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At least 37 records · Page 2

Aerodynamic Characteristics at Mach Numbers from 2.5 to 3.5 of a Canard Bomber Configuration Designed for Supersonic Cruise Flight

Results 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 inasmuch 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, Melvin R

Supersonic Retropropulsion Experimental Results from the NASA Ames 9- x 7-Foot Supersonic Wind Tunnel

Supersonic retropropulsion was experimentally examined in the Ames Research Center 9x7-Foot Supersonic Wind Tunnel at Mach 1.8 and 2.4. The experimental model, previously designed for and tested in the Langley Research Center Unitary Plan Wind Tunnel at Mach 2.4, 3.5 and 4.6, was a 5-in diameter 70-deg sphere-cone forebody with a 9.55-in long cylindrical aftbody. The forebody was designed to accommodate up to four 4:1 area ratio nozzles, one on the model centerline and the other three on the half radius spaced 120-deg apart. Surface pressure and flow visualization were the primary measurements, including high-speed data to investigate the dynamics of the interactions between the bow and nozzle shocks. Three blowing configurations were tested with thrust coefficients up to 10 and angles of attack up to 20-deg. Preliminary results and observations from the test are provided

Berry, Scott A.

A computational study of incipient leading-edge separation on a 65-deg delta wing at M = 1.60

A computational study on a 65-deg delta wing at a freestream Mach number of 1.60 has been conducted by obtaining conical Reynolds-averaged Navier-Stokes solutions on a parametric series of geometries which varied in leading-edge radius and/or circular-arc camber. The computational results showed that increasing leading-edge radius or camber can delay the onset of leading-edge separation on the leeside of a delta wing at a specific angle of attack. Reynolds number was varied from 1 x 10 to the 6th to 5 x 10 to the 6th for a turbulent boundary-layer and was shown to have a minor effect on the effectiveness of leading-edge radius and/or camber in delaying the onset of leading-edge separation. Both laminar and turbulent boundary-layer models were investigated at a Reynolds number of 1 x 10 to the 6th, and the predicted flow pattern was found to change from attached flow for the turbulent boundary-layer model to separated flow for the laminar boundary-layer model. Based upon these results, three wind-tunnel models have been designed to be tested in the Langley Unitary Plan Wind Tunnel.

Mcmillin, S. Naomi

Supersonic Aftbody Closure Wind-Tunnel Testing, Data Analysis, and Computational Results

This paper reports on the model, test, and results from the Langley Supersonic Aftbody Closure wind tunnel test. This project is an experimental evaluation of the 1.5% Technology Concept Aircraft (TCA) aftbody closure model (Model 23) in the Langley Unitary Plan Wind Tunnel. The baseline TCA design is the result of a multidisciplinary, multipoint optimization process and was developed using linear design and analysis methods, supplemented with Euler and Navier-Stokes numerical methods. After a thorough design review, it was decided to use an upswept blade attached to the forebody as the mounting system. Structural concerns dictated that a wingtip support system would not be feasible. Only the aftbody part of the model is metric. The metric break was chosen to be at the fuselage station where prior aft-sting supported models had been truncated. Model 23 is thus a modified version of Model 20. The wing strongback, flap parts, and nacelles from Model 20 were used, whereas new aftbodies, a common forebody, and some new tails were fabricated. In summary, significant differences in longitudinal and direction stability and control characteristics between the ABF and ABB aftbody geometries were measured. Correcting the experimental data obtained for the TCA configuration with the flared aftbody to the representative of the baseline TCA closed aftbody will result in a significant reduction in longitudinal stability, a moderate reduction in stabilizer effectiveness and directional stability, and a moderate to significant reduction in rudder effectiveness. These reductions in the stability and control effectiveness levels of the baseline TCA closed aftbody are attributed to the reduction in carry-over area.

Allen, Jerry

Effects of leading edge sweep angle and design lift coefficient on performance of a modified arrow wing at a design Mach number of 2.6

Wing models were tested in the high-speed section of the Langley Unitary Plan wind tunnel to study the effects of the leading-edge sweep angle and the design lift coefficient on aerodynamic performance and efficiency. The models had leading-edge sweep angles of 69.44 deg, 72.65 deg, and 75.96 deg which correspond to values of the design Mach-number-sweep-angle parameter (beta cotangent A) sub DES of 0.6, 0.75, and 0.9, respectively. For each sweep angle, camber surfaces having design lift coefficients of 0,0.08, and 0.12 at a design Mach number of 2.6 were generated. The wind-tunnel tests were conducted at Mach numbers of 2.3, 2.6, and 2.96 with a stagnation temperature of 338.7 K (150 F) and a Reynolds number per meter of 9.843 times 10 to the 6th power. The results of the tests showed that only a moderate sweeping of the wing leading edge aft of the Mach line along with a small-to-moderate amount of camber and twist was needed to significantly improve the zero-lift (flat camber surface) wing performance and efficiency.

