nasa-cr-201062 development and testing of airfoils for ...1.5 test section instrumentation and...

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NASA-CR-201062 Development and Testing of Airfoils for High-Altitude Aircraft Final Report for the Period September 1, 1994 - May 31, 1996 ,f Submitted to: Attn: Technical Monitors: NASA Dryden Flight Research Center Steven Yee, Grants Officer Contract Management Branch/XAA MS D1044 Edwards, CA 93523-0273 Robert Geenen, Al Bowers Fluid and Flight Mechanics Branch/XRA MS D2033 Submitted by: Grants Officer: Principal Investigator: Department of Aeronautics and Astronautics Massachusetts Institute of Technology Cambridge, MA 02139 Ms. Charlotte Morse (617) 253-3529 Associate Professor Mark Drela (617) 253-0067 June 1996 https://ntrs.nasa.gov/search.jsp?R=19960050516 2020-02-24T03:54:34+00:00Z

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Page 1: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

NASA-CR-201062

Development and Testing of Airfoils

for High-Altitude Aircraft

Final Report

for the Period

September 1, 1994 - May 31, 1996

,f

Submitted to:

Attn:

Technical Monitors:

NASA Dryden Flight Research Center

Steven Yee, Grants Officer

Contract Management Branch/XAA

MS D1044

Edwards, CA 93523-0273

Robert Geenen, Al Bowers

Fluid and Flight Mechanics Branch/XRA

MS D2033

Submitted by:

Grants Officer:

Principal Investigator:

Department of Aeronautics and Astronautics

Massachusetts Institute of Technology

Cambridge, MA 02139

Ms. Charlotte Morse

(617) 253-3529

Associate Professor Mark Drela

(617) 253-0067

June 1996

https://ntrs.nasa.gov/search.jsp?R=19960050516 2020-02-24T03:54:34+00:00Z

Page 2: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

1 Completed Work

Essentially all the work proposed in the proposal has been completed or adequately

addressed. Additional work on heat-exchanger aerodynamics not in the original pro-

posal was also conceived and executed with the agreement of the Technical Monitor.

A summary of the specific tasks accomplished is given below. The corresponding

detailed results have been transmitted to Dryden personnel via e-mail as soon as

they became available. All e-mail transmissions have been saved, and the key ones

are given in the Appendices, along with relevant plots, figures, and papers which were

generated.

1.1 Airfoil design

The Apex-16 airfoil was designed specifically for the APEX test vehicle. It is in-

tended to be representative of airfoils required for lighweight aircraft operating at

extreme altitudes, which is the primary research objective for the APEX program.

In the course of designing this airfoil, Fairly extensive studies were made over the

Mach number and Reynolds number ranges of interest. Also considered were the

airfoil thickness, pitching moment, and off-design behavior. Limited use was made

of the optimization driver LINDOP [1] to fine-tune the final design and resolve the

numerous conflicting requirements. Appendix B shows the Apex-16 airfoil geometry,

coordinates, and computed performance polars.

1.2 Study of airfoil constraints on pullout maneuver

The maximum ceihng parameter M2CL value achievable by the Apex-16 airfoil (or any

airfoil for that matter) was found to be a strong constraint on the pullout maneuver.

It was concluded that if data is to be acquired in level flight, then some sort of lift

augmentation would be required, since any airfoil has little or no excess-hft capability

at its ceiling condition (by definition). A workable aiternative approach which was

identified is to use wing lift to achieve pullout, but then acquire data in windup turns

to achieve the target CL.

1.3 Selection of tail airfoils

Several candidate airfoils for the tail were examined. The primary goal was pre-

dictable behavior at low Reynolds numbers, and good tolerance to flap deflections.

The NACA 1410 and 2410 airfoils (inverted) were identified as good candidates.

