach number plot, only general desired characteristics of the distribution are specified for the design. Since the Mach number distribution is very complex, and cannot be conveniently represented by a single polynomial, it is partitioned into segments, each of which is characterized by a different order polynomial. The sum of the deviation of all the segments is minimized during optimization. To make intelligent changes to the airfoil geometry, it needs to be associated with features observed in the Mach number distribution. Associating the geometry parameters with independent features of the distribution is a fairly complex task. Also, for different optimization techniques to work efficiently the airfoil geometry needs to be parameterized into independent parameters, with enough degrees of freedom for adequate geometry manipulation. A high-pressure, low reaction steam turbine blade section was optimized using this methodology. The Mach number distribution was partitioned into pressure and suction surfaces and the suction surface distribution was further subdivided into leading edge, mid section and trailing edge sections. Two different airfoil representation schemes were used for defining the design variables of the optimization problem. The optimization was performed by using a combination of heuristic search and numerical optimization. The optimization results for the two schemes are discussed in the paper. The results are also compared to a manual design improvement study conducted independently by an experienced airfoil designer. The turbine blade optimization system (TBOS) is developed using the described methodology of coupling knowledge engineering with multiple search techniques for blade shape optimization. TBOS removes a major bottleneck in the design cycle by performing multiple design optimizations in parallel, and improves design quality at the same time. TBOS not only improves the design but also the designers' quality of work by taking the mundane repetitive task of design iterations away and leaving them more time for innovative design.

An Investigation of Four Wings of Square Plan Form at a Mach Number of 6.9 in the Langley 11-inch Hypersonic Tunnel

NASA Technical Reports Server (NTRS)

Mclellan, Charles H; Bertram, Mitchel H; Moore, John A

1957-01-01

The results of pressure-distribution and force tests of four wings at a Mach number of about 6.9 and a Reynolds number of 0.98 x 10(6) in the Langley 11-inch hypersonic tunnel are presented. The wings had a square plan form, a 5-percent-chord maximum thickness, and diamond, half-diamond, wedge, and half-circular sections.

Surface pressure and inviscid flow field properties McDonnell-Douglas booster nominal Mach number of 8, volume 3

NASA Technical Reports Server (NTRS)

Matthews, R. K.; Martindale, W. R.; Warmbrod, J. D.

1972-01-01

The results are presented of a wind tunnel test program to determine surface pressures and flow field properties on the space shuttle booster configuration. The tests were conducted in September 1971. Data were obtained at a nominal Mach number of 8 at angles of attack of 40 and 50 deg and at a free stream unit Reynolds number of 3.7 million per foot.

Static Longitudinal and Lateral Stability Characteristics of an 0.065-Scale Model of the Chance Vought XRSSM-N-9a (REGULUS II) Missile at Mach Numbers from 1.6 to 2.0 (TED No. NACA AD 3122)

NASA Technical Reports Server (NTRS)

Hofstetter, William R.

1957-01-01

The static longitudinal and lateral stability charaetefistics of an 0 .065-scale model of the XRSSM-N-9a (REGULUS II) Missile at Mach number range of 1.6 to 2.0 at a Reynolds number per foot of 2.0(exp 8)

Experimental evaluation of two turning vane designs for high-speed corner of 0.1-scale model of NASA Lewis Research Center's proposed altitude wind tunnel

NASA Technical Reports Server (NTRS)

Moore, R. D.; Boldman, D. R.; Shyne, R. J.

1986-01-01

Two turning vane designs were experimentally evaluated for corner 1 (downstream of the test section) of a 0.1-scale model of the NASA Lewis Research Center's proposed Altitude Wind Tunnel (AWT). Vane A was a controlled-diffusion airfoil shape; vane B was a circular-arc airfoil shape. The vane designs were tested over corner inlet Mach numbers from 0.16 to 0.465. Several modifications in vane setting angle and vane spacing were also evaluated for vane A. The overall performance obtained from total pressure rakes indicated that vane B had a slightly lower loss coefficient than vane A. At Mach 0.35 (the design Mach number without the engine exhaust removal scoop), the loss coefficients were 0.150 and 0.178 for vanes B and A, respectively. Resetting the vane A angle by -5 deg. (vane A10) to turn the flow toward the outside corner reduced the loss coefficient to 0.119. The best configuration (vane A10) was also tested with a simulated engine exhaust removal scoop. The loss coefficient for that configuration was 0.164 at Mach 0.41 (the approximate design Mach number with the scoop).