Mack, R. J.

A Computational/Experimental Study of Two Optimized Supersonic Transport Designs and the Reference H Baseline

Two supersonic transport configurations designed by use of non-linear aerodynamic optimization methods are compared with a linearly designed baseline configuration. One optimized configuration, designated Ames 7-04, was designed at NASA Ames Research Center using an Euler flow solver, and the other, designated Boeing W27, was designed at Boeing using a full-potential method. The two optimized configurations and the baseline were tested in the NASA Langley Unitary Plan Supersonic Wind Tunnel to evaluate the non-linear design optimization methodologies. In addition, the experimental results are compared with computational predictions for each of the three configurations from the Enter flow solver, AIRPLANE. The computational and experimental results both indicate moderate to substantial performance gains for the optimized configurations over the baseline configuration. The computed performance changes with and without diverters and nacelles were in excellent agreement with experiment for all three models. Comparisons of the computational and experimental cruise drag increments for the optimized configurations relative to the baseline show excellent agreement for the model designed by the Euler method, but poorer comparisons were found for the configuration designed by the full-potential code.

Cliff, Susan E.

ARES I Aerodynamic Testing at the NASA Langley Unitary Plan Wind Tunnel

Small-scale force and moment and pressure models based on the outer mold lines of the Ares I design analysis cycle crew launch vehicle were tested in the NASA Langley Research Center Unitary Plan Wind Tunnel from May 2006 to September 2009. The test objectives were to establish supersonic ascent aerodynamic databases and to obtain force and moment, surface pressure, and longitudinal line-load distributions for comparison to computational predictions. Test data were obtained at low through high supersonic Mach numbers for ranges of the Reynolds number, angle of attack, and roll angle. This paper focuses on (1) the sensitivity of the supersonic aerodynamic characteristics to selected protuberances, outer mold line changes, and wind tunnel boundary layer transition techniques, (2) comparisons of experimental data to computational predictions, and (3) data reproducibility. The experimental data obtained in the Unitary Plan Wind Tunnel captured the effects of evolutionary changes to the Ares I crew launch vehicle, exhibited good agreement with predictions, and displayed satisfactory within-test and tunnel-to-tunnel data reproducibility.

Erickson, Gary E.

Retroreflective Background Oriented Schlieren Imaging Results from the NASA Plume/Shock Interaction Test

In support of NASA's Commercial Supersonics Technology (CST) project, a test was conducted in the 9-by-7 ft. supersonic section of the NASA Ames Unitary Plan Wind Tunnel (UPWT). The tests were designed to study the interaction of shocks with a supersonic jet characteristic of those that may occur on a commercial supersonic aircraft. Multiple shock generating geometries were tested to examine the interaction dynamics as they pertain to sonic boom mitigation. An integral part of the analyses of these interactions are the interpretation of the data generated from the retroreflective Background Oriented Schlieren (RBOS) imaging technique employed for this test. The regularization- based optical flow methodology used to generate these data is described. Sample results are compared to those using normalized cross-correlation. The reduced noise, additional feature detail, and fewer false artifacts provided by the optical flow technique produced clearer time-averaged images, allowing for better interpretation of the underlying flow phenomena. These images, coupled with pressure signatures in the near field, are used to provide an overview of the detailed interaction flowfields.

optical flow

LAVA CFD Analysis of the Check Standard Model within the Langley Unitary Plan Wind Tunnel

This paper is part of an e ort to assess the current capability of Computational Fluid Dynamics (CFD) to accurately predict the experimental forces and base pressure on the Check Standard Model (CSM). The wind tunnel data for this model is gathered during annual monitoring of test-to-test repeatability for the Langley Unitary Plan Wind Tunnel (LUPWT). A blind database designed to help quantify the uncertainty of simulating LUPWT for the CSM repeatability tests was run using the Launch, Ascent and Vehicle Aerodynamics (LAVA) CFD code. The Reynolds-averaged Navier-Stokes equations were used for the predictions presented in the paper. Prior to running the database, best practices were established both for simulating and characterizing the ow of the high-speed legof the LUPWT where the test took place, as well the CSM when inserted within its test section.

