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At least 307 records · Page 17
All sourcesNASA NTRSDOE OSTI
NASA NTRS2019

Space Launch System Aeroacoustic Wind Tunnel Test Results

Characterization of accurate launch vehicle unsteady aerodynamics is critical for component and secondary structure vibroacoustic design. For the National Aeronautics and Space Administration (NASA) Space Launch System (SLS), aeroacoustic environments have been derived primarily through sub-scale wind tunnel testing. Both optical techniques and high frequency pressure measurements have been utilized across multiple testing facilities and numerous vehicle configurations to develop a range of preliminary and detailed environments. As the vehicle has matured and evolved, the data collected from each subsequent configuration has allowed for comparison studies which isolate the effects of certain outer mold line (OML) features on measured fluctuating pressure levels. This paper presents observations on some of those effects for features which include abort system protuberances, various fairings geometries, interstage flanges, and multibody interactions between a central core and fall away boosters. These features, and the flow conditions produced by them, are broadly applicable to many launch vehicle configurations.

Steva, Thomas B.↗
NASA NTRS2013

Supersonic Retropropulsion CFD Validation with Ames Unitary Plan Wind Tunnel Test Data

A validation study of Computational Fluid Dynamics (CFD) for Supersonic Retropropulsion (SRP) was conducted using three Navier-Stokes flow solvers (DPLR, FUN3D, and OVERFLOW). The study compared results from the CFD codes to each other and also to wind tunnel test data obtained in the NASA Ames Research Center 90 70 Unitary PlanWind Tunnel. Comparisons include surface pressure coefficient as well as unsteady plume effects, and cover a range of Mach numbers, levels of thrust, and angles of orientation. The comparisons show promising capability of CFD to simulate SRP, and best agreement with the tunnel data exists for the steadier cases of the 1-nozzle and high thrust 3-nozzle configurations.

Schauerhamer, Daniel G.↗
NASA NTRS1981

Curved-flow, rolling-flow, and oscillatory pure-yawing wind-tunnel test methods for determination of dynamic stability derivatives

The test capabilities of the Stability Wind Tunnel of the Virginia Polytechnic Institute and State University are described, and calibrations for curved and rolling flow techniques are given. Oscillatory snaking tests to determine pure yawing derivatives are considered. Representative aerodynamic data obtained for a current fighter configuration using the curved and rolling flow techniques are presented. The application of dynamic derivatives obtained in such tests to the analysis of airplane motions in general, and to high angle of attack flight conditions in particular, is discussed.

Chambers, J. R.↗
NASA NTRS1975

Wind tunnel test 0A113 of the 0.010-scale space shuttle orbiter model 51-0 in the calspan hypersonic shock tunnel (48-inch leg)

Results are presented of wind tunnel test conducted Hypersonic Shock Tunnel using a 0.010-scale 140A/B configuration orbiter model designated 51-0. The test objectives were: (1) to obtain force and moment data at various Mach numbers and Reynolds numbers from which viscous interaction effects on stability and control may be determined. (1) To provide flow visualization data from which the effects of control surface separation may be evaluated. and (3) To obtain pressure data in conjunction with force and moment data to assist in analyzing viscous interaction and flow separation effects. Data were obtained at angles-of-attack of 20 deg, 30 deg, 40 deg, and 50 deg. The Mach number range covered was from 10 to 16 and the viscous interaction parameter range was from 0.01 to 0.06.

Burrows, R. R.↗
NASA NTRS2012

Forced Oscillation Wind Tunnel Testing for FASER Flight Research Aircraft

As unmanned air vehicles (UAVs) continue to expand their flight envelopes into areas of high angular rate and high angle of attack, modeling the complex unsteady aerodynamics for simulation in these regimes has become more difficult using traditional methods. The goal of this experiment was to improve the current six degree-of-freedom aerodynamic model of a small UAV by replacing the analytically derived damping derivatives with experimentally derived values. The UAV is named the Free-flying Aircraft for Sub-scale Experimental Research, FASER, and was tested in the NASA Langley Research Center 12- Foot Low-Speed Tunnel. The forced oscillation wind tunnel test technique was used to measure damping in the roll and yaw axes. By imparting a variety of sinusoidal motions, the effects of non-dimensional angular rate and reduced frequency were examined over a large range of angle of attack and side-slip combinations. Tests were performed at angles of attack from -5 to 40 degrees, sideslip angles of -30 to 30 degrees, oscillation amplitudes from 5 to 30 degrees, and reduced frequencies from 0.010 to 0.133. Additionally, the effect of aileron or elevator deflection on the damping coefficients was examined. Comparisons are made of two different data reduction methods used to obtain the damping derivatives. The results show that the damping derivatives are mainly a function of angle of attack and have dependence on the non-dimensional rate and reduced frequency only in the stall/post-stall regime

Hoe, Garrison↗
NASA NTRS1980

Analysis of wind tunnel test results for a 9.39-per cent scale model of a VSTOL fighter/attack aircraft. Volume 2: Evaluation of prediction methodologies

An evaluation of current prediction methodologies to estimate the aerodynamic uncertainties identified for the E205 configuration is presented. This evaluation was accomplished by comparing predicted and wind tunnel test data in three major categories: untrimmed longitudinal aerodynamics; trimmed longitudinal aerodynamics; and lateral-directional aerodynamic characteristics.

