ALBERT

Description: Procedures for automatic computation of wing-fuselage juncture geometry are described. These procedures begin with a geometry in wave-drag format. First, an intersection line is computed by extrapolating the wing to the fuselage. Then two types of filleting procedures are described, both of which utilize a combination of analytical and numerical techniques appropriate for automatic calculation. An analytical technique for estimating the added volume due to the fillet is derived, and an iterative procedure for revising the fuselage to compensate for this additional volume is given. Sample results are included in graphical form.

Description: A phase 2 research and development effort was conducted in area transonic, compressible, inviscid flows with an ultimate goal of numerically modeling complex flows inherent in advanced helicopter blade designs. The algorithms and methodologies therefore are classified as adaptive methods, which are error estimation techniques for approximating the local numerical error, and automatically refine or unrefine the mesh so as to deliver a given level of accuracy. The result is a scheme which attempts to produce the best possible results with the least number of grid points, degrees of freedom, and operations. These types of schemes automatically locate and resolve shocks, shear layers, and other flow details to an accuracy level specified by the user of the code. The phase 1 work involved a feasibility study of h-adaptive methods for steady viscous flows, with emphasis on accurate simulation of vortex initiation, migration, and interaction. Phase 2 effort focused on extending these algorithms and methodologies to a three-dimensional topology.

Description: A supersonic wind tunnel investigation was conducted in the NASA Langley Unitary Plan Wind Tunnel on an advanced derivative configuration of the United States Air Force F-16 fighter. Longitudinal and lateral directional force and moment data were obtained at Mach numbers of 1.60 to 2.16 to evaluate basic performance parameters and control effectiveness. The aerodynamic characteristics for the F-16 derivative model were compared with the data obtained for the F-16C model and also with a previously tested generic wing model that features an identical plan form shape and similar twist distribution.

Description: Reynolds number, a measure of the ratio of inertia to viscous forces, is a fundamental similarity parameter for fluid flows and therefore, would be expected to have a major influence in aerodynamics and aeronautics. Reynolds number influences are generally large, but monatomic, for attached laminar (continuum) flow; however, laminar flows are easily separated, inducing even stronger, non-monatomic, Reynolds number sensitivities. Probably the strongest Reynolds number influences occur in connection with transitional flow behavior. Transition can take place over a tremendous Reynolds number range, from the order of 20 x 10(exp 3) for 2-D free shear layers up to the order of 100 x 10(exp 6) for hypersonic boundary layers. This variability in transition behavior is especially important for complex configurations where various vehicle and flow field elements can undergo transition at various Reynolds numbers, causing often surprising changes in aerodynamics characteristics over wide ranges in Reynolds number. This is further compounded by the vast parameterization associated with transition, in that any parameter which influences mean viscous flow development (e.g., pressure gradient, flow curvature, wall temperature, Mach number, sweep, roughness, flow chemistry, shock interactions, etc.), and incident disturbance fields (acoustics, vorticity, particulates, temperature spottiness, even electro static discharges) can alter transition locations to first order. The usual method of dealing with the transition problem is to trip the flow in the generally lower Reynolds number wind tunnel to simulate the flight turbulent behavior. However, this is not wholly satisfactory as it results in incorrectly scaled viscous region thicknesses and cannot be utilized at all for applications such as turbine blades and helicopter rotors, nacelles, leading edge and nose regions, and High Altitude Long Endurance and hypersonic airbreathers where the transitional flow is an innately critical portion of the problem.

Description: This report documents the construction, wind tunnel testing, and data analysis of a 1/5 scale ultra-light wing section. Wind tunnel testing provided accurate and meaningful lift, drag, and pitching moment data. This data was processed and graphically presented as follows: C(sub L) vs. gamma; C(sub D) vs. gamma; C(sub M) vs. gamma; and C(sub L) vs. C(sub D). The wing fabric flexure was found to be significant and its possible effects on aerodynamic data was discussed. The fabric flexure is directly related to wing angle of attack and airspeed. Different wing section shapes created by fabric flexure are presented with explanations of the types of pressures that act upon the wing surface. This report provides conclusive aerodynamic data for ultra-light wings.

Description: Four advanced nozzle concepts were tested on a canard-wing fighter in the Langley 14- by 22-Foot Subsonic Tunnel. The four vectoring-nozzle concepts were as follows: (1) an axisymmetric nozzle (AXI); (2) an asymmetric, load balanced exhaust nozzle (ALBEN); (3) a low aspect ratio, single expansion ramp nozzle (LASERN); and (4) a high aspect ratio, single expansion ramp nozzle (HASERN). The investigation was conducted to determine the most suitable nozzle concept for short takeoff and landing (STOL) performance. The criterion for the best STOL performance was a takeoff ground roll of less than 1000 ft. At approach, the criteria were high lift and sufficient drag to maintain a glide slope of -3 to -6 deg with enough pitching-moment control from the canards. The test was performed at a dynamic pressure of 45 lb/sq ft and an angle-of-attack range of 0 to 20 deg. The nozzle pressure ratio was varied from 1.0 to 4.3 at both dry power and after burning nozzle configurations with nozzle vectoring to 60 deg. In addition, the model was tested in and out of ground effects. The ALBEN concept was the best of the four nozzle concepts tested for STOL performance.

Description: The thrust-vectoring axisymmetric (VA) nozzle and a spherical convergent flap (SCF) thrust-vectoring nozzle were tested along with a baseline nonvectoring axisymmetric (NVA) nozzle in the Langley 16-Foot Transonic Tunnel at Mach numbers from 0 to 1.28 and nozzle pressure ratios from 1 to 8. Test parameters included geometric yaw vector angle and unvectored divergent flap length. No pitch vectoring was studied. Nozzle drag, thrust minus drag, yaw thrust vector angle, discharge coefficient, and static thrust performance were measured and analyzed, as well as external static pressure distributions. The NVA nozzle and the VA nozzle displayed higher static thrust performance than the SCF nozzle throughout the nozzle pressure ratio (NPR) range tested. The NVA nozzle had higher overall thrust minus drag than the other nozzles throughout the NPR and Mach number ranges tested. The SCF nozzle had the lowest jet-on nozzle drag of the three nozzles throughout the test conditions. The SCF nozzle provided yaw thrust angles that were equal to the geometric angle and constant with NPR. The VA nozzle achieved yaw thrust vector angles that were significantly higher than the geometric angle but not constant with NPR. Nozzle drag generally increased with increases in thrust vectoring for all the nozzles tested.

Description: An experimental study was conducted of the impingement of a single circular jet on a ground plane in a cross flow. This geometry is a simplified model of the interaction of propulsive jet exhaust from a V/STOL aircraft with the ground in forward flight. Jets were oriented normal to the cross flow and ground plane. Jet size, cross flow-to-jet velocity ratio, ground plane-to-jet board spacing, and jet exit turbulence level and mean velocity profile shape were all varied to determine their effects on the size of the ground vortex interaction region which forms on the ground plane, using smoke injection into the jet. Three component laser Doppler velocimeter measurements were made with a commercial three color system for the case of a uniform jet with exit spacing equal to 5.5 diameters and cross flow-to-jet velocity ratio equal to 0.11. The flow visualization data compared well for equivalent runs of the same nondimensional jet exit spacing and the same velocity ratio for different diameter nozzles, except at very low velocity ratios and for the larger nozzle, where tunnel blockage became significant. Variation of observed ground vortex size with cross flow-to-jet velocity ratio was consistent with previous studies. Observed effects of jet size and ground plane-to-jet board spacing were relatively small. Jet exit turbulence level effects were also small. However, an annular jet with a low velocity central core was found to have a significantly smaller ground vortex than an equivalent uniform jet at the same values of cross flow-to-jet velocity ratio and jet exit-to-ground plane spacing. This may suggest a means of altering ground vortex behavior somewhat, and points out the importance of proper simulation of jet exit velocity conditions. LV data indicated unsteady turbulence levels in the ground vortex in excess of 70 percent.

Description: A shadowgraph study concerning two of the proposed Shuttle-C launch vehicle configurations are presented. These shadowgraphs were obtained from a wind tunnel test performed in Marshall Space Flight Center's 14-in trisonic wind tunnel at various angles-of-attack and roll angles over the Mach range of 0.6 to 4.96. Variations in payload bay length were also evaluated. Major flow field phenomena can easily be seen in the shadowgraphs. Shadowgraphs are a valuable resource. They are used in the analysis of the external flow conditions the launch vehicle encounters through the ascent stage of flight. Subsequent reports will contain shadowgraph studies for other launch vehicle configurations also tested in the Marshall Space Flight Center's 14-in trisonic wind tunnel.

Description: The purpose of this investigation were twofold: first, to determine whether accurate force and moment data could be obtained during hypersonic wind tunnel tests of a model with a scramjet exhaust flow simulation that uses a representative nonwatercooled, flow-through balance; second, to analyze temperature time histories on various parts of the balance to address thermal effects on force and moment data. The tests were conducted in the NASA Langley Research Center 20-Inch Mach 6 Wind Tunnel at free-stream Reynolds numbers ranging from 0.5 to 7.4 x 10(exp 6)/ft and nominal angles of attack of -3.5 deg, 0 deg, and 5 deg. The simulant exhaust gases were cold air, hot air, and a mixture of 50 percent Argon and 50 percent Freon by volume, which reached stagnation temperatures within the balance of 111, 214, and 283 F, respectively. All force and moment values were unaffected by the balance thermal response from exhaust gas simulation and external aerodynamic heating except for axial-force measurements, which were significantly affected by balance heating. This investigation showed that for this model at the conditions tested, a nonwatercooled, flow-through balance is not suitable for axial-force measurements during scramjet exhaust flow simulation tests at hypersonic speeds. In general, heated exhaust gas may produce unacceptable force and moment uncertainties when used with thermally sensitive balances.

Description: A conical Euler code was developed to study unsteady vortex-dominated flows about rolling, highly swept delta wings undergoing either forced motions or free-to-roll motions that include active roll suppression. The flow solver of the code involves a multistage, Runge-Kutta time-stepping scheme that uses a cell-centered, finite-volume, spatial discretization of the Euler equations on an unstructured grid of triangles. The code allows for the additional analysis of the free to-roll case by simultaneously integrating in time the rigid-body equation of motion with the governing flow equations. Results are presented for a delta wing with a 75 deg swept, sharp leading edge at a free-stream Mach number of 1.2 and at 10 deg, 20 deg, and 30 deg angle of attack alpha. At the lower angles of attack (10 and 20 deg), forced-harmonic analyses indicate that the rolling-moment coefficients provide a positive damping, which is verified by free-to-roll calculations. In contrast, at the higher angle of attack (30 deg), a forced-harmonic analysis indicates that the rolling-moment coefficient provides negative damping at the small roll amplitudes. A free-to-roll calculation for this case produces an initially divergent response, but as the amplitude of motion grows with time, the response transitions to a wing-rock type of limit cycle oscillation, which is characteristic of highly swept delta wings. This limit cycle oscillation may be actively suppressed through the use of a rate-feedback control law and antisymmetrically deflected leading-edge flaps. Descriptions of the conical Euler flow solver and the free-to roll analysis are included in this report. Results are presented that demonstrate how the systematic analysis of the forced response of the delta wing can be used to predict the stable, neutrally stable, and unstable free response of the delta wing. These results also give insight into the flow physics associated with unsteady vortical flows about delta wings undergoing forced motions and free-to-roll motions, including the active suppression of the wing-rock type phenomenon. The conical Euler methodology developed is directly extend able to three-dimensional calculations.

