Boundary layer flow visualization for flight testing

Flow visualization is used extensively in flight testing to determine aerodynamic characteristics such as surface flow direction and boundary layer state. Several visualization techniques are available to the aerodynamicist. Two of the most popular are oil flows and sublimating chemicals. Oil is used to visualize boundary layer transition, shock wave location, regions of separated flow, and surface flow direction. Boundary layer transition can also be visualized with sublimating chemicals. A summary of these two techniques is discussed, and the use of sublimating chemicals is examined in some detail. The different modes of boundary layer transition are characterized by different patterns in the sublimating chemical coating. The discussion includes interpretation of these chemical patterns and the temperature and velocity operating limitations of the chemical substances. Information for selection of appropriate chemicals for a desired set of flight conditions is provided

Roughness and waviness requirements for laminar flow surfaces

Many modern metal and composite airframe manufacturing techniques can provide surface smoothness which is compatible with natural laminar flow (NLF) requirements. An important consideration is manufacturing roughness of the surface in the form of steps and gaps perpendicular to the freestream. The principal challenge to the design and manufacture of laminar flow surfaces today appears to be in the installation of leading-edge panels on wing, nacelle, and empennage surfaces. A similar challenge is in the installation of access panels, doors, windows, fuselage noses, and engine nacelles. Past work on roughness and waviness manufacturing tolerances and comparisons with more recent experiments are reviewed

Off-surface infrared flow visualization

A method for visualizing off-surface flows is provided. The method consists of releasing a gas with infrared absorbing and emitting characteristics into a fluid flow and imaging the flow with an infrared imaging system. This method allows for visualization of off-surface fluid flow in-flight. The novelty of this method is found in providing an apparatus for flow visualization which is contained within the aircraft so as not to disrupt the airflow around the aircraft, is effective at various speeds and altitudes, and is longer-lasting than previous methods of flow visualization

Review of Cranked-Arrow Wing Aerodynamics Project: Its International Aeronautical Community Role

This paper provides a brief history of the F-16XL-1 aircraft, its role in the High Speed Research (HSR) program and how it was morphed into the Cranked Arrow Wing Aerodynamics Project (CAWAP). Various flight, wind-tunnel and Computational Fluid Dynamics (CFD) data sets were generated during the CAWAP. These unique and open flight datasets for surface pressures, boundary-layer profiles and skinfriction distributions, along with surface flow data, are described and sample data comparisons given. This is followed by a description of how the project became internationalized to be known as Cranked Arrow Wing Aerodynamics Project International (CAWAPI) and is concluded by an introduction to the results of a 4 year CFD predictive study of data collected at flight conditions by participating researchers

Overview of the Cranked-Arrow Wing Aerodynamics Project International

This paper provides a brief history of the F-16XL-1 aircraft, its role in the High Speed Research program and how it was morphed into the Cranked Arrow Wing Aerodynamics Project. Various flight, wind-tunnel and Computational Fluid Dynamics data sets were generated as part of the project. These unique and open flight datasets for surface pressures, boundary-layer profiles and skin-friction distributions, along with surface flow data, are described and sample data comparisons given. This is followed by a description of how the project became internationalized to be known as Cranked Arrow Wing Aerodynamics Project International and is concluded by an introduction to the results of a four year computational predictive study of data collected at flight conditions by participating researchers

Manufacturing requirements

In recent years, natural laminar flow (NLF) has been proven to be achievable on modern smooth airframe surfaces over a range of cruise flight conditions representative of most current business and commuter aircraft. Published waviness and boundary layer transition measurements on several modern metal and composite airframes have demonstrated the fact that achievable surface waviness is readily compatible with laminar flow requirements. Currently, the principal challenge to the manufacture of NLF-compatible surfaces is two-dimensional roughness in the form of steps and gaps at structural joints. Results of recent NASA investigations on manufacturing tolerances for NLF surfaces, including results of a flight experiment are given. Based on recent research, recommendations are given for conservative manufacturing tolerances for waviness and shaped steps

A Practical Methodology for Quantifying Random and Systematic Components of Unexplained Variance in a Wind Tunnel

