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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.

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All sourcesNASA NTRSDOE OSTI
NASA NTRS1992

The semi-discrete Galerkin finite element modelling of compressible viscous flow past an airfoil

A method is developed to solve the two-dimensional, steady, compressible, turbulent boundary-layer equations and is coupled to an existing Euler solver for attached transonic airfoil analysis problems. The boundary-layer formulation utilizes the semi-discrete Galerkin (SDG) method to model the spatial variable normal to the surface with linear finite elements and the time-like variable with finite differences. A Dorodnitsyn transformed system of equations is used to bound the infinite spatial domain thereby permitting the use of a uniform finite element grid which provides high resolution near the wall and automatically follows boundary-layer growth. The second-order accurate Crank-Nicholson scheme is applied along with a linearization method to take advantage of the parabolic nature of the boundary-layer equations and generate a non-iterative marching routine. The SDG code can be applied to any smoothly-connected airfoil shape without modification and can be coupled to any inviscid flow solver. In this analysis, a direct viscous-inviscid interaction is accomplished between the Euler and boundary-layer codes, through the application of a transpiration velocity boundary condition. Results are presented for compressible turbulent flow past NACA 0012 and RAE 2822 airfoils at various freestream Mach numbers, Reynolds numbers, and angles of attack. All results show good agreement with experiment, and the coupled code proved to be a computationally-efficient and accurate airfoil analysis tool.

Meade, Andrew J., Jr.↗
NASA NTRS1993

Semi-discrete Galerkin solution of the compressible boundary-layer equations with viscous-inviscid interaction

A semi-discrete Galerkin (SDG) method is under development to model attached, turbulent, and compressible boundary layers for transonic airfoil analysis problems. For the boundary-layer formulation the method models the spatial variable normal to the surface with linear finite elements and the time-like variable with finite differences. A Dorodnitsyn transformed system of equations is used to bound the infinite spatial domain thereby providing high resolution near the wall and permitting the use of a uniform finite element grid which automatically follows boundary-layer growth. The second-order accurate Crank-Nicholson scheme is applied along with a linearization method to take advantage of the parabolic nature of the boundary-layer equations and generate a non-iterative marching routine. The SDG code can be applied to any smoothly-connected airfoil shape without modification and can be coupled to any inviscid flow solver. In this analysis, a direct viscous-inviscid interaction is accomplished between the Euler and boundary-layer codes through the application of a transpiration velocity boundary condition. Results are presented for compressible turbulent flow past RAE 2822 and NACA 0012 airfoils at various freestream Mach numbers, Reynolds numbers, and angles of attack.

Day, Brad A.↗
NASA NTRS2002

Boundary Layer Transition on Slender Cones in Conventional and Low Disturbance Mach 6 Wind Tunnels

An experimental investigation was conducted on a 5-degree half-angle cone and a 5-degree half-angle flared cone in a conventional Mach 6 wind tunnel to examine the effects of facility noise on boundary layer transition. The influence of tunnel noise was inferred by comparing transition onset locations determined from the present test to that previously obtained in a Mach 6 low disturbance quiet tunnel. Together, the two sets of experiments are believed to represent the first direct comparison of transition onset between a conventional and a low disturbance wind tunnel using a common test model and transition detection technique. In the present conventional hypersonic tunnel experiment, separate measurements of heat transfer and adiabatic wall temperatures were obtained on the conical models at small angles of attack over a range of Reynolds numbers, which resulted in laminar, transitional, and turbulent flow. Smooth model turbulent heating distributions are compared to that obtained with transition forced via discrete surface roughness. The model nosetip radius was varied to examine the effects of bluntness on transition onset. Despite wall to total temperature differences between the transient heating measurements and the adiabatic wall temperature measurement, the two methods for determining sharp cone transition onset generally yielded equivalent locations. In the 'noisy' mode of the hypersonic low disturbance tunnel, transition onset occurred earlier than that measured in the conventional hypersonic tunnel, suggesting higher levels of freestream acoustic radiation relative to the conventional tunnel. At comparable freestream conditions, the transition onset Reynolds number under low disturbance conditions was a factor of 1.3 greater than that measured on flared cone in the LaRC conventional hypersonic tunnel and a factor of 1.6 greater that the flared cone run in the low disturbance tunnel run 'noisy'. Navier-Stokes mean flow computations and linear stability analysis were conducted to assess the experimental results and have indicated N factors associated with sharp flared cone transition onset to be approximately a factor of 2 lower than that inferred from the corresponding low disturbance tunnel measurements.