Description: The aim of this effort was to develop a comprehensive performance optimization capability for tiltrotor and helicopter blades. The analysis incorporates the validated EHPIC (Evaluation of Hover Performance using Influence Coefficients) model of helicopter rotor aerodynamics within a general linear/quadratic programming algorithm that allows optimization using a variety of objective functions involving the performance. The resulting computer code, EHPIC/HERO (HElicopter Rotor Optimization), improves upon several features of the previous EHPIC performance model and allows optimization utilizing a wide spectrum of design variables, including twist, chord, anhedral, and sweep. The new analysis supports optimization of a variety of objective functions, including weighted measures of rotor thrust, power, and propulsive efficiency. The fundamental strength of the approach is that an efficient search for improved versions of the baseline design can be carried out while retaining the demonstrated accuracy inherent in the EHPIC free wake/vortex lattice performance analysis. Sample problems are described that demonstrate the success of this approach for several representative rotor configurations in hover and axial flight. Features that were introduced to convert earlier demonstration versions of this analysis into a generally applicable tool for researchers and designers is also discussed.

Description: Static and fluctuating pressure distributions were obtained along the floor of a rectangular-box cavity in an experiment performed in the LaRC 0.3-Meter Transonic Cryogenic Tunnel. The cavity studied was 11.25 in. long and 2.50 in. wide with a variable height to obtain length-to-height ratios of 4.4, 6.7, 12.67, and 20.0. The data presented herein were obtained for yaw angles of 0 deg and 15 deg over a Mach number range from 0.2 to 0.9 at a Reynolds number of 30 x 10(exp 6) per ft with a boundary-layer thickness of approximately 0.5 in. The results indicated that open and transitional-open cavity flow supports tone generation at subsonic and transonic speeds at Mach numbers of 0.6 and above. Further, pressure fluctuations associated with acoustic tone generation can be sustained when static pressure distributions indicate that transitional-closed and closed flow fields exist in the cavity. Cavities that support tone generation at 0 deg yaw also supported tone generation at 15 deg yaw when the flow became transitional-closed. For the latter cases, a reduction in tone amplitude was observed. Both static and fluctuating pressure data must be considered when defining cavity flow fields, and the flow models need to be refined to accommodate steady and unsteady flows.

Description: This is the second volume of a report documenting the effect of simulated ice accretion on the aerodynamic performance of a NACA 0012 airfoil. Both an experimentally measured and a computer generated ice shape are studied. The purpose of this report is to present the results of the measurements, not an analysis of the data. Surface pressure, integrated lift and pitching moment data are presented as well as drag from a wake survey. A split hot film probe was used to document the flow-field about the airfoil with simulated ice. Data in the separation bubbles, reattached boundary layer and wake are presented. Both tabulated and graphical data are presented in the paper. The data are also available on computer disk for easy access.

Description: A numerical analysis of the flowfield characteristics and the performance degradation of an airfoil with leading edge ice accretions was performed. The important fluid dynamic processes were identified and calculated. Among these were the leading edge separation bubble at low angles of attack, complete separation on the low pressure surface resulting in premature shell, drag rise due to the ice shape, and the effects of angle of attack on the separated flow field. Comparisons to experimental results were conducted to confirm these calculations. A computer code which solves the Navier-Stokes equations in two dimensions, ARC2D, was used to perform the calculations. A Modified Mixing Length turbulence model was developed to produce grids for several ice shape and airfoil combinations. Results indicate that the ability to predict overall performance characteristics, such as lift and drag, at low angles of attack is excellent. Transition location is important for accurately determining separation bubble shape. Details of the flowfield in and downstream of the separated regions requires some modifications. Calculations for the stalled airfoil indicate periodic shedding of vorticity that was generated aft of the ice accretion. Time averaged pressure values produce results which compare favorably with experimental information. A turbulence model which accounts for the history effects in the flow may be justified.

Description: The Advanced Manned Launch System is a proposed near-term technology, two-stage, fully reusable launch system that consists of an unmanned glide-back booster and a manned orbiter. An orbiter model that featured a large fuselage and an aft delta wing with tip fins was tested in the Langley 7- by 10-Foot High-Speed Tunnel. A crew cabin, large payload fairing, and crew access tunnel were mounted on the upper body. The results of the investigation indicated that the configuration was longitudinally stable to an angle of attack of about 6 deg about a center-of-gravity position of 0.7 body length. The model had an untrimmed lift-drag ratio of 6.6, but could not be trimmed at positive lift. The orbiter model was also directionally unstable. The payload fairing was responsible for about half the instability. The tip-fin controllers, which are designed as active controls to produce artificial directional stability, were effective in producing yawing moment, but sizable adverse rolling moment occurred at angles of attack above 6 deg. Differential deflection of the elevon surfaces was effective in producing rolling moment with only small values of adverse yawing moment.

Description: The current status of transition-region models is reviewed in this report. To understand modeling problems, various flow features that influence the transition process are discussed first. Then an overview of the different approaches to transition-region modeling is given. This is followed by a detailed discussion of turbulence models and the specific modifications that are needed to predict flows undergoing laminar-turbulent transition. Methods for determining the usefulness of the models are presented, and an outlook for the future of transition-region modeling is suggested.

Description: Wind-tunnel free-flight tests have been conducted in the Langley 30- by 60-Foot Wind Tunnel to examine the high-angle-of-attack stability and control characteristics and control law design of a supersonic persistence fighter (SSPF) at 1 g flight conditions. In addition to conventional control surfaces, the SSPF incorporated deflectable wingtips (tiperons) and pitch and yaw thrust vectoring. A direct eigenstructure assignment technique was used to design control laws to provide good flying characteristics well into the poststall angle-of-attack region. Free-flight tests indicated that it was possible to blend effectively conventional and unconventional control surfaces to achieve good flying characteristics well into the poststall angle-of-attack region.

Description: A housing block is provided having an upper surface conforming to the test surface of a model or aircraft. An oil film is supplied upstream of a transparent wedge window located in this upper surface by an oil pump system located external to the housing block. A light source located within the housing block supplies a light beam which passes through this transparent window and is reflected back through the transparent window by the upper surface of the oil film to a photo-sensitive position sensor located within the housing. This position sensor allows the slope history of the oil film caused by and aerodynamic flow to be determined. The skin friction is determined from this slope history. Internally located mirrors augment and sensitize the reflected beam as necessary before reaching the position sensor. In addition, a filter may be provided before this sensor to filter the beam.

Description: Over the period of this grant (1986-92), 23 graduate students were supported by the Center and received education and training in hypersonics through MS and Ph.D. programs. An additional 8 Ph.D. candidates and 2 MS candidates, with their own fellowship support, were attracted to The University of Texas and were recruited into the hypersonics program because of the Center. Their research, supervised by the 10 faculty involved in the Center, resulted in approximately 50 publications and presentations in journals and at national and international technical conferences. To provide broad-based training, a new hypersonics curriculum was created, enabling students to take 8 core classes in theoretical, computational, and experimental hypersonics, and other option classes over a two to four semester period. The Center also developed an active continuing education program. The Hypersonics Short Course was taught 3 times, twice in the USA and once in Europe. Approximately 300 persons were attracted to hear lectures by more than 25 of the leading experts in the field. In addition, a hypersonic aerodynamics short course was offered through AIAA, as well as short courses on computational fluid dynamics (CFD) and advanced CFD. The existence of the Center also enabled faculty to leverage a substantial volume of additional funds from other agencies, for research and graduate student training. Overall, this was a highly successful and highly visible program.

Description: The use of a sensitivity equation method to computer derivatives for optimization based design algorithms are discussed. The problem of designing an optimal forebody simulator is used to motivate the algorithm and to illustrate the basic ideas. Finally, how an existing computational fluid dynamics (CFD) code can be modified to compute sensitivities and a numerical example is presented.

Description: The jet-induced forces generated on short takeoff and vertical landing (STOVL) aircraft when in close proximity to the ground can have a significant effect on aircraft performance. Therefore, accurate predictions of these aerodynamic characteristics are highly desirable. Empirical procedures for estimating jet-induced forces during the vertical/short takeoff and landing (V/STOL) portions of the flight envelope are currently limited in accuracy. The jet-induced force data presented significantly add to the current STOVL configurations data base. Further development of empirical prediction methods for jet-induced forces, to provide more configuration diversity and improved overall accuracy, depends on the viability of this STOVL data base. The data base may also be used to validate computational fluid dynamics (CFD) analysis codes. The hover data obtained at the NASA Ames Jet Calibration and Hover Test (JCAHT) facility for a parametric flat-plate model is presented. The model tested was designed to allow variations in the planform aspect ratio, number of jets, nozzle shape, and jet location. There were 31 different planform/nozzle configurations tested. Each configuration had numerous pressure taps installed to measure the pressures on the undersurface of the model. All pressure data along with the balance jet-induced lift and pitching-moment increments are tabulated. For selected runs, pressure data are presented in the form of contour plots that show lines of constant pressure coefficient on the model undersurface. Nozzle-thrust calibrations and jet flow-pressure survey information are also provided.

Description: A method for estimating turbine limit-load pressure ratio from turbine map information is presented and demonstrated. It is based on a mean line analysis at the last-rotor exit. The required map information includes choke flow rate at all speeds as well as pressure ratio and efficiency at the onset of choke at design speed. One- and two-stage turbines are analyzed to compare the results with those from a more rigorous off-design flow analysis and to show the sensitivities of the computed limit-load pressure ratios to changes in the key assumptions.