Lummus, J. R.↗
NASA NTRS1973

Subsonic wind-tunnel tests of a trailing-cone device for calibrating aircraft static pressure systems

A trailing-cone device for calibrating aircraft static-pressure systems was tested in a transonic wind tunnel to investigate the pressure-sensing characteristics of the device including effects of several configuration changes. The tests were conducted at Mach numbers from 0.30 to 0.95 with Reynolds numbers from (0.9 x one million to 4.1 x one million per foot). The results of these tests indicated that the pressures sensed by the device changed slightly but consistently as the distance between the device pressure orifices and cone was varied from 4 to 10 cone diameters. Differences between such device-indicated pressures and free-stream static pressure were small, however, and corresponded to Mach number differences of less than 0.001 for device configurations with pressure orifices located 5 or 6 cone diameters ahead of the cone. Differences between device-indicated and free-stream static pressures were not greatly influenced by a protection skid at the downstream end of the pressure tube of the device nor by a 2-to-1 change in test Reynolds number.

Jordan, F. L., Jr.↗
NASA NTRS1986

Investigation of solid plume simulation criteria to produce flight plume effects on multibody configuration in wind tunnel tests

An investigation to determine the sensitivity of the space shuttle base and forebody aerodynamics to the size and shape of various solid plume simulators was conducted. Families of cones of varying angle and base diameter, at various axial positions behind a Space Shuttle launch vehicle model, were wind tunnel tested. This parametric evaluation yielded base pressure and force coefficient data which indicated that solid plume simulators are an inexpensive, quick method of approximating the effect of engine exhaust plumes on the base and forebody aerodynamics of future, complex multibody launch vehicles.

Frost, A. L.↗
NASA NTRS1961

STOL Characteristics of a Propeller-Driven, Aspect-Ratio-10, Straight-Wing Airplane with Boundary-Layer Control Flaps, as Estimated from Large-Scale Wind-Tunnel Tests

A study is presented of the improvements in take-off and landing distances possible with a conventional propeller-driven transport-type airplane when the available lift is increased by propeller slipstream effects and by very effective trailing-edge flaps and ailerons. This study is based on wind-tunnel tests of a 45-foot span, powered model, with BLC on the trailing-edge flaps and controls. The data were applied to an assumed airplane with four propellers and a wing loading of 50 pounds per square foot. Also included is an examination of the stability and control problems that may result in the landing and take-off speed range of such a vehicle. The results indicated that the landing and take-off distances could be more than halved by the use of highly effective flaps in combination with large amounts of engine power to augment lift (STOL). At the lowest speeds considered (about 50 knots), adequate longitudinal stability was obtained but the lateral and directional stability were unsatisfactory. At these low speeds, the conventional aerodynamic control surfaces may not be able to cope with the forces and moments produced by symmetric, as well as asymmetric, engine operation. This problem was alleviated by BLC applied to the control surfaces.

Weiberg, James A↗
NASA NTRS1982

Transonic wind tunnel test of a supersonic nozzle installation

The design of the propulsion system installation affects strongly the total drag and overall performance of an aircraft, and the concept, placement, and integration details of the exhaust nozzle are major considerations in the configuration definition. As part of the NASA Supersonic Cruise Research (SCR) program, a wind tunnel test program has been conducted to investigate exhaust nozzle-airframe interactions at transonic speeds. First phase testing is to establish guidelines for follow-on testing. A summary is provided of the results of first phase testing, taking into account the test approach, the effect of nozzle closure on aircraft aerodynamic characteristics, nozzle installation effects and nacelle interference drag, and an analytical study of the effects of nozzle closure on the aircraft.

Yetter, J. A.↗
NASA NTRSDate not supplied

Wind Tunnel Testing of AFC over a Deflected Aileron on the High-Lift Common Research Model

Active flow control (AFC) using discrete fluidic actuators distributed along the span, just upstream of the deflected aileron of the 10% scale high-lift version of the Common Research Model (CRM-HL), was evaluated during a wind tunnel test in the NASA Langley 14- by 22-Foot Subsonic Tunnel. For this set of experiments, a new outboard section was fabricated incorporating a deflectable aileron. Aileron deflection angles of 0, 7.5, 16, and 25 were investigated. This experimental investigation is in response to a recent study by Boeing potential to use AFC with a drooped aileron during takeoff to improve lift-to-drag ratio (L/D) by as much as 5%, depending on AFC mass flow rate. AFC is used at deflection angles above the nominal deflection of 7.5 to control the resulting flow separation that occurs and potentially improve L/D. Improvements in aircraft low-speed L/D can affect vehicle range and/or payload. Tuft flow visualization data, steady and unsteady surface pressure data, and force and moment data are used to compare the flowfields with and without AFC. Parameters varied include actuator momentum coefficient and aileron deflection angle. The surface pressure and tuft flow visualization results indicate that without AFC, the flow over a majority of the aileron upper surface is separated for aileron deflection angles larger than 7.5. When AFC is applied, the flow is reattached to the aileron. Force and moment results show that a local increase in lift leads to an increase in L/D of at least 3.5% using mass flow rates thought to be available from air sources onboard a commercial transport.

