The data reduction and results of the F-15B Flight Test Fixture experiment conducted at NASA Dryden are discussed. In addition, the feasibility of using the Orbital Sciences L-1011 was studied and a cost estimate prepared. Initial discussions have begun with Edwards Flight Research to explore the possibility of using their T-39 aircraft for the second flight experiment

Kramer, Brian R.

English

NASA Technical Reports Server

//-..-. 206_50
E I [:) 15 T I C: S
I j
/_2_ _i__
"REDUCTION OF AIRCRAFT CRUISE DRAG BY
USING BOUNDARY LAYER HEATING
TO MINIMIZE FUSELAGE SKIN FRICTION"
PROGRESS REPORT
APRIL - OCTOBER 1997
(4/1/97-10/31/97)
CONTRACT NO. NAS4-50089
(Previously NAS4-960001)
NASA DRYDEN FLIGHT RESEARCH CENTER
P.O. BOX 273
EDWARDS, CA 93523-0273
28 NOVEMBER 1997
INFORMATION CONTAINED HEREIN IS PROPRIETARY FOR (4) YEARS
IN ACCORDANCE WITH FAR 52.227-20 (DEVIATION).
https://ntrs.nasa.gov/search.jsp?R=19980004665 2020-06-16T00:33:05+00:00Z
EIOETICS
PROGRESS REPORT - 4/97 - 10/97
F-15B FHght Test Fixture Experiment
The F-15B FTF experiment was completed during the period of May 29 and July 16,
1997. Four flights were necessary once the system was wrung out and operational.
The flights were designated Flt. 91, 92, 93 and 94. Flight 91 was flown with the
boundary layer temperature and pressure rakes in the forward position, just in
front of the heaters. Flights 92 and 93 were flown with the rakes in the aft position,
just behind the heaters. The purpose of these flights was to determine the effect of
heat addition in different patterns and combinations. Finally, Flight 94 was added
to determine the effect on the baseline static pressures of the boundary layer rakes.
For this flight, both rakes were removed. A summary of the run schedule is shown
in the table below, where 1-7 indicate the seven heaters from forward to aft and an
_X" indicates the heater was on.
Flight
91
Altitude Mach
0.70
Rake
Forward
Aft
251000
30_000
35_000
0.75
301000
0.80
0.70
0.75
0.80
0.70
0.75
0.80
92 25,000 0.70
0.75
0.80
0.70
0.75
0.80
1 2 3 4 5 6 7
X X X X X X X
X X X
X X X X X X X
X X X
X X X X X X X
X X X
X X X X X X X
X X X
X X X X X X X
X X X
X X X X X X X
EIDETICS
Flight
93
Altitude Mach 1 2 3 4 5 6 7
X X X
X X X X X X X
35r000 0.70
0.75
0.80
0.80
X X X
X X X X X X X
Rake
Aft 35,000
94 None 25,000 0.70
0.75
0.80
30,000 0.70
0.75
0.80
X X X
X X X X X X X
X X X
X X X X X X X
X
X X
X X X
X X X X
X X X X X
X X X X X X
X X X X X X X
X
X
X
X
X
X X
X X X
X X
X X X X X X X
X X X X X X X
X X X X X X X
X X X X X X X
X X X X X X X
X X X X X X X
X
X X
X X X
X X
X X X
X X X
X X X
X X X
IE I El IE T I C: S
Flight Rake Altitude Mach
0.70351000
0.75
0.80
1 2 3 4 5 6 7
X X X X X X X
X X X X X X X
X X X X X X X
Conclusions From F-15B Flight Test Fixture Experiment
The results of the experiment, and a discussion of the data reduction procedure,
were presented to NASA Dryden on November 6, 1997. The briefing charts are
included as an appendix to this report. In general, the experiment was successful
and showed drag reduction of up to 16%. The flight condition where this was
achieved was 0.70 Mach at 35,000 ft. In general, the drag reduction was greatest
for higher altitudes and lower Mach Numbers. Because the power output for the
heaters was 5 Watts / in 2, this meant that the temperature of the surface was
different for each of the flight conditions. However, because the power supplied'was
constant, it is possible to identify the flight conditions where it appears the greatest
drag reduction per Watt of power is achieved. The lower Reynolds Number
conditions produced the highest skin temperature ratio and the correspondingly
largest drag reduction. It appears that there are significant edge effects present
due to the long slender shape of the area heated on the FTF. On a fuselage, or other
3D shape, there will not be edge effects present (when heated continuously around
the circumference), and in addition, the drag benefit will ;be measured as an
integrated force, not as a boundary layer calculation. '
Orbital Sciences L- 1011 Investigation
The results of the L-1011 feasibility and cost estimation study were presented to
NASA Dryden on November 6, 1997. The briefing charts are included as an
appendix to this report. The overall conclusions from this study were that the L-
1011 is a feasible platform for the second experiment, with the exception of the cost