Description: An experimental study of a two-dimensional supersonic inlet with a short compact subsonic diffuser, length to exit diameter (dl/d) ratio of 1.25, was conducted to investigate the impact of the short diffuser on inlet performance at low speeds and to assess the diffuser subsonic performance for a simulated diffuser flow corresponding to high-speed inlet conditions near the design flight Mach number of 2.2. For the low-speed testing, a drooped lip was employed to improve the inlet performance at a high angle of attack. For the simulated high-speed testing, air was blown through slots or discrete nozzles as an active boundary-layer control. The results from the low-speed performance test were compared with the results from a previous test program on the same inlet with a long subsonic diffuser (dl/d = 4.5). The comparison indicates that inlet recovery was not affected by the use of the short diffuser for either the baseline (no droop) or the drooped cowl lip configuration. However, the inlet baseline distortion for the short diffuser configuration was substantially higher than for the long diffuser. A comparison of the two configurations with a 70 deg drooped lip showed no significant difference in distortion. For the portion of the experimental program in which diffuser conditions for high-speed flight were simulated, diffuser-induced flow separation occurred. This separation was predicted from an analytical study that used the Hess potential flow panel method and the Herring two-dimensional boundary-layer analysis computer codes. The flow separated mainly on the diffuser ramp. Subsequent tests in which boundary-control systems were utilized showed that blowing with either slots or discrete nozzles could suppress the flow separation in the short subsonic diffuser, thereby substantially improving the diffuser performance.

Description: Research has been performed to determine the accuracy of neutrally buoyant and near neutrally buoyant bubbles used as flow tracers in air. Theoretical, computational, and experimental results are presented to evaluate the dynamics of bubble trajectories and factors affecting their ability to trace flow-field streamlines. The equation of motion for a single bubble was obtained and evaluated using a computational scheme to determine the factors which affect a bubble's trajectory. A two-dimensional experiment was also conducted to experimentally determine bubble trajectories in the stagnation region of NACA 0012 airfoil at 0 deg angle of attack using a commercially available helium bubble generation system. Physical properties of the experimental bubble trajectories were estimated using the computational scheme. These properties included the density ratio and diameter of the individual bubbles. the helium bubble system was then used to visualize and document the flow field about a 30 deg swept semispan wing with simulated glaze ice. Results were compared to Navier-Stokes calculations and surface oil flow visualization. The theoretical and computational analysis have shown that neutrally buoyant bubbles will trace even the most complex flow patterns. Experimental analysis revealed that the use of bubbles to trace flow patterns should be limited to qualitative measurements unless care is taken to ensure neutral buoyancy. This is due to the difficulty in the production of neutrally buoyant bubbles.

Description: This work is part of the high speed research program currently underway at NASA. This project has the goal of gaining understanding of the technical requirements for supersonic-hypersonic flight. Specifically, this research is part of a continuing project to study the laminar flow over swept wings at high speeds and involves the numerical prediction of the flow about the F-16XL wing. The research uses the CNS/ARC3D codes and the resulting crossflow velocity components in order to estimate transition locations on the wing. Effects of angle of attack on the extent of laminar flows was found to be minimal. This result can be attributed to the fact that a laminar flow airfoil was used in this study, which has a continuous favorable pressure gradient over approximately the first 20 percent of the chord for angles of attacks up to 10 degrees. It should also be noted that even after 20 percent chord the pressure gradient either slowly continued to increase, but never decreased before 90 percent chord, except for the higher swept cases when separation occurs. Angles of attack greater than 10 degrees were not considered since this study assumes natural laminar flow for normal supersonic cruise flight conditions.

Description: The basic governing equations for the second-order three-dimensional hypersonic thermal and chemical nonequilibrium boundary layer are derived by means of an order-of-magnitude analysis. A two-temperature concept is implemented into the system of boundary-layer equations by simplifying the rather complicated general three-temperature thermal gas model. The equations are written in a surface-oriented non-orthogonal curvilinear coordinate system, where two curvilinear coordinates are non-orthogonial and a third coordinate is normal to the surface. The equations are described with minimum use of tensor expressions arising from the coordinate transformation, to avoid unnecessary confusion for readers. The set of equations obtained will be suitable for the development of a three-dimensional nonequilibrium boundary-layer code. Such a code could be used to determine economically the aerodynamic/aerothermodynamic loads to the surfaces of hypersonic vehicles with general configurations. In addition, the basic equations for three-dimensional stagnation flow, of which solution is required as an initial value for space-marching integration of the boundary-layer equations, are given along with the boundary conditions, the boundary-layer parameters, and the inner-outer layer matching procedure. Expressions for the chemical reaction rates and the thermodynamic and transport properties in the thermal nonequilibrium environment are explicitly given.

Description: A joint U.S. Army/NASA flight investigation was conducted utilizing a single-rotor helicopter to determine the effectiveness of horizontally mounted tail boom strakes on directional controllability and tail rotor power during low-speed, crosswind operating conditions. Three configurations were investigated: (1) baseline (strakes off), (2) single strake (strake at upper shoulder on port side of boom), and (3) double strake (upper strake plus a lower strake on same side of boom). The strakes were employed as a means to separate airflow over the tail boom and change fuselage yawing moments in a direction to improve the yaw control margin and reduce tail rotor power. Crosswind data were obtained in 5-knot increments of airspeed from 0 to 35 knots and in 30 deg increments of wind azimuth from 0 deg to 330 deg. At the most critical wind azimuth and airspeed in terms of tail rotor power, the strakes improved the pedal margin by 6 percent of total travel and reduced tail rotor power required by 17 percent. The increase in yaw control and reduction in tail rotor power offered by the strakes can expand the helicopter operating envelope in terms of gross weight and altitude capability. The strakes did not affect the flying qualities of the vehicle at airspeeds between 35 and 100 knots.

Description: The objective of the proposed work is to continue to develop, verify, and incorporate the baseline two-equation turbulence models, which account for the effects of compressibility at high speeds, into a three-dimensional Reynolds averaged Navier-Stokes (RANS) code. Additionally, we plan to provide documented descriptions of the models and their numerical procedures so that they can be implemented into the NASP CFD codes.

Description: One of the areas of active research in commercial and military rotorcraft is directed toward developing the capability of sustained flight in icing conditions. The emphasis to date has been on the accretion and subsequent shedding of ice in an icing environment, where the shedding may be natural or induced. Historically, shed-ice particles have been a problem for aircraft, particularly rotorcraft. Because of the high particle velocities involved, damage to a fuselage or other airframe component from a shed-ice impact can be significant. Design rules for damage tolerance from shed-ice impact are not well developed because of a lack of experimental data. Thus, NASA Lewis (LeRC) has begun an effort to develop a database of impact force and energy resulting from shed ice. This effort consisted of a test of NASA LeRC's Model Rotor Test Rig (MRTR) in the Icing Research Tunnel (IRT). Both natural shedding and forced shedding were investigated. Forced shedding was achieved by fitting the rotor blades with Small Tube Pneumatic (STP) deicer boots manufactured by BF Goodrich. A detailed description of the test is given as well as the design of a new impact sensor which measures the force-time history of an impacting ice fragment. A brief discussion of the procedure to infer impact energy from a force-time trace are required for the impact-energy calculations. Recommendations and future plans for this research area are also provided.

Description: An experimental study was conducted to determine the aerodynamic characteristics of a proposed high speed civil transport. This configuration was designed to cruise at Mach 3.0 and sized to carry 250 passengers for 6500 n.mi. The configuration consists of a highly blended wing body and features a blunt parabolic nose planform, a highly swept inboard wing panel, a moderately swept outboard wing panel, and a curved wingtip. Wind tunnel tests were conducted in the Langley Unitary Plan Wind Tunnel on a 0.0098-scale model. Force, moment, and pressure data were obtained for Mach numbers ranging from 1.6 to 3.6 and at angles of attack ranging from -4 to 10 deg. Extensive flow visualization studies (vapor screen and oil flow) were obtained in the experimental program. Both linear and advanced computational fluid dynamics (CFD) theoretical comparisons are shown to assess the ability to predict forces, moments, and pressures on configurations of this type. In addition, an extrapolation of the wind tunnel data, based on empirical principles, to full-scale conditions is compared with the theoretical aerodynamic predictions.

Description: A flow visualization study was made in the 9 x 9 inch supersonic wind tunnel at Wichita State University to examine shock and boundary layer flow interaction for a nacelle in close proximity to the lower surface of a simulated wing. The test matrix included variations of angle of attack from -2 degrees to +4 degrees, nacelle-wing gap from 0.5 to 3-nacelle inlet diameter (0.12 inch), and Reynolds number based on nacelle length (1.164 inch) from 1.16 x 10(exp 6) to 1.45 x 10(exp 6) at a nominal Mach number of 2. Schlieren pictures of wing and nacelle flowfield were recorded by a video camera during each tunnel run. Results show that the nacelle inlet shock wave remains attached to the inlet lip and its impingement does not significantly affect the wing boundary layer. At the nacelle trailing edge location, the wing boundary layer thickness is approximately one nacelle inlet diameter at alpha = 0 degrees and it decreases with increase of angle of attack.

Description: Three planar, untwisted wings with the same elliptical chord distribution but with different curvatures of the quarter-chord line were tested in the Langley 8-Foot Transonic Pressure Tunnel (8-ft TPT) and the Langley 7- by 10-Foot High-Speed Tunnel (7 x 10 HST). A fourth wing with a rectangular planform and the same projected area and span was also tested. Force and moment measurements from the 8-ft TPT tests are presented for Mach numbers from 0.3 to 0.5 and angles of attack from -4 degrees to 7 degrees. Sketches of the oil-flow patterns on the upper surfaces of the wings and some force and moment measurements from the 7 x 10 HST tests are presented at a Mach number of 0.5. Increasing the curvature of the quarter-chord line makes the angle of zero lift more negative but has little effect on the drag coefficient at zero lift. The changes in lift-curve slope and in the Oswald efficiency factor with the change in curvature of the quarter-chord line (wingtip location) indicate that the elliptical wing with the unswept quarter-chord line has the lowest lifting efficiency and the elliptical wing with the unswept trailing edge has the highest lifting efficiency; the crescent-shaped planform wing has an efficiency in between.

Description: Wind-tunnel tests were made for spheres of various sizes over a range of Mach numbers and Reynolds numbers. The results indicated some conditions where the drag was affected by changes in the afterbody pressure due to a shock reflection from the tunnel wall. This effect disappeared when the Mach number was increased for a given sphere size or when the sphere size was decreased for a given Mach number. Drag measurements and Schlieren photographs are presented that show the possibility of obtaining inaccurate data when tests are made with a sphere too large for the test section size and Mach number. Tests were also made of an oblate spheroid. The results indicated a region at high Mach numbers where inherent positive static stability might occur with the oblate-face forward. The drag results are compared with those for a sphere as well as those for various other shapes. The drag results for the oblate spheroid and the sphere are also compared with some calculated results.

Description: The finite-volume and finite-difference implementations of high-order accurate essentially non-oscillatory shock-capturing schemes are discussed and compared. Results obtained with fourth-order accurate algorithms based on both formulations are examined for accuracy, sensitivity to grid irregularities, resolution of waves that are oblique to the mesh, and computational efficiency. Some algorithm modifications that may be required for a given application are suggested. Conclusions that pertain to the relative merits of both formulations are drawn, and some circumstances for which each might be useful are noted.

