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A method for computing interference effects due to ventilated wind-tunnel walls on lifting transonic airfoils is presented. Differences between the present method based on nonlinear transonic theory and the classical correction formulae from linear subsonic theory are discussed. Computed results are presented for an NACA 0012 in solid and perforated wall tunnels. The solid wall calculations are compared with data.
Noise attenuation was measured for several types of cylindrical suppressors that use a duct lining composed of honeycomb cells covered with a perforated plate. The experimental technique used gave attenuation data that were repeatable and free of noise floors and other sources of error. The suppressor length, the effective acoustic diameter, suppressor shape and flow velocity were varied. The agreement among the attenuation data and two widely used analytical models was generally satisfactory. Changes were also made in the construction of the acoustic lining to measure their effect on attenuation. One of these produced a very broadband muffler.
A theoretical investigation of gas flow inside a multilayer insulation system was made for the case of the broadside pumping process. A set of simultaneous first-order differential equations for the temperature and pressure of the gas molecules through the perforations on the insulation layers. A modified Runge-Kutta method was used for numerical experiment. The numerical stability problem was also investigated. It was shown that when the relaxation time is less than the time period over which the gas properties change appreciably, the set of differential equations can be replaced by a set of algebraic equations for solution. Numerical examples were given and comparisons with experimental data were made.
Performance tests were conducted on a combustor designed for use in a low-cost turbojet engine. Low-cost features included the use of very inexpensive simplex fuel nozzles and combustor liners of perforated sheet material. Combustion efficiencies at the altitude-cruise and sea-level design points were approximately 94 and 96 percent, respectively. The combustor isothermal total-pressure loss was 8.8 percent at the altitude-cruise-condition diffuser-inlet Mach number of 0.335. The combustor-exit temperature pattern factor was less than 0.3 at the altitude-cruise, sea-level-cruise, and sea-level-static design conditions. The combustor-exit average radial temperature profiles at all conditions were in very good agreement with the design profile. The intense mixing required because of the very high combustor heat-release rate had an adverse effect on ignition capability at altitude windmilling design conditions.
Consideration of the nonlinear damping of pressure oscillations by means of acoustic liners consisting of a perforated plate communicating with a volume or of individual Helmholtz resonators. A nonlinear analysis leads to a modified first-order theory; in particular, some second-order damping effects (due to the formation of jets through the orifices) are considered, while other less important damping effects (of second order) are neglected. The effect of the vena contracta in the orifice flow is also taken into account, and the conditions of maximum damping are discussed. A determination is made of the orifice velocity, the cavity pressure, the admittance coefficient, the resistance, and the reactance, and good agreement is found between the theoretically determined resistance and orifice velocity and the pertinent experimental data.
A theoretical investigation of gas flow inside a multilayer insulation system has been made for the case of the broadside pumping process. A set of simultaneous first-order differential equations for the temperature and pressure of the gas mixture was obtained by considering the diffusion mechanism of the gas molecules through the perforations on the insulation layers. A modified Runge-Kutta method was used for numerical experiment. The numerical stability problem was investigated. It has been shown that when the relaxation time is small compared with the time period over which the gas properties change appreciably, the set of differential equations can be replaced by a set of algebraic equations for solution. Numerical examples were given and comparison with experimental data was made.
Experimental data were obtained in two wind tunnels for 13 models over a Mach number range from 0.70 to 1.02. Effects of increasing test-section blockage ratio in the transonic region near a Mach number of 1.0 included change in the shape of the drag curves, premature drag creep, delayed drag divergence, and a positive increment of pressures on the model afterbodies. Effects of wall interference were apparent in the data even for a change in blockage ratio from a very low 0.000343 to an even lower 0.000170. Therefore, models having values of blockage ratio of 0.0003 - an order of magnitude below the previously considered safe value of 0.0050 - had significant errors in the drag-coefficient values obtained at speeds near a Mach number of 1.0. Furthermore, the flow relief afforded by slots or perforations in test-section walls - designed according to previously accepted criteria for interference-free subsonic flow - does not appear to be sufficient to avoid significant interference of the walls with the model flow field for Mach numbers very close to 1.0.
