Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “Full-Scale Wind Tunnel”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 217 records · Page 12

Wind-tunnel investigation of the heat transfer to the X-15 airplane

Paper describes the wind tunnel test program which has provided a picture of the general distribution of heat transfer coefficients over the X-15 airplane. The tunnel tests have emphasized the importance of the interactions of the flow fields of components and have shown that in some cases, where the local flow direction and total pressure can be reasonably closely inferred, use of experimental pressures to compute flow conditions yields very good predictions of heat transfer rate. There are still some regions of the airplane for which the heat transfer could not be adequately studied because of the size or construction of the model. Such local regions will not necessarily limit the operation of the airplane but will require evaluation in the full-scale tests. (author)

Feller, William V↗

Effect of Mach and Reynolds Numbers on Maximum Lift Coefficient

A knowledge of the effects of Mach and Reynolds numbers on the maximum lift coefficient is becoming of greater importance as the speeds and altitudes attainable by modern airplanes continually increase. Since most maximum-lift tests conducted to date have been either at full-scale Reynolds numbers and low Mach numbers or at high Mach numbers and small Reynolds numbers, very little is known about the inter-related effects of these two parameters on the maximum lift coefficient. In order to obtain quantitative information on these effects, flight tests were conducted at Ames Aeronautical Laboratory on six airplanes, three having NACA conventional airfoil sections, two having NACA low-drag sections, and the sixth having a North American Aviation - NACA compromise low-drag section. The results of these tests which cover a range of Mach numbers from 0.15 to 0.72 and of Reynolds numbers from 4,400,000 to 19,500,000 are assembled, together with a considerable quantity of pertinent wind-tunnel data, and analyzed in the present report. From this analysis, general conclusions have been reached indicating the manner in which the maximum lift coefficient is influenced by variations of Mach and Reynolds numbers.

AIRPLANES - BELL P-63A (AMER ) FLIGHT TESTS↗

Flight Characteristics of a 1/4-Scale Model of the XFV-1 Airplane (TED No. NACA DE-378)

A l/4-scale dynamically similar model of the XFV-1 airplane has been flown in the Ames 40- by 80-foot wind tunnel, using the trailing flight-cable technique. This investigation was devoted to establishing the flight characteristics of the model in forward flight from hovering to wing stall, and in yawed flight (wing span alined with the relative wind) from hovering to the maximum speed at which controlled flight could be maintained. Landings, take-offs, and hovering characteristics in flights close to the ground were also investigated.. Since the remote control system for the model was rather complicated and provided artificial damping about the pitch, roll, and yaw axes, sufficient data from the control-system calibration tests are included in this report to specify the performance of the control system in relation to both the model flight tests and the design of an automatic control system for the full-scale airplane. The model in hovering flight appeared to be neutrally stable. The response of the model to the controls was very rapid, and it was always necessary to provide some amount of artificial damping to maintain control. The model could be landed with little difficulty by hovering approximately a foot above the floor and then cutting the power. Take-offs were more difficult to perform, primarily because the rate of change in power to the model motors was limited by the characteristics of the available power source. The model was,capable of controlled yawed flight at translational velocities up to and including 20 feet per second. The effectiveness of the controls decreased with increasing speed, however, and at 25 fps control in pitch, and probably roll, was lost completely. The model was flown in controlled forward flight from hovering up to 70 fps. During these flights the model appeared to be more difficult to control in yaw than it was in pitch or roll. The flights of the model were recorded by motion picture cameras. These motion pictures are available on loan from NACA Headquarters as a film supplement to this report.