Description: An experimental investigation of the static longitudinal and lateral-directional aerodynamic characteristics of a generic hypersonic research vehicle was conducted in the Langley Unitary Plan Wind Tunnel (UPWT). A parametric study was performed to determine the interference effects of various model components. Configuration variables included delta and trapezoidal canards; large and small centerline-mounted vertical tails, along with a set of wing-mounted vertical tails; and a set of model noses with different degrees of bluntness. Wing position was varied by changing the longitudinal location and the incidence angle. The test Mach numbers were 1.5 and 2.0 at Reynolds numbers of 1 x 10(exp 6) per foot, 2 x 10(exp 6) per foot, and 4 x 10(exp 6) per foot. Angle of attack was varied from -4 degrees to 27 degrees, and sideslip angle was varied from -8 degrees to 8 degrees. Generally, the effect of Reynolds number did not deviate from conventional trends. The longitudinal stability and lift-curve slope decreased with increasing Mach number. As the wing was shifted rearward, the lift-curve slope decreased and the longitudinal stability increased. Also, the wing-mounted vertical tails resulted in a more longitudinally stable configuration. In general, the lift-drag ratio was not significantly affected by vertical-tail arrangement. The best lateral-directional stability was achieved with the large centerline-mounted tail, although the wing-mounted vertical tails exhibited the most favorable characteristics at the higher angles of attack.

Description: Computational simulation of the vertical tail buffet problem is accomplished using a delta wing-vertical tail configuration. Flow conditions are selected such that the wing primary-vortex cores experience vortex breakdown and the resulting flow interacts with the vertical tail. This multidisciplinary problem is solved successively using three sets of equations for the fluid flow, aeroelastic deflections and grid displacements. For the fluid dynamics part, the unsteady, compressible, full Navier-Stokes equations are solved accurately in time using an implicit, upwind, flux-difference splitting, finite-volume scheme. For the aeroelastic part, the aeroelastic equation for bending vibrations is solved accurately in time using the Galerkin method and the four-stage Runge-Kutta scheme. The grid for the fluid dynamics computations is updated every few time steps using a third set of interpolation equations. The computational application includes a delta wing of aspect ratio 1 and a rectangular vertical tail of aspect ratio 2, which is placed at 0.5 root-chord length downstream of the wing trailing edge. The wing angle of attack is 35 deg and the flow Mach number and Reynolds number are 0.4 and 10,000, respectively.

Description: Aerodynamic loads upon the Magellan spacecraft during aerobraking through the atmosphere of Venus are computed at off-design attitudes with a direct simulation Monte Carlo (DSMC) particle method. Simulated rarefied flows at nominal altitudes near 140 km and an entry speed of 8.6 km/s were compared to simulated and analytic free molecular results. Aerodynamic moments, forces, and heating for rarefied entry at all attitudes were 7-10 percent below free molecular results. All moments acted to restore the vehicle to its nominal zero-pitch, zero-yaw attitude. Suggested canting of the solar panels is an innovative configuration to assess gas-surface interaction during aerobraking. The resulting roll torques about the central body-axis as predicted in rarefied flow simulations were nearly twice that predicted for free molecular flow, although differences became less distinct for thermal accommodation coefficients well below unity. Roll torques increased dramatically with reduced accommodation coefficients employed in the simulation. In the DSMC code, periodic free-molecule boundary conditions and a coarse computational grid and body resolution served to minimize the simulation size and cost while retaining solution validity.

Description: 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.

Description: A new method for the prediction of induced drag of planar and nonplanar wings is presented. This method is based on the application of the Kutta-Joukowski law at the trailing edge. Until recently, the use of the Kutta-Joukowski law for this purpose has not been fully explored and pressure integration and Trefftz-plane calculations favored. It is shown, however, that this method is able to give better results for a given amount of effort than the more commonly used techniques, particularly when relaxed wakes and nonplanar wing geometries are considered. When the induced drag prediction procedure is coupled with a panel method, it results in a methodology that is fast enough and sufficiently accurate to be useful for design purposes. It is demonstrated that reductions in induced drag can be achieved, particularly through the use of nonplanar wing geometries. To obtain overall drag reductions, the induced drag reduction must be traded-off against increased profile drag due to increased wetted area. With the design methodology that is described herein, such trade studies can be performed in which the non-linear effects of the free wake are taken into account.

Description: The Canard Rotor/Wing (CRW), a high-speed rotorcraft concept, was tested at the National Aeronautics and Space Administration (NASA) Ames Research Center's 40- by 80-Foot Wind Tunnel in Mountain View, California. The 1/5-scale model was tested to identify certain low-speed, fixed-wing, aerodynamic characteristics of the configuration and investigate the effectiveness of two empennages, an H-Tail and a T-Tail. The paper addresses the principal test objectives and the results achieved in the wind tunnel test. These are summarized as: i) drag build-up and differences between the H-Tail and T-Tail configuration, ii) longitudinal stability of the H-Tail and T-Tail configurations in the conversion and cruise modes, iii) control derivatives for the canard and elevator in the conversion and cruise modes, iv) aerodynamic characteristics of varying the rotor/wing azimuth position, and v) canard and tail lift/trim capability for conversion conditions.

Description: Energized wakes expelled by devices like thrust augmentors, propellers and rotors are studied theoretically in order to explore how their shape changes as they interact with ground and ceiling planes. It is found that when the airstream is stationary and the vehicle in hover, the presence of a ceiling plane causes an energized wake to constrict even more than when in an unbounded medium. The presence of a ground plane is found to cause the wake to constrict less than in free space. The computations also show that the vortex sheets first move inward before moving downward. Along their trajectory, the vortex sheets that separate the energized fluid from the ambient fluid have a nearly constant strength and velocity which indicates that the velocity just inside the wake is approximately constant. When a velocity is given to the wind tunnel airstream, the forward edge of the wake first rises and then descends so that it spends more time in the vicinity of the actuator disk. Implications of these results on measurements obtained in wind tunnels are discussed.

Description: A new zoning method called 'virtual zones' has been developed for application to an unsteady finite difference Navier-Stokes code. The virtual zoning method simplifies the zoning and gridding of complex configurations for use with patched multi-zone flow codes. An existing interpolation method has been extensively modified to bring the run time for the interpolation procedure down to the same level as for the flow solver. Unsteady Navier-Stokes computations have been performed for transonic flow over a clipped delta wing with an oscillating control surface. The computed unsteady pressure and response characteristics of the control-surface motion compare well with experimental data.

Description: Multigrid has been applied to an existing three-dimensional compressible Euler solver to accelerate the convergence of the implicit symmetric relaxation scheme. This lower-upper symmetric Gauss-Seidel implicit scheme is shown to be an effective multigrid driver in three-dimensions. A grid refinement study is performed including the effects of large cell aspect ratio meshes. Performance figures of the present multigrid code on Cray computers including the new C90 are presented. A reduction of three orders of of magnitude in the residual for a three-dimensional transonic inviscid flow using 920K grid points is obtained in less than 4 minutes on a Cray C90.

Description: A hypothetical, but realistic, set of flight conditions for the V-22 aircraft is established to facilitate rigorous testing of a new domain connectivity algorithm, and to carry out an overset grid proof-of-concept tiltrotor simulation. Relative motion and interference effects between the V-22 airframe and rotor-blades are directly simulated within the context of an unsteady, thin-layer Navier-Stokes computation. The domain connectivity algorithm is verified to perform at rates equal to or greater than those realized previously for store-separation-like applications. The feasibility of carrying out unsteady Navier-Stokes analyses of rotorcraft problems is demonstrated.

Description: This study presents a numerical method for solving the three-dimensional, Navier-Stokes equations for unsteady, viscous flow through multiple turbomachinery blade rows. The method solves the fully three-dimensional Navier-Stokes equations with an implicit scheme which is based on a control volume approach. A two-equation turbulence model with a low Reynolds number modification is employed in the present study. A third-order accurate upwinding scheme is used to approximate convection terms while a second order accurate central difference scheme is used for the discretization of viscous terms. A second-order accurate scheme is employed for the temporal discretization. The numerical method is applied to study the unsteady flow field of a subsonic turbine stage and the unsteady flow field inside a transonic, high-through-flow, axial compressor stage. The stage calculation is performed by coupling the stator and the rotor flow fields at each time step through an over-laid grid.

Description: New wind tunnel data have been taken, and a new empirical model has been developed for predicting base drag on missile configurations. The new wind tunnel data were taken at NASA-Langley in the Unitary Wind Tunnel at Mach numbers from 2.0 to 4.5, angles of attack to 16 deg, fin control deflections up to 20 deg, fin thickness/chord of 0.05 to 0.15, and fin locations from 'flush with the base' to two chord-lengths upstream of the base. The empirical model uses these data along with previous wind tunnel data, estimating base drag as a function of all these variables as well as boat-tail and power-on/power-off effects. The new model yields improved accuracy, compared to wind tunnel data. The new model also is more robust due to inclusion of additional variables. On the other hand, additional wind tunnel data are needed to validate or modify the current empirical model in areas where data are not available.

Description: Comprehensive inviscid and viscous numerical simulations of hypersonic flow past nonconical rounded-nose waveriders are presented. The flow fields and aerodynamic forces at off-design conditions are determined inviscidly by a space-marching CFD code with the initial-data plane provided by a time-marching Navier-Stokes CFD code. Off-design conditions include off-design Mach numbers, angles of attack, and rounded leading edges. A wide range of waverider configurations is investigated and compared. These calculations show the effects of viscous interactions, which are influential near the leading edges, and determine the viscous drag. The inviscid calculations show that L/D decreases as freestream M increases (with alpha = 0). At the on-design Mach numbers, the maximum L/D may occur at slight positive or negative alpha, depending on the shape of the waverider, and zero lift occurs at a negative alpha approximately equal to half of the body thickness. The effects of slight leading-edge blunting produce only local effects in the flow field and small losses in L/D.

Description: An algorithm is developed to obtain the grid sensitivity with respect to design parameters for aerodynamic optimization. The procedure is advocating a novel (geometrical) parameterization using spline functions such as NURBS (Non-Uniform Rational B-Splines) for defining the wing-section geometry. An interactive algebraic grid generation technique, known as Two-Boundary Grid Generation (TBGG) is employed to generate C-type grids around wing-sections. The grid sensitivity of the domain with respect to geometric design parameters has been obtained by direct differentiation of the grid equations. A hybrid approach is proposed for more geometrically complex configurations such as a wing or fuselage. The aerodynamic sensitivity coefficients are obtained by direct differentiation of the compressible two-dimensional thin-layer Navier-Stokes equations. An optimization package has been introduced into the algorithm in order to optimize the wing-section surface. Results demonstrate a substantially improved design due to maximized lift/drag ratio of the wing-section.