1.4 Examination of wing twist

A number of issues related to wing twist were examined. These included: simplicity,

obtaining a uniform local cL across the test section, obtaining a high overall CLm,,_

Page 3: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

for the pullout, avoiding tip stall. Both washin and washout options were examined

computationally. In the end it was decided that a simple flat wing was a reasonable

compromise between all the requirements, and allowed the use of one mold for both

wing halves -- a significant cost saving.

1.5 Test section instrumentation and layout

It was decided that the instrumentation for the test section would consist of surface

pressure taps, wake rakes, surface-mounted microphones, and skin-friction gauges.

Using multiple wake rakes was deemed desirable to verify spanwise uniformity, but

was found to be too demanding of the limited data bandwidth available. Using a

single wake rake mounted on a mechanical traverse was rejected due to weight and

complexity. It was decided to use a single fixed wake rake for accurate measurement of

the wake momentum defect, and multiple integrating rakes to verify spanwise unifor-

mity. Several test section layouts were designed, with varying degrees of compactness.

One of these was selected by Dryden personnel for use on APEX.

The wake rake was designed specifically to capture the wakes anticipated at test

altitudes. A design guide for the integrating rakes was also prepared. The layouts

and design guide are attached as Appendices B and C.

1.6 Integrated airfoil/heat-exchanger tests

A modest wind tunnel test was performed for an integrated airfoil/heat-exchanger

configuration, which is currently on Aurora's Theseus aircraft. Although not directly

related to the APEX tests, the aerodynamics of heat exchangers has been identified as

a crucial aspect of designing high-altitude aircraft, and hence is relevant to the ERAST

program. The computational studies and tunnel tests have proven the validity of

integrating the heat exchanger with the wing airfoil to achieve surprisingly low drag

levels at low Reynolds numbers. The results have already appeared in the Jan-Feb

'96 issue of the Journal of Aircraft [2]. This paper is attached as Appendix D.

Page 4: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

References

[1] M. Drela. Design and optimization method for multi-element airfoils. AIAA Paper

93-0969, Feb 1993.

[2] M. Drela. Aerodynamics of heat exchangers for high-altitude aircraft. Journal of

Aircraft, 33(2), Mar-Apt 1996.

Page 5: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

6 in

0.3 in. I

m

m

m

m

m

m

m

5

4

2

-1

-2

-3

airfoil baseline

APEX Drag Rake LayoutFull size

Mark Drela12 Dec 95

Page 6: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

4.8 in

m

m

m

m

m

m

- 5

4

3

2

-1

-2

in

airfoil baseline

APEX Integrating Rake LayoutFull Size

Mark Drela19 Jan 96

Page 7: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

°°°°°°.o°°°'+°°°°°

o°o°°°°

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support sting

integrating rake

support sting

wake rakerake statics

APEX Instrumentation Layout

(proposed)Mark Drela7 Feb 96

support sting

Page 8: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

Stanlontubes

.., ..,.• Microphones0

• O00eO00000 • • _

Pressure ports

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, support sting

integrating rake

support sting (lightweight)

wake rakerake statics

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1,1,,I,,,,1''1

APEX Instrumentation Layout II

(proposed)

Mark Drela9 Feb 96

Page 9: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

Stantontubes

"'Y"_'-L• Microphones

°°@°eOo°@°@ • °

°°°°o°° °°o° °oo_o.°°'°'_°°°°°°°"'°°°

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Pressure ports

m

.°°°,

support sting

integrating rake

support sting (lightweight)

wake rakerake statics

support sting

APEX Instrumentation Layout III

(proposed)

Mark Drela9 Feb 96

Page 10: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

Appendix C: Integrating Rake Design Document

7

Page 11: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

Integrating Rake DesignMark Drela, MIT Aero & Astro

10 Dec 95

Ue _.

