Results of an experimental investigation to determine the aerodynamic loadings on three Saturn payload shapes
Wind tunnel tests on Saturn launch vehicle payloads for aerodynamic loadings
PAYLOAD↗
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Results for “wind tunnel testing”
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Characteristics of a new type balance for wind-tunnel models
Internal sting, six component, strain gauge balance to measure aerodynamic forces on wind tunnel test models
STRAIN GAUGE BALANCE↗
Summary of Data from the First AIAA CFD Drag Prediction Workshop
The results from the first AIAA CFD Drag Prediction Workshop are summarized. The workshop was designed specifically to assess the state-of-the-art of computational fluid dynamics methods for force and moment prediction. An impartial forum was provided to evaluate the effectiveness of existing computer codes and modeling techniques, and to identify areas needing additional research and development. The subject of the study was the DLR-F4 wing-body configuration, which is representative of transport aircraft designed for transonic flight. Specific test cases were required so that valid comparisons could be made. Optional test cases included constant-C(sub L) drag-rise predictions typically used in airplane design by industry. Results are compared to experimental data from three wind tunnel tests. A total of 18 international participants using 14 different codes submitted data to the workshop. No particular grid type or turbulence model was more accurate, when compared to each other, or to wind tunnel data. Most of the results overpredicted C(sub Lo) and C(sub Do), but induced drag (dC(sub D)/dC(sub L)(exp 2)) agreed fairly well. Drag rise at high Mach number was underpredicted, however, especially at high C(sub L). On average, the drag data were fairly accurate, but the scatter was greater than desired. The results show that well-validated Reynolds-Averaged Navier-Stokes CFD methods are sufficiently accurate to make design decisions based on predicted drag.
Levy, David W.↗
FUN3D Analyses in Support of the 1st AIAA Stability and Control Prediction Workshop
The 1st AIAA Stability and Control Prediction Workshop was created to establish best practices for the prediction of stability & control derivatives using computational fluid dynamics and assess the limitations of these computational methods when those best practices are applied. The inaugural workshop considers the ONERA version of the NASA/Boeing Common Research Model(CRM), which includes the wing, body, horizontal tail, and a vertical tail designed by ONERA. Wind tunnel tests have been conducted for this configuration with longitudinal tests having been previously published, in addition to unpublished data at small sideslip angles that will serve as ‘blind’ data for workshop data comparisons. Participants were provided a ‘family’ of unstructured grids for the full-span ONERA CRM model with the wind-tunnel sting included. This family of mixed-element grids consists of 5 levels of refinement (tiny, coarse, medium, fine, and extra fine) with surface and volume mesh scaling, resulting in a size range of 14.6 to 53.4 million nodes. In addition, a medium refinement mesh has been provided for the ONERA CRM configuration without a sting to evaluate the sting’s impact on static longitudinal stability characteristics. In addition to these workshop-provided grids, the present work also considers an equivalent ‘family’ of computational grids generated using Heldenmesh™, a rapid grid generation software by Helden Aerospace Corporation for creating high-quality, three-dimensional, mixed-element unstructured meshes. Because of the authors’ familiarity with this software, these additional grids were generated as a comparison to the workshop-provided grids and to better understand the implications of using volume-mirrored grids for stability and control predictions. The present work will contribute to the workshop with test case data generated using the NASA FUN3D code, a parallelized, unstructured, node-based, finite-volume discretization, Reynolds-averaged Navier-Stokes flow solver. Numerical simulations will be conducted using the Quadratic Constitutive Relationship (QCR) version of the Spalart-Allmaras (SA) turbulence model with negative turbulence variable provisions. Both steady and2nd-order, time-accurate simulation results are to be generated and compared for select test cases, as time permits, to investigate their impact on FUN3D predictions. The present work will consider the three primary workshop test cases: (1) grid convergence study, (2) Mach number effect on static stability, and (3) wind tunnel sting increments. Additionally, data will be provided for the two optional test cases, which include:(1) static stability derivative calculations and (2)sideslip angle sweeps. In each of the test cases, the vehicle is stationary, and the body is assumed to be rigid, where vehicle deformation has been accounted for in the model configuration geometry. For all test cases, longitudinal and lateral force and moment aerodynamic coefficients will be provided for the total configuration, in addition to a component-level breakdown that includes the port wing, starboard wing, fuselage, and tail.