Description: We describe a Cartesian grid strategy for the study of three dimensional inviscid flows about arbitrary geometries that uses both conventional and CAD/CAM surface geometry databases. Initial applications of the technique are presented. The elimination of the body-fitted constraint allows the grid generation process to be automated, significantly reducing the time and effort required to develop suitable computational grids for inviscid flowfield simulations.

Description: A method has been developed to solve the Euler equations on a three-dimensional unstructured grid composed of tetrahedra. The method uses an upwind flow solver with a linearized, backward-Euler time integration scheme. Each time step results in a sparse linear system of equations which is solved by an iterative, sparse matrix solver. Local-time stepping, switched evolution relaxation (SER), preconditioning and reuse of the Jacobian are employed to accelerate the convergence rate. Implicit boundary conditions were found to be extremely important for fast convergence. Numerical experiments have shown that convergence rates comparable to that of a multigrid, central-difference scheme are achievable on the same mesh. Results are presented for several grids about an ONERA M6 wing.

Description: We consider the implementation of boundary conditions at solid walls in inviscid Euler solutions by upwind, finite-volume methods. We review some current methods for the implementation of surface boundary conditions and examine their behavior for the problem of an oblique shock reflecting off a planar surface. We show the importance of characteristic boundary conditions for this problem and introduce a method of applying the classical flux-difference splitting of Roe as a characteristic boundary condition. Consideration of the equivalent problem of the intersection of two (equal and opposite) oblique shocks was very illuminating on the role of surface boundary conditions for an inviscid flow and led to the introduction of two new boundary-condition procedures, denoted as the symmetry technique and the curvature-corrected symmetry technique. Examples of the effects of the various surface boundary conditions considered are presented for the supersonic blunt body problem and the subcritical compressible flow over a circular cylinder. Dramatic advantages of the curvature-corrected symmetry technique over the other methods are shown, with regard to numerical entropy generation, total pressure loss, drag and grid convergence.

Description: A two-dimensional Navier-Stokes solver developed for detailed study of wave rotor flow dynamics is described. The CFD model is helping characterize important loss mechanisms within the wave rotor. The wave rotor stationary ports and the moving rotor passages are resolved on multiple computational grid blocks. The finite-volume form of the thin-layer Navier-Stokes equations with laminar viscosity are integrated in time using a four-stage Runge-Kutta scheme. The Roe approximate Riemann solution scheme or the computationally less expensive Advection Upstream Splitting Method (AUSM) flux-splitting scheme are used to effect upwind-differencing of the inviscid flux terms, using cell interface primitive variables set by MUSCL-type interpolation. The diffusion terms are central-differenced. The solver is validated using a steady shock/laminar boundary layer interaction problem and an unsteady, inviscid wave rotor passage gradual opening problem. A model inlet port/passage charging problem is simulated and key features of the unsteady wave rotor flow field are identified. Lastly, the medium pressure inlet port and high pressure outlet port portion of the NASA Lewis Research Center experimental divider cycle is simulated and computed results are compared with experimental measurements. The model accurately predicts the wave timing within the rotor passage and the distribution of flow variables in the stationary inlet port region.

Description: A multidimensional kinetic fluctuation-splitting scheme has been developed for the Euler equations. The scheme is based on an N-scheme discretization of the Boltzmann equation at the kinetic level for triangulated Cartesian meshes with a diagonal-adaptive strategy. The resulting Euler scheme is a cell-vertex fluctuation-splitting scheme where fluctuations in the conserved-variable vector Q are obtained as moments of the fluctuation in the Maxwellian velocity distribution function at the kinetic level. Encouraging preliminary results have been obtained for perfect gases on Cartesian meshes with first-order spatial accuracy. The present approach represents an improvement to the well-established dimensionally-split upwind schemes.

Description: A numerical design methodology for multistage turbomachinery is being developed that minimizes the use of experimental data required in the design process. This approach is resulting in an efficient method of enlarging the design database for turbomachinery blading. This capability has been demonstrated for blade sections, and the goal is to extend it to fully three dimensional, multistage configurations.

Description: An explicit 2D Navier-Stokes code has been modified and used to analyze the aerodynamics and heat transfer of a transonic turbine cascade. This code is based on a four-stage Runge-Kutta scheme. An algebraic Reynolds stress model (ARSM) and two versions of low Reynolds number (LRN) two-equation turbulence models, Chien's (1982) LRN k-epsilon model and Coakley's (1983) LRN q-omega model, have been employed in the computations. The surface pressure distributions and wake profiles are predicted well by all the models. The k-epsilon model and the k-epsilon/ARSM model yield better predictions of heat transfer than the q-omega model. The k-epsilon/ARSM solutions show some significant, though not dramatic, differences in the predicted skin friction coefficients, heat transfer rates, and performance parameters, as compared to the k-epsilon model. The predicted semiwake width is consistent with the measurement and correlation.

Description: A preconditioned domain decomposition scheme is introduced for the solution of the 3D aerodynamic sensitivity equation. This scheme uses the iterative GMRES procedure to solve the effective sensitivity equation of the boundary-interface cells in the sensitivity analysis domain-decomposition scheme. Excluding the dense matrices and the effect of cross terms between boundary-interfaces is found to produce an efficient preconditioning matrix.

Description: Results are presented of an investigation of the time-accurate simulation of supersonic unsteady flow oscillations over spike-tipped bodies using the multistage Runge-Kutta scheme coupled with a dynamic solution-adaptive grid algorithm modified for multiblock capabilities. The inviscid fluxes are described by a modified advective upwind split method to obviate the need for artificial dissipation. If a time-varying, solution-adaptive mesh algorithm is incorporated, resolution of the details of the unsteady spike-tipped body flow is improved. The adaptive algorithm is also shown to resolve multiple and diverse features of the flow simultaneously, with the adapted regions in the mesh convecting with these features as they translate.

Description: A symmetric Total-Variation-Diminishing (TVD) formulation of the numerical dissipation terms has been incorporated into a diagonalized alternating direction implicit multigrid algorithm to solve the Euler equations of inviscid compressible flow. The new treatment of the dissipation makes is possible to capture both very strong and very weak shocks, virtually without oscillation for the steady flows of interest here. In addition, the TVD constraint fixes one of the two previously arbitrary constants in the formulation of the dissipation, and results in both converged solutions and convergence rates which are relatively insensitive to the choice of the remaining dissipation parameter.

Description: A finite volume method is used to calculate compressible inviscid flows over blunt bodies using, in general, unstructured grids. Artificial viscosity forms are derived based on a simplified least squares procedure. The extra second order terms are consistent with the governing equations, hence a systematic treatment of the numerical boundary conditions can be easily implemented. A special treatment of blunt bodies may be required. The discrete equations are linearized and the resulting system is solved by a relaxation method. Preliminary results indicate that the effect of the numerical dissipation is minimal. For subsonic flows over smooth bodies, the solution is practically vorticity-free and the total pressure loss is of the same order as the truncation error. Finally, some extensions of the present method are briefly discussed.

Description: In an effort to further improve upon the latest advancements made in aerodynamic shape optimization procedures, a systematic study is performed to examine several current solution methodologies as applied to various aspects of the optimization procedure. It is demonstrated that preconditioned conjugate gradient-like methodologies dramatically decrease the computational efforts required for such procedures. The design problem investigated is the shape optimization of the upper and lower surfaces of an initially symmetric (NACA-012) airfoil in inviscid transonic flow and at zero degree angle-of-attack. The complete surface shape is represented using a Bezier-Bernstein polynomial. The present optimization method then automatically obtains supercritical airfoil shapes over a variety of freestream Mach numbers. Furthermore, the best optimization strategy examined resulted in a factor of 8 decrease in computational time as well as a factor of 4 decrease in memory over the most efficient strategies in current use.

Description: A new and general approach to upwind splitting is presented. The design principle combines the robustness of flux vector splitting schemes in the capture of nonlinear waves and the accuracy of some flux difference splitting schemes in the resolution of linear waves. The new schemes are derived following a general hybridization technique performed directly at the basic level of the field by field decomposition involved in FDS methods. The scheme does not use a spatial switch to be tuned up according to the local smoothness of the approximate solution.

Description: A flexible fuselage capability has been developed and implemented within version 1.2 of the CAP-TSD code. The capability required adding time dependent terms to the fuselage surface boundary conditions and the fuselage surface pressure coefficient. The new capability will allow modeling the effect of a flexible fuselage on the aeroelastic stability of complex configurations. To assess the flexible fuselage capability several steady and unsteady calculations have been performed for slender fuselages with circular cross-sections. Steady surface pressures are compared with experiment at transonic flight conditions. Unsteady cross-sectional lift is compared with other analytical results at a low subsonic speed and a transonic case has been computed. The comparisons demonstrate the accuracy of the flexible fuselage modifications.

Description: Unsteady Navier-Stokes simulations have been performed for vortical flows over an 'arrow-wing' configuration of a supersonic transport in the transonic regime. Computed steady pressures and integrated force coefficients with and without control surface deflection at a moderate angle of attack are compared with experiment. For unsteady cases, oscillating trailing-edge control surfaces are modeled by using moving grids. Response characteristics between symmetric and anti-symmetric oscillatory motions of the control surfaces on the left and right wings are studied. The anti-symmetric case produces higher lift than the steady case with no deflection, and the unsteady symmetric case produces higher lift than the anti-symmetric case. The detailed analysis of the wake structure revealed a strong interaction between the primary vortex and the wake vortex sheet from the flap region when the flap is deflected up.

Description: A technique was developed for global modeling of nonlinear aerodynamic coefficients using multivariate orthogonal functions based on the data. Each orthogonal function retained in the model was decomposed into an expansion of ordinary polynomials in the independent variables, so that the final model could be interpreted as selectively retained terms from a multivariable power series expansion. A predicted squared-error metric was used to determine the orthogonal functions to be retained in the model; analytical derivatives were easily computed. The approach was demonstrated on the Z-body axis aerodynamic force coefficient (Cz) wind tunnel data for an F-18 research vehicle which came from a tabular wind tunnel and covered the entire subsonic flight envelope. For a realistic case, the analytical model predicted experimental values of Cz very well. The modeling technique is shown to be capable of generating a compact, global analytical representation of nonlinear aerodynamics. The polynomial model has good predictive capability, global validity, and analytical differentiability.

Description: The three-dimensional, Reynolds-averaged, Navier-Stokes (RANS) equations are used to numerically simulate vortical flow about a 65 degree sweep delta wing. Subsonic turbulent flow computations are presented for this delta wing at 30 degrees angle of attack and static roll angles up to 42 degrees. This work is part of an on going effort to validate the RANS approach for predicting high-incidence vortical flows, with the eventual application to wing rock. The flow is unsteady and includes spiral-type vortex breakdown. The breakdown positions, mean surface pressures, rolling moments, normal forces, and streamwise center-of-pressure locations compare reasonably well with experiment. In some cases, the primary vortex suction peaks are significantly underpredicted due to grid coarseness. Nevertheless, the computations are able to predict the same nonlinear variation of rolling moment with roll angle that appeared in the experiment. This nonlinearity includes regions of local static roll instability, which is attributed to vortex breakdown.