Accuracy of the lattice Boltzmann method for describing the behavior of a gas in the continuum limit.

PubMed

Kataoka, Takeshi; Tsutahara, Michihisa

2010-11-01

The accuracy of the lattice Boltzmann method (LBM) for describing the behavior of a gas in the continuum limit is systematically investigated. The asymptotic analysis for small Knudsen numbers is carried out to derive the corresponding fluid-dynamics-type equations, and the errors of the LBM are estimated by comparing them with the correct fluid-dynamics-type equations. We discuss the following three important cases: (I) the Mach number of the flow is much smaller than the Knudsen number, (II) the Mach number is of the same order as the Knudsen number, and (III) the Mach number is finite. From the von Karman relation, the above three cases correspond to the flows of (I) small Reynolds number, (II) finite Reynolds number, and (III) large Reynolds number, respectively. The analysis is made with the information only of the fundamental properties of the lattice Boltzmann models without stepping into their detailed form. The results are therefore applicable to various lattice Boltzmann models that satisfy the fundamental properties used in the analysis.

Laboratory Observation of High-Mach Number, Laser-Driven Magnetized Collisionless Shocks

NASA Astrophysics Data System (ADS)

Schaeffer, Derek; Fox, Will; Haberberger, Dan; Fiksel, Gennady; Bhattacharjee, Amitava; Barnak, Daniel; Hu, Suxing; Germaschewski, Kai

2017-06-01

Collisionless shocks are common phenomena in space and astrophysical systems, including solar and planetary winds, coronal mass ejections, supernovae remnants, and the jets of active galactic nuclei, and in many the shocks are believed to efficiently accelerate particles to some of the highest observed energies. Only recently, however, have laser and diagnostic capabilities evolved sufficiently to allow the detailed study in the laboratory of the microphysics of collisionless shocks over a large parameter regime. We present the first laboratory generation of high-Mach number magnetized collisionless shocks created through the interaction of an expanding laser-driven plasma with a magnetized ambient plasma. Time-resolved, two-dimensional imaging of plasma density and magnetic fields shows the formation and evolution of a supercritical shock propagating at magnetosonic Mach number Mms≈12. Particle-in-cell simulations constrained by experimental data further detail the shock formation and separate dynamics of the multi-ion-species ambient plasma. The results show that the shocks form on timescales as fast as one gyroperiod, aided by the efficient coupling of energy, and the generation of a magnetic barrier, between the piston and ambient ions. The development of this experimental platform complements present remote sensing and spacecraft observations, and opens the way for controlled laboratory investigations of high-Mach number collisionless shocks, including the mechanisms and efficiency of particle acceleration. The platform is also flexible, allowing us to study shocks in different magnetic field geometries, in different ambient plasma conditions, and in relation to other effects in magnetized, high-Mach number plasmas such as magnetic reconnection or the Weibel instability.

The Effects of Horizontal-Tail Location and Wing Modifications on the High-Speed Stability and Control Characteristics of a 01.17-Scale Model of the McDonnell XF2H-1 Airplane (TED No, NACA DE336)

NASA Technical Reports Server (NTRS)

Emerson, Horace F.; Axelson, John A.

