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Judith A Hannon

Publications and source records attributed to Judith A Hannon.

7 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS2022

Semispan Test Results of a Conventional High-Lift Common Research Model in Landing Configuration

A 10%-scale high-lift version of the Common Research Model (CRM-HL) was tested in the 14- by 22-Foot Subsonic Tunnel at the NASA Langley Research Center. This research was aimed at providing a representative reference case for comparison with an Active Flow Control (AFC) enabled version of the CRM-HL and to increase the existing experimental database for CFD high-lift prediction. The test was conducted mostly at a freestream Mach number of 0.20. The effects of the engine nacelle, nacelle chine, tufts, small variations in Mach number, hysteresis-associated increasing/decreasing angle of attack, and incoming floor boundary-layer thickness (i.e., thinning by activation of the floor boundary layer removal system) were examined. A prestall lift performance degradation for the CRM-HL configuration was resolved with a properly placed nacelle chine. Surface pressure results are presented in detail for three key variants of CRM-HL — baseline (nacelle on), nacelle off, and nacelle with the most effective chine installation. The presented aerodynamic forces and surface pressures include both with and without the wall correction using the Transonic Wall Interference Correction System (TWICS) method. A limited set of photogrammetry results is also presented to document the model deformation under test conditions.

high-lift↗
NASA NTRS2020

Wind Tunnel Testing of High Efficiency Low Power (HELP) Actuation for Active Flow Control

A High Efficiency Low Power (HELP) methodology has been successfully developed and tested on an active flow control (AFC) version of the 10%-scale high-lift Common Research Model (CRM-HL) at the NASA Langley Research Center 14- by 22-Foot Subsonic Tunnel (14x22). The AFC variant of the CRM-HL, designated as CRM-SHL-AFC, was integrated with modular HELP actuator cartridges on the shoulder of its highly deflected (≥50°) simplehinged flaps. A reference conventional CRM-HL configuration equipped with Fowler flaps and a nacelle chine was chosen to provide the targeted lift enhancement goals and for comparison with the results of the CRM-SHL-AFC. The current data are presented with the Transonic Wall Interference Correction System (TWICS) method applied. The HELP actuators, which use a combination of unsteady sweeping jets and steady discrete jets in tandem, were designed to overcome strong adverse pressure gradients, while minimizing the pneumatic power usage. The power coefficient (C(sub π)), which takes account of both supply air pressure and mass flow usage for the AFC actuators, is a useful parameter for judging the actuators’ performance efficiency and perhaps for scaling-up of the AFC system. Full HELP actuation coverage with a constant spanwise nozzle pressure ratio (NPR) was able to achieve the lift enhancement goals for the entire lift curve and was found to be the most effective AFC case. For the most effective case, mass flow rates greater than ~0.91 lbm/s and NPR values greater than ~1.8 (corresponding to C(sub π) = 0.18) are needed to achieve the lift enhancement goal at α = 9°, whereas mass flow rates greater than ~1.23 lbm/s and NPR values greater than ~2.3 (corresponding to C(sub π) = 0.3) are needed to achieve the lift enhancement goal at α = 17°. Surface pressure distributions indicate that the HELP actuation on the flap shoulder increased the suction pressures (and flow circulation) globally in both the streamwise and the spanwise directions, and thereby enhanced the lift over the entire high-lift system. The CRM-SHLAFC configuration equipped with HELP actuation was able to match or exceed the lift performance of the reference conventional CRM-HL, thus meeting the objective of the research.

John C Lin↗
NASA NTRSDate not supplied

Mitigation of Nacelle/Pylon Wake on the High-Lift Common Research Model Using a Nacelle Chine

A 10% scale, high-lift version of the Common Research Model (CRM-HL) was tested in the NASA Langley Research Center 14-by22-Foot Subsonic Tunnel. The focus of the wind tunnel test campaign was to assess the feasibility of active flow control (AFC) on the simplified CRM-HL configuration. The modular design of the CRM-HL model enabled the testing of the conventional CRM-HL version to establish a benchmark for the AFC research. The wind tunnel model has the capability of being tested with and without the engine nacelle/pylon for comparison. The wind tunnel investigation included the acquisition of force and moment data, steady pressure data, as well as surface flow visualization using minitufts. For some select cases, numerical simulations were performed to aid in understanding the wind tunnel data. Wind tunnel measurements indicated a lift degradation of the conventional CRM-HL at high angles of attack. The surface flow visualization with fluorescent minitufts revealed that the lift degradation is due to flow separation caused by the nacelle/pylon wake on the inboard wing. The wake and the consequent flow separation were successfully mitigated using a nacelle chine installed on the inboard side of the engine nacelle.