Horvath, Thomas J.↗
NASA NTRS2020

Evolution of an Atmospheric Kármán Vortex Street From High‐Resolution Satellite Winds: Guadalupe Island Case Study

Vortex streets formed in the stratocumulus‐capped wake of mountainous islands are the atmospheric analogues of the classic Kármán vortex street observed in laboratory flows past bluff bodies. The quantitative analysis of these mesoscale unsteady atmospheric flows has been hampered by the lack of satellite wind retrievals of sufficiently high spatial and temporal resolution. Taking advantage of the cutting‐edge Advanced Baseline Imager, we derived kilometer‐scale cloud‐motion winds at 5‐min frequency for a vortex street in the lee of Guadalupe Island imaged by Geostationary Operational Environmental Satellite‐16. Combined with Moderate Resolution Imaging Spectroradiometer data, the geostationary imagery also provided accurate stereo cloud‐top heights. The time series of geostationary winds, supplemented with snapshots of ocean surface winds from the Advanced Scatterometer, allowed us to capture the wake oscillations and measure vortex shedding dynamics. The retrievals revealed a markedly asymmetric vortex decay, with cyclonic eddies having larger peak vorticities than anticyclonic eddies at the same downstream location. Drawing on the vast knowledge accumulated about laboratory bluff body flows, we argue that the asymmetric island wake arises from the combined effects of Earth's rotation and Guadalupe's nonaxisymmetric shape resembling an inclined flat plate at low angle of attack. However, numerical simulations will need to establish whether or not the selective destabilization of the shallow atmospheric anticyclonic eddies is caused by the same mechanisms that destabilize the deep columnar anticyclones of laboratory flows, such as three‐dimensional vertical perturbations due to centrifugal or elliptical instabilities.

Horváth, Á.↗
NASA NTRS1995

Implementation of a Single-Stage-To-Orbit (SSTO) model for stability and control analysis

Three NASA centers: Marshall Space Flight Center (MSFC), Langley Research Center (LaRC), and Johnson Space Center (JSC) are currently involved in studying a family of single-stage- and two-stage-to-orbit (SSTO/TSTO) vehicles to serve as the next generation space transportation system (STS). A rocketed winged-body is the current focus. The configuration (WB001) is a vertically-launched, horizontally-landing system with circular cross-section. Preliminary aerodynamic data was generated by LaRC and is a combination of wind-tunnel data, empirical methods, and Aerodynamic Preliminary Analysis System-(APAS) generated values. JSC's efforts involve descent trajectory design, stability analysis, and flight control system synthesis. Analysis of WB001's static stability indicates instability in 'tuck' (C(sub mu) less than 0: Mach = 0.30, alpha greater than 3.25 deg; Mach = 0.60, alpha greater than 8.04), an unstable dihedral effects (C(sub l(beta)) greater than 0: Mach = 30,alpha less than 12 deg.; Mach = 0.60, alpha less than 10.00 deg.), and, most significantly, an unstable weathercock stability derivative, C(sub n(beta)), at all angles of attack and subsonic Mach numbers. Longitudinal trim solutions for Mach = 0.30 and 0.60 indicate flight path angle possibilities ranging from around 12 (M = 0.30) to slightly over 20 degrees at Mach = 0.60. Trim angles of attack increase from 6.24 at Mach 0.60 and 10,000 feet to 17.7 deg. at Mach 0.30, sea-level. Lateral trim was attempted for a design cross-wind of 25.0 knots. The current vehicle aerodynamic and geometric characteristics will only yield a lateral trim solution at impractical tip-fin deflections (approximately equal to 43 deg.) and bank angles (21 deg.). A study of the lateral control surfaces, tip-fin controllers for WB001, indicate increased surface area would help address these instabilities, particularly the deficiency in C(sub n(beta)), but obviously at the expense of increased vehicle weight. Growth factors of approximately 7 were determined using a design C(sub n(beta)) of 0.100/radian (approximate subsonic values for the orbiter).