¢

I

(y)

1Ay

Z

d_T____.___

II rhi

I_I[ LIIII

Figure 1: Integrating rake layout and dimensions

1 Basic Relations

An integrating rake consists of an array of pitot tubes all feeding into a common reservoir,

as shown in Figure 1. Assuming that the static pressure across the entire wake is constant

and equal to the edge value pe, the wake velocity profile u(y) will produce a y-dependent

total pressure seen by the tubes:

po(y) = ½Pu2(y) + pe (1)1 2

= _Pu2(Y) + Pooo _pu_ (2)

The non-uniform po(y) will produce a mass flow rh_ in the i'th tube. Assuming fully-

developed Poiseuille flow in each tube, this mass flow is proportional to the driving pressure

difference po - p,, where Pr is the reservoir pressure to be measured.

_r d4

rhl - 128 ve (Po, - P,.) (3)

At steady-state, all the tube mass flows must add up to zero, and if all the tubes have

the same diameter d and length 2, the pressure differences must add up to zero as well.

N

Era, = 0 (4)i----1

Page 12: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

N(po,- ;,) = 0 (5)

i=1

Substituting for Poi in terms of the local velocity ui, and multiplying by the presumed-

constant tube spacing Ay, we get

N1 2 - _pue+ po_- p,) ay = o (6)

i=1

N

E (e_ - p_) Ay = 2(po_- p_)L (7)i=1

whereN

L = _Ay NAy (8)i----1

is simply the height of the N-tube rake as shown in Figure 1.

The lefthand side summation in equation (7) is seen to be a midpoint-rule integration for

the momentum+mass defect

pu_(o+ _') - f(pu_ - pu2(y))dy (9)

_(pu_- pu_)Ay, (10)

so that with the constant tube spacing Ay, the final result is

p_(0+_*) _ 2(po_-p_)L (11)

or 0+_* __ po_-p, L (12)po o_- P_

For the most accurate measurement of 0 + g*, it is clearly best to reference the reservoir and

local-static pressure transducers to the freestream total pressure Poo_, so that po_-p_ and

Poo.-P_ are direct measurements with no bias uncertainties.

2 Near-wake Corrections

Note that the integrating rake does not give the momentum thickness in isolation. If the

measurements are to be used to support or validate drag calculations, this causes few prob-

lems, since the measured sum 0 + g* can simply be compared with the corresponding sum

from the calculation. If the goal is absolute drag measurement, then it will be necessary to

estimate the shape parameter H = 5*/0 to deduce the isolated 0. This can be done fairly

accurately if only the minimum velocity in the wake is known.

Umin = min (_ee)(13)

Page 13: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

Measuringthis will typically requirea separatetotal pressuretube placed sufficiently closeto the wake centerhne.

Assuming the minimum velocity is known, a wake velocity profile is then quite closely

approximated by the Coles cosine profile

1[u(y) _ Um_n+ (1 -- Cmln)_ 1- cos _ ; -5 <_y <__5 (14)Ue

where _ is the wake half-thickness. From the definitions of 5* and 0, we have

5" = 1 - - ey = (1 - u=_15 (151Ite

= dy = (1-Umin)_ - (1--Vml,) 2_ (16)

1

H = 1 - 3(1 - Um_,) (17)

and the isolated momentum thickness then follows immediately from the measured 8 + 5* .

_+_*e _ (18)

H+I

The above results also apply to moderately assymetric wakes (such as the one sketched in

Figure 1) since each wake half above and below the velocity minimum is still accurately

represented by the Coles profile.

Both Umi_ and H quickly approach unity downstream, making their measurement or

estimation less and less critical. Ideally, the rake should be moved downstream until it just

captures the entire wake, but in practice the wake thickness and location are somewhat

uncertain, and some conservatism will be required.

However the shape parameter is estimated_ a correction will still need to be apphed to

the resulting momentum thickness if ue/u_ at the rake is not unity, as is usually the case.

