ALBERT

Description: The work to be described was performed at the NASA Langley UPWT (4-ft supersonic), test section #2, during 21-24 May 1996. The configuration being tested was the 1.675% Ref H controls model; test conditions were Ma = 2.40, Re = 3 million/ft. This was an exploration of a new technique, and it was not intended to provide definitive comparison of measured and computed skin friction results. It is, however, hoped that the experience gained will make such a rigorous comparison possible in the future.

Description: This paper presents results of a study which attempted to provide some understanding of the relationship between skin friction drag estimates produced by flat plate methods and those produced by Navier-Stokes computations. A brief introduction is followed by analysis, including a flat plate grid study, analysis of the wing flow, an analysis of the fuselage flow. Other results of interest are then presented, including turbulence model sensitivities, and brief analysis of other configurations.

Description: Model deformation measurement techniques have been investigated and developed at NASA's Langley Research Center. The current technique is based upon a single video camera photogrammetric determination of two dimensional coordinates of wing targets with a fixed (and known) third dimensional coordinate, namely the spanwise location. Variations of this technique have been used to measure wing twist and bending at a few selected spanwise locations near the wing tip on HSR models at the National Transonic Facility, the Transonic Dynamics Tunnel, and the Unitary Plan Wind Tunnel. Automated measurements have been made at both the Transonic Dynamics Tunnel and at Unitary Plan Wind Tunnel during the past year. Automated measurements were made for the first time at the NTF during the recently completed HSR Reference H Test 78 in early 1996. A major problem in automation for the NTF has been the need for high contrast targets which do not exceed the stringent surface finish requirements. The advantages and limitations (including targeting) of the technique as well as the rationale for selection of this particular technique are discussed. Wing twist examples from the HSR Reference H model are presented to illustrate the run-to-run and test-to-test repeatability of the technique in air mode at the NTF. Examples of wing twist in cryogenic nitrogen mode at the NTF are also presented.

Description: Computations have been performed on the baseline Reference H wing/body configuration, as well as the Wing 704 configuration, an optimized wing and fuselage combination derived from Ref. H through automated optimization. The parabolized Navier-Stokes solver UPS was employed with viscous terms in two directions in an effort to understand the source and level of potential viscous/inviscid interactions. The paper briefly describes the UPS code and the grids used to obtain the solutions before the discussion of results. Results of these computations indicate that viscous/inviscid interaction can contribute increments to both the pressure- and friction-related drag. Computations were performed for wind tunnel conditions-1.675% scale models at a Reynolds number of 4 million per foot. Turbulent flow results were obtained using the Baldwin-Lomax algebraic turbulence model and were compared with laminar flow results. The laminar flow fields were used to obtain upper bounds on potential interaction effects.

Description: Automatic Grid Generation Wish List Geometry handling, including CAD clean up and mesh generation, remains a major bottleneck in the application of CFD methods. There is a pressing need for greater automation in several aspects of the geometry preparation in order to reduce set up time and eliminate user intervention as much as possible. Starting from the CAD representation of a configuration, there may be holes or overlapping surfaces which require an intensive effort to establish cleanly abutting surface patches, and collections of many patches may need to be combined for more efficient use of the geometrical representation. Obtaining an accurate and suitable body conforming grid with an adequate distribution of points throughout the flow-field, for the flow conditions of interest, is often the most time consuming task for complex CFD applications. There is a need for a clean unambiguous definition of the CAD geometry. Ideally this would be carried out automatically by smart CAD clean up software. One could also define a standard piece-wise smooth surface representation suitable for use by computational methods and then create software to translate between the various CAD descriptions and the standard representation. Surface meshing remains a time consuming, user intensive procedure. There is a need for automated surface meshing, requiring only minimal user intervention to define the overall density of mesh points. The surface mesher should produce well shaped elements (triangles or quadrilaterals) whose size is determined initially according to the surface curvature with a minimum size for flat pieces, and later refined by the user in other regions if necessary. Present techniques for volume meshing all require some degree of user intervention. There is a need for fully automated and reliable volume mesh generation. In addition, it should be possible to create both surface and volume meshes that meet guaranteed measures of mesh quality (e.g. minimum and maximum angle, stretching ratios, etc.).

