Simulated-airline-service flight tests of laminar-flow control with perforated-surface suction system

The effectiveness and practicality of candidate leading edge systems for suction laminar flow control transport airplanes were investigated in a flight test program utilizing a modified JetStar airplane. The leading edge region imposes the most severe conditions on systems required for any type of laminar flow control. Tests of the leading edge systems, therefore, provided definitive results as to the feasibility of active laminar flow control on airplanes. The test airplane was operated under commercial transport operating procedures from various commercial airports and at various seasons of the year

Operational considerations for laminar flow aircraft

Considerable progress has been made in the development of laminar flow technology for commercial transports during the NASA Aircraft Energy Efficiency (ACEE) laminar flow program. Practical, operational laminar flow control (LFC) systems have been designed, fabricated, and are undergoing flight testing. New materials, fabrication methods, analysis techniques, and design concepts were developed and show much promise. The laminar flow control systems now being flight tested on the NASA Jetstar aircraft are complemented by natural laminar flow flight tests to be accomplished with the F-14 variable-sweep transition flight experiment. An overview of some operational aspects of this exciting program is given

Method of measuring cross-flow vortices by use of an array of hot-film sensors

The invention is a method for measuring the wavelength of cross-flow vortices of air flow having streamlines of flow traveling across a swept airfoil. The method comprises providing a plurality of hot-film sensors. Each hot-film sensor provides a signal which can be processed, and each hot-film sensor is spaced in a straight-line array such that the distance between successive hot-film sensors is less than the wavelength of the cross-flow vortices being measured. The method further comprises determining the direction of travel of the streamlines across the airfoil and positioning the straight-line array of hot film sensors perpendicular to the direction of travel of the streamlines, such that each sensor has a spanwise location. The method further comprises processing the signals provided by the sensors to provide root-mean-square values for each signal, plotting each root-mean-square value as a function of its spanwise location, and determining the wavelength of the cross-flow vortices by noting the distance between two maxima or two minima of root-mean-square values

Performance of laminar-flow leading-edge test articles in cloud encounters

An extensive data bank of concurrent measurements of laminar flow (LF), particle concentration, and aircraft charging state was gathered for the first time. From this data bank, 13 flights in the simulated airline service (SAS) portion were analyzed to date. A total of 6.86 hours of data at one-second resolution were analyzed. An extensive statistical analysis, for both leading-edge test articles, shows that there is a significant effect of cloud and haze particles on the extent of laminar flow obtained. Approximately 93 percent of data points simulating LFC flight were obtained in clear air conditions; approximately 7 percent were obtained in cloud and haze. These percentages are consistent with earlier USAF and NASA estimates and results. The Hall laminar flow loss criteria was verified qualitatively. Larger particles and higher particle concentrations have a more marked effect on LF than do small particles. A particle spectrometer of a charging patch are both acceptable as diagnostic indicators of the presence of particles detrimental to laminar flow

Assessment of an Euler-Interacting Boundary Layer Method Using High Reynolds Number Transonic Flight Data

Flight-measured high Reynolds number turbulent-flow pressure distributions on a transport wing in transonic flow are compared to unstructured-grid calculations to assess the predictive ability of a three-dimensional Euler code (USM3D) coupled to an interacting boundary layer module. The two experimental pressure distributions selected for comparative analysis with the calculations are complex and turbulent but typical of an advanced technology laminar flow wing. An advancing front method (VGRID) was used to generate several tetrahedral grids for each test case. Initial calculations left considerable room for improvement in accuracy. Studies were then made of experimental errors, transition location, viscous effects, nacelle flow modeling, number and placement of spanwise boundary layer stations, and grid resolution. The most significant improvements in the accuracy of the calculations were gained by improvement of the nacelle flow model and by refinement of the computational grid. Final calculations yield results in close agreement with the experiment. Indications are that further grid refinement would produce additional improvement but would require more computer memory than is available. The appendix data compare the experimental attachment line location with calculations for different grid sizes. Good agreement is obtained between the experimental and calculated attachment line locations

Laminar-flow flight experiments

The flight testing conducted over the past 10 years in the NASA laminar-flow control (LFC) will be reviewed. The LFC program was directed towards the most challenging technology application, the high supersonic speed transport. To place these recent experiences in perspective, earlier important flight tests will first be reviewed to recall the lessons learned at that time

Simulated airline service experience with laminar-flow control leading-edge systems

The first JetStar leading edge flight test was made November 30, 1983. The JetStar was flown for more than 3 years. The titanium leading edge test articles today remain in virtually the same condition as they were in on that first flight. No degradation of laminar flow performance has occurred as a result of service. The JetStar simulated airline service flights have demonstrated that effective, practical leading edge systems are available for future commercial transports. Specific conclusions based on the results of the simulated airline service test program are summarized