Description: The effects of freestream Mach number and angle of attack on the leading-edge vortex breakdown due to the terminating shock on a 65-degree, sharp-edged, cropped delta wing are investigated computationally, using the time-accurate solution of the laminar unsteady compressible full Navier-Stokes equations with the implicit upwind flux-difference splitting, finite-volume scheme. A fine O-H grid consisting of 125 x 85 x 84 points in the wrap-around, normal, and axial directions, respectively, is used for all the flow cases. Keeping the Reynolds number fixed at 3.23 x 10 exp 6, the Mach number is varied from 0.85 to 0.9 and the angle of attack is varied from 20 to 24 deg. The results show that, at 20-deg angle of attack, the increase of the Mach number from 0.85 to 0.9 results in moving the location of the terminating shock downstream. The results also show that, at 0.85 Mach number, the increase of the angle of attack from 20 to 24 deg results in moving the location of the terminating shock upstream. The results are in good agreement with the experimental data.

Description: A new method of generating unstructured triangular/tetrahedral grids with high-aspect-ratio cells is proposed. The method is based on new grid-marching strategy referred to as 'advancing-layers' for construction of highly stretched cells in the boundary layer and the conventional advancing-front technique for generation of regular, equilateral cells in the inviscid-flow region. Unlike the existing semi-structured viscous grid generation techniques, the new procedure relies on a totally unstructured advancing-front grid strategy resulting in a substantially enhanced grid flexibility and efficiency. The method is conceptually simple but powerful, capable of producing high quality viscous grids for complex configurations with ease. A number of two-dimensional, triangular grids are presented to demonstrate the methodology. The basic elements of the method, however, have been primarily designed with three-dimensional problems in mind, making it extendible for tetrahedral, viscous grid generation.

Description: Applicability of a three-dimensional solution adaptive unstructured tetrahedral Euler flow solver about generic models for near-field sonic boom pressure signature predictions is evaluated. Comparisons of computational and experimental data demonstrates the capability of the method for predicting inviscid solutions useful for high speed calculations about simple 3-D geometries. The approach has promising features and results indicate potential for application to more complex configurations. The mesh generation is based on the advancing front technique, and steady state solutions of the Euler equations are achieved by explicit time integration. Spatial discretization uses the Taylor-Galerkin approach; an alternate time integration, based on the Runge-Kutta method, is also included. The solution-adaptive grid procedure is based on either remeshing or mesh refinement techniques. An alternative geometry-adaptive grid procedure has also been incorporated.

Description: The deformable leading edge (DLE) concept to improve the blade capability in lift, drag and pitching moments has been investigated for the purpose of meeting new rotor maneuverability and susceptibility requirements. The advantages and disadvantages of this concept have been carefully examined with limited computational and experimental results. This work showed that this concept achieves a substantial improvement in lift capability and also reduces the drag and pitching moment at the same time. Effects of various parameters, such as Reynolds number, reduced frequency, mean angle of oscillation, and airfoil shape, on the performance of these airfoils were also investigated.

Description: The primary objective of this work is to demonstrate the feasibility of a 3D potential/viscous flow coupling procedure for reducing computational effort while maintaining solution accuracy. The closed-loop, overlapped, velocity-coupling concept has been developed in a new code, ZAP3D, that couples a potential flow panel code with a Navier-Stokes method. The current ZAP3D calculation for an aspect ratio 5 wing with an outer domain radius of about 1.2 chords represents a speed-up in CPU time over the ARC3D large domain calculation by about a factor of 2.5. This improvement is achieved for less than a 0.5 percent deviation in C(L), 10 counts change in C(D), and 0.0015 variation in C(My). Additional reductions in the required computational domain for ZAP3D are expected as the method is further developed and refined.

Description: An improved method to calculate drag based on far field conditions is presented and demonstrated. The method is illustrated using two CFD codes, PARC and CFL3D, and examining their ability to preserve lift and drag coefficients along grid line defined integration paths. The flow fields were generated by solving the Euler equations for a NACA 0012 airfoil at a free stream Mach number of 0.8 and angle of attack of 1.25 degrees. In comparison to force coefficients obtained by surface pressure integration, neither code acceptably preserved both force coefficients throughout the near and far fields. An investigation into the relationship between numerical prediction error and calculated force coefficients revealed a direct connection between solution mass conservation error and force coefficients error. A method to correct the predicted force coefficients based on integrated mass conservation error is described and demonstrated. The corrected force coefficients for both codes are shown to be more accurate than the uncorrected values. The correction method is applicable to both two and three dimensions and is independent of the algorithm used to generate the flow field.

Description: A multigrid method using different smoothers has been developed to solve the Euler equations discretized by a nonoscillatory scheme up to fourth order accuracy. The best smoothing property is provided by a five-stage Runge-Kutta technique with optimized coefficients, yet the most efficient smoother is a backward Euler technique in factored and diagonalized form. The singlegrid solution for a hypersonic, viscous conic flow is in excellent agreement with the solution obtained by the third order MUSCL and Roe's method. Mach 8 inviscid flow computations for a complete entry probe have shown that the accuracy is at least as good as the symmetric TVD scheme of Yee and Harten. The implicit multigrid method is four times more efficient than the explicit multigrid technique and 3.5 times faster than the single-grid implicit technique. For a Mach 8.7 inviscid flow over a blunt delta wing at 30 deg incidence, the CPU reduction factor from the three-level multigrid computation is 2.2 on a grid of 37 x 41 x 73 nodes.

Description: A novel approach for generating highly stretched grids which is based on a modified advancing-front technique and benefits from the generality, flexibility, and grid quality of the conventional advancing-front-based Euler grid generators is presented. The method is self-sufficient for the insertion of grid points in the boundary layer and beyond. Since it is based on a totally unstructured grid strategy, the method alleviates the difficulties stemming from the structural limitations of the prismatic techniques.

Description: A parametric study is being conducted as an effort to numerically predict the extent of natural laminar flow (NLF) on finite swept wings at supersonic speeds. This study is one aspect of a High Speed Research Program (HSRP) to gain an understanding of the technical requirements for high-speed aircraft flight. The parameters that are being addressed in this study are Reynolds number, angle of attack, and leading-edge wing sweep. These parameters were analyzed through the use of an advanced Computational Fluid Dynamics (CFD) flow solver, specifically the ARC 3-D Compressible Navier-Stokes (CNS) flow solver. From the CNS code, pressure coefficients (Cp) are obtained for the various cases. These Cp's are then used to compute the boundary-layer profiles through the use of the 'Kaups and Cebeci' compressible 2-D boundary layer code. Finally, the boundary-layer parameters are processed into a 3-D compressible boundary layer stability code (COSAL) to predict transition. The parametric study then consisted of four geometries which addressed the effects of sweep, and three angles of attack from zero to ten degrees to yield a total of 12 cases. The above process was substantially automated through a procedure that was developed by the work conducted under this study. This automation procedure then yields a 3-D graphical measure of the extent of laminar flow by predicting the transition location of laminar to turbulent flow.

Description: The Static Data Acquisition System (SDAS) components primarily responsible for acquiring data at the 14- by 22-Foot Subsonic Tunnel are the NEFF 620/600 Data Acquisition Unit (DAU) and the PSI 780B electronically scanned pressure (ESP) measurement system. A 9250 Modcomp computer is used to process the signal, to do all aerodynamic calculation, and to control the output of data. All of the tasks required to support a wind tunnel investigation are menu driven. The purpose of this report is to acquaint users of this system with the wide range of capabilities that exist with the available hardware and software and provide them with the proper procedures to follow when setting up or running individual tests.

Description: The proper use of a computational fluid dynamics code requires a good understanding of the particular code being applied. In this report the application of CFL3D, a thin-layer Navier-Stokes code, is compared with the results obtained from PARC3D, a full Navier-Stokes code. In order to gain an understanding of the use of this code, a simple problem was chosen in which several key features of the code could be exercised. The problem chosen is a cone in supersonic flow at an angle of attack. The issues of grid resolution, grid blocking, and multigridding with CFL3D are explored. The use of multigridding resulted in a significant reduction in the computational time required to solve the problem. Solutions obtained are compared with the results using the full Navier-Stokes equations solver PARC3D. The results obtained with the CFL3D code compared well with the PARC3D solutions.

Description: The HL-20 is proposed as a possible future manned spacecraft. The configuration consists of a low-aspect-ratio body with a flat undersurface. Three fins (a small centerline fin and two outboard (tip) fins set at a dihedral angle of 50 deg) are mounted on the aft body. The control system consists of elevon surfaces on the outboard fins, a set of four body flaps on the upper and lower aft body, and an all-movable center fin. Both the elevons and body flaps were capable of trimming the model to angles of attack from -2 deg to above 20 deg. The maximum trimmed lift-drag ratio was 3.6. Replacing the flat-plate tip fins with airfoil tip fins increased the maximum trimmed lift-drag ratio to 4.2. The elevons were effective as a roll control, but they produced about as much yawing moment as rolling moment because of the tip-fin dihedral angle. The body flaps produced less rolling moment than the elevons and only small values of yawing moment. A limited investigation of the effect of varying tip-fin dihedral angle indicated that a dihedral angle of 50 deg was a reasonable compromise for longitudinal and lateral stability, longitudinal trim, and performance at subsonic speeds.

Description: After vigorous development for over twenty years, Computational Fluid Dynamics (CFD) in the field of aerospace engineering has arrived at a turning point toward maturity. This paper discusses issues related to algorithm development for the Euler/Navier Stokes equations, code validation and recent applications of CFD for unsteady aerodynamics. Algorithm development is a fundamental element for a good CFD program. Code validation tries to bridge the reliability gap between CFD and experiment. Many of the recent applications also take a multidisciplinary approach, which is a future trend for CFD applications. As computers become more affordable, CFD is expected to be a better scientific and engineering tool.

Description: In view of the strong need for a well-documented set of experimental data which is suitable for the validation and/or calibration of modern Computational Fluid Dynamics codes, the Benchmark Models Program was initiated by the Structural Dynamics Division of the NASA Langley Research Center. One of the models in the program, the Benchmark Active Controls Testing Model, consists of a rigid wing of rectangular planform with a NACA 0012 profile and three control surfaces (a trailing-edge control surface, a lower-surface spoiler, and an upper-surface spoiler). The model is affixed to a flexible mount system which allows only plunging and/or pitching motion. An approximate analytical determination of the forces required to move this model, with its control surfaces fixed, in pure plunge and pure pitch at a number of test conditions is included. This provides a good indication of the type of actuator system required to generate the aerodynamic data resulting from pure plunging and pure pitching motion, in which much interest was expressed. The analysis makes use of previously obtained numerical results.