Kelly, Mark W.↗

Aerodynamic characteristics at mach numbers from 2.5 to 3.5 of a canard bomber configuration designed for supersonic cruise flight

Resilts have been obtained from an investigation in the Langley Unitary Plan wind tunnel at Mach numbers from 2.5 to 3.5 of a canard-type configuration designed for supersonic cruise flight. Tests extended over an angle-of-attack range from about -4 deg to 11 deg and an angle-of-sideslip range from -4 deg to 6 deg. For the present tests, the results indicate that forebody deflection was an efficient means of providing a sizable positive pitching-moment shift with little or no increase in drag. The test configuration had a trimmed lift-drag ratio of approximately 6.0 at Mach numbers near 3.0 and at a Reynolds number of 2.52 X 10(exp 6). The configuration was both longitudinally and directionally stable. The lift-drag ratios are believed to be somewhat low in as much as the models used for the present tests had large-grain size transition strips fixed to the various surfaces and these strips added wave drag. Also, the model boundary-layer diverter is oversized with respect to a full-scale configuration and therefore contributes additional drag.

Carmel, M. M.↗

Boundary-Layer Transition on the N.A.C.A. 0012 and 23012 Airfoils in the 8-Foot High-Speed Wind Tunnel, Special Report

Determinations of boundary-layer transition on the NACA 0012 and 2301 airfoils were made in the 8-foot high-speed wind tunnel over a range of Reynolds Numbers from 1,600,000 to 16,800,000. The results are of particular significance as compared with flight tests and tests in wind tunnels of appreciable turbulence because of the extremely low turbulence in the high-speed tunnel. A comparison of the results obtained on NACA 0012 airfoils of 2-foot and 5-foot chord at the same Reynolds Number permitted an evaluation of the effect of compressibility on transition. The local skin friction along the surface of the NACA 0012 airfoil was measured at a Reynolds Number of 10,000,000. For all the lift coefficient at which tests were made, transition occurred in the region of estimated laminar separation at the low Reynolds Numbers and approach the point of minimum static pressure as a forward limit at the high Reynolds Numbers. The effect of compressibility on transition was slight. None of the usual parameters describing the local conditions in the boundary layer near the transition point served as an index for locating the transition point. As a consequence of the lower turbulence in the 8-foot high-speed tunnel, the transition points occurred consistently farther back along the chord than those measured in the NACA full-scale tunnel. An empirical relation for estimating the location of the transition point for conventional airfoils on the basis of static-pressure distribution and Reynolds Number is presented.

Becker, John V.↗

Studying Wind Loading on CSP Collectors to Improve Performance and Reliability

Electricity generation through Concentrating Solar-thermal Power (CSP) adds the advantage of thermal energy storage and heat production. CSP collector costs constitute nearly one-third of total plant costs. Managing wind loading, especially dynamic wind loading caused by the turbulent wind flow, is a significant design challenge. Traditional collector designs rely on wind tunnel experiments and numerical simulations, which do not fully capture dynamic effects. Here, we provide an overview of NREL's activities on wind loading on CSP collectors, aiming to improve their reliability and cost-efficiency. We present insights from field measurements at operational parabolic trough and power-tower CSP plants. Over two years, we measured turbulent wind fields and resulting structural loads in a parabolic trough plant, revealing wind, turbulence, and collector field interactions. Similar measurements are ongoing at the Crescent Dunes heliostat field. These campaigns show how atmospheric turbulence, wind direction, and collector orientation affect dynamic wind loading. Upwind collector structures can generate turbulent structures, causing fluctuating loads at downstream collectors, impacting fatigue lifetime and optical efficiency. Preliminary results indicate that interior collectors experience higher turning moments than those at the edges, suggesting higher drive wear. At Crescent Dunes, we use instrumented heliostats at the field's edge and interior to study the translation of turbulent wind to dynamic structural loads. The campaign is still ongoing, and we will present first findings. Another focus of our work is tying the experimental wind loading findings to optical performance of the collectors, using simulation tools. For example, we derive torsional errors of the parabolic troughs - the angular offset from the sun position along a collector row. This error is impacted by wind-induced mirror deformations. Future work will focus on continuing the measurement efforts and combining them with computational fluid dynamic simulations. By providing detailed field measurements and validated models, our efforts aim to enhance understanding of wind loading on CSP collectors, improving their structural integrity and optical performance.

