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Tests were conducted for an air-water flow through two sudden contractions aboard the NASA DC-9 low gravity aircraft. Flow rate, residual accelerations, void fraction, film thickness, and pressure drop data were recorded and flow visualization at 250 images per second were recorded. Some preliminary results based on the flow visualization data are presented for bubbly, slug and annular flow.
Optical flow visualization techniques such as schlieren and shadowgraph photography are essential to understanding fluid flow when interpreting acquired wind tunnel test data. Output of the standard implementations of these visualization techniques in test facilities are often limited only to qualitative interpretation of the resulting images. Although various quantitative optical techniques have been developed, these techniques often require special equipment or are focused on obtaining very precise and accurate data about the visualized flow. These systems are not practical in small, production wind tunnel test facilities. However, high-speed photography capability has become a common upgrade to many test facilities in order to better capture images of unsteady flow phenomena such as oscillating shocks and flow separation. This paper describes novel techniques utilized by the authors to analyze captured high-speed schlieren and shadowgraph imagery from wind tunnel testing for quantification of observed unsteady flow frequency content. Such techniques have applications in parametric geometry studies and in small facilities where more specialized equipment may not be available.
The separation and reattachment of a large-scale, two-dimensional turbulent boundary layer at low subsonic speed on a flat plate has been studied experimentally. The separation bubble was 55 cm long and had a maximum bubble thickness, measured to the height of the mean dividing streamline, of 17 cm, which was twice the thickness of the inlet boundary layer. A combination of laser velocimetry, hot-wire anemometry, pneumatic probing techniques, and flow visualization were used as diagnostics. Principal findings were that an outer inviscid rotational flow was defined which essentially convected over the blockage associated with the inner, viscously dominated bubble recirculation region. A strong backflow region in which the flow moved upstream 100 percent of the time was measured near the test surface over the central 35 percent of the bubble. A laminar backflow boundary layer having pseudo-turbulent characteristics including a log-linear velocity profile was generated under the highly turbulent backflow. Velocity profile shapes in the reversed flow region matched a previously developed universal backflow profile at the upstream edge of the separation region but not in the steady backflow region downstream. A smoke flow visualization movie and hot-film measurements revealed low frequency nonperiodic flapping at reattachment. However, forward flow fraction data at reattachment and mean velocity profiles in the redeveloping boundary layer downstream of reattachment correlated with backward-facing step data when the axial dimension was scaled by the distance from the maximum bubble thickness to reattachment.
Flow visualization information and time dependent pressure coefficients were recorded for the flow over a two-element wing. The investigation focused on the stall onset; particularly at a condition where the flow is attached on the main element but separated on the flap. At this condition, spanwise separation cells were visible in the flow over the flap, and time dependent pressure data was measured along the centerline of the separation cell. The flow visualizations indicated that the spanwise occurrence of the separation cells depends on the flap (and not wing) aspect ratio.
Water vortex flow visualization to investigate flow stability and patterns in radial outflow vortices
Computed solutions of the time-dependent, Reynolds-averaged Navier-Stokes equations for three dimensional flows having thin shear layers are analyzed using topological concepts. Specific examples include the transonic flow over a body of revolution with conical afterbody at moderate angles of incidence to the free stream. Experimental flow-visualization techniques are simulated graphically to visualize the computed flow. Scalar and vector fluid dynamics properties such as pressure, shear stress, and vorticity on the body surface are presented as topological maps, and their relationship to one another in terms of orientation and singular points is discussed. The extrapolation from these surface topologies toward the understanding of external flow-field behavior is and demonstrated.
Computed solutions of the time-dependent, Reynolds-averaged Navier-Stokes equations for three-dimensional flows having thin shear layers are analyzed, using topological concepts. Specific examples include the transonic flow over a body of revolution with conical afterbody at moderate angles of incidence to the free stream. Experimental flow-visualization techniques are simulated graphically to visualize the computed flow. Scalar and vector fluid dynamic properties, such as pressure, shear stress, and vorticity on the body surface, are presented as topological maps, and their relationship to one another in terms of orientation and singular points is discussed. The extrapolation from these surface topologies toward the understanding of external flow-field behavior is discussed and demonstrated.
A low-speed flight investigation has provided total force and moment coefficients and aeroelastic effects for the AD-1 oblique-wing research airplane. The results were interpreted and compared with predictions that were based on wind tunnel data. An assessment has been made of the aeroelastic wing bending design criteria. Lateral-directional trim requirements caused by asymmetry were determined. At angles of attack near stall, flow visualization indicated viscous flow separation and spanwise vortex flow. These effects were also apparent in the force and moment data.