Mehti Koklu↗
NASA NTRSDate not supplied

Measurements and Computations of the Turbulent Corner Flow on the NASA Juncture-Flow Model with a Symmetric Wing

The NASA Juncture Flow experiment is designed to acquire high-quality flowfield data deep in the corner of a wing-fuselage junction specifically for the purpose of computational fluid dynamics (CFD) validation and turbulence model improvement. This paper presents and discusses the results of a recent experiment with the juncture-flow model in the NASA Langley 14- by 22-Foot Subsonic Tunnel. The main objective of the test was to expand the existing juncture-flow dataset with a symmetric wing case that displays fully attached, incipient separation, and separated flow in the corner of the wing-fuselage junction, depending on the model angle of incidence. Laser Doppler velocimetry (LDV) measurements were made at three model angles of incidence (0 deg: fully attached, 1 deg: incipient separation, and 5 deg: separated flow) and for each one, mean-flow and Reynolds-stress data were obtained on the fuselage and at several streamwise locations along the corner of the wing-fuselage junction. Supporting measurements were made during the test campaign and included model and tunnel wall static pressures, tunnel wall and ceiling boundary-layer rake data, oil-flow visualizations, and laser-based measurements of the as-built model geometry and model position in the test section. Comparisons between the experimental data on the test article and Reynolds-averaged Navier-Stokes CFD results are presented and discussed.

Juncture Flow↗
NASA NTRSDate not supplied

Wind Tunnel Testing of AFC over a Deflected Aileron on the High-Lift Common Research Model

Active flow control (AFC) using discrete fluidic actuators distributed along the span, just upstream of the deflected aileron of the 10% scale high-lift version of the Common Research Model (CRM-HL), was evaluated during a wind tunnel test in the NASA Langley 14- by 22-Foot Subsonic Tunnel. For this set of experiments, a new outboard section was fabricated incorporating a deflectable aileron. Aileron deflection angles of 0, 7.5, 16, and 25 were investigated. This experimental investigation is in response to a recent study by Boeing potential to use AFC with a drooped aileron during takeoff to improve lift-to-drag ratio (L/D) by as much as 5%, depending on AFC mass flow rate. AFC is used at deflection angles above the nominal deflection of 7.5 to control the resulting flow separation that occurs and potentially improve L/D. Improvements in aircraft low-speed L/D can affect vehicle range and/or payload. Tuft flow visualization data, steady and unsteady surface pressure data, and force and moment data are used to compare the flowfields with and without AFC. Parameters varied include actuator momentum coefficient and aileron deflection angle. The surface pressure and tuft flow visualization results indicate that without AFC, the flow over a majority of the aileron upper surface is separated for aileron deflection angles larger than 7.5. When AFC is applied, the flow is reattached to the aileron. Force and moment results show that a local increase in lift leads to an increase in L/D of at least 3.5% using mass flow rates thought to be available from air sources onboard a commercial transport.

AFC↗
NASA NTRSDate not supplied

Testing of High-Lift Common Research Model at Takeoff Configurations

The 10% scale High-Lift Common Research Model (CRM-HL) was tested in the NASA Langley 14- by 22-Foot Subsonic Tunnel (14x22) in support of the NASA Advanced Air Transport Technology (AATT) Project. The main objective of the wind tunnel test was to improve the aerodynamic performance of a representative aircraft model during takeoff operations using localized active flow control (AFC). This approach involves the application of AFC concepts locally to a relatively small region; therefore, it has the potential to cause minimal architectural change to current aircraft configurations. In addition, the power requirements of localized AFC could be supplied with onboard air resources. Recent exploratory studies identified the aileron as a target area for improving lift-to-drag ratio using localized AFC concepts. The idea is to deflect the ailerons beyond their nominal deflection angles and use AFC to reduce flow separation that occurs at larger aileron deflections. Several AFC concepts with different configurations were evaluated with the goal of achieving high-lift performance improvement. The assessment of AFC configurations is reported in a companion paper. The focus of the current paper is to report the data relevant to the CRM-HL takeoff configurations and establish a reference case for localized AFC application. Three takeoff configurations —reference, nominal, and high-lift improved—are documented. These takeoff configurations are obtained by varying aileron deflection. Wind tunnel measurements including surface static pressures and force and moment data are presented. In addition, surface tuft flow visualization, mainly on the aileron, is provided to understand the flow characteristics developed over the aileron during takeoff.

Lift-to-Drag↗