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Wind tunnel/flight correlation history from the P-51 to the F-8 supercritical wing is reviewed, showing that researchers continue to be faced with nearly identical discrepancies in predicted versus measured drag. The capabilities of the National Transonic Facility to allow assessment of the effects which have heretofore plagued researchers and aircraft designers are anticipated.
Predicted and flight-test drag on the C-5A and the C-141 are correlated. Equivalent rigid flight-test profile drag and a rigid estimate based on wind tunnel data are also correlated. Correlations for the National Transonic Facility are included.
Nitronic 40 was chosen for the construction of Pathfinder I, an R & D model for use in the National Transonic Facility, because of its good mechanical properties at cryogenic temperatures. Nitronic 40 contains delta ferrite and is in a sensitized condition. Heat treatments carried out to remove residual stresses also caused further sensitization. Experiments showed that heat treatment followed by cryoquenching removed the sensitization without creating residual stresses. Heat treatment at temperatures of 2200 F was used to remove the delta ferrite but with little success and at the cost of massive grain growth. The implications of using degraded Nitronic 40 for cryogenic wind tunnel models are discussed, together with possible acceptance criteria.
Two velocimeter techniques were considered as potential candidates for achieving the flow field angularity measurements. The first was the fringe laser Doppler velocimeter, (LDV). A great deal of experience was obtained with this approach at Langley and the literature is rich with papers describing many experimental applications and system performance details. That is, many velocity flow field measurements were conducted with the LDV but not with high resolution precise angularity measurements. The second candidate considered was the two-spot laser transit anemometer, (LTA). This approach was not as extensively used as the LDV technique, but literature does contain experimental applications and system performance details. Again, a lack of high resolution, high precision angularity measurements is noted for the LTA. The results of the study suggested that the LDV and LTA tests and other efforts did not reveal any fundamental problems that would suggest that laser velocimetry is not a viable diagnostic technique for the National Transonic Facility. However, there are a number of engineering problems that need to be solved.
Current work by the National Bureau of Standards at the NASA National Transonic Facility (NTF) to evaluate the performance of stylus instruments for determining the topography of models under investigation is described along with instrumentation for characterization of the surface microtopography. Potential areas of surface effects are reviewed, and the need for finer surfaced models for the NTF high Reynolds number flows is stressed. Current stylus instruments have a radii as large as 25 microns, and three models with surface finishes of 4-6, 8-10, and 12-15 micro-in. rms surface finishes were fabricated for tests with a stylus with a tip radius of 1 micron and a 50 mg force. Work involving three-dimensional stylus profilometry is discussed in terms of stylus displacement being converted to digital signals, and the design of a light scattering instrument capable of measuring the surface finish on curved objects is presented.
The compressor driving the flow in the National Transonic Facility, which is nearing completion at the Langley Research Center, has 25 fiberglass blades. E-glass cloth with a pre-impregnated epoxy resin has been selected as the material for the fan blades because of its low cost, high damping, and fatigue resistance. A complete characterization is presented of this fan blade fiberglass system at temperatures of 367 K, room temperature, and 89 K. The characterization test results suggest that the material follows the general trends of metals and other glass-reinforced plastics at cryogenic temperatures. A slight diminution in strength was observed at the elevated temperature. The tests included the following: tensile, compression, fatigue, inplane shear, interlaminar shear, thermal expansion, creep, and thermal cycle.
The development of cryogenic wind tunnels is reviewed with reference to the theory and advantages of cryogenic tunnels, problems common to wind tunnels and their solution, and application of cryogenic wind tunnels to high Reynolds number testing. It is shown that cryogenic wind tunnels can achieve full-scale Reynolds number with reasonable tunnel size, dynamic pressure, and drive power; the use of such tunnels also makes it possible to separate the effects of Reynolds number, Mach number, and aeroelasticity. Application of the cryogenic tunnel concept is illustrated by three examples, namely an atmospheric low-speed cryogenic tunnel, a 0.3-meter transonic cryogenic tunnel, and the National Transonic Facility now nearing completion.
Initial proof-of-concept results obtained in a pilot transonic tunnel, led to a U.S. decision to apply the cryogenic tunnel concept to the National Transonic Facility (NTF). The pilot tunnel was reclassified as a 'permanent' facility and renamed the 0.3-m Transonic Cryogenic Tunnel (TCT). The 0.3-m TCT, with its ability to operate at temperatures ranging from about 78 K to 340 K, combined with a 6 atmospheres pressure capability, provides extremely high test Reynolds numbers at relatively low model loading. In addition, the ability to vary pressure and temperature independently of Mach number provides a unique capability to conduct studies at a constant dynamic pressure or at a constant Reynolds number with just one model. Attention is given to the simulation of flight conditions, the cryogenic-pressure tunnel concept, the characteristics of the 0.3-m TCT, Reynolds number studies in the three-dimensional test section including a Space Shuttle study, and Reynolds number studies in the two-dimensional test section.
