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Keener, E. R.

Publications and source records attributed to Keener, E. R..

At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1985

Pressure-distribution measurements on a transonic low-aspect ratio wing

Experimental surface pressure distributions and oil flow photographs are presented for a 0.90 m semispan model of NASA/Lockheed Wing C, a generic transonic, supercritical, low aspect ratio, highly 3-dimensional configuration. This wing was tested at the design angle of attack of 5 deg over a Mach number range from 0.25 to 0.96, and a Reynolds number range from 3.4 x 1,000,000 to 10 x 1,000,000. Pressures were measured with both the tunnel floor and ceiling suction slots open for most of the tests but taped closed for some tests to simulate solid walls. A comparison is made with the measured pressures from a small model in high Reynolds number facility and with predicted pressures using two three dimesional, transonic full potential flow wing codes: design code FLO22 (nonconservative) and TWING code (conservative). At the given design condition, a small region of flow separation occurred. At a Mach number of 0.82 the flow was unseparated and the surface flow angles were less than 10 deg, indicating that the boundary layer flow was not 3-D. Evidence indicate that wings that are optimized for mild shock waves and mild pressure recovery gradients generally have small 3-D boundary layer flow at design conditions for unseparated flow.

Keener, E. R.↗
NASA NTRS1984

Computational-experimental pressure distributions on a transonic, low-aspect-ratio wing

A generic, transonic, supercritical, low aspect-ratio wing was tested at design incidence of 5 deg at Mach numbers from 0.25 to 0.96. Oil-flow studies at the design Mach number of 0.85 showed local-flow separation, which, in retrospect, might have been avoided. At Mach 0.82 with unseparated flow, the surface-flow angles were less than 10 deg. Predictions with the FLO22 transonic potential code are good. Lift interference is strong without tunnel-wall suction. Evidence from this study shows that wings that are optimized for mild shock waves and pressure-recovery gradients generally have small, three-dimensional flow at conditions for unseparated flow.

Keener, E. R.↗
NASA NTRS1981

Oil-flow separation patterns on an ogive forebody

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.

Keener, E. R.↗
NASA NTRS1979

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

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.

Kruse, R. L.↗
NASA NTRS1977

Side forces on a tangent ogive forebody with a fineness ratio of 3.5 at high angles of attack and Mach numbers from 0.1 to 0.7

An experimental investigation was conducted in the Ames 12-Foot Wind Tunnel to determine the subsonic aerodynamic characteristics, at high angles of attack, of a tangent ogive forebody with a fineness ratio of 3.5. The investigation included the effects of nose bluntness, nose strakes, nose booms, a simulated canopy, and boundary-layer trips. The forebody was also tested with a short afterbody attached. Static longitudinal and lateral-directional stability data were obtained at Reynolds numbers ranging from 0.3 mil. to 3.8 mil. (based on base diameter) at a Mach number of 0.25, and at a Reynolds number of 0.8 mil. at Mach numbers ranging from 0.1 to 0.7. Angle of attack was varied from 0 to 88 deg at zero sideslip, and the sideslip angle was varied from -10 to 30 deg at angles of attack of 40, 55, and 70 deg.

Keener, E. R.↗
NASA NTRS1977

Side forces on forebodies at high angles of attack and Mach numbers from 0.1 to 0.7: two tangent ogives, paraboloid and cone

An experimental investigation was conducted in the Ames 12-Foot Wind Tunnel to determine the subsonic aerodynamic characteristics of four forebodies at high angles of attack. The forebodies tested were a tangent ogive with fineness ratio of 5, a paraboloid with fineness ratio of 3.5, a 20 deg cone, and a tangent ogive with an elliptic cross section. The investigation included the effects of nose bluntness and boundary-layer trips. The tangent-ogive forebody was also tested in the presence of a short afterbody and with the afterbody attached. Static longitudinal and lateral/directional stability data were obtained. The investigation was conducted to investigate the existence of large side forces and yawing moments at high angles of attack and zero sideslip. It was found that all of the forebodies experience steady side forces that start at angles of attack of from 20 deg to 35 deg and exist to as high as 80 deg, depending on forebody shape. The side is as large as 1.6 times the normal force and is generally repeatable with increasing and decreasing angle of attack and, also, from test to test. The side force is very sensitive to the nature of the boundary layer, as indicated by large changes with boundary trips. The maximum side force caries considerably with Reynolds number and tends to decrease with increasing Mach number. The direction of the side force is sensitive to the body geometry near the nose. The angle of attack of onset of side force is not strongly influenced by Reynolds number or Mach number but varies with forebody shape. Maximum normal force often occurs at angles of attack near 60 deg. The effect of the elliptic cross section is to reduce the angle of onset by about 10 deg compared to that of an equivalent circular forebody with the same fineness ratio. The short afterbody reduces the angle of onset by about 5 deg.

Keener, E. R.↗
NASA NTRS1976

Side forces on a tangent ogive forebody with a fineness ratio of 2.5 at high angles of attack and low speed

A wind tunnel study to determine the subsonic aerodynamic characteristics, at high angles of attack, of a tangent ogive forebody with a fineness ratio of 2.5, is reported. Static longitudinal and lateral-directional stability data were obtained at Reynolds numbers ranging from 0.4 x 1 million to 3.7 x 1 million (based on base diameter) at a Mach number of 0.25. Angle of attack was varied from 36 deg to 88 deg at zero sideslip. It was found that at low Reynolds numbers the forebody does not have a side force att high angles of attack; however, at Reynolds numbers above about 2 x 1 million, a side force occurs in the angle of attack range from 45 deg to 80 deg. The maximum side force is as large as the maximum normal force. The maximum normal force coefficient varies between 1.0 and 2.0 over the Reynolds number range tested and occurs at angles of attack near 65 deg.