An experimental investigation of thermocapillary flow in droplets of a vegetable oil (partially hydrogenated soybean oil) immersed in silicone oil was conducted in a test cell with a heated top wall and a cooled bottom wall. The liquids are nearly immiscible and have equal densities at a temperature below the room temperature, thus providing a simulation of low-gravity conditions by reducing the buoyancy forces. The interfacial tension between the two oils was measured in the temperature range 20 to 50 C using a capillary tube and (d sigma)/(d T) was determined to be negative. Droplets ranging in sizes from 3 mm to 1 cm diameter were injected into the silicone oil. The vertical temperature profile in the bulk liquid (silicone oil) produces temperature variations along the interface which induce variations in the interfacial tension. The flow inside the droplet driven by the resulting interfacial shear stresses was observed using a laser light-sheet flow visualization technique. The flow direction is consistent with the sign of (d sigma)/(d T). The observed maximum surface velocities are compared to the theoretical predictions of Young et al. (1959).
An experimental investigation of thermocapillary flow in droplets of a vegetable oil (partially hydrogenated soybean oil) immersed in silicone oil was conducted in a test cell with a heated top wall and a cooled bottom wall. The liquids are nearly immiscible and have equal densities at a temperature below the room temperature, thus providing a simulation of low-gravity conditions by reducing the buoyancy forces. The interfacial tension between the two oils was measured in the temperature range 20 to 50 C using a capillary tube and (d sigma)/(d T) was determined to be negative. Droplets ranging in sizes from 3 mm to 1 cm diameter were injected into the silicone oil. The vertical temperature profile in the bulk liquid (silicone oil) produces temperature variations along the interface which induce variations in the interfacial tension. The flow inside the droplet driven by the resulting interfacial shear stresses was observed using a laser light-sheet flow visualization technique. The flow direction is consistent with the sign of (d sigma)/(d T). The observed maximum surface velocities are compared to the theoretical predictions of Young et al. (1959).
Studies of supersonic mixing which were accomplished over the last year with Center for Turbulence Research (CTR) support are described. During this period, a Nd:YAG laser, optical components, and data acquisition computer were obtained. This allowed detailed visualizations of the flow structure to be performed at a rapid rate, representing a significant improvement over our previous attempts. Aspects of the flow structure are described below. In addition, preliminary findings on a possible mixing enhancement strategy are also shown using the flow visualization technique.
Structured Reynolds Averaged Navier-Stokes simulations of two partial-span flap wing experiments were performed. The high-lift aerodynamic and aeroacoustic wind-tunnel experiments were conducted at both the NASA Ames 7-by 10-Foot Wind Tunnel and at the NASA Langley Quiet Flow Facility. The purpose of these tests was to accurately document the acoustic and aerodynamic characteristics associated with the principle airframe noise sources, including flap side-edge noise. Specific measurements were taken that can be used to validate analytic and computational models of the noise sources and associated aerodynamic for configurations and conditions approximating flight for transport aircraft. The numerical results are used to both calibrate a widely used CFD code, CFL3D, and to obtain details of flap side-edge flow features not discernible from experimental observations. Both experimental set-ups were numerically modeled by using multiple block structured grids. Various turbulence models, grid block-interface interaction methods and grid topologies were implemented. Numerical results of both simulations are in excellent agreement with experimental measurements and flow visualization observations. The flow field in the flap-edge region was adequately resolved to discern some crucial information about the flow physics and to substantiate the merger of the two vortical structures. As a result of these investigations, airframe noise modelers have proposed various simplified models which use the results obtained from the steady-state computations as input.
A small scale wind tunnel test of a realistic fighter configuration has been completed in NASA Ames' 7'x10' wind tunnel. This test was part of the Fighter Lift and Control (FLAC) program, a joint NASA - USAF research program, involving small and large-scale wind-tunnel tests and computational analysis of unique lift augmentation and control devices. The goal of this program is to enhance the maneuver and control capability of next-generation Air Force multi-role fighter aircraft with low-observables geometries. The principal objective of this test was to determine the effectiveness of passive boundary layer control devices at increasing L/D at sustained maneuver lift coefficients. Vortex generators (VGs) were used to energize the boundary layer to prevent or delay separation. Corotating vanes, counter-rotating vanes, and Wheeler Wishbone VGs were used in the vicinity of the leading and trailing edge flap hinge lines. Principle test parameters were leading and trailing edge flap deflections, and location, size, spacing, and orientation for each VG type. Gurney flaps were also tested. Data gathered include balance force and moment data, surface pressures, and flow visualization for characterizing flow behavior and locating separation lines. Results were quite different for the two best flap configurations tested. All VG types tested showed improvement (up to 5%) in maneuver L/D with flaps at LE=20 degrees, TE=0 degrees. The same VGs degraded performance, in all but a few cases, with flaps at LE=15 degrees, TE=10 degrees.