The true profile drag/span is simply the ultimate momentum defect

D' = pu_e_ (19)

where 8_ is the momentum thickness very far downstream. The evolution of the momentum

thickness in the wake is given by the yon Karman integral momentum equation

1 dO 1 du_

O dx - -(H + 2)---- (20)u_ dx

which can be integrated from the rake position to far downstream if a unique function H(ue)

is assumed. The particular empirical assumption

(21)H-1 \ H--1 ]_k¢

results in the well-known Squire-Young formula.

_¢_: 8rake((Ue)rake)(H'ak_+5)/2uo_ (22)

3

Page 14: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

3 Design Requirements

In light of the assumptions made in the derivation of relation (12), the following requirements

must be met for the result to be valid.

1. The flow in the tubes is fully-developed Poiseuille fow.

2. The flow in each tube has negligible dynamic pressure.

3. The static pressure at the tip of each tube is the local total pressure Po(Y) •

4. The pressure in the reservoir is uniform.

5. The tubes all have the same length l, diameter d, and spacing Ay.

Requirement 1 is equivalent to stating that the profile-development entrance length for

each tube must be very small compared to the tube's length. This gives the requirement

rh_>> (23)

4_/z

d puo_dor e >> (24)

16 #

which makes the worst-case assumption that po_ - p, "_ pu2/2, corresponding to the entire

rake being immersed in a massive separated wake. In any case, it should be possible to meet

the Poiseuille-flow requirement without too much difficulty by using sufficiently fine tubes.

The only drawbacks of excessively-fine tubes are fragility, and possibly an excessive settling

time.

Requirements 2 and 3 are essentially equivalent, since negligible dynamic pressure in the

tube automatically imphes that the static pressure at the tip is nearly the full total pressure.

The requirement is

rh_<< u_ (25)

um¢,,= p_r(d/2) 2

1 du_d

or 64 l u << 1 (26)

which turns out to be essentially the same as Requirement 1.

Requirement 4 means that the dynamic pressures in the reservoir must be negligible

compared to the pressure drops across the tubes. With the dynamic pressures in the tubes

already being negligible, this additional requirement is met by making the cross-sectional

area of the reservoir larger than all the tube areas put together. With D being the reservoir

diameter, the requirement is

D _ >> N d _ (27)

which can be very easily met in practice. On the other hand, an excessively-large reservoir

is undesirable, since it will increase the settling time.

A design parameter which still must be selected is the appropriate overall height L.

Clearly, this needs to be sufficiently large to capture the entire wake. However, making

Page 15: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

it much larger than the wake width is undesirable,sinceincreasingL will proportionately

reduce the magnitude of the pressure signal po_ - pr, giving reduced accuracy. It is perfectly

acceptable to build an oversize rake, and cap any tubes which fall well above or below the

wake in order to improve accuracy.

The remaining design parameter is the total number of tubes N. This only influences

the accuracy of the midpoint summation approximation to the transverse profile integral.

Twenty tubes should be sufficient for typical featureless wake profiles. If the wake thickness is

expected to be significantly narrower than the rake height L, more tubes may be appropriate.

4 Compressibility Effects

If quantitative results are to be obtained from the integrating rake, corrections to the above

relations may be necessary if the freestream Mach number is appreciable. The exact relation

for the pitot total pressure is given by any of the standard isentropic formulas, e.g.

-r

po(y) = Pe (1 + _M2(y)) "_-_ = Pe 1 2h-_y)]

For adiabatic flows at near-unity Prandtl numbers, the stagnation enthalpy can be assumed

to be nearly constant across the wake and equal to its freestream value.

1 u_ ( x:_IM2 _ho(y) "_ hooo = 7_1 M_ 1+ 2 oo]

(29)

Combining this with the second isentropic formula above gives

Pe _--1 M2 1 -- (30)

which is the relation which would be used with a conventional rake to determine the velocity

profile from the measured total-pressure profile and the local static pressure p_.