Keener, E. R.↗
NASA NTRS1976

Asymmetric aerodynamic forces on aircraft at high angles of attack - some design guides

Aerodynamic side forces on forebodies are considered that are produced by two types of flow: asymmetric vortices on bodies of revolution and nonuniform flow separation on square bodies with rounded corners under spinning conditions. Steady side forces that can be as large as the normal force are produced by asymmetric vortices on pointed forebodies. This side force has a large variation with Reynolds number, decreases rapidly with Mach number, and can be nearly eliminated with small nose bluntness or strakes. The angle of attack where the side force first occurs depends primarily on body geometry. The theoretical techniques to predict these side forces are necessarily semi-empirical because the basic phenomenon is not well understood. The side forces produced by nonuniform flow separation under spinning conditions depend extensively on spin rate, angle of attack, and Reynolds number. The application of simple crossflow theory to predict this side force is inadequate much below angles of attack of 90 deg.

Chapman, G. T.↗
NASA NTRS1976

Effects of Mach number and afterbody length on aerodynamic side forces at zero sideslip on symmetric bodies at high angles of attack

Wind-tunnel measurements of side force over the Mach number range of 0.25 to 2 for pointed forebody-alone and for ogive-cylinder models of various fineness ratios up to 16, are presented. The angle of attack where side force first occurs (onset), where it returns to zero (upper limit), and its magnitude are examined. The onset angle depends only on body geometry, longer bodies having lower onset angles. The upper limit, which is about 80 deg at M = 0.25, decreases with Mach number. The maximum side forces decrease with increasing Mach number, approaching zero within the Mach number range of 0.8 to 1.2; within this range, the Mach number at which the forces approach zero varies directly with forebody slenderness.

Keener, E. R.↗
NASA NTRS1975

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

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.

Keener, E. R.↗
NASA NTRS1974

Onset of aerodynamic side forces at zero sideslip on symmetric forebodies at high angles of attack

Selected results are presented from extensive wind-tunnel tests that include variations in axial and cross-sectional shape, fineness ratio, bluntness, strakes, and boundary-layer trips over a wide range of conditions (angles of attack to 90 deg, angles of sideslip to 30 deg, Reynolds numbers from subcritical to supercritical, and Mach numbers from 0.1 to 0.7). Pointed forebodies at zero sideslip can experience side forces as large as maximum normal forces. The angle of attack at the onset of side force can be correlated with nose angle and afterbody length. Furthermore, these side forces can be reduced or eliminated by bluntness or nose strakes.

Keener, E. R.↗
NASA NTRS1972

Turbulent boundary-layer velocity profiles on a nonadiabatic at Mach number 6.5

Velocity profiles were obtained from pitot-pressure and total-temperature measurements within a turbulent boundary layer on a large sharp-edged flat plate. Momentum-thickness Reynolds number ranged from 2590 to 8860 and wall-to-adiabatic-wall temperature ratios ranged from 0.3 to 0.5. Measurements were made both with and without boundary layer trips. Five methods are evaluated for correlating the measured velocity profiles with the incompressible law-of-the-wall and the velocity defect law. The mixing-length generalization of Van Driest gives the best correlation.

Keener, E. R.↗
NASA NTRS1972

Measurements of Reynolds analogy for a hypersonic turbulent boundary layer on a nonadiabatic flat plate.

The purpose of the described experiment was to obtain simultaneous measurements of skin friction and heat transfer at hypersonic Mach numbers, especially with conditions of considerable heat transfer. The experiment was conducted in air in the Ames Hypersonic Wind Tunnel, in which cold air was passed through an alumina storage heater system and heated to total temperatures ranging from about 670 to 1170 K. The nozzle was contoured to produce a flow at Mach 7.4. Thin-skin heat-transfer gauges were placed at equal intervals along the centerline of a sharp-edge flat plate, which was used as the model. A skin-friction balance and a boundary-layer pitot-pressure rake were mounted on each side of the centerline at a certain distance from the leading edge.

Keener, E. R.↗
NASA NTRS1972

Wind-tunnel investigation of the aerodynamic characteristics of the M2-F2 lifting-body entry configuration at transonic and supersonic Mach numbers

Results are presented for wind tunnel tests of a one to twelve scale model of the M2-F2 lifting body entry configuration at transonic and supersonic speeds. The Mach number was varied from 0.6 to 2.0. Reynolds numbers ranged from 4 to 13 million. Angles of attack and sideslip varied from minus 8 degrees to plus 20 degrees and minus 4 degrees to plus 6 degrees respectively. A brief history of the development of the configuration is included.

Keener, E. R.↗
NASA NTRS1972

Pressure-gradient effects on hypersonic turbulent skin friction and boundary-layer profiles.

Local skin friction, total-temperature profiles, and pitot-pressure profiles were measured on the wall of a Mach-7.4 wind tunnel. The wall to adiabatic wall temperature ratio was varied from 0.3 to 0.5. Boundary-layer characteristics were compared with those predicted by a finite-difference method. Local skin friction was predicted to within 15%. Pressure-gradient effects on the temperature and Mach number distributions and the shape factor (displacement thickness/momentum thickness) were underpredicted, but the velocity distributions were closely predicted.

Hopkins, E. J.↗