Aerothermal evaluation of a spherically blunted body with a trapezoidal cross section in the Langley 8-foot high-temperature tunnel

A model to be used in the flow studies and curved Thermal Protection System (TPS) evaluations was tested in the Langley 8 Foot High-Temperature Tunnel at a nominal Mach number of 6.8. The purpose of the study was to define the surface pressure and heating rates at high angles of attack (in support of curved metallic TPS studies) and to determine the conditions for which the model would be suitable as a test bed for aerothermal load studies. The present study was conducted at a nominal total temperature of 2400 and 3300 R, dynamic pressures from 2.3 to 10.9 psia, and free-stream Reynolds numbers from 4000,000 to 1,700,000/ft. The measurements consisted primarily of surface pressure and cold-wall (530 R) heating rates. Qualitative comparisons between predictions and data show that for this configuration, aerothermal tests should be limited to angles of attack between 10 and -10 degrees. Outside this range, the effects of free-stream flow nonuniformity appear in the data, as a result of the long length of the model. However, for TPS testing, this is not a concern and tests can be performed at angles of attack ranging from 20 to -20 degrees. Laminar and naturally turbulent boundary layers are available over limited ranges of conditions

Total temperature probes for high-temperature hypersonic boundary-layer measurements

The design and test results of two types of total temperature probes that were used for hypersonic boundary-layer measurements are presented. The intent of each design was to minimize the total error and to maintain minimal size for measurements in boundary layers 1.0 in. thick and less. A single platinum-20-percent-rhodium shield was used in both designs to minimize radiation heat transfer losses during exposure to the high-temperature test stream. The shield of the smaller design was flattened at the flow entrance to an interior height of 0.02 in., compared with 0.03 in. for the larger design. The resulting vent-to-inlet area ratios were 60 and 50 percent. A stainless steel structural support sleeve that was used in the larger design was excluded from the smaller design, which resulted in an outer diameter of 0.059 in., to allow closer placement of the probes to each other and to the wall. These small design changes to improve resolution did not affect probe performance. Tests were conducted at boundary-layer-edge Mach numbers of 5.0 and 6.2. The nominal free-stream total temperatures were 2600 degrees and 3200 degrees R. The probes demonstrated extremely good reliability. The best performance in terms of recovery factor occurred when the wire-based Nusselt number was at least 0.04. Recommendations for future probe designs are included

Fluctuating pressures measured beneath a high-temperature, turbulent boundary layer on a flat plate at Mach number of 5

Fluctuating pressures were measured beneath a Mach 5, turbulent boundary layer on a flat plate with an array of piezoresistive sensors. The data were obtained with a digital signal acquisition system during a test run of 4 seconds. Data sampling rate was such that frequency analysis up to 62.5 kHz could be performed. To assess in situ frequency response of the sensors, a specially designed waveguide calibration system was employed to measure transfer functions of all sensors and related instrumentation. Pressure time histories were approximated well by a Gaussian prohibiting distribution. Pressure spectra were very repeatable over the array span of 76 mm. Total rms pressures ranged from 0.0017 to 0.0046 of the freestream dynamic pressure. Streamwise, space-time correlations exhibited expected decaying behavior of a turbulence generated pressure field. Average convection speed was 0.87 of freestream velocity. The trendless behavior with sensor separation indicated possible systematic errors

Shock Interaction Control for Scramjet Cowl Leading Edges

An experimental study was conducted to qualitatively determine the effectiveness of stagnation-region gas injection in protecting a scramjet cowl leading edge from the intense heating produced by Type III and Type IV shock interactions. The model consisted of a two-dimensional leading edge, representative of that of a scramjet cowl. Tests were conducted at a nominal freestream Mach number of 6. Gaseous nitrogen was supersonically injected through the leading-edge nozzles at various mass flux ratios and with the model pitched at angles of 0deg and -20deg relative to the freestream flow. Qualitative data, in the form of focusing and conventional schlieren images, were obtained of the shock interaction patterns. Results indicate that large shock displacements can be achieved and both the Type III and IV interactions can be altered such that the interaction does not impinge on the leading edge surface