ARMD

Model Design and Pre-Test CFD Analysis for a Supersonic Retropropulsion Wind Tunnel Test

Future Mars human lander missions will require using powered descent beginning at supersonic conditions, something which has never been done before at Mars. Significant aerosciences challenges exist due to interactions between the retrorocket exhaust plumes and the freestream flow that alter the aerodynamic behavior of the powered descent vehicle. Historically, wind tunnel tests have been used to study supersonic retropropulsion with inert gas exhaust simulants. Also, SpaceX has successfully decelerated the Falcon 9 first stage numerous times by using powered flight at supersonic conditions. On the computational side, Reynolds-Averaged Navier-Stokes flowfield simulations are regularly completed at full-scale conditions. However, the available ground and flight data do not provide a basis for calibrating the computational uncertainties for aerodynamic interference forces and moments on proposed Mars descent vehicles, either because of insufficient data or dissimilar vehicles geometries and/or conditions. Thus, additional ground testing is needed to continue addressing the aerosciences risks for large-scale human Mars landers. To that end, a retropropulsion wind tunnel test will be conducted in the NASA Langley Unitary Plan Wind Tunnel in 2020. The test is designed to improve upon similar past tests, both in terms of model design and measured data. The test campaign will use subscale model geometries derived from the two current NASA powered descent reference vehicles: a blunt low lift-to-drag vehicle and a more slender geometry. This paper covers the reference vehicles, test objectives, model design, scaling parameters, test matrix, and computational analysis to date.

Karl T Edquist

Study of optical techniques for the Ames unitary wind tunnel, part 7

A summary of optical techniques for the Ames Unitary Plan wind tunnels are discussed. Six optical techniques were studied: Schlieren, light sheet and laser vapor screen, angle of attack, model deformation, infrared imagery, and digital image processing. The study includes surveys and reviews of wind tunnel optical techniques, some conceptual designs, and recommendations for use of optical methods in the Ames Unitary Plan wind tunnels. Particular emphasis was placed on searching for systems developed for wind tunnel use and on commercial systems which could be readily adapted for wind tunnels. This final report is to summarize the major results and recommendations.

Lee, George

Supersonic aerodynamic characteristics of a variable-geometry spacecraft designed for high hypersonic performance

An investigation was made in the high Mach number test section of the Langley Unitary Plan wind tunnel on a variable-geometry high hypersonic performance spacecraft concept at Mach numbers from 2.30 to 4.63. The basic lifting body is designed for hypersonic lift-drag ratio near 3.0. The variable-geometry feature is a single-pivot two-position high wing which is deployed at subsonic speeds to improve vehicle landing characteristics. For the present investigation the wing was maintained in a stowed position, and the effects of horizontal stabilizer dihedral, elevon control effectiveness, and the addition of either a conventional single vertical tail or dorsal-fin-type vertical stabilizers on the longitudinal and lateral-directional stability and control characteristics were studied.

Spencer, B., Jr.

Supersonic dynamic stability characteristics of the test technique demonstrator NASP configuration

Wind tunnel tests of a National Aero-Space Plane (NASP) configuration were conducted in both test sections of the Langley Unitary Plan Wind Tunnel. The model used is a Langley designed blended body NASP configuration. Dynamic stability characteristics were measured on this configuration at Mach numbers of 2.0, 2.5, 3.5, and 4.5. In addition to tests of the baseline configuration, component buildup tests were conducted. The test results show that the baseline configuration generally has positive damping about all three axes with only isolated exceptions. In addition, there was generally good agreement between the in-pulse dynamic parameters and the corresponding static data which were measured during another series of tests in the Unitary Plan Wind Tunnel. Also included are comparisons of the experimental damping parameters with results from the engineering predictive code APAS (Aerodynamic Preliminary Analysis System). These comparisons show good agreement at low angles of attack; however, the comparisons are generally not as good at the higher angles of attack.

Dress, David A.

Application of Doppler Global Velocimetry to Supersonic Flows

The design and implementation of Doppler Global Velocimetry (DGV) for testing in the Langley Unitary Plan Wind Tunnel is presented. The discussion begins by outlining the characteristics of the tunnel and the test environment, with potential problem areas highlighted. Modifications to the optical system design to implement solutions for these problems are described. Since this tunnel entry was the first ever use of DGV in a supersonic wind tunnel, the test series was divided into three phases, each with its own goal. Phase I determined if condensation provided sufficient scattered light for DGV applications. Phase II studied particle lag by measuring the flow about an oblique shock above an inclined flat plate. Phase III investigated the supersonic vortical flow field above a 75-degree delta wing at 24-degrees angle of attack. Example results from these tests are presented.