to perform the modifications to the aircraft. The total cost of a complete experiment
on the L-1011 would likely cost more than $1.5 million. Primarily for that reason, it
was decided that a much smaller aircraft should be pursued for the second
experiment.
Plans for Second Flight Experiment
Several options have been investigated for the second flight exPeriment. The
aircraft was originally to have been a Lear Jet leased by Flight International.
However, due to increased FAA regulations and the increase in demand for leasing
contracts for the Lear Jet, the current cost and schedule for the Flight International
Lear Jet make it undesirable. Currently, the most desirable approach appears to be
to use a NT-39 owned by Edwards AFB. On November 6, 1997 an initial meeting
was conducted at Edwards to discuss the use of the NT-39. Brian Kramer, Brooke
Smith, Gary Collopy and Joe Heid were present for Eidetics while Captain Mark
I_ I D ETI C S
Bryant, Maurice Wilson and Pete Bouras represented the Air Force's 418th Flight
Test Squadron.
There are three NT-39s assigned to the 418th so it appears that aircraft availability
will not be a problem The NT-39 is capable of flight at the same altitude and roach
that were tested in the F-15B FTF experiment. The battery weight is limited to
1,800 lb. or less, due to floor loading limitations. The forward fuselage can be
completely covered with heaters circumferentially, although the heaters must be
staggered forward around the wing faring and speedbrake. The biggest challenge
appeared to be the data acquisition, specifically true .airspeed and fuel flow
parameters, due to the precision required to measure a 1% reduction in drag.
Engine modifications to allow accurate fuel flow measurement may be necessary,
resulting in increased cost. The cost per flight hour was quoted at $1600, although
the majority of the expense will be in the modification, demodification and
instrumentation installation. The Air Force is not concerned that the heater
removal might damage the aircraft paint and can easily repaint the aircraft.
Capt. Bryant, our point of contact, is scheduled to leave the service by the end of
January. He will be replaced by Capt. Tom Willis who is presently assigned to the
418th. The next step is for the 418th to generate a ROM (rough order of magnitude)
cost report. It appears that the 418th is interested in this project and would like to
be involved.
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REPORT DOCUMENTATION PAGE OPM No. 0704..0188
_k_o_k_raWJonmdRe_ty #,_ _ _ h_'_,
1. AGENCY USE ONLY (Leave B/ate) 2. REPORTDATE 3. REPORTTYP_ ANDDATES COVERED
28 November 1997 Progress 4/1/97-10/31/97
4. TITLEAND SUBTITLE
"Reduction of Aircraft Cruise Drag by Using Boundary Layer
Heating to Minimize Fuselage Skin Friction"
Quarterly Report
6.AUTHOR(S)
Brian R. Kramer
5. FUNDING NUMBERS
(C) NAS4-50089
7._RFORMINGORGANIZATIC_NAME(S}ANDADOPJES_ES)
Eidetics Corporation
3425 Lomita Blvd.
Torrance, CA90505
9. SPONSOP,I_rTORING AGENCY NAME(S) ANDAOORESS(ES)
NASA Dryden Flight Research Center
P.O. Box 273
Edwards, CA 93523-0273
(Salomon Perea M/S: D-I044)
8. PERFORMINGORGANIZATION
REPORTNUMBER
10. SPONSORING/MONITORINGAGENCY
REPORTNUMBER
11. SUPPLEMENTARYNOTES
12a. DISTRIBUTION/AVAILABILITYSTATEMENT
NASA only.
12b. DISTRIBUTIO_
N__A
13. ABSTRACT (lvlaxirncrn200 words)
This report covers the progress made on the SBIR contract number NAS4-50089,
"Reduction Of Aircraft Cruise Drag by Using Boundary Layer Heating to Minimize
Fuselage Skin Friction", for the period of April through October, 1997. During this
period, the F-15B Flight Test Fixture experiment was conducted at NASA Dryden.
The data reduction and results of the flight test are discussed. In addition, the
feasibility of using the Orbital Sciences L-1011 was studied and a cost estimate
prepared. Initial discussions have begun with Edwards Flight Research to explore
the possibility of using their T-39 aircraft for the second flight experiment.
14. SUBJECTTERMS
Drag reduction, boundary layer heat, flight test
17. SECURITY CLASSIFICATION 18. SECURITYCLASSIFICATION 19. SECURITYCLASSIFICATION
OF REPORT OF THIS PAGE OFABSTRACT
Unclassified Unclassified Unclassified
NSN 7540-01-280-5500
15. NUMBER OF PAGES
86
16. PRICECOOE
20. LIMITATIONOF ABSTRACT


Reduction of Aircraft Cruise Drag By Using Boundary Layer Heating To Minimize Fuselage Skin Friction

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