CFD↗
Space Shuttle Orbiter Venting: Lessons Learned
The orbiter vent system provides dedicated vent areas to permit the gases trapped inside the vehicle to escape during accent. The same vent system also repressurizes the vehicle during entry. The vent system is one of six systems that constitutes the purge, vent and drain subsystem. The orbiter active vent system has been very adaptable to the changing requirements that have occurred during the development of the Space Shuttle orbiter. Good correlation has been obtained between predicted and measured compartment pressures during the orbital flight test (OFT) program. An investigation of the flight data showed that the difference between preflight prediction and the measured values were primarily due to the difference between the baseline external pressures, which was based on subscale wind tunnel test data, and the actual vehicle local external pressures measured during the flight. The current predictions are based on flight derived vent port pressure coefficients since the wind tunnel data does not adequately define the orbiter ascent pressure environment.
H S Lutfi↗
Comparison of model and flight test data for an augmentor-wing STOL research aircraft
The major areas of confidence derived from wind tunnel tests performed on the Augmentor-Wing jet-STOL research aircraft were delineated and it was shown that, for the most part, tunnel results compare favorably with flight experience. Since the model differs in some respects from the actual aircraft, precise correlation between tunnel and flight tests results were not expected; in some areas the model tests were known to be non-representative so that a degree of uncertainty remained: these areas of greater uncertainty are identified and again discussed in the light of subsequent flight tests.
Cook, W. L.↗
Ground effects and control effectiveness tests of a .095 scale powered model of a modified T-39 lift/cruise fan V/STOL research airplane
Wind tunnel test data are analysed to determine ground effects and the effectiveness of the aerodynamic control surfaces to provide a technology base for a Navy type A V/STOL airplane. Three 14CM (5.5 inch) turbopowered simulators were used to power the model which was tested primarily in the following configurations: (1) VTOL with flaps deployed, gear down, and engines tilted to 80 deg, 90 deg, and 95 deg, (2) STOL with flap and gear down and engines tilted to 50 deg; and (3) Loiter with flaps and gear up and L/C nacelles off. Data acquired during the tests are included as an appendix.
Dawson, C. R.↗
Ejector nozzle test results at simulated flight conditions for an advanced supersonic transport propulsion system
Results are presented of wind tunnel tests conducted to verify the performance improvements of a refined ejector nozzle design for advanced supersonic transport propulsion systems. The analysis of results obtained at simulated engine operating conditions is emphasized. Tests were conducted with models of approximately 1/10th scale which were configured to simulate nozzle operation at takeoff, subsonic cruise, transonic cruise, and supersonic cruise. Transonic cruise operation was not a consideration during the nozzle design phase, although an evaluation at this condition was later conducted. Test results, characterized by thrust and flow coefficients, are given for a range of nozzle pressure ratios, emphasizing the thrust performance at the engine operating conditions predicted for each flight Mach number. The results indicate that nozzle performance goals were met or closely approximated at takeoff and supersonic cruise, while subsonic cruise performance was within 2.3 percent of the goal with further improvement possible.
Nelson, D. P.↗
High Reynolds Number Testing of the NATO AVT-298 SWiFT Configuration at the National Transonic Facility
A high Reynolds number wind tunnel test of the NATO AVT-298 Swept Wing Flow Test (SWiFT) configuration was conducted in the National Transonic Facility at the NASA Langley Research Center during the summer of 2023. The SWiFT research model geometry has relevance to both blended/hybrid wing body (BWB/HWB) and unmanned combat aerial vehicle (UCAV) configurations, and the test campaign was the culmination of an international collaboration under the NATO AVT-298 research task group. The main objectives of the test were to investigate Reynolds number scaling effects on low-speed stability & control characteristics and to examine the onset and progression of flow separation on the wings particularly near the wing crank. Force & moment and surface pressure data were acquired at Mach numbers from 0.2 to 0.8, Reynolds numbers from 2.5 to 34 million, angles of attack from -3 to 20 degrees, and sideslip angles from -10 to 10 degrees. Boundary layer transition detection techniques utilizing static pressure taps, unsteady pressure transducers, and sublimating chemicals were used on the model in a free/natural transition state or a forced transition state using trip dots. Pressure sensitive paint was used to obtain a global surface pressure profile on the model and an advanced laser velocimetry technique was used to obtain velocity measurements in the wake downstream of the wing crank. The results from the test showed clear Reynolds number scaling effects on the maximum lift coefficient and pitching moment coefficient at Mach 0.2, while also capturing significant hysteresis effects. The data acquired from the test will ultimately help improve computational aerodynamic analysis and design tools for application to future BWB-type vehicle configurations.