1949-01-01

An additional series of high-speed wind-tunnel tests of a modified 0.17-scale model of the McDonnell XF2H-1 airplane was conducted to evaluate the effects of a reduction in the thickness-to-chord ratios of the tail planes, the displacement of the horizontal tail relative to the vertical tail, and the extension of the trailing edge of the wing. Two tail-intersection fairings designed to improve the flow at the tail were also tested. The pitching-moment characteristics of the model were improved slightly by the use of the thinner tail sections. Rearward or rearward and downward displacements of the horizontal tail increased the critical Mach number at the tail intersection from 0.725 to a maximum of 0.80, but caused an excessive change in pitching-moment coefficient at the higher Mach numbers. Extending the trailing edge of the wing did not improve the static longitudinal-stability characteristics, but increased the pitching-down tendency between 0.725 and 0.825 Mach numbers prior to the pitching-up tendency. The extended wing did, however, increase the Mach numbers at which these tendencies occurred. The increase in the Mach numbers of divergence and the tuft studies indicate a probable increase in the buffet limit of the prototype airplane. No perceptible improvement of flow at the tail intersection was observed with the two fairings tested on the forward tail configuration.

Dynamic characteristics and mechanisms of compressible metallic vapor plume behaviors in transient keyhole during deep penetration fiber laser welding

NASA Astrophysics Data System (ADS)

Pang, Shengyong; Shao, Xinyu; Li, Wen; Chen, Xin; Gong, Shuili

2016-07-01

The compressible metallic vapor plume or plasma plume behaviors in the keyhole during deep penetration laser welding have significant effects on the joint quality. However, these behaviors and their responses to process parameter variations have not been well understood. In this paper, we first systematically study the dynamic characteristics and mechanisms of compressible metallic vapor plume behaviors in transient keyhole during fiber laser welding of 304 stainless steels based on a multiple timescale multiphase model. The time-dependent temperature, pressure, velocity and Mach number distributions of vapor plume under different process parameters are theoretically predicted. It is found that the distributions of the main physical characteristics of vapor plume such as pressure, velocity as well as Mach number in keyhole are usually highly uneven and highly time dependent. The peak difference of the velocity, pressure, temperature and Mach number of the vapor plume in a keyhole could be greater than 200 m/s, 20 kPa, 1000 K and 0.6 Mach, respectively. The vapor plume characteristics in a transient keyhole can experience significant changes within several hundreds of nanoseconds. The formation mechanisms of these dynamic characteristics are mainly due to the mesoscale keyhole hump (sized in several tens of microns) dynamics. It is also demonstrated that it is possible to suppress the oscillations of compressible vapor plume in the keyhole by improving the keyhole stability through decreasing the heat input. However, stabilizing the keyhole could only weaken, but not eliminate, the observed highly uneven and transient characteristics. This finding may pose new challenges for accurate experimental measurements of vapor plume induced by laser welding.

Role of Turbulent Prandtl Number on Heat Flux at Hypersonic Mach Number

NASA Technical Reports Server (NTRS)

Xiao, X.; Edwards, J. R.; Hassan, H. A.

2004-01-01

Present simulation of turbulent flows involving shock wave/boundary layer interaction invariably overestimates heat flux by almost a factor of two. One possible reason for such a performance is a result of the fact that the turbulence models employed make use of Morkovin's hypothesis. This hypothesis is valid for non-hypersonic Mach numbers and moderate rates of heat transfer. At hypersonic Mach numbers, high rates of heat transfer exist in regions where shock wave/boundary layer interactions are important. As a result, one should not expect traditional turbulence models to yield accurate results. The goal of this investigation is to explore the role of a variable Prandtl number formulation in predicting heat flux in flows dominated by strong shock wave/boundary layer interactions. The intended applications involve external flows in the absence of combustion such as those encountered in supersonic inlets. This can be achieved by adding equations for the temperature variance and its dissipation rate. Such equations can be derived from the exact Navier-Stokes equations. Traditionally, modeled equations are based on the low speed energy equation where the pressure gradient term and the term responsible for energy dissipation are ignored. It is clear that such assumptions are not valid for hypersonic flows. The approach used here is based on the procedure used in deriving the k-zeta model, in which the exact equations that governed k, the variance of velocity, and zeta, the variance of vorticity, were derived and modeled. For the variable turbulent Prandtl number, the exact equations that govern the temperature variance and its dissipation rate are derived and modeled term by term. The resulting set of equations are free of damping and wall functions and are coordinate-system independent. Moreover, modeled correlations are tensorially consistent and invariant under Galilean transformation. The final set of equations will be given in the paper.

pyro: Python-based tutorial for computational methods for hydrodynamics

NASA Astrophysics Data System (ADS)

Zingale, Michael

2015-07-01

pyro is a simple python-based tutorial on computational methods for hydrodynamics. It includes 2-d solvers for advection, compressible, incompressible, and low Mach number hydrodynamics, diffusion, and multigrid. It is written with ease of understanding in mind. An extensive set of notes that is part of the Open Astrophysics Bookshelf project provides details of the algorithms.