CSP↗

A Supersonic/Hypersonic Aerodynamic Investigation of the Saturn 1B/Apollo Upper Stage

The static stability and axial force characteristics of an upper stage Saturn 1B/Apollo model were investigated in a series of wind tunnel tests at Mach numbers between 1. 93 and 8. 05. This report presents and analyzes the results of these small-scale studies. Test procedures and models are described, and consideration of boundary layer characteristics and violated modeling rules yields an assessment of the validity of the data. Four basic models provided evaluation of the basic launch vehicle characteristics, as well as the effects of two modes of mission abort and jettison of the launch escape system. The launch configuration experienced sudden, strong changes in stability derivatives and axial force coefficients near Mach 5. No similar changes were observed on the other configurations. Effects of Reynolds number, Mach number and boundary layer trips were obtained for each shape. The faired curves are believed to be valid for full-scale flight of the Saturn 1B/Apollo upper stage.

Source record↗

Wind tunnel buffet load measuring technique

Indirect force measurement technique estimates unsteady forces acting on elastic model during wind tunnel tests. Measurement of forces is practically insensitive to errors in aeroelastic scaling between model and full-scale structure, simplifying design, fabrication and dynamic calibration.

Chang, C. S.↗

Review of sonic-boom simulation devices and techniques.

Research on aircraft-generated sonic booms has led to the development of special techniques to generate controlled sonic-boom-type disturbances without the complications and expense of supersonic flight operations. This paper contains brief descriptions of several of these techniques along with the significant hardware items involved and indicates the advantages and disadvantages of each in research applications. Included are wind tunnels, ballistic ranges, spark discharges, piston phones, shock tubes, high-speed valve systems, and shaped explosive charges. Specialized applications include sonic-boom generation and propagation studies and the responses of structures, terrain, people, and animals. Situations for which simulators are applicable are shown to include both small-scale and large-scale laboratory tests and full-scale field tests. Although no one approach to simulation is ideal, the various techniques available generally complement each other to provide desired capability for a broad range of sonic-boom studies.

Edge, P. M., Jr.↗

Evaluation of an aeroelastic model technique for predicting airplane buffet loads

A wind-tunnel technique which makes use of a dynamically scaled aeroelastic model to predict full-scale airplane buffet loads during buffet boundary penetration is evaluated. A 1/8-scale flutter model of a fighter airplane with remotely controllable variable-sweep wings and trimming surfaces was used for the evaluation. The model was flown on a cable-mount system which permitted high lift forces comparable to those in maneuvering flight. Bending moments and accelerations due to buffet were measured on the flutter model and compared with those measured on the full-scale airplane in an independent flight buffet research study. It is concluded that the technique can provide valuable information on airplane buffet load characteristics not available from any other source except flight test.

Hanson, P. W.↗

Wind tunnel investigation of static longitudinal and lateral characteristics of a full scale mockup of a light single engine high wing airplane

The model was a full-scale mockup of a light single-engine high-wing monoplane. Tests were made over an angle-of-attack range of -4 deg to 24 deg and over a sideslip range of plus or minus 8 deg at thrust coefficients of 0, 0.14, and 0.30. Control effectiveness and hinge moments were taken on the aileron, elevator, and rudder for a full range of deflections. Downwash measurements at the tail were obtained for the range of thrust coefficient and flap deflection.

Greer, H. D.↗

Wind tunnel investigation of a large-scale semispan model with an unswept wing and an upper-surface blown jet flat

An investigation of the static longitudinal aerodynamic characteristics of a large-scale semispan model with an unswept wing and an upper-surface blown jet flap for lift augmentation was conducted in the Langley full-scale tunnel. The wing had an aspect ratio of 7.8 (3.9 for the semispan) and a simulated turbofan engine mounted ahead of and above the wing in a nacelle with a rectangular-exit nozzle. The flap system had three spanwise flap segments: (1) an inboard plain flap located behind the engine and having a large radius of curvature to provide a smooth upper surface to enhance the turning of the jet sheet, (2) a double-slotted midspan flap, and (3) a drooped aileron equipped with blowing boundary-layer control. The wing was also equipped with a full-span leading-edge Krueger flap with blowing boundary-layer control. In addition to the aerodynamic measurements, noise measurements were also included in the investigation for positions above and below the wing.