Description: The download on the wing produced by the rotor-induced downwash of a tilt rotor aircraft in hover is of major concern because of its severe impact on payload-carrying capability. A method has been developed to help gain a better understanding of the fundamental fluid dynamics that causes this download, and to help find ways to reduce it. In particular, the method is employed in this work to analyze the effect of a tangential leading edge circulation-control jet on download reduction. Because of the complexities associated with modeling the complete configuration, this work focuses specifically on the wing/rotor interaction of a tilt rotor aircraft in hover. The three-dimensional, unsteady, thin-layer compressible Navier-Stokes equations are solved using a time-accurate, implicit, finite difference scheme that employs LU-ADI factorization. The rotor is modeled as an actuator disk which imparts both a radical and an azimuthal distribution of pressure rise and swirl to the flowfield. A momentum theory blade element analysis of the rotor is incorporated into the Navier-Stokes solution method. Solution blanking at interior points of the mesh has been shown here to be an effective technique in introducing the effects of the rotor and tangential leading edge jet. Results are presented both for a rotor alone and for wing/rotor interaction. The overall mean characteristics of the rotor flowfield are computed including the flow acceleration through the rotor disk, the axial and swirl velocities in the rotor downwash, and the slipstream contraction. Many of the complex tilt rotor flow features are captured including the highly three-dimensional flow over the wing, the recirculation fountain at the plane of symmetry, wing leading and trailing edge separation, and the large region of separated flow beneath the wing. Mean wing surface pressures compare fairly well with available experimental data, but the time-averaged download/thrust ratio is 20-30 percent higher than the measured value. The discrepancy is due to a combination of factors that are discussed. Leading edge tangential blowing, of constant strength along the wing span, is shown to be effective in reducing download. The jet serves primarily to reduce the pressure on the wing upper surface. The computation clearly shows that, because of the three-dimensionality of the flowfield, optimum blowing would involve a spanwise variation in blowing strength.

Description: In the present method, boundary layer thickening is combined with laminar flow control to reduce drag. An aerodynamic body is accelerated enabling a ram turbine on the body to receive air at velocity V sub 0. The discharge air is directed over an aft portion of the aerodynamic body producing boundary layer thickening. The ram turbine also drives a compressor by applying torque to a shaft connected between the ram turbine and the compressor. The compressor sucks in lower boundary layer air through inlets in the shell of the aircraft producing laminar flow control and reducing drag. The discharge from the compressor is expanded in a nozzle to produce thrust.

Description: The development of an algorithm for the solution of the compressible Euler equations at high Mach numbers on unstructured tetrahedral meshes is described. The basic algorithm is constructed in the form of a central difference scheme plus an explicit added artificial viscosity based upon fourth order differences of the solution. The stability of the solution in the vicinity of strong gradients is preserved by the incorporation of an additional artificial viscosity based upon a second order difference. Higher order accuracy is regained by using the ideas of flux corrected transport to limit the amount of added viscosity. The solution is advanced to steady state by means of an explicit multi-stage time-stepping method. The computational efficiency of the complete process is improved by incorporating an unstructured multigrid acceleration procedure. A number of flows of practical interest are analyzed to demonstrate the numerical performance of the proposed approach.

Description: This report represents a general theory applicable to axial, radial, and mixed flow turbomachines operating at subsonic and supersonic speeds with a finite number of blades of finite thickness. References reflect the evolution of computational methods used, from the inception of the theory in the 50's to the high-speed computer era of the 90's. Two kinds of relative stream surfaces, S(sub 1) and S(sub 2), are introduced for the purpose of obtaining a three-dimensional flow solution through the combination of two-dimensional flow solutions. Nonorthogonal curvilinear coordinates are used for the governing equations. Methods of computing transonic flow along S(sub 1) and S(sub 2) stream surfaces are given for special cases as well as for fully three-dimensional transonic flows. Procedures pertaining to the direct solutions and inverse solutions are presented. Information on shock wave locations and shapes needed for computations are discussed. Experimental data from a Deutsche Forschungs- und Versuchsanstalt fur Luft- und Raumfahrt e.V. (DFVLR) rotor and from a Chinese Academy of Sciences (CAS) transonic compressor rotor are compared with the computed flow properties.

Description: A transonic fighter-bomber aircraft, having a swept supercritical wing with smooth variable-camber flaps was fitted with a maneuver load control (MLC) system that implements a technique to reduce the inboard bending moments in the wing by shifting the spanwise load distribution inboard as load factor increases. The technique modifies the spanwise camber distribution by automatically commanding flap position as a function of flap position, true airspeed, Mach number, dynamic pressure, normal acceleration, and wing sweep position. Flight test structural loads data were obtained for loads in both the wing box and the wing root. Data from uniformly deflected flaps were compared with data from flaps in the MLC configuration where the outboard segment of three flap segments was deflected downward less than the two inboard segments. The changes in the shear loads in the forward wing spar and at the roots of the stabilators also are presented. The camber control system automatically reconfigures the flaps through varied flight conditions. Configurations having both moderate and full trailing-edge flap deflection were tested. Flight test data were collected at Mach numbers of 0.6, 0.7, 0.8, and 0.9 and dynamic pressures of 300, 450, 600, and 800 lb/sq ft. The Reynolds numbers for these flight conditions ranged from 26 x 10(exp 6) to 54 x 10(exp 6) at the mean aerodynamic chord. Load factor increases of up to 1.0 g achieved with no increase in wing root bending moment with the MLC flap configuration.

Description: Flutter analysis of a two degree of freedom airfoil in compressible flow is performed using a state-space representation of the unsteady aerodynamic behavior. Indicial response functions are used to represent the normal force and moment response of the airfoil. The structural equations of motion of the airfoil with bending and torsional degrees of freedom are coupled to the unsteady air loads and the aeroelastic system so modelled is solved as an eigenvalue problem to determine the stability. The aeroelastic equations are also directly integrated with respect to time and the time-domain results compared with the results from the eigenanalysis. A good agreement is obtained. The derivatives of the flutter speed obtained from the eigenanalysis are calculated with respect to the mass and stiffness parameters by both analytical and finite-difference methods for various transonic Mach numbers. The experience gained from the two degree of freedom model is applied to study the sensitivity of the flutter response of a wing with respect to various shape parameters. The parameters being considered are as follows: (1) aspect ratio; (2) surface area of the wing; (3) taper ratio; and (4) sweep. The wing deflections are represented by Chebyshev polynomials. The compressible aerodynamic state-space model used for the airfoil section is extended to represent the unsteady aerodynamic forces on a generally laminated tapered skewed wing. The aeroelastic equations are solved as an eigenvalue problem to determine the flutter speed of the wing. The derivatives of the flutter speed with respect to the shape parameters are calculated by both analytical and finite difference methods.

Description: A semi-span testing technique has been proposed for the NASA Langley Research Center's National Transonic Facility (NTF). Semi-span testing has several advantages including (1) larger model size, giving increased Reynolds number capability; (2) improved model fidelity, allowing ease of flap and slat positioning which ultimately improves data quality; and (3) reduced construction costs compared with a full-span model. In addition, the increased model size inherently allows for increased model strength, reducing aeroelastic effects at the high dynamic pressure levels necessary to simulate flight Reynolds numbers. The Energy Efficient Transport (EET) full-span model has been modified to become the EET semi-span model. The full-span EET model was tested extensively at both NASA LRC and NASA Ames Research Center. The available full-span data will be useful in validating the semi-span test strategy in the NTF. In spite of the advantages discussed above, the use of a semi-span model does introduce additional challenges which must be addressed in the testing procedure. To minimize the influence of the sidewall boundary layer on the flow over the semi-span model, the model must be off-set from the sidewall. The objective is to remove the semi-span model from the sidewall boundary layer by use of a stand-off geometry. When this is done however, the symmetry along the centerline of the full-span model is lost when the semi-span model is mounted on the wind tunnel sidewall. In addition, the large semi-span model will impose a significant pressure loading on the sidewall boundary layer, which may cause separation. Even under flow conditions where the sidewall boundary layer remains attached, the sidewall boundary layer may adversely effect the flow over the semi-span model. Also, the increased model size and sidewall mounting requires a modified wall correction strategy. With these issues in mind, the semi-span model has been well instrumented with surface pressure taps to obtain data on the expected complex flow field in the near wall region. This status report summarizes the progress to date on developing the semi-span geometry definition suitable for generating structured grids for the computational research. In addition, the progress on evaluating three state-of-the-art Navier-Stokes codes is presented.

Description: Performance in the high angle of attack regime is required by many different types of aircraft. Military aircraft, such as fighters, utilize flight in this regime to improve maneuverability. Civilian aircraft, such as supersonic or hypersonic transports, will also need to operate in this regime during take off and landing, due to their small highly swept wings. Flight at high angles of attack is problematic due to the vortices being created on the nose of the aircraft. The vortices tend to become asymmetric and produce side forces. At the same time, the rudders are less effective because they are becoming immersed in the flow separating from the wings and fuselage. Consequently, the side force produced by the vortices on the nose tend to destabilize the aircraft. This situation may be corrected through the use of a forebody flow control system such as tangential slot blowing. In this concept, a jet is blown from the nose in an effort to alter the flow field around the nose and diminish the destabilizing side force. Alternately, the jet may be used to create a side force which could be used to augment the rudders. This would allow the size of the rudders to be decreased which would, in turn, diminish the cruise drag. Therefore, the use of a tangential slot blowing system has the potential for improving both the maneuver performance and the cruise performance of an aircraft. The present study was conducted to explore the physics of forebody flow control. The study consisted of two major thrusts: (1) exploration of forebody flow control with tangential slot blowing; (2) investigation of flow and field response to a general perturbation.

Description: An advanced laser anemometer (LA) was used to measure the axial and tangential velocity components in an annular cascade of turbine stator vanes operating at transonic flow conditions. The vanes tested were based on a previous redesign of the first-stage stator in a two-stage turbine for a high-bypass-ratio engine. The vanes produced 75 deg of flow turning. Tests were conducted on a 0.771-scale model of the engine-sized stator. The advanced LA fringe system employed an extremely small 50-micron diameter probe volume. Window correction optics were used to ensure that the laser beams did not uncross in passing through the curved optical access port. Experimental LA measurements of velocity and turbulence were obtained at the mean radius upstream of, within, and downstream of the stator vane row at an exit critical velocity ratio of 1.050 at the hub. Static pressures were also measured on the vane surface. The measurements are compared, where possible, with calculations from a three-dimensional inviscid flow analysis. Comparisons were also made with the results obtained previously when these same vanes were tested at the design exit critical velocity ratio of 0.896 at the hub. The data are presented in both graphical and tabulated form so that they can be readily compared against other turbomachinery computations.