Comparisons of wing pressure distribution from flight tests of flush and external orifices for Mach numbers from 0.50 to 0.97

NASA Technical Reports Server (NTRS)

Montoya, L. C.; Lux, D. P.

1975-01-01

Wing pressure distributions obtained in flight with flush orifice and external tubing orifice installations for Mach numbers from 0.50 to 0.97 are compared. The procedure used to install the external tubing orifice is discussed. The results indicate that external tubing orifice installations can give useful results.

Aerodynamic Characteristics of a Revised Target Drone Vehicle at Mach Numbers from 1.60 to 2.86

NASA Technical Reports Server (NTRS)

Blair, A. B., Jr.; Babb, C. Donald

1968-01-01

An investigation has been conducted in the Langley Unitary Plan wind tunnel to determine the aerodynamic characteristics of a revised target drone vehicle through a Mach number range from 1.60 to 2.86. The vehicle had canard surfaces and a swept clipped-delta wing with twin tip-mounted vertical tails.

Force and Pressure Recovery Characteristics at Supersonic Speeds of a Conical Spike Inlet with a Bypass Discharging from the Top or Bottom of the Diffuser in an Axial Direction

NASA Technical Reports Server (NTRS)

Allen, J L; Beke, Andrew

1953-01-01

Force and pressure-recovery characteristics of a nacelle-type conical-spike inlet with a fixed-area bypass located in the top or bottom of the diffuser are presented for flight Mach numbers of 1.6, 1.8, and 2.0 for angles of attack from 0 degrees to 9 degrees. Top or bottom location of the bypass did not have significant effects on diffuser pressure-recovery, bypass mass-flow ratio, or drag coefficient over the range of angles of attack, flight Mach numbers, and stable engine mass-flow ratios investigated. A larger stable subcritical operating range was obtained with the bypass on the bottom at angles of attack from 3 degrees to 9 degrees at a flight Mach number of 2.0. At a flight Mach number of 2.0, the discharge of 14 percent of the critical mass flow of the inlet by means of a bypass increased the drag only one-fifth of the additive drag that would result for equivalent spillage behind an inlet normal shock without significant reductions in diffuser pressure recovery.

Propagation of propeller tone noise through a fuselage boundary layer

NASA Technical Reports Server (NTRS)

Hanson, D. B.; Magliozzi, B.

1984-01-01

In earlier experimental and analytical studies, it was found that the boundary layer on an aircraft could provide significant shielding from propeller noise at typical transport airplane cruise Mach numbers. In this paper a new three-dimensional theory is described that treats the combined effects of refraction and scattering by the fuselage and boundary layer. The complete wave field is solved by matching analytical expressions for the incident and scattered waves in the outer flow to a numerical solution in the boundary layer flow. The model for the incident waves is a near-field frequency-domain propeller source theory developed previously for free field studies. Calculations for an advanced turboprop (Prop-Fan) model flight test at 0.8 Mach number show a much smaller than expected pressure amplification at the noise directivity peak, strong boundary layer shielding in the forward quadrant, and shadowing around the fuselage. Results are presented showing the difference between fuselage surface and free-space noise predictions as a function of frequency and Mach number. Comparison of calculated and measured effects obtained in a Prop-Fan model flight test show good agreement, particularly near and aft of the plane of rotation at high cruise Mach number.