AFC↗
NASA NTRSDate not supplied

Wind Tunnel Testing of AFC over a Deflected Aileron on the High-Lift Common Research Model

Active flow control (AFC) using discrete fluidic actuators distributed along the span, just upstream of the deflected aileron of the 10% scale high-lift version of the Common Research Model (CRM-HL), was evaluated during a wind tunnel test in the NASA Langley 14- by 22-Foot Subsonic Tunnel. For this set of experiments, a new outboard section was fabricated incorporating a deflectable aileron. Aileron deflection angles of 0, 7.5, 16, and 25 were investigated. This experimental investigation is in response to a recent study by Boeing potential to use AFC with a drooped aileron during takeoff to improve lift-to-drag ratio (L/D) by as much as 5%, depending on AFC mass flow rate. AFC is used at deflection angles above the nominal deflection of 7.5 to control the resulting flow separation that occurs and potentially improve L/D. Improvements in aircraft low-speed L/D can affect vehicle range and/or payload. Tuft flow visualization data, steady and unsteady surface pressure data, and force and moment data are used to compare the flowfields with and without AFC. Parameters varied include actuator momentum coefficient and aileron deflection angle. The surface pressure and tuft flow visualization results indicate that without AFC, the flow over a majority of the aileron upper surface is separated for aileron deflection angles larger than 7.5. When AFC is applied, the flow is reattached to the aileron. Force and moment results show that a local increase in lift leads to an increase in L/D of at least 3.5% using mass flow rates thought to be available from air sources onboard a commercial transport.

AFC↗
NASA NTRS1973

Wind tunnel test of the 0.010-scale space shuttle integrated vehicle in the NASA-Ames 3.5 foot hypersonic wind tunnel (IA10)

Experimental aerodynamic investigations were conducted in the NASA Ames Research Center 3.5-Foot Hypersonic Wind Tunnel on a 0.010-scale model of the space shuttle vehicle orbiter and external tank (model no. 32 0T). The purpose of the test was to evaluate the basic hypersonic stability characteristics of the external tank and orbiter and to define orbiter plume effects on aero characteristics using solid plumes. The test was conducted at angles of attack from minus 10 deg to 30 deg and angles of sideslip of minus 10 deg thru 10 deg. Six component force data and static base pressures were recorded during the test.

Fitzgerald, F. F.↗
NASA NTRS1971

Advancement of proprotor technology. Task 2: Wind-tunnel test results

An advanced-design 25-foot-diameter flightworthy proprotor was tested in the NASA-Ames Large-Scale Wind Tunnel. These tests, have verified and confirmed the theory and design solutions developed as part of the Army Composite Aircraft Program. This report presents the test results and compares them with theoretical predictions. During performance tests, the results met or exceeded predictions. Hover thrust 15 percent greater than the predicted maximum was measured. In airplane mode, propulsive efficiencies (some of which exceeded 90 percent) agreed with theory.

Source record↗
NASA NTRS2008

Estimation of the Unsteady Aerodynamic Load on Space Shuttle External Tank Protuberances from a Component Wind Tunnel Test

At the wake of the Columbia (STS-107) accident it was decided to remove the Protuberance Aerodynamic Load (PAL) Ramp that was originally intended to protect various protuberances outside of the Space Shuttle External Tank from high buffet load induced by cross-flows at transonic speed. In order to establish the buffet load without the PAL ramp, a wind tunnel test was conducted where segments of the protuberances were instrumented with dynamic pressure transducers; and power-spectra of sectional lift and drag forces at various span-wise locations between two adjacent support brackets were measured under different cross flow angles, Mach number and other conditions. Additionally, frequency-dependent spatial correlations between the sectional forces were also established. The sectional forces were then adjusted by the correlation length to establish span-averaged spectra of normal and lateral forces that can be suitably "added" to various other unsteady forces encountered by the protuberance. This paper describes the methodology used for calculating the correlation-adjusted power spectrum of the buffet load. A second part of the paper describes wind-tunnel results on the difference in the buffet load on the protuberances with and without the PAL ramp. In general when the ramp height is the same as that of the protuberance height, such as that found on the liquid Oxygen part of the tank, the ramp is found to cause significant reduction of the unsteady aerodynamic load. However, on the liquid Hydrogen part of the tank, where the Oxygen feed-line is far larger in diameter than the height of the PAL ramp, little protection is found to be available to all but the Cable Tray.

Panda, J.↗