Ingalls, Stephen A.↗
NASA NTRS1996

Differential Canard deflection for generation of yawing moment on the X-31 with and without the vertical tail

The feasibility of augmenting the available yaw control power on the X-31 through differential deflection of the canard surfaces was studied as well as the possibility of using differential canard control to stabilize the X-31 with its vertical tail removed. Wind-tunnel tests and the results of departure criteria and linear analysis showed the destabilizing effect of the reduction of the vertical tail on the X-31. Wind-tunnel testing also showed that differential canard deflection was capable of generating yawing moments of roughly the same magnitude as the thrust vectoring vanes currently in place on the X-31 in the post-stall regime. Analysis showed that the X-31 has sufficient aileron roll control power that with the addition of differential canard as a yaw controller, the wind-axis roll accelerations will remain limited by yaw control authority. It was demonstrated, however, that pitch authority may actually limit the maximum roll rate which can be sustained. A drop model flight test demonstrated that coordinated, wind axis rolls could be performed with roll rates as high as 50 deg/sec (full scale equivalent) at 50 deg angle of attack. Another drop model test was conducted to assess the effect of vertical tail reduction, and an analysis of using differential canard deflection to stabilize the tailless X-31 was performed. The results of six-degree-of-freedom, non-linear simulation tests were correlated with the drop model flights. Simulation studies then showed that the tailless X-31 could be controlled at angles of attack at or above 20 deg using differential canard as the only yaw controller.

Whiting, Matthew Robert↗
NASA NTRS1987

Study of lee-side flows over conically cambered delta wings at supersonic speeds, part 1

An experimental investigation was performed in which surface pressure data, flow visualization data, and force and moment data were obtained on four conical delta wing models which differed in leading-edge camber only. Wing leading-edge camber was achieved through a deflection of the outboard 30% of the local wind semispan of a reference 75 degrees swept flat delta wing. The four wing models have leading-edge deflection angles delta sub F of 0, 5, 10, and 15 degrees measured streamwise. Data for the wings with delta sub F = 10 and 15 degrees showed that hinge-line separation dominated the lee-side wing loading and prohibited the develpment of leading-edge separation on the deflected portion of wing leading edge. However, data for the wing with delta sub F = 5 degrees, a vortex was positioned on the deflected leading edge with reattachment at the hinge line. Flow visualization results were presented which detail the influence of Mach number, angle of attack, and camber on the lee-side flow characteristics of conically cambered delta wings. Analysis of photgraphic data identified the existence of 12 distinctive lee-side flow types. In general, the aerodynamic force and moment data correlated well with the pressure and flow visualization data.