Regularized Moment Equations and Shock Waves for Rarefied Granular Gas

NASA Astrophysics Data System (ADS)

Reddy, Lakshminarayana; Alam, Meheboob

2016-11-01

It is well-known that the shock structures predicted by extended hydrodynamic models are more accurate than the standard Navier-Stokes model in the rarefied regime, but they fail to predict continuous shock structures when the Mach number exceeds a critical value. Regularization or parabolization is one method to obtain smooth shock profiles at all Mach numbers. Following a Chapman-Enskog-like method, we have derived the "regularized" version 10-moment equations ("R10" moment equations) for inelastic hard-spheres. In order to show the advantage of R10 moment equations over standard 10-moment equations, the R10 moment equations have been employed to solve the Riemann problem of plane shock waves for both molecular and granular gases. The numerical results are compared between the 10-moment and R10-moment models and it is found that the 10-moment model fails to produce continuous shock structures beyond an upstream Mach number of 1 . 34 , while the R10-moment model predicts smooth shock profiles beyond the upstream Mach number of 1 . 34 . The density and granular temperature profiles are found to be asymmetric, with their maxima occurring within the shock-layer.

Effect of blockage ratio on drag and pressure distributions for bodies of revolution at transonic speeds

NASA Technical Reports Server (NTRS)

Couch, L. M.; Brooks, C. W., Jr.

1973-01-01

Experimental data were obtained in two wind tunnels for 13 models over a Mach number range from 0.70 to 1.02. Effects of increasing test-section blockage ratio in the transonic region near a Mach number of 1.0 included change in the shape of the drag curves, premature drag creep, delayed drag divergence, and a positive increment of pressures on the model afterbodies. Effects of wall interference were apparent in the data even for a change in blockage ratio from a very low 0.000343 to an even lower 0.000170. Therefore, models having values of blockage ratio of 0.0003 - an order of magnitude below the previously considered safe value of 0.0050 - had significant errors in the drag-coefficient values obtained at speeds near a Mach number of 1.0. Furthermore, the flow relief afforded by slots or perforations in test-section walls - designed according to previously accepted criteria for interference-free subsonic flow - does not appear to be sufficient to avoid significant interference of the walls with the model flow field for Mach numbers very close to 1.0.

Effects of afterbody boattail design and empennage arrangement on aeropropulsive characteristics of a twin-engine fighter model at transonic speeds

NASA Technical Reports Server (NTRS)

Bangert, Linda S.; Leavitt, Laurence D.; Reubush, David E.

1987-01-01

The effects of empennage arrangement and afterbody boattail design of nonaxisymmetric nozzles on the aeropropulsive characteristics of a twin-engine fighter-type model have been determined in an investigation conducted in the Langley 16-Foot Transonic Tunnel. Three nonaxisymmetric and one twin axisymmetric convergent-divergent nozzle configurations were tested with three different tail arrangements: a two-tail V-shaped arrangement; a staggered, conventional three-tail arrangement; and a four-tail arrangement similar to that on the F-18. Two of the nonaxisymmetric nozzles were also vectorable. Tests were conducted at Mach numbers from 0.60 to 1.20 over an angle-of-attack range from -3 deg to 9 deg. Nozzle pressure ratio was varied from 1 (jet off) to approximately 12, depending on Mach number. Results indicate that at design nozzle pressure ratio, the medium aspect ratio nozzle (with equal boattail angles on the nozzle sidewalls and upper and lower flaps) had the lowest zero angle of attack drag of the nonaxisymmetric nozzles for all tail configurations at subsonic Mach numbers. The drag levels of the twin axisymmetric nozzles were competitive with those of the medium-aspect-ratio nozzle at subsonic Mach number.

Quasiperpendicular High Mach Number Shocks

NASA Astrophysics Data System (ADS)

Sulaiman, A. H.; Masters, A.; Dougherty, M. K.; Burgess, D.; Fujimoto, M.; Hospodarsky, G. B.