A technique has been developed which is capable of determining the optimum wall configuration for a variable porosity perforated wall transonic wind tunnel. The technique is based on a mathematical model arrived at by considering the results of theory and past experimental investigations. A performance index was determined as a function of the significant wind tunnel parameters by comparing a formulation of this mathematical model, using MSFC 14 inch Trisonic Wind Tunnel experimental results, to interference free results. The resulting relationship was then used to determine the combination of wind tunnel parameters which should yield minimum reflected wave interference. A theoretical development of wall porosity requirements for thick wall inclined hole test sections is included which follows the trends and generally the magnitude of available experimental data. This theory is useful in studying the present variable porosity case, but also should be of value in studies concerning the wave cancellation process for fixed porosity walls.
A theoretical investigation of gas flow inside a multilayer insulation system has been made for the case of the broadside pumping process. A set of simultaneous first-order differential equations for the temperature and pressure of the gas mixture was obtained by considering the diffusion mechanism of the gas molecules through the perforations on the insulation layers. A modified Runge-Kutta method was used for numerical experiment. The numerical stability problem was investigated. It has been shown that when the relaxation time is small compared with the time period over which the gas properties change appreciably, the set of differential equations can be replaced by a set of algebraic equations for solution. Numerical examples were given, and comparisons with experimental data were made.
Column has end caps held in place by springs; prefilled packs of absorbent can be exchanged quickly. Both ends of metal or plastic body tube of size which can hold adequate amount of absorbent are machined to provide seat for perforated plate and groove for its spring retainer ring.
A computerized acoustic attenuation prediction procedure has been developed to evaluate acoustically lined ducts for various geometric and environmental parameters. The analysis procedure is based on solutions to the acoustic wave equation, assuming uniform airflow on a duct cross section, combined with appropriate mathematical lining impedance models. The impedance models included in the analysis procedure are representative of either perforated sheet or porous polyimide impregnated fiberglass facing sheet coupled with a cellular backing space. Advantages and limitations of the analysis procedure are reviewed.
Some results of a study of the importance of geometrical features of the combustor to combustion roughness and resulting noise are presented. Comparison is made among a perforated can flame holder, a plane slotted flame holder and a plane slotted flame holder which introduces two counter swirling streams. The latter is found to permit the most stable, quiet combustion. Crosscorrelations between the time derivative of chamber pressure fluctuations and far field noise are found to be stronger than between the far field noise and the direct chamber pressure signal. Temperature fluctuations in the combustor nozzle are also found to have a reasonably strong crosscorrelation with far field sound.
The feasibility of quiet, suction laminarized, high Reynolds number (Re) supersonic wind tunnel nozzles was studied. According to nozzle wall boundary layer development and stability studies, relatively weak area suction can prevent amplified nozzle wall TS (Tollmien-Schlichting) boundary layer oscillations. Stronger suction is needed in and shortly upstream of the supersonic concave curvature nozzle area to avoid transition due to amplified TG (Taylor-Goertler) vortices. To control TG instability, moderately rapid and slow expansion nozzles require smaller total suction rates than rapid expansion nozzles, at the cost of larger nozzle length Re and increased TS disturbances. Test section mean flow irregularities can be minimized with suction through longitudinal or highly swept slots (swept behind local Mach cone) as well as finely perforated surfaces. Longitudinal slot suction is optimized when the suction-induced crossflow velocity increases linearly with surface distance from the slot attachment line toward the slot (through suitable slot geometry). Suction in supersonic blowdown tunnels may be operated by one or several individual vacuum spheres.
Externally blown flap models were tested for noise and performance at one-fifth scale in a static facility and at one-tenth scale in a large acoustically-treated wind tunnel. The static tests covered two flap designs, conical and ejector nozzles, third-flap noise-reduction treatments, internal blowing, and flap/nozzle geometry variations. The wind tunnel variables were triple-slotted or single-slotted flaps, sweep angle, and solid or perforated third flap. The static test program showed the following noise reductions at takeoff: 1.5 PNdB due to treating the third flap; 0.5 PNdB due to blowing from the third flap; 6 PNdB at flyover and 4.5 PNdB in the critical sideline plane (30 deg elevation) due to installation of the ejector nozzle. The wind tunnel program showed a reduction of 2 PNdB in the sideline plane due to a forward speed of 43.8 m/s (85 kn). The best combination of noise reduction concepts reduced the sideline noise of the reference aircraft at constant field length by 4 PNdB.