This paper documents a check standard wind tunnel test conducted in the Langley 0.3-Meter Transonic Cryogenic Tunnel (0.3M TCT) that was designed and analyzed using the Modern Design of Experiments (MDOE). The test designed to partition the unexplained variance of typical wind tunnel data samples into two constituent components, one attributable to ordinary random error, and one attributable to systematic error induced by covariate effects. Covariate effects in wind tunnel testing are discussed, with examples. The impact of systematic (non-random) unexplained variance on the statistical independence of sequential measurements is reviewed. The corresponding correlation among experimental errors is discussed, as is the impact of such correlation on experimental results generally. The specific experiment documented herein was organized as a formal test for the presence of unexplained variance in representative samples of wind tunnel data, in order to quantify the frequency with which such systematic error was detected, and its magnitude relative to ordinary random error. Levels of systematic and random error reported here are representative of those quantified in other facilities, as cited in the references

Status report on a natural laminar-flow nacelle flight experiment

The natural laminar flow (NLF) nacelle experiment is part of a drag reduction production program, and has the dual objectives of studying the extent of NLF on full scale nacelles in a flight environment and the effect of acoustic disturbance on the location of transition on the nacelle surface. The experiment is being conducted in two phases: (1) an NLF fairing was flown on a full scale Citation nacelle to develop the experiment technique and establish feasibility; (2) full scale, flow through, NLF nacelles located below the right wing of an experimental NASA OV-1 aircraft are evaluated. The measurements of most interest are the static pressure distribution and transition location on the nacelle surface, and the fluctuating pressure levels associated with the noise sources. Data are collected in combinations of acoustic frequencies and sound pressure levels. The results of phase 2 tests to date indicate that on shape GE2, natural laminar flow was maintained as far aft as the afterbody joint at 50 percent of the nacelle length. An aft facing step at this joint caused premature transition at this station. No change was observed in the transition pattern when the noise sources were operated

The Cranked Arrow Wing Aerodynamics Project (CAWAP) and its Extension to the International Community as CAWAPI: Objectives and Overview

This paper provides a brief history of the F-16XL-1 aircraft, its role in the High Speed Research (HSR) program and how it was morphed into the Cranked Arrow Wing Aerodynamics Project (CAWAP). Various flight, wind-tunnel and Computational Fluid Dynamics (CFD) data sets were generated during the CAWAP. These unique and open flight datasets for surface pressures, boundary-layer profiles and skin-friction distributions, along with surface flow data, are described and sample data comparisons given. This is followed by a description of how the project became internationalized to be known as Cranked Arrow Wing Aerodynamics Project International (CAWAPI) and is concluded by an introduction to the results of a 5-year CFD predictive study of data

Flight, Wind-Tunnel, and Computational Fluid Dynamics Comparison for Cranked Arrow Wing (F-16XL-1) at Subsonic and Transonic Speeds

this report. A highly integrated effort was required in order to compare these data. To that end, a by-product of this paper was the development of a highly skilled and motivated team. This team consisted primarily of direct management and software support from the Langley Research Center (LaRC) and the Computer Sciences Corporation (CSC), Systems Sciences Division, Hampton, VA. At LaRC, the key people were Kathryn Stacy, Kurt S. Severance, Catherine K. Cronin, Donald P. Randall, Patricia A. Kerr, Michael D. Weisenborn, Susan J. Rickard, and David E. Hahne; at CSC, the key people were Christine G. Matthews, Dana P. Hammond, Raymond L. Gates, Robert C. Auberg, Joseph F. Reisel, Gerald H. Mall, Susan S. Bowen, S. Blake Williams, Rachel Gartenberg, Norma F. Bean, Javier A. Garriz, and David A. Wolverton. Individual contributions ranged from data translation done by Patricia A. Kerr, Dana P. Hammond, and Robert C. Auberg; image fusions done by Kathryn Stacy; special data comparisons done by Kurt S. Severance, David A. Wolverton, Gerald H. Mall, Susan S. Bowen, S. Blake Williams, Rachel Gartenberg, and Stephen J. Alter, Lockheed Martin Engineering and Sciences Corporation, Hampton, VA; data base management work done by Catherine K. Cronin, Donald P. Randall, Joseph F. Reisel, and Raymond L. Gates; initial geometry, computational gridding, and solution work done by Anutosh Moitra, High Technology Corporation, Hampton, VA; final geometry and computational gridding work done by Norma F. Bean; initial computational solutions on final grid performed by Javier A. Garriz; computational camera location and viewing work done by Michael D. Weisenborn; and low-speed wind-tunnel data provided by Susan J. Rickard and David E. Hahne. The authors wish to thank the following people from LaR..