NATO AVT-298↗
High Reynolds Number Testing of the NATO AVT-298 SWiFT Configuration at the National Transonic Facility
A high Reynolds number wind tunnel test of the NATO AVT-298 Swept Wing Flow Test (SWiFT) configuration was conducted in the National Transonic Facility at the NASA Langley Research Center during the summer of 2023. The SWiFT research model geometry has relevance to both blended/hybrid wing body (BWB/HWB) and unmanned combat aerial vehicle (UCAV) configurations, and the test campaign was the culmination of an international collaboration under the NATO AVT-298 research task group. The main objectives of the test were to investigate Reynolds number scaling effects on low-speed stability & control characteristics and to examine the onset and progression of flow separation on the wings particularly near the wing crank. Force & moment and surface pressure data were acquired at Mach numbers from 0.2 to 0.8, Reynolds numbers from 2.5 to 34 million, angles of attack from -3 to 20 degrees, and sideslip angles from -10 to 10 degrees. Boundary layer transition detection techniques utilizing static pressure taps, unsteady pressure transducers, and sublimating chemicals were used on the model in a free/natural transition state or a forced transition state using trip dots. Pressure sensitive paint was used to obtain a global surface pressure profile on the model and an advanced laser velocimetry technique was used to obtain velocity measurements in the wake downstream of the wing crank. The results from the test showed clear Reynolds number scaling effects on the maximum lift coefficient and pitching moment coefficient at Mach 0.2, while also capturing significant hysteresis effects. The data acquired from the test will ultimately help improve computational aerodynamic analysis and design tools for application to future BWB-type vehicle configurations.
BWB/HWB↗
Test techniques for cryogenic wind tunnels
Some of the testing techniques developed for transonic cryogenic tunnels are presented. Techniques are emphasized which required special development or were unique because of the opportunities offered by cryogenic operation. Measuring the static aerodynamic coefficients normally used to determine component efficiency is discussed. The first topic is testing of two dimensional airfoils at transonic Mach numbers and flight values of Reynolds number. Three dimensional tests of complete configurations and sidewall mounted wings are also described. Since flight Reynolds numbers are of interest, free transition must be allowed. A discussion is given of wind tunnel and model construction effects on transition location. Time dependent phenomena, fluid mechanics, and measurement techniques are examined. The time dependent, or unsteady, aerodynamic test techniques described include testing for flutter, buffet, and oscillating airfoil characteristics. In describing non-intrusive laser techniques, discussions are given regarding optical access, seeding, forward scatter lasers, two-spot lasers, and laser holography. Methods of detecting transition and separation are reported and a new type of skin friction balance is described.
Lawing, Pierce L.↗
Notes on the Construction and Testing of Model Airplanes
Here, it is shown that the construction of an airplane model can and should be simplified in order to obtain the most reliable test data. General requirements for model construction are given, keeping in mind that the general purpose of wind tunnel tests on a model airplane is to obtain the aerodynamic characteristics, the static balance, and the efficiency of controls for the particular combination of wings, tail surfaces, fuselage, and landing gear employed in the design. These parts must be exact scale reproductions. Any appreciable variation from scale reproduction must be in the remaining parts of the model, i.e., struts, wires, fittings, control horns, radiators, engines, and the various attachments found exposed to the wind in special airplanes. Interplane bracing is discussed in some detail.