Description: An investigation was conducted at static conditions in order to determine the internal performance characteristics of a multiaxis thrust vectoring single expansion ramp nozzle. Yaw vectoring was achieved by deflecting yaw flaps in the nozzle sidewall into the nozzle exhaust flow. In order to eliminate any physical interference between the variable angle yaw flap deflected into the exhaust flow and the nozzle upper ramp and lower flap which were deflected for pitch vectoring, the downstream corners of both the nozzle ramp and lower flap were cut off to allow for up to 30 deg of yaw vectoring. The effects of nozzle upper ramp and lower flap cutout, yaw flap hinge line location and hinge inclination angle, sidewall containment, geometric pitch vector angle, and geometric yaw vector angle were studied. This investigation was conducted in the static-test facility of the Langley 16-Foot Transonic Tunnel at nozzle pressure ratios up to 8.0.

Description: An efficient steady analysis for predicting strong inviscid/viscid interaction phenomena such as viscous-layer separation, shock/boundary-layer interaction, and trailing-edge/near-wake interaction in turbomachinery blade passages is needed as part of a comprehensive analytical blade design prediction system. Such an analysis is described. It uses an inviscid/viscid interaction approach, in which the flow in the outer inviscid region is assumed to be potential, and that in the inner or viscous-layer region is governed by Prandtl's equations. The inviscid solution is determined using an implicit, least-squares, finite-difference approximation, the viscous-layer solution using an inverse, finite-difference, space-marching method which is applied along the blade surfaces and wake streamlines. The inviscid and viscid solutions are coupled using a semi-inverse global iteration procedure, which permits the prediction of boundary-layer separation and other strong-interaction phenomena. Results are presented for three cascades, with a range of inlet flow conditions considered for one of them, including conditions leading to large-scale flow separations. Comparisons with Navier-Stokes solutions and experimental data are also given.

Description: A wind tunnel test of an executive-jet baseline airfoil model was conducted in the adaptive-wall test section of the NASA Langley 0.3-Meter Transonic Cryogenic Tunnel. The primary goal of the test was to measure airfoil aerodynamic characteristics over a wide range of flow conditions that encompass two design points. The two design Mach numbers were 0.654 and 0.735 with corresponding Reynolds numbers of 4.5 x 10(exp 6) and 8.9 x 10(exp 6) based on chord, respectively, and normal-force coefficients of 0.98 and 0.51, respectively. The tests were conducted over a Mach number range from 0.250 to 0.780 and a chord Reynolds number range from 3 x 10(exp 6) to 18 x 10(exp 6). The angle of attack was varied from -2 deg to a maximum below 10 deg with one exception in which the maximum was 14 deg for a Mach number of 0.250 at a chord Reynolds number of 4.5 x 10(exp 6). Boundary-layer transition was fixed at 5 percent of chord on both the upper and lower surfaces of the model for most of the test. The adaptive-wall test section had flexible top and bottom walls and rigid sidewalls. Wall interference was minimized by the movement of the adaptive walls, and the airfoil aerodynamic characteristics were corrected for any residual top and bottom wall interference.

Description: An experimental investigation was conducted to determine cavity flow-characteristics at subsonic and transonic speeds. A rectangular box cavity was tested in the Langley 8-Foot Transonic Pressure Tunnel at Mach numbers from 0.20 to 0.95 at a unit Reynolds number of approximately 3 x 10(exp 6) per foot. The boundary layer approaching the cavity was turbulent. Cavities were tested over a range of length-to-depth ratios (l/h) of 1 to 17.5 for cavity width-to-depth ratios of 1, 4, 8, and 16. Fluctuating- and static-pressure data in the cavity were obtained; however, only static-pressure data is analyzed. The boundaries between the flow regimes based on cavity length-to-depth ratio were determined. The change to transitional flow from open flow occurs at l/h at approximately 6-8 however, the change from transitional- to closed-cavity flow occurred over a wide range of l/h and was dependent on Mach number and cavity configuration. The change from closed to open flow as found to occur gradually. The effect of changing cavity dimensions showed that if the vlaue of l/h was kept fixed but the cavity width was decreased or cavity height was increased, the cavity pressure distribution tended more toward a more closed flow distribution.

Description: The analysis CAMRAD/JA is used to model two aircraft, a Puma with a swept-tip blade and a UH-60A Black Hawk. The accuracy of the analysis in predicting the torsion loads is assessed by comparing the predicted loads with measurements from flight tests. The influence of assumptions in the analytical model is examined by varying model parameters and comparing the predicted results to baseline values for the torsion loads. Flight test data from a research Puma are used to identify the source of torsion loads. These data indicate that the aerodynamic section moment in the region of the blade tip dominates torsion loading in high-speed flight. Both the aerodynamic section moment at the blade tip and the pitch-link loads are characterized by large positive (nose-up) moments in the first quadrant with rapid reversal of load so that the moment is negative in the second quadrant. Both the character and magnitude of this loading are missed by the CAMRAD/JA analysis.

Description: LinAir is a vortex lattice aerodynamic prediction method similar to Weissinger's extended lifting-line theory, except that the circulation around a wing is represented by discrete horseshoe vortices, not a continuous distribution of vorticity. The program calculates subsonic longitudinal and lateral/directional aerodynamic forces and moments for arbitrary aircraft geometries. It was originally written by Dr. Ilan Kroo of Stanford University, and subsequently modified by the author to simplify modeling of complex configurations. The Polhamus leading-edge suction analogy was added by the author to extend the range of applicability of LinAir to low aspect ratio (i.e., fighter-type) configurations. A brief discussion of the theory of LinAir is presented, and details on how to run the program are given along with some comparisons with experimental data to validate the code. Example input and output files are given in the appendices to aid in understanding the program and its use. This version of LinAir runs in the VAX/VMS, Cray UNICOS, and Silicon Graphics Iris workstation environments at the time of this writing.

Description: A simple lumped parameter based inverse design tool has been developed which provides flow path geometry and entrainment estimates subject to operational, acoustic, and design constraints. These constraints are manifested through specification of primary mass flow rate or ejector thrust, fully-mixed exit velocity, and static pressure matching. Fundamentally, integral forms of the conservation equations coupled with the specified design constraints are combined to yield an easily invertible linear system in terms of the flow path cross-sectional areas. Entrainment is computed by back substitution. Initial comparison with experimental and analogous one-dimensional methods show good agreement. Thus, this simple inverse design code provides an analytically based, preliminary design tool with direct application to High Speed Civil Transport (HSCT) design studies.

Description: A flight research program to study the flow structure and separated-flow origins over an F-106B aircraft wing is described. The flight parameters presented include Mach numbers from 0.26 to 0.81, angles of attack from 8.5 deg to 22.5 deg, Reynolds numbers from 22.6 x 10(exp 6) to 57.3 x 10(exp 6) and load factors from 0.9 to 3.9 times the acceleration due to gravity. Techniques for vapor screens, image enhancement, photogrammetry, and computer graphics are integrated to analyze vortex-flow systems. Emphasis is placed on the development and application of the techniques. The spatial location of vortex cores and their tracks over the wing are derived from the analysis. Multiple vortices are observed and are likely attributed to small surface distortions in the wing leading-edge region. A major thrust is to correlate locations of reattachment lines obtained from the off-surface (vapor-screen) observations with those obtained from on-surface oil-flow patterns and pressure-port data. Applying vapor-screen image data to approximate reattachment lines is experimental, but depending on the angle of attack, the agreement with oil-flow results is generally good. Although surface pressure-port data are limited, the vapor-screen data indicate reattachment point occurrences consistent with the available data.

Description: The observational limitations of earth bound solar studies has prompted a great deal of interest in recent months in being able to gain new scientific perspectives through, what should prove to be, relatively low cost flight of the magnetograph system. The ground work done by TBE for the solar balloon missions (originally planned for SOUP and GRID) as well as the rather advanced state of assembly of the EXVM has allowed the quick formulation of a mission concept for the 30 cm system currently being assembled. The flight system operational configuration will be discussed as it is proposed for short duration flight (on the order of one day) over the continental United States. Balloon hardware design requirements used in formulation of the concept are those set by the National Science Balloon Facility (NSBF), the support agency under NASA contract for flight services. The concept assumes that the flight hardware assembly would come together from three development sources: the scientific investigator package, the integration contractor package, and the NSBF support system. The majority of these three separate packages can be independently developed; however, the computer control interfaces and telemetry links would require extensive preplanning and coordination. A special section of this study deals with definition of a dedicated telemetry link to be provided by the integration contractor for video image data for pointing system performance verification. In this study the approach has been to capitalize to the maximum extent possible on existing hardware and system design. This is the most prudent step that can be taken to reduce eventual program cost for long duration flights. By fielding the existing EXVM as quickly as possible, experience could be gained from several short duration flight tests before it became necessary to commit to major upgrades for long duration flights of this system or of the larger 60 cm version being considered for eventual development.

Description: Benchmark aerodynamic data are presented for compressible flow through a representative S-duct configuration. A numerical prediction of the S-duct flow field, obtained from a subsonic parabolized Navier-Stokes algorithm, is also shown. The experimental and numerical results are compared. Measurements of the three-dimensional velocity field, total pressures, and static pressures were obtained at five cross-sectional planes. Aerodynamic data were gathered with calibrated pneumatic probes. Surface static pressure and surface flow visualization data were also acquired. All reported tests were conducted with an inlet centerline Mach number of 0.6. The Reynolds number, based on the inlet centerline velocity and duct inlet diameter, was 2.6 x 10(exp 6). Thin inlet turbulent boundary layers existed. The collected data should be beneficial to aircraft inlet designers and the measurements are suitable for the validation of computational codes. The results show that a region of streamwise flow separation occurred within the duct. Details about the separated flow region, including mechanisms which drive this complicated flow phenomenon, are discussed. Results also indicate that the duct curvature induces strong pressure driven secondary flows. The cross flows evolve into counter-rotating vortices. These vortices convect low momentum fluid of the boundary layer toward the center of the duct, degrading both the uniformity and magnitude of the total pressure profile.

Description: An investigation was conducted at wind-off conditions in the static-test facility of the Langley 16-Foot Transonic Tunnel to determine the internal performance characteristics of a single expansion-ramp nozzle with thrust-vectoring capability to 105 degrees. Thrust vectoring was accomplished by the downward rotation of an upper flap with adaptive capability for internal contouring and a corresponding rotation of a center-pivoted lower flap. The static internal performance of configurations with pitch thrust-vector angles of 0 degrees, 60 degrees, and 105 degrees each with two throat areas, was investigated. The nozzle pressure ratio was varied from 1.5 to approximately 8.0 (5.0 for the maximum throat area configurations). Results of this study indicated that the nozzle configuration of the present investigation, when vectored, provided excellent flow-turning capability with relatively high levels of internal performance. In all cases, the thrust vector angle was a function of the nozzle pressure ratio. This result is expected because the flow is bounded by a single expansion surface on both vectored- and unvectored-nozzle geometries.