2015-09-01

Shock waves exist throughout the Universe and are fundamental to understanding the nature of collisionless plasmas. Reformation is a process, driven by microphysics, which typically occurs at high Mach number supercritical shocks. While ongoing studies have investigated this process extensively both theoretically and via simulations, their observations remain few and far between. In this Letter we present a study of very high Mach number shocks in a parameter space that has been poorly explored and we identify reformation using in situ magnetic field observations from the Cassini spacecraft at 10 AU. This has given us an insight into quasiperpendicular shocks across 2 orders of magnitude in Alfvén Mach number (MA ) which could potentially bridge the gap between modest terrestrial shocks and more exotic astrophysical shocks. For the first time, we show evidence for cyclic reformation controlled by specular ion reflection occurring at the predicted time scale of ˜0.3 τc , where τc is the ion gyroperiod. In addition, we experimentally reveal the relationship between reformation and MA and focus on the magnetic structure of such shocks to further show that for the same MA , a reforming shock exhibits stronger magnetic field amplification than a shock that is not reforming.

Computation of Stability Derivatives of an oscillating cone for specific heat ratio = 1.66

NASA Astrophysics Data System (ADS)

Shabana, Aysha; Monis, Renita Sharon; Crasta, Asha; Khan, S. A.

2018-05-01

In this paper the expressions for stiffness and Damping derivatives are obtained in a closed form for perfect gas where the flow is quasi-steady and axi-axisymmetric, and the nose semi angle of the cone is such that the Mach number M 2 behind the shock M 2 ≥ 2.5. Results are presented for an oscillating cone for gas with = 1.666, at different Mach numbers and semi cone angles. The Stiffness derivative decreases with pivot position and also with semi vertex angle, there is substantial change in the stiffness derivative when semi-vertex has been increased from 5 degrees to ten degrees, further increase in the semi-vertex angle results in marginal change in the stiffness derivative. Due the marginal change in the Mach number level there is marginal increase in the magnitude of the stability and with further increase in the inertia level the stability derivative conform to the Mach number independence principle. The present theory for Oscillating cone is restricted to quasi-steady case. Viscous effects have been neglected. The expressions so obtained for stability derivative in pitch are valid for a slender ogive which often approximates to the whole fuselage of an aircraft.

Some aspects of the aeroacoustics of high-speed jets

NASA Technical Reports Server (NTRS)

Lighthill, James

1993-01-01

Some of the background to contemporary jet aeroacoustics is addressed. Then scaling laws for noise generation by low-Mach-number airflows and by turbulence convected at 'not so low' Mach number is reviewed. These laws take into account the influence of Doppler effects associated with the convection of aeroacoustic sources. Next, a uniformly valid Doppler-effect approximation exhibits the transition, with increasing Mach number of convection, from compact-source radiation at low Mach numbers to a statistical assemblage of conical shock waves radiated by eddies convected at supersonic speed. In jets, for example, supersonic eddy convection is typically found for jet exit speeds exceeding twice the atmospheric speed of sound. The Lecture continues by describing a new dynamical theory of the nonlinear propagation of such statistically random assemblages of conical shock waves. It is shown, both by a general theoretical analysis and by an illustrative computational study, how their propagation is dominated by a characteristic 'bunching' process. That process associated with a tendency for shock waves that have already formed unions with other shock waves to acquire an increased proneness to form further unions - acts so as to enhance the high-frequency part of the spectrum of noise emission from jets at these high exit speeds.

RADIO SYNCHROTRON FLUCTUATION STATISTICS AS A PROBE OF MAGNETIZED INTERSTELLAR TURBULENCE

DOE Office of Scientific and Technical Information (OSTI.GOV)

Herron, C. A.; Gaensler, B. M.; Burkhart, Blakesley

2016-05-01

We investigate how observations of synchrotron intensity fluctuations can be used to probe the sonic and Alfvénic Mach numbers of interstellar turbulence, based on mock observations performed on simulations of magnetohydrodynamic turbulence. We find that the structure function slope and a diagnostic of anisotropy that we call the integrated quadrupole ratio modulus both depend on the Alfvénic Mach number. However, these statistics also depend on the orientation of the mean magnetic field in the synchrotron emitting region relative to our line of sight, and this creates a degeneracy that cannot be broken by observations of synchrotron intensity alone. We concludemore » that the polarization of synchrotron emission could be analyzed to break this degeneracy, and suggest that this will be possible with the Square Kilometre Array.« less