Wood, Richard M.↗
NASA NTRS2016

Overview of the Space Launch System Ascent Aeroacoustic Environment Test Program

Characterization of accurate flight vehicle unsteady aerodynamics is critical for component and secondary structure vibroacoustic design. The Aerosciences Branch at the National Aeronautics and Space Administration (NASA) Marshall Space Flight Center has conducted a test at the NASA Ames Research Center (ARC) Unitary Plan Wind Tunnels (UPWT) to determine such ascent aeroacoustic environments for the Space Launch System (SLS). Surface static pressure measurements were also collected to aid in determination of local environments for venting, CFD substantiation, and calibration of the flush air data system located on the launch abort system. Additionally, this test supported a NASA Engineering and Safety Center study of alternate booster nose caps. Testing occurred during two test campaigns: August - September 2013 and December 2013 - January 2014. Four primary model configurations were tested for ascent aeroacoustic environment definition. The SLS Block 1 vehicle was represented by a 2.5% full stack model and a 4% truncated model. Preliminary Block 1B payload and manned configurations were also tested, using 2.5% full stack and 4% truncated models respectively. This test utilized the 11 x 11 foot transonic and 9 x 7 foot supersonic tunnel sections at the ARC UPWT to collect data from Mach 0.7 through 2.5 at various total angles of attack. SLS Block 1 design environments were developed primarily using these data. SLS Block 1B preliminary environments have also been prepared using these data. This paper discusses the test and analysis methodology utilized, with a focus on the unsteady data collection and processing.

Herron, Andrew J.↗
DOE OSTI2023

Airfoil Computational Fluid Dynamics - 9k shapes, 2 AoA's

This dataset contains aerodynamic quantities - including flow field values (momentum, energy, and vorticity) and summary values (coefficients of lift, drag, and momentum) - for 8,996 airfoil shapes, computed using the HAM2D CFD (computational fluid dynamics) model. The airfoil shapes were designed using the separable shape tensor parameterization that encodes two-dimensional shapes as elements of the Grassmann manifold. This data-driven approach learns two independent spaces of parameter from a collection of sample airfoils. The first captures large-scale, linear perturbations, and the second defines small-scale, higher-order perturbations. For this data, we used the G2Aero database of over 19,000 airfoil shapes to learn a parameter space that captured a wide array of shape characteristics. We fixed the linear deformations to be the mean over the database and sampled new shapes over a four-dimensional parameter space of higher-order perturbation. This sampling approaches allows for isolated analysis of non-linear airfoil shape deformations while holding other aspects (e.g., airfoil thickness) approximately constant. The aerodynamic quantities for the generated airfoil were obtained using the HAM2D code, which is a finite-volume Reynolds-averaged Navier-Stokes (RANS) flow solver. We employ a fifth-order WENO scheme for spatial reconstruction with Roe's flux difference scheme for inviscid flux and second-order central differencing for viscous flux. A preconditioned GMRES method is applied for implicit integration. The Spalart-Allmaras 1-eq turbulence model is used for the turbulence closure, and the Medida-Baeder 2-eq transition model is applied to account for the effects of laminar turbulent transition. The airfoil grid is generated with a total of 400 points on the airfoil surface, the initial wall-normal spacing of y+ = 1, and an outer boundary located at 300 chord lengths away from the wall. The CFD simulations are performed at a freestream Mach number of 0.1, Reynolds number of 9M, and at two angles of attack, 4 deg. and 12 deg. The simulations were performed using the Bridges-2 system at the Pittsburgh Supercomputing Center in February 2023 as part of the INTEGRATE project funded by the Advanced Research Projects Agency - Energy in the U.S. Department of Energy. The data was collected, reformatted, and preprocessed for this OEDI submission in July 2023 under the Foundational AI for Wind Energy project funded by the U.S. Department of Energy Wind Energy Technologies Office. This dataset is intended to serve as a benchmark against which new artificial intelligence (AI) or machine learning (ML) tools may be tested. Baseline AI/ML methods for analyzing this dataset have been implemented, and a link to their repository containing those models has been provided. The .h5 data file structure can be found in the GitHub Repository resource under explore_airfoil_9k_data.ipynb.