Just outside the wake, where u(y) = ue, the total pressure is the same as the freestream

total pressure, which implies

-- = _-XM_ 1- u_'_]'-i (31)u ]J

This gives an alternative form for the total pressure profile

Po(Y) = Poo_

1*/-1

(32)

5

Page 16: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

which then replacesthe equivalent incompressibleform (2). A second-orderTaylor seriesfor equation (32) about M2_o= 0 conveniently recovers the incompressible form, but with afirst-order Mach number correction.

+ O(M ) (33)

(34)

Equation (34) truncates the Taylor series, and also drops terms which are O [(u2e- u2)2] ,

which is justifiable for a typical small-defect wake profile.

An additional effect of compressibility will be to produce a non-uniform kinematic viscos-

ity profile across the wake. This will affect the tube mass flows rhi, which are still given by

relation (3), but u must now be replaced by the local kinematic stagnation viscosity Uo(y).

Assuming that the dynamic viscosity varies as # _,- T b _ h b results in

ue #e Po

Uo #o Pe

u2 y, lZ=!M2 1 - 1 + 1

_ho] p, ho 1 + ZZ!M2 1 + _-3-M22 _ 2

which is suitably approximated by its Taylor series.

u_ _ 1+ zz--1-M2 [ )u_-_2uo(y) 2 oo -(b + 1 +

M_ u.-"_ 1 + x:!2 -b u2

Z u:(y)] O(M_)'7 1u 1 +

2 u:(y)"7 Ue--

3'-1 u_

(35)

The viscosity exponent b can be estimated from the accurate Sutherland's viscosity law

( T _ 3/2 Too + Ts#(T) = poo k_--_] T + Ts

; Ts = llO°K

(36)

by matching its logarithmic derivative at the freestream condition.

b __

T d#l 3 1

-_[oo - 2 l + Ts/Too

(37)

_ ._.y._3'--1

(38)

(39)

The rake tube mass flow relation (3) now becomes

(hi - _r d 4 u¢ (Poi - P, )128 u_g Uo_

and the zero net mass flow condition (5) is

N

i=1 l]°i

N

or Z (po - po,) =/=1 l]oi

0

N

(po= - p, -- Ay.= l"o i

(40)

(41)

(42)

Page 17: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

The summationon the righthand side produces

2

-- Z:AM2 ue - b L - _z_ (Ok -4-_ (43)i=1 l]°i oo

where Ok and _ are the kinematic thicknesses defined with the density profile omitted.

e_ + _ = 1 - _ dy (44)

Substituting the total pressure approximation (34) into equation (42) produces

[ )]Z tie Pooo--poo(u_-u_)-- I+_-M_ -1 Ay = 2(poo o-p,.)_ ve Ay (45)

which then reduces to the compressible equivalent of equation (12)

-_-l_x-(Ok+ 6_)] } (46)

where the higher powers of M_ and (u_2 - u2) 2 have been neglected as before. An exphcit if

somewhat imposing expression for the kinematic momentum+displacement thickness then

follows.

2

_+ _M_ -_(_ -b)Ok+5 k = 2 p°_ - p_ u2 P_ L oo (47)

._u_ _-i ["_(_ -b) - 1]+ _o_- p_Po_ u_ 1 + _ [u_ Po_

Again, the natural reference pressure for the reservoir transducer is clearly po. The ratio

of static/dynamic pressure in the equation above can of course be replaced by the Mach

numberp_ 1

poou_ 7M_

which is itself obtained from the total/static pressure ratio.

velocity ratio follows from equation (31)

(48)

The local edge/freestream

]2 2u_ - 1 - 1 (49)u_ (7-1-)M_

7

Page 18: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

Appendix D: Journal of Aircraft Paper

Page 19: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

Appendix A: Record of technical exchange via email

Page 20: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

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Page 23: NASA-CR-201062 Development and Testing of Airfoils for ...1.5 Test section instrumentation and layout It was decided that the instrumentation for the test section would consist of

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Appendix B: Key figures and sketches

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