The development of visualization systems for analyzing computational fluid dynamics data has been driven by increasing size and complexity of the data. New extensions to the system domain into analysis of data from multiple sources, parameter space studies, and multidisciplinary studies in support of integrated aeronautical design systems provide new g challenges for the visualization system developer. Recent work at NASA Ames Research Center in visualization systems, automatic flow feature detection, unsteady flow visualization techniques, and a new area, data exploitation, will be discussed in the context of NASA information technology initiatives.
Contents of the papers include: Visualization techniques- The next generation, Small-machine visualizing very big data sets, Public display of Lunar Prospector data, Steering molecules via Feel, High-dimensional data browser, Multi-source visualization, Interactive surface flow visualization, and the Virtual Windtunnel.
The Traffic Management Advisor (TMA) is a decision-support tool for traffic managers and air traffic controllers that provides traffic flow visualization and other flow management tools. TMA creates an efficiently sequenced and safely spaced schedule for arrival traffic that meets but does not exceed specified airspace system constraints. TMA is being deployed at selected facilities throughout the National Airspace System in the US as part of the FAA's Free Flight Phase 1 program. TMA development and testing, and its current deployment, focuses on managing the arrival capacity for single major airports within single terminal areas and single en route centers. The next phase of development for this technology is the expansion of the TMA capability to complex facilities in which a terminal area or airport is fed by multiple en route centers, thus creating a multicenter TMA functionality. The focus of the multi-center TMA (McTMA) development is on the busy facilities in the Northeast comdor of the US. This paper describes the planning and development of McTMA and the challenges associated with adapting a successful traffic flow management tool for a very complex airspace.
A ducted fan VTOL UAV with a 10-inch diameter rotor was tested in the US Army 7-by 10-Foot Wind Tunnel. The test conditions covered a range of angle of attack from 0 to 110 degrees to the freestream. The tunnel velocity was varied from 0 (simulating a hover condition) to 128 ft/sec in propeller mode. A six-component internal balance measured the aerodynamic loads for a range of model configurations. including the isolated rotor, the isolated duct, and the full configuration of the duct and rotor. For some conditions, hotwire velocity surveys were conducted along the inner and outer surface of the duct and across the downstream wake. In addition, fluorescent oil flow visualization allowed the flow separation patterns inside and outside of the duct to be mapped for a few test conditions. Two different duct shapes were tested to determine the performance effects of leading edge radius. For each duct, a range of rotor tip gap from 1%R to 4.5%R was tested to determine the performance penalty in hover and axial flight. Measured results are presented in terms of hover performance, hover performance in a crosswind, and high angle of attack performance in propeller mode. In each case, the effects of both tip gap and duct leading edge radius are illustrated using measurements. Some of the hover performance issues were also studied using a simple analytical method, and the results agreed with the measurements.
Current turbulence models, such as those employed in Reynolds-averaged Navier-Stokes CFD, are unable to reliably predict the onset and extent of the three-dimensional separated flow that typically occurs in wing-fuselage junctions. To critically assess, as well as to improve upon, existing turbulence models, experimental validation-quality flow-field data in the junction region is needed. In this report, we present an overview of experimental measurements on a wing-fuselage junction model that addresses this need. The experimental measurements were performed in the NASA Langley 14- by 22-Foot Subsonic Tunnel. The model was a full-span wing-fuselage body that was configured with truncated DLR-F6 wings, both with and without leading-edge extensions at the wing root. The model was tested at a fixed chord Reynolds number of 2.4 million, and angles-of-attack ranging from -10 degrees to +10 degrees were considered. Flow-field measurements were performed with a pair of miniature laser Doppler velocimetry (LDV) probes that were housed inside the model and attached to three-axis traverse systems. One LDV probe was used to measure the separated flow field in the trailing-edge junction region. The other LDV probe was alternately used to measure the flow field in the leading-edge region of the wing and to measure the incoming fuselage boundary layer well upstream of the leading edge. Both LDV probes provided measurements from which all three mean velocity components, all six independent components of the Reynolds-stress tensor, and all ten independent components of the velocity triple products were calculated. In addition to the flow-field measurements, static and dynamic pressures were measured at selected locations on the wings and fuselage of the model, infrared imaging was used to characterize boundary-layer transition, oil-flow visualization was used to visualize the separated flow in the leading- and trailing-edge regions of the wing, and unsteady shear stress was measured at limited locations using capacitive shear-stress sensors. Sample results from the measurement techniques employed during the test are presented and discussed.