9k↗
NASA NTRS1987

Study of lee-side flows over conically cambered Delta wings at supersonic speeds, part 2

An experimental investigation was performed in which surface pressure data, flow visualization data, and force and moment data were obtained on four conical delta wing models which differed in leading edge camber only. Wing leading edge camber was achieved through a deflection of the outboard 30% of the local wing semispan of a reference 75 deg swept flat delta wing. The four wing models have leading edge deflection angles delta sub F of 0, 5, 10, and 15 deg measured streamwise. Data for the wings with delta sub F = 10 and 15 deg showed that hinge line separation dominated the lee-side wing loading and prohibited the development of leading edge separation on the deflected portion of wing leading edge. However, data for the wing with delta sub F = 5 deg showed that at an angle of attack of 5 deg, a vortex was positioned on the deflected leading edge with reattachment at the hinge line. Flow visualization results were presented which detail the influence of Mach number, angle of attack, and camber on the lee-side flow characteristics of conically cambered delta wings. Analysis of photographic data identified the existence of 12 distinctive lee-side flow types.

Wood, Richard M.↗
NASA NTRS1995

Control of unsteady separated flow associated with the dynamic stall of airfoils

An effort to understand and control the unsteady separated flow associated with the dynamic stall of airfoils was funded for three years through the NASA cooperative agreement program. As part of this effort a substantial data base was compiled detailing the effects various parameters have on the development of the dynamic stall flow field. Parameters studied include Mach number, pitch rate, and pitch history, as well as Reynolds number (through two different model chord lengths) and the condition of the boundary layer at the leading edge of the airfoil (through application of surface roughness). It was found for free stream Mach numbers as low as 0.4 that a region of supersonic flow forms on the leading edge of the suction surface of the airfoil at moderate angles of attack. The shocks which form in this supersonic region induce boundary-layer separation and advance the dynamic stall process. Under such conditions a supercritical airfoil profile is called for to produce a flow field having a weaker leading-edge pressure gradient and no leading-edge shocks. An airfoil having an adaptive-geometry, or dynamically deformable leading edge (DDLE), is under development as a unique active flow-control device. The DDLE, formed of carbon-fiber composite and fiberglass, can be flexed between a NACA 0012 profile and a supercritical profile in a controllable fashion while the airfoil is executing an angle-of-attack pitch-up maneuver. The dynamic stall data were recorded using point diffraction interferometry (PDI), a noninvasive measurement technique. A new high-speed cinematography system was developed for recording interferometric images. The system is capable of phase-locking with the pitching airfoil motion for real-time documentation of the development of the dynamic stall flow field. Computer-aided image analysis algorithms were developed for fast and accurate reduction of the images, improving interpretation of the results.

Wilder, M. C.↗
DOE OSTI2021

Multifractal Characterization of Distribution Synchrophasors for Cybersecurity Defense of Smart Grids

“Source ID Mix” spoofing emerged as a new type of cyber-attack on Distribution Synchrophasors (DS) where adversaries have the capability to swap the source information of DS without changing the measurement values. Accurate detection of such a highly-deceptive attack is a challenging task especially when the spoofing attack happens on short fragments of DS recorded within a relatively small geographical scale. Herein this letter proposes an effective approach to detect this cyber-attack by realizing the multifractal characteristics of DS measurements. First, the multifractal cross-correlation of DS measured at multiple intra-state locations is revealed. Then the derived correlation is integrated with weighted two-dimensional multifractal surface interpolation to reconstruct quasi high-resolution signals. Finally, informative location-specific signatures are extracted from the high-resolution DS and they are integrated with advanced machine learning techniques for source authentication. Experiments using the real-life DS are performed to verify the proposed method.

