Application of wall interference corrections to a low aspect ratio airfoil model

Yamaguchi, Yutaka; Kaibara, Kenji; Saito, T.

doi:10.2514/6.1997-716

Cited by 6 publications

(1 citation statement)

References 11 publications

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“…Correction methods that treat the effects of the sidewall boundary layer have been proposed and applied in 2D conventional transonic wind tunnels by several researchers. [6][7][8][9][10] However, as is generally known, the process of boundary layer development along the wall of the shock tube is different from that of conventional wind tunnels. Therefore, it might be questionable to apply directly the correction methods for conventional wind tunnels to shock tube airfoil tests.…”

Section: Introductionmentioning

confidence: 99%

Theoretical Considerations of Sidewall Interference Corrections for Transonic Shock Tube Airfoil Testing

Kashitani

Yamaguchi

Sunahara

et al. 2010

Trans. Japan Soc. Aero. S Sci.

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The effects of the sidewall boundary layers in transonic shock tube airfoil flow were investigated. We attempted to correct the effects of the sidewall boundary layers using the Barnwell-Sewall and Murthy methods for shock tube boundary layers. Petersen's boundary layer theory, which evaluates the modern wall-skin friction coefficients for shock tubes, was used in this analysis, and the results showed that the Mach number correction ÁM (the difference between the free stream Mach number (hot gas Mach number) and the corrected Mach number) increases as the hot gas Mach number M 2 increases under the condition of fixed time for the shock tube. This is caused by the boundary layer development, which grows thicker as the hot gas Mach number increases. Furthermore, when analysis is performed under the condition of constant displacement thickness 2 Ã =b, the Mach number correction ÁM gradually increases with an increase in the hot gas Mach number. This trend becomes very pronounced with increasing displacement thickness. In addition, after performing a comparison, we found that the correction of the shock wave location is in the direction of the improved agreement with the 2D CFD results when applied to the shock tube experiment.

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