Materials and techniques for a transducer capable of obtaining accurate force measurements at cryogenic temperatures (down to 77 K) and high pressures (up to 9 atm) have been determined. Areas of high stress concentration are minimized by balance design, and model and sting attachment methods able to withstand cryogenic temperatures are used. Maraging 200 is the material used for the balances, due to its high impact strength and simple heat treatment procedure. Test results verify that the balances produce reliable, repeatable, and predictable data from 300 K to 110 K under steady state conditions. Techniques have been developed to reduce the temperature-induced bridge output, such as the use of bridges with two gages mounted transverse to the principal stress direction. Under these conditions, the results given by the balances should be equally good during transient temperatures on five of the six components. The work will be used at the National Transonic Facility (NTF) at NASA Langley.
Material and bonding procedures designed for use as seals at the National Transonic Facility at the NASA Langley Research Center are presented. Teflon TFE was chosen for its ability to withstand pressures of up to 130 psi and temperatures ranging from -320 to 150 F, in addition to tolerances of 0.074 in. and having a movement allowance of 0.75 in. during transient cycles. Since some of the seals are 14 in. in diameter, Teflon sheets had to be sliced and bonded together after machining to size, resulting in seals with circular, oval, straight, and rectangular cross sections. Step-by-step preparation procedures are provided, and it is noted that the scarf joints performed as predicted during tests.
The principal motivating factor was the National Transonic Facility (NTF). Since the NTF can achieve significantly higher Reynolds numbers at transonic speeds than other wind tunnels in the world, and will therefore occupy a unique position among ground test facilities, every effort is being made to ensure that model design and fabrication technology exists to allow researchers to take advantage of this high Reynolds number capability. Since a great deal of experience in designing and fabricating cryogenic wind tunnel models does not exist, and since the experience that does exist is scattered over a number of organizations, there is a need to bring existing experience in these areas together and share it among all interested parties. Representatives from government, the airframe industry, and universities are included.
Eight wind tunnel models to be tested in the National Transonic Facility are discussed.
The performance of stylus instruments for measuring the topography of National Transonic Facility (NTF) model surfaces both for monitoring during fabrication and as an absolute measurement of topography was evaluated. It was found that the shop-grade instruments can damage the surface of models and that their use for monitoring fabrication procedures can lead to surface finishes that are substantially out of range in critical areas of the leading edges. The development of a prototype light-scattering instrument which would allow for rapid assessment of the surface finish of a model is also discussed.
One-piece strain gage force balances were developed for use in the National Transonic Facility (NTF). This was accomplished by studying the effects of the cryogenic environment on materials, strain gages, cements, solders, and moisture proofing agents, and selecting those that minimized strain gage output changes due to temperature. In addition, because of the higher loads that may be imposed by the NTF, these balances are designed to carry a larger load for a given diameter than conventional balances. Full cryogenic calibrations were accomplished, and wind tunnel results that were obtained from the Langley 0-3-Meter Transonic Cryogenic Tunnel were used to verify laboratory test results.
The development of a system to measure model deflections encountered in the National Transonic Facility is discussed. The goal is to be able to measure peak deflections of up to 3 in. with accuracies to within 0.0025 in. over an area 1 m square as the model pitches through an included angle of 30 deg. Stereophotogrammetric techniques are being implemented, with the initial system being an extension of standard techniques. A second system, which will be all electronic, is under development. Both techniques require targets to be strategically placed on the model. Active targets are being developed for location in the model in order to maximize the signal-to-noise ratio and to approximate a point source. Image processing techniques and stereophotogrammetric data reduction programs are being implemented to perform the data reduction tasks.
Pressure measurements on the National Transonic Facility models will be made using electronically scanned pressure instrumentation. The system consists of pressure modules, a pressure calibration standard, and a system controller. The pressure modules, which must be operated above -18 C, will be housed in model-integrated designed thermally controlled containers. The Pathfinder 1 192-channel pressure package is described. Recent and planned developments to reduce the pressure module's volume per channel ratio are discussed, including the 48-channel module and a proposed 32-channel module that would be 2.54 by 2.54 by 8.13 cm. Pressure transducers capable of operating at cryogenic temperatures for dynamic and static pressure measurements are discussed.
The development of systems for measuring model pitch and roll attitude in the National Transonic Facility (NTF) is discussed. The effort is divided between two approaches: (1) an inertial measurement that is an extrapolation of existing technology into a cryogenic environment, and (2) an optical technique based on a holographic angle sensor.
The National Transonic Facility (NTF) is a research wind tunnel capable of operation at temperatures down to 89K (160 R) and pressures up to 900,000 Pa (9 atmospheres) to achieve Reynolds numbers approaching 120,000,000. Wide temperature excursions combined with the precise alignment requirements of the tunnel aerodynamic surfaces imposed constraints on the mechanisms supporting the internal structures of the tunnel. The material selections suitable for this application were also limited. A general design philosophy of utilizing a single fixed point for each linear degree of freedom and guiding the expansion as required was adopted. These support systems allow thermal expansion to take place in a manner that minimizes the development of thermally induced stresses while maintaining structural alignment and resisting high aerodynamic loads. Typical of the support mechanisms are the preload brackets used in the fan shroud system and the Watts linkage used to support the upstream nacelle. The design of these mechanisms along with the basic design requirements and the constraints imposed by the tunnel system are discussed.