Description: The Configuration Aerodynamics (CA) element of the High Speed Research (HSR) program is managed by a joint NASA and Industry team, referred to as the Technology Integration Development (ITD) team. This team is responsible for the development of a broad range of technologies for improved aerodynamic performance and stability and control characteristics at subsonic to supersonic flight conditions. These objectives are pursued through the aggressive use of advanced experimental test techniques and state of the art computational methods. As the HSR program matures and transitions into the next phase the objectives of the Configuration Aerodynamics ITD are being refined to address the drag reduction needs and stability and control requirements of High Speed Civil Transport (HSCT) aircraft. In addition, the experimental and computational tools are being refined and improved to meet these challenges. The presentation will review the work performed within the Configuration Aerodynamics element in 1994 and 1995 and then discuss the plans for the 1996-1998 time period. The final portion of the presentation will review several observations of the HSR program and the design activity within Configuration Aerodynamics.

Description: Full-scale flight performance predictions can be made using CFD or a combination of CFD and analytical skin-friction predictions. However, no matter what method is used to obtain full-scale flight performance predictions knowledge of the boundary layer state is critical. The implementation of CFD codes solving the Navier-Stokes equations to obtain these predictions is still a time consuming, expensive process. In addition, to ultimately obtain accurate performance predictions the transition location must be fixed in the CFD model. An example, using the M2.4-7A geometry, of the change in Navier-Stokes solution with changes in transition and in turbulence model will be shown. Oil flow visualization using the M2.4-7A 4.0% scale model in the 14'x22' wind tunnel shows that fixing transition at 10% x/c in the CFD model best captures the flow physics of the wing flow field. A less costly method of obtaining full-scale performance predictions is the use of non-linear Euler codes or linear CFD codes, such as panel methods, combined with analytical skin-friction predictions. Again, knowledge of the boundary layer state is critical to the accurate determination of full-scale flight performance. Boundary layer transition detection has been performed at 0.3 and 0.9 Mach numbers over an extensive Reynolds number range using the 2.2% scale Reference H model in the NTF. A temperature sensitive paint system was used to determine the boundary layer state for these conditions. Data was obtained for three configurations: the baseline, undeflected flaps configuration; the transonic cruise configuration; and, the high-lift configuration. It was determined that at low Reynolds number conditions, in the 8 to 10 million Reynolds number range, the baseline configuration has extensive regions of laminar flow, in fact significantly more than analytical skin-friction methods predict. This configuration is fully turbulent at about 30 million Reynolds number for both 0.3 and 0.9, Mach numbers. Both the transonic cruise and the high-lift configurations were fully turbulent aft of the leading-edge flap hingeline at all Reynolds numbers.

Description: This paper describes HSR (High Speed Research) Aerodynamic Performance Status and Challenges. The topics include: 1) Aero impact on HSR; 2) Goals and Targets; 3) Progress and Status; and 4) Remaining Challenges. This paper is presented in viewgraph form.

Description: An instrument development program aimed at using Projection Moire Interferometry (PMI) for acquiring model deformation measurements in large wind tunnels was begun at NASA Langley Research Center in 1996. Various improvements to the initial prototype PMI systems have been made throughout this development effort. This paper documents several of the most significant improvements to the optical hardware and image processing software, and addresses system implementation issues for large wind tunnel applications. The improvements have increased both measurement accuracy and instrument efficiency, promoting the routine use of PMI for model deformation measurements in production wind tunnel tests.

Description: A wind tunnel investigation of a leading edge boundary layer control system was conducted on a High Speed Civil Transport (HSCT) configuration in the Langley 14- by 22-Foot Subsonic Tunnel. Data were obtained over a Mach number range of 0.08 to 0.27, with corresponding chord Reynolds numbers of 1.79 x 10(exp 6) to 5.76 x 10(exp 6). Variations in the amount of suction, as well as the size and location of the suction area, were tested with outboard leading edge flaps deflected 0 and 30 deg and trailing-edge flaps deflected 0 and 20 deg. The longitudinal and lateral aerodynamic data are presented without analysis. A complete tabulated data listing is also presented herein.