End-To-End Simulation of Launch Vehicle Trajectories Including Stage Separation Dynamics

The development of methodologies, techniques, and tools for analysis and simulation of stage separation dynamics is critically needed for successful design and operation of multistage reusable launch vehicles. As a part of this activity, the Constraint Force Equation (CFE) methodology was developed and implemented in the Program to Optimize Simulated Trajectories II (POST2). The objective of this paper is to demonstrate the capability of POST2/CFE to simulate a complete end-to-end mission. The vehicle configuration selected was the Two-Stage-To-Orbit (TSTO) Langley Glide Back Booster (LGBB) bimese configuration, an in-house concept consisting of a reusable booster and an orbiter having identical outer mold lines. The proximity and isolated aerodynamic databases used for the simulation were assembled using wind-tunnel test data for this vehicle. POST2/CFE simulation results are presented for the entire mission, from lift-off, through stage separation, orbiter ascent to orbit, and booster glide back to the launch site. Additionally, POST2/CFE stage separation simulation results are compared with results from industry standard commercial software used for solving dynamics problems involving multiple bodies connected by joints

Alleviation of Facility/Engine Interactions in an Open-Jet Scramjet Test Facility

Results of a series of shakedown tests to eliminate facility/engine interactions in an open-jet scramjet test facility are presented. The tests were conducted with the NASA DFX (Dual-Fuel eXperimental scramjet) engine in the NASA Langley Combustion Heated Scramjet Test Facility (CHSTF) in support of the Hyper-X program, The majority of the tests were conducted at a total enthalpy and pressure corresponding to Mach 5 flight at a dynamic pressure of 734 psf. The DFX is the largest engine ever tested in the CHSTF. Blockage, in terms of the projected engine area relative to the nozzle exit area, is 81% with the engine forebody leading edge aligned with the upper edge of the facility nozzle such that it ingests the nozzle boundary layer. The blockage increases to 95% with the engine forebody leading edge positioned 2 in. down in the core flow. Previous engines successfully tested in the CHSTF have had blockages of no more than 51%. Oil flow studies along with facility and engine pressure measurements were used to define flow behavior. These results guided modifications to existing aeroappliances and the design of new aeroappliances. These changes allowed fueled tests to be conducted without facility interaction effects in the data with the engine forebody leading edge positioned to ingest the facility nozzle boundary layer. Interaction effects were also reduced for tests with the engine forebody leading edge positioned 2 in. into the core flow, however some interaction effects were still evident in the engine data. A new shroud and diffuser have been designed with the goal of allowing fueled tests to be conducted with the engine forebody leading edge positioned in the core without facility interaction effects in the data. Evaluation tests of the new shroud and diffuser will be conducted once ongoing fueled engine tests have been completed

Total Temperature Probes for High-Temperature Hypersonic Boundary-Layer Measurements

this report is for accurate reporting and does not constitute an official endorsement, either expressed or implied, of such products or manufacturers by the National Aeronautics and Space Administration. Summary This paper presents design details and test results of two types of total temperature probes that were used for hypersonic boundary-layer measurements in the Langley 8-Foot High-Temperature Tunnel. The intent of each probe design was to minimize the total error and maintain a minimal size for measurements in boundary layers 1.0 in. thick and less. A single platinum--20-percent-rhodium shield, used in both designs, minimized radiation heat transfer losses during exposure to the high-temperature test stream. The main design difference was the vent-to-inlet area ratio. To reduce vertical averaging effects on the data, the shield of the initial design (probe A) was flattened at the flow entrance to an interior height of 0.03 in., which resulted in a vent-to-inlet area ratio of 50 percent; to reduce vertical averaging effects near the wall even further, the shield of the later design (probe B) was flattened to 0.02 in., which resulted in an area ratio of 60 percent. A stainless steel structural support sleeve that was installed on probe A was excluded from probe B, which resulted in a probe B outer diameter of 0.059 in., to allow closer placement of the probes to each other and to the wall. These small design changes to improve the resolution did not affect probe performance. Tests were conducted at boundary-layer-edge Mach numbers of 5.0 and 6.2. The nominal free-stream total temperatures were 260