The results are presented of static, fatigue and thermal testing of titanium honeycomb acoustic panels representing the acoustic tailpipe for the Pratt and Whitney Aircraft JT8D Refan engine which is being studied for use on the Boeing 727-200 airplane. Test specimens represented the engine and tailpipe flange joints, the rail to which the thrust reverser is attached and shear specimens of the tailpipe honeycomb. Specimens were made in four different batches with variations in configuration, materials and processes in each. Static strength of all test specimens exceeded the design ultimate load requirements. Fatigue test results confirmed that aluminum brazed titanium, as used in the Refan tailpipe design, meets the fatigue durability objectives. Quality of welding was found to be critical to life, with substandard welding failing prematurely, whereas welding within the process specification exceeded the panel skin life. Initial fatigue testing used short grip length bolts which failed prematurely. These were replaced with longer bolts and subsequent testing demonstrated the required life. Thermal tests indicate that perforated skin acoustic honeycomb has approximately twice the heat transfer of solid skin honeycomb.
A description is given of the boron/epoxy and graphite/epoxy nondestructive test standards which were fabricated, tested and delivered to the National Aeronautics and Space Administration. Detailed design drawings of the standards are included to show the general structures and the types and location of simulated defects built into the panels. The panels were laminates with plies laid up in the 0 deg, + or - 45 deg, and 90 deg orientations and containing either titanium substrates or interlayered titanium perforated shims. Panel thickness was incrementally stepped from 2.36 mm (0.093 in.) to 12.7 mm (0.500 in.) for the graphite/epoxy standards, and from 2.36 mm (0.093 in.) to 6.35 mm (0.25 in.) for the boron/epoxy standards except for the panels with interlayered shims which were 2.9 mm (0.113 in.) maximum thickness. The panel internal conditions included defect free regions, resin variations, density/porosity variations, cure variations, delaminations/disbonds at substrate bondlines and between layers, inclusions, and interlayered shims. Ultrasonic pulse echo C-scan and low-kilovoltage X-ray techniques were used to evaluate and verify the internal conditions of the panels.
Experimental aerodynamic investigations were conducted on a dual-strut mounted 0.0405-scale representation of the 140A/B outer mold line space shuttle orbiter vehicle. The tests, conducted from 11 Oct., 1974 through 22 Oct., 1974, were primarily to investigate aerodynamic stability and control characteristics of the space shuttle orbiter ferry configuration. Four afterbody fairing configurations and various additions to them in the form of horizontal and ventral fins strakes and other aerodynamic protuberances were tested. Base line data on the basic orbiter with MPS nozzles and bodyflap were recorded. The drag of the optimum ferry configuration was increased to the level of the basic orbiter for possible flight test configurations by the addition of two sizes of perforated speed brakes on the tail cone surface.
Methods were developed for predicting externally blown flap (EBF) noise and turbomachinery strut noise. Noise radiated by under-the-wing and upper-surface-blowing EBF configurations is calculated as a sum of lift dipole noise, trailing edge noise, and jet quadrupole noise. Resulting predictions of amplitudes and spectra generally were in good agreement with data from small-scale models. These data cover a range of exhaust velocity, flap deflection, exhaust nozzle position, exhaust nozzle shape, and ratio of exhaust nozzle diameter to wing chord. A semi-empirical method for predicting dipole noise radiation from a strut with incident turbulence was in good agreement with data. Leading-edge regions made of perforated plate backed by a bulk acoustic absorber achieved up to 7 db reduction of strut noise caused by incident turbulence at high frequencies. Radial turbulence in a turbofan exit duct was found to have a relatively high level associated with the mean velocity defect in the rotor blade wakes. Use of these turbulence spectra and a dipole noise radiation equation gave general prediction of measured aft-radiated sound power caused by a splitter ring in a full-scale fan exit duct.