NASA NTRS2025
This test report summarizes work performed by the Boeing Subsonic Ultra-Green Aircraft Research (SUGAR) team in the Phase V Transonic Truss-Braced Wing contract task. The task was awarded in September 2020, and ended at the end of September 2022. As a part of the SUGAR Phase V contract task, Boeing developed a wind tunnel test plan, model requirements, then fabricated and conducted a dedicated transonic buffet wind tunnel test. The test focused on the investigation of buffet onset, and the ability to accurately predict buffet onset for the TTBW configuration. This report summarizes the results and post-test analysis of the 9% scale, semispan, Transonic Truss-Braced Wing (TTBW) transonic buffet model tested at the NASA Ames Research Center Unitary Plan Wind Tunnel (UPWT) 11-Foot Transonic Wind Tunnel (11-Ft TWT) facility located at Moffett Field, CA. It was tested from January 24, 2022, through February 18, 2022. The wind tunnel test was successful in capturing buffet onset at the model design dynamic pressure. Multiple configurations were tested starting in the wing-body-strut configuration and ending with the full configuration including wing-body-strut-nacelle/pylon, and flap hinge. The test also measured the effect of control surface deflections (ailerons and spoilers), as well as the effect of an outboard strut flap. Steady data collected during the test included standard force and moment measurements, as well as wing, strut, nacelle, and body (fuselage) static pressures. These data were collected in a standard pitch-pause mode. Unsteady data captured in the test, collected in continuous pitch mode, included wing and strut dynamic pressures, accelerations, and strains. According to test data, previous concerns regarding critical buffet onset on the strut (at low vehicle lift coefficient) and in the wing-strut channel have been mitigated. Buffet onset on the TTBW appears to follow conventional wing-induced buffet onset mechanisms. However, the critical station where buffet onset first occurs has moved inboard to the wing-strut juncture span location (55-60% span) from the typical ~70% span location. Test data obtained by unsteady pressure transducers provided a good match to expected buffet onset modes. An assessment of different tools and methodologies for predicting buffet onset was conducted. Reasonable agreement was found for buffet boundary predictions between most of the methods examined when using a forward trip location, with the greatest discrepancies from the pitching moment break and trailing edge pressure divergence methods. When an aft trip location was used the buffet boundary predictions diverged more significantly from unsteady pressure measurements. In addition, good agreement between the buffet onset trends were found when the Reynolds number, configuration, or spanload was changed.