24 POWER TRANSMISSION AND DISTRIBUTION↗
NASA NTRS1994

Navier-Stokes, flight, and wind tunnel flow analysis for the F/A-18 aircraft

Computational analysis of flow over the F/A-18 aircraft is presented along with complementary data from both flight and wind tunnel experiments. The computational results are based on the three-dimensional thin-layer Navier-Stokes formulation and are obtained from an accurate surface representation of the fuselage, leading-edge extension (LEX), and the wing geometry. However, the constraints imposed by either the flow solver and/or the complexity associated with the flow-field grid generation required certain geometrical approximations to be implemented in the present numerical model. In particular, such constraints inspired the removal of the empennage and the blocking (fairing) of the inlet face. The results are computed for three different free-stream flow conditions and compared with flight test data of surface pressure coefficients, surface tuft flow, and off-surface vortical flow characteristics that included breakdown phenomena. Excellent surface pressure coefficient correlations, both in terms of magnitude and overall trend, are obtained on the forebody throughout the range of flow conditions. Reasonable pressure agreement was obtained over the LEX; the general correlation tends to improve at higher angles of attack. The surface tuft flow and the off-surface vortex flow structures compared qualitatively well with the flight test results. To evaluate the computational results, a wind tunnel investigation was conducted to determine the effects of existing configurational differences between the flight vehicle and the numerical model on aerodynamic characteristics. In most cases, the geometrical approximations made to the numerical model had very little effect on overall aerodynamic characteristics.

Ghaffari, Farhad↗
NASA NTRS1996

Numerical Study of Steady and Unsteady Canard-Wing-Body Aerodynamics

The use of canards in advanced aircraft for control and improved aerodynamic performance is a topic of continued interest and research. In addition to providing maneuver control and trim, the influence of canards on wing aerodynamics can often result in increased maximum lift and decreased trim drag. In many canard-configured aircraft, the main benefits of canards are realized during maneuver or other dynamic conditions. Therefore, the detailed study and understanding of canards requires the accurate prediction of the non-linear unsteady aerodynamics of such configurations. For close-coupled canards, the unsteady aerodynamic performance associated with the canard-wing interaction is of particular interest. The presence of a canard in close proximity to the wing results in a highly coupled canard-wing aerodynamic flowfield which can include downwash/upwash effects, vortex-vortex interactions and vortex-surface interactions. For unsteady conditions, these complexities of the canard-wing flowfield are further increased. The development and integration of advanced computational technologies provide for the time-accurate Navier-Stokes simulations of the steady and unsteady canard-wing-body flox,fields. Simulation, are performed for non-linear flight regimes at transonic Mach numbers and for a wide range of angles of attack. For the static configurations, the effects of canard positioning and fixed deflection angles on aerodynamic performance and canard-wing vortex interaction are considered. For non-static configurations, the analyses of the canard-wing body flowfield includes the unsteady aerodynamics associated with pitch-up ramp and pitch oscillatory motions of the entire geometry. The unsteady flowfield associated with moving canards which are typically used as primary control surfaces are considered as well. The steady and unsteady effects of the canard on surface pressure integrated forces and moments, and canard-wing vortex interaction are presented in detail including the effects of the canard on the static and dynamic stability characteristics. The current study provides an understanding of the steady and unsteady canard-wing-body flowfield. Emphasis is placed on the effects of the canard on aerodynamic performance as well as the detailed flow physics of the canard-wing flowfield interactions. The computational tools developed to accurately predict the time-accurate flowfield of moving canards provides for the capability of coupled fluids-controls simulations desired in the detailed design and analysis of advanced aircraft.