Diehl, Walter S↗
Framework for Estimating Performance and Associated Uncertainty for Modified Aircraft Configurations
Flight testing has been the historical standard for determining aircraft airworthiness. However, increases in the cost of flight testing and the accuracy of inexpensive CFD encourage the adoption of certification by analysis to reduce or replace flight testing. A framework is introduced to predict the performance in the special case of a modification to an existing, previously certified aircraft. This framework uses a combination of existing flight tests or high fidelity data of the original aircraft as well as lower fidelity data from CFD or wind tunnel testing of the original and modified configurations to create 6-DOF flight dynamics models. Two methods are presented which generate an updated flight dynamics model and estimate the model form uncertainty for the modified aircraft configuration using knowledge of the original aircraft. This updated dynamics model and uncertainty estimate are then used to conduct non-deterministic simulations with wind turbulence included. The framework is applied to an example aircraft system to demonstrate the ability to predict the performance and associated model from the uncertainty of modified aircraft configurations.
uncertainty quantification↗
Summary of drag clean-up tests in NASA Langley full-scale tunnel
This summary of drag results presents tabulations on fighter aircraft and light twin general aviation aircraft wind tunnel tests. The figures show that the friction drag for light twins is larger than that for the fighters because of the greater wetted area and the smaller wing area used for reference. Full scale tunnel tests developed the following design features contributing to excessive drag: cooling flow system, engine exhaust stacks, landing gears, control surface gaps, and wing irregularities and leakages.
Mckinney, M. O.↗
Experimental study of error sources in skin-friction balance measurements
An experimental study has been performed to determine potential error sources in skin-friction balance measurements. A floating-element balance, large enough to contain the instrumentation needed to systematically investigate these error sources has been constructed and tested in the thick turbulent boundary layer on the sidewall of a large supersonic wind tunnel. Test variables include element-to-case misalignment, gap size, and Reynolds number. The effects of these variables on the friction, lip, and normal forces have been analyzed. It was found that larger gap sizes were preferable to smaller ones; that small element recession below the surrounding test surface produced errors comparable to the same amount of protrusion above the test surface; and that normal forces on the element were, in some cases, large compared to the friction force.
Allen, J. M.↗
Performance degradation of a model helicopter main rotor in hover and forward flight with a generic ice shape
A model helicopter has been used to collect test data and provide an experimental means of studying helicopter performance in a subsonic wind tunnel. A simulated generic ice shape was attached to the rotor blades and performance data were obtained for both hover and forward flights. Significant degradation in helicopter performance with respect to torque and thrust coefficient was observed; the rotor tip region was especially sensitive. Two-dimensional wind tunnel tests were conducted over a Reynolds number range 0.7-3 x 10 to the 6th in order to investigate the effect of Reynolds number on the aerodynamic performance of the airfoil in both clean and iced configurations. Only minimal dependence of the aerodynamic data on Reynolds number was observed.
Korkan, K. D.↗
Calibration of averaging total pressure flight wake rake and natural-laminar-flow airfoil drag certification
An averaging total pressure wake rake used by the Cessna Aircraft Company in flight tests of a modified 210 airplane with a laminar flow wing was calibrated in wind tunnel tests against a five-tube pressure probe. The model generating the wake was a full-scale model of the Cessna airplane wing. Indications of drag trends were the same for both instruments.
Irani, E.↗
Use of the PARC code for generic NASP nozzles operating at off-design transonic conditions
A three-dimensional Navier-Stokes solver, PARC3D, has been investigated for applications to the wind tunnel testing of high-speed nozzle configurations, particularly with extended expansion ramps, operating at transonic off-design conditions. Numerous cases have been run and compared with existing wind tunnel data. The code has been shown to be an efficient and robust tool in the analysis of complex nozzle configurations whose flows are substantially determined by three-dimensional effects. Although the method requires that a grid, generated independently of the code, be supplied to it, the robust nature of the code does not require that this grid be excessively detailed, nor does it seem to require that the grid be fine-tuned for individual cases. The directness and flexibility of the boundary condition specifications allow a variety of configurations and flow conditions to be handled very efficiently.
Yaros, Steven F.↗