Smith, C. C., Jr.↗

The 727 airplane side inlet low-speed performance confirmation model test for refanned JT8D engines

The results of a low-speed wind tunnel test of a 0.3 scale model 727 airplane side inlet for JT8D-100 engines are presented. The objectives of the test were to develop lines for a full-scale flightworthy inlet, to evaluate inlet total pressure recovery and steady-state total pressure distortion, and to obtain model-scale distortion data which can be used in the assessment of the compatibility of the inlet with the JT8D-100 series engines. A secondary objective was to obtain internal/external cowl static pressures for the determination of nacelle loads. Two basic inlet models were tested at static, forward speed, angle-of-attack (inflow angle), and cross-wind conditions. One model was with and one without an acoustic ring. Two modifications to the models were also tested, one with the ring closer to the inlet throat and one with a larger lip. Test measurements consisted of inlet surface static pressure, engine face total pressure, inlet airflow, tunnel total pressure, tunnel total temperature and tunnel velocity. Total pressure traverses were taken directly behind the ring and strut. No dynamic measurements were taken.

Schuehle, A. L.↗

Large-scale V/STOL testing

Several facets of large-scale testing of V/STOL aircraft configurations are discussed with particular emphasis on test experience in the Ames 40- by 80-Foot Wind Tunnel. Examples of powered-lift test programs are presented in order to illustrate tradeoffs confronting the planner of V/STOL test programs. Large-scale V/STOL wind-tunnel testing can sometimes compete with small-scale testing in the effort required (overall test time) and program costs because of the possibility of conducting a number of different tests with a single large-scale model where several small-scale models would be required. The benefits of both high- or full-scale Reynolds numbers, more detailed configuration simulation, and number and type of onboard measurements are studied.

Koenig, D. G.↗

Preliminary lift and drag characteristics of the F-8 supercritical wing airplane

A flight research program is being conducted using a supercritical wing attached to a modified F-8 fuselage to demonstrate the potential benefits of the supercritical wing concept in a realistic cruise flight environment. One of the primary goals of the flight program is to determine the drag-divergence Mach number, that is, the Mach number at which the total vehicle drag increases significantly. Another objective of the program is to show how well wind-tunnel data can be used to predict the performance of a supercritical wing configuration in the transonic Mach number region from 0. 9 to 1. 0. Comparisons of this nature are important in view of the uncertainties in the present methods for extrapolating wind-tunnel-model data to flight Reynolds numbers, determining the effect of wall interference on the model results, and simulating the flow separation characteristics on the model wing to correspond to the large-scale wing. However, in comparing these wind-tunnel and flight results, it must be taken into account that this supercritical wing test configuration is of only intermediate scale und that a full-scale transport would have Reynolds numbers three to five times larger.

Jon S. Pyle↗

The Air Forces on a Model of the Sperry Messenger Airplane Without Propeller

This is a report on a scale effect research which was made in the variable-density wind tunnel of the National Advisory Committee for Aeronautics at the request of the Army Air Service. A 1/10 scale model of the sperry messenger airplane with USA-5 wings was tested without a propeller at various Reynolds numbers up to the full scale value. Two series of tests were: the first on the original model which was of the usual simplified construction, and the second on a modified model embodying a great amount of detail. The experimental results show that the scale effect is almost entirely confined to the drag. It was also found that the model should be geometrically similar to the full-scale airplane if the test data are to be directly applicable to full scale.

Munk, Max M↗