Eugene, L. Tu↗
NASA NTRS2022

Boundary Layer Instabilities Over a Cone-Cylinder-Flare Model at Mach 6

Computations are performed to investigate the boundary-layer instabilities over a sharp cone-cylinder-flare model at zero degrees angle of attack. The model geometry and the flow conditions are selected to match the experiments conducted in the Boeing/AFOSR Mach 6 Quiet Tunnel (BAM6QT) at Purdue University. The geometry consists of a nominally sharp 5-degree half-angle cone, followed by a cylindrical segment and then a 10-degree flare. An axisymmetric separation bubble is generated as a result of the laminar shock/boundary-layer interaction in the cylinder-flare region. The comparison of the laminar flow solution and the schlieren images shows a remarkable agreement between the respective locations of both the boundarylayer edge and the reattachment shock. The predicted heat flux distribution is also in agreement with the measured values downstream of the reattachment location. The analysis of convective and global instabilities is performed for flare half angles equal to 8, 10, and 12 degrees and nosetip radii equal to 0.1, 1, and 5 mm. The linear amplification of first and second Mack mode instabilities that begin to amplify in the cone region are computed with a combination of the parabolized stability equations (PSE) and the harmonic linearized Navier-Stokes equations (HLNSE). The predicted frequency spectra of the surface pressure fluctuations associated with both planar and oblique instability waves are compared with the measured spectra at the various locations of the PCB and Kulite sensors. The comparison shows that the computational analysis captures the distinct lobes within the disturbance amplification spectra measured in the experiments, but some differences in amplification characteristics are noted at low frequencies. Overall, the oblique disturbances are found to be more amplified than the planar disturbances. To our knowledge, this represents the first successful comparison between convective instability analysis and measured surface pressure fluctuations for a hypersonic configuration with a separation bubble. Finally, the global instability analysis shows that the laminar flow becomes supercritical for flare half angles larger than 8 degrees. The unstable global mode for the experimental configuration of a 10 degrees flare and a sharp nosetip cone corresponds to a stationary three-dimensional disturbance that is concentrated in the recirculation region and achieves its maximum growth rate for an azimuthal wavenumber of 5.

Hydrodynamic instability↗
NASA NTRS1990

Application of a patched-grid algorithm to the F/A-18 forebody-leading-edge extension configuration

A patched-grid algorithm for the analysis of complex configurations with an implicit, upwind-biased Navier-Stokes solver is presented. Results from both a spatial-flux and a time-flux conservation approach to patching across zonal boundaries are presented. A generalized coordinate transformation with a biquadratic geometric element is used at the zonal interface in order to treat highly stretched viscous grids and arbitrarily shaped zonal boundaries. Applications are made to the F/A-18 forebody-Ieading-edge extension configuration at subsonic, high-alpha conditions. Computed surface flow patterns compare well with ground-based and flight-test results; the large effect of Reynolds number on the forebody flowfield is shown.

Leading edge extension↗
NASA NTRS2007

Mars Science Laboratory Entry Capsule Aerothermodynamics and Thermal Protection System

The Mars Science Laboratory (MSL) spacecraft is being designed to carry a large rover (greater than 800 kg) to the surface of Mars using a blunt-body entry capsule as the primary decelerator. The spacecraft is being designed for launch in 2009 and arrival at Mars in 2010. The combination of large mass and diameter with non-zero angle-of-attack for MSL will result in unprecedented convective heating environments caused by turbulence prior to peak heating. Navier-Stokes computations predict a large turbulent heating augmentation for which there are no supporting flight data1 and little ground data for validation. Consequently, an extensive experimental program has been established specifically for MSL to understand the level of turbulent augmentation expected in flight. The experimental data support the prediction of turbulent transition and have also uncovered phenomena that cannot be replicated with available computational methods. The result is that the flight aeroheating environments predictions must include larger uncertainties than are typically used for a Mars entry capsule. Finally, the thermal protection system (TPS) being used for MSL has not been flown at the heat flux, pressure, and shear stress combinations expected in flight, so a test program has been established to obtain conditions relevant to flight. This paper summarizes the aerothermodynamic definition analysis and TPS development, focusing on the challenges that are unique to MSL.

Edquist, Karl T.↗
NASA NTRS1989

A Patched-Grid Algorithm for Complex Configurations Directed Towards the F/A-18 Aircraft

A patched-grid algorithm for the analysis of complex configurations with an implicit, upwind-biased Navier-Stokes solver is presented. Results from both a spatial-flux and a time-flux conservation approach to patching across zonal boundaries are presented. A generalized coordinate transformation with a biquadratic geometric element is used at the zonal interface in order to treat highly stretched viscous grids and arbitrarily-shaped zonal boundaries. Applications are made to the F-18 forebody-strake configuration at subsonic, high-alpha conditions. Computed surface flow patterns compare well with ground-based and flight-test results; the large effect of Reynolds number on the forebody flow-field is shown.

High alpha research vehicle↗