Meyers, James F.

Automated Design of Quantum Circuits

In order to design a quantum circuit that performs a desired quantum computation, it is necessary to find a decomposition of the unitary matrix that represents that computation in terms of a sequence of quantum gate operations. To date, such designs have either been found by hand or by exhaustive enumeration of all possible circuit topologies. In this paper we propose an automated approach to quantum circuit design using search heuristics based on principles abstracted from evolutionary genetics, i.e. using a genetic programming algorithm adapted specially for this problem. We demonstrate the method on the task of discovering quantum circuit designs for quantum teleportation. We show that to find a given known circuit design (one which was hand-crafted by a human), the method considers roughly an order of magnitude fewer designs than naive enumeration. In addition, the method finds novel circuit designs superior to those previously known.

Williams, Colin P.

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

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.

Shrout, Barrett L.

Flexible Multiplexed Surface Temperature Sensor

Unitary array of sensors measures temperatures at points distributed over designated area on surface. Useful in measuring surface temperatures of aerodynamic models and thermally controlled objects. Made of combination of integrated-circuit microchips and film circuitry. Temperature-sensing chips scanned at speeds approaching 10 kHz. Operating range minus 40 degrees C to 120 degrees C. Flexibility of array conforms to curved surfaces. Multiplexer eliminates numerous monitoring cables. Control of acquisition and recording of data effected by connecting array to microcomputers via suitable interface circuitry.

Daryabeigi, Kamran

Electromagnetically Clean Solar Arrays

The term 'electromagnetically clean solar array' ('EMCSA') refers to a panel that contains a planar array of solar photovoltaic cells and that, in comparison with a functionally equivalent solar-array panel of a type heretofore used on spacecraft, (1) exhibits less electromagnetic interferences to and from other nearby electrical and electronic equipment and (2) can be manufactured at lower cost. The reduction of electromagnetic interferences is effected through a combination of (1) electrically conductive, electrically grounded shielding and (2) reduction of areas of current loops (in order to reduce magnetic moments). The reduction of cost is effected by designing the array to be fabricated as a more nearly unitary structure, using fewer components and fewer process steps. Although EMCSAs were conceived primarily for use on spacecraft they are also potentially advantageous for terrestrial applications in which there are requirements to limit electromagnetic interference. In a conventional solar panel of the type meant to be supplanted by an EMCSA panel, the wiring is normally located on the back side, separated from the cells, thereby giving rise to current loops having significant areas and, consequently, significant magnetic moments. Current-loop geometries are chosen in an effort to balance opposing magnetic moments to limit far-0field magnetic interactions, but the relatively large distances separating current loops makes full cancellation of magnetic fields problematic. The panel is assembled from bare photovoltaic cells by means of multiple sensitive process steps that contribute significantly to cost, especially if electomagnetic cleanliness is desired. The steps include applying a cover glass and electrical-interconnect-cell (CIC) sub-assemble, connecting the CIC subassemblies into strings of series-connected cells, laying down and adhesively bonding the strings onto a panel structure that has been made in a separate multi-step process, and mounting the wiring on the back of the panel. Each step increases the potential for occurrence of latent defects, loss of process control, and attrition of components. An EMCSA panel includes an integral cover made from a transparent material. The silicone cover supplants the individual cover glasses on the cells and serves as an additional unitary structural support that offers the advantage, relative to glass, of the robust, forgiving nature of the silcone material. The cover contains pockets that hold the solar cells in place during the lamination process. The cover is coated with indium tin oxide to make its surface electrically conductive, so that it serves as a contiguous, electrically grounded shield over the entire panel surface. The cells are mounted in proximity to metallic printed wiring. The painted-wiring layer comprises metal-film traces on a sheet of Kapton (or equivalent) polyimide. The traces include contact pads on one side of the sheet for interconnecting the cells. Return leads are on the opposite side of the sheet, positioned to form the return currents substantially as mirror images of, and in proximity to, the cell sheet currents, thereby minimizing magnetic moments. The printed-wiring arrangement mimics the back-wiring arrangement of conventional solar arrays, but the current-loop areas and the resulting magnetic moments are much smaller because the return-current paths are much closer to the solar-cell sheet currents. The contact pads are prepared with solder fo electrical and mechanical bonding to the cells. The pocketed cover/shield, the solar cells, the printed-wiring layer, an electrical bonding agent, a mechanical-bonding agent, a composite structural front-side face sheet, an aluminum honeycomb core, and a composite back-side face sheet are all assembled, then contact pads are soldered to the cells and the agents are cured in a single lamination process.

Stem, Theodore G.