Heat transfer and transition to turbulence in the shock-induced boundary layer on a semi-infinite flat plate

Davies, William R.; Bernstein, L.

doi:10.1017/s0022112069001534

Cited by 50 publications

(19 citation statements)

References 12 publications

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“…give G L 7 which is roughly double the value expected for a laminar boundarv layer in shocktube flow [21]. This result seems to indicate that the incident shock structure, including the contact surface and the upstream facing shock, interferes with the establishment processes and delays the approach to steady state.…”

Section: * (I-mentioning

confidence: 68%

Flow establishment in a generic scramjet combustor

Jacobs¹,

Rogers

Weidner

et al. 1992

Journal of Propulsion and Power

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Section: * (I-mentioning

confidence: 68%

Flow establishment in a generic scramjet combustor

Jacobs¹,

Rogers

Weidner

et al. 1992

Journal of Propulsion and Power

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“…The nozzle starting process and establishment time is discussed further in the next chapter. The fact that the steady state value for the reading of this pressure tap is reached at around 2.25 ms is consistent with the 0.25 ms boundary layer starting time predicted by Davies and Bernstein (1969). …”

Section: Discussionsupporting

confidence: 84%

Test Program for a Dual-mode Scramjet

Smayda¹

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Since flow at hypersonic Mach numbers (M≥5) behaves very differently from flow at subsonic or supersonic Mach numbers, the testing of hypersonic engines involves challenges not encountered in engine testing for flight in other regimes. For hypersonic Mach numbers, thermal, chemical, radiative, and ablative effects become important.Energy and heat transfer considerations make continuous-run, full scale testing at hypersonic Mach numbers difficult or impossible. While facilities have been devised specifically to study certain aspects of hypersonic flight, no single facility has the ability to simulate all the flow conditions that a hypersonic vehicle or engine may encounter.Flight can be considered the ultimate test of a hypersonic vehicle or engine because no facility effects are present. It is often the case, however, that budgetary, thermal, structural, or other logistical limitations restrict the range of diagnostics available for flight vehicle testing. Flight programs also incur significant risk that is generally not present or is significantly reduced for ground testing programs. If an unguided rocket is used to minimize cost, the likelihood that the payload will achieve the desired test conditions decreases. If a reactive control system is utilized to increase the likelihood that the payload will achieve the desired test conditions, both complexity and cost increase significantly. As such, flight programs are nearly always augmented with significant ground testing to reduce risk and confirm engine operability limits. Often a range of wind tunnels is used in order to resolve the inherent deficiencies of any one type of ground test facility. Two common shortcomings of hypersonic test facilities are the short test time associated with shock-heated facilities and the contaminated or vitiated test gas associated with combustion-heated facilities.

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“…For numerical simulations, L is usually the domain length and U ∞ is usually representative of the inflow boundary velocity. This type of normalization is related to initial work done by Davies and Bernstein [4] and Gupta [5]. An experimental relationship is derived that…”

Section: Previous Literaturementioning

confidence: 88%

“…As experience with these types of facilities increased further studies emerged which proposed analytical or empirical relationships associated with establishment of certain facility/model types [3]. These models attempted to scale existing establishment times using different empirically or analytically derived parameters such as flow times [4,5] or flow lengths [6]. Establishment of the tunnel flow assessed in this manner was based on trends extracted across previous studies which all featured relatively detailed establishment studies.…”

Section: Introductionmentioning

confidence: 99%

Establishment Times of Hypersonic Shock-Wave/Boundary-Layer Interactions in Intermittent Facilities

2017

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This study examines establishment times of shock-wave boundary-layer interactions across a range of interaction types and intermittent facilities. Successful design of a test-article for a short duration facility is difficult, especially when trying to guarantee establishment of the flow. While this study does not detail design methodologies of a test article it does aim to provide better understanding of establishment metrics and predictive methods that have emerged from other studies in order to help in the design and assessment of experiments. Experimental and numerical data was taken at Mach 8.9 on an axisymmetric blunt-nosed body with an eight degree flare and laminar boundary-layer. It is shown that the global applicability of any single metric is poor and hence an establishment criteria is developed for this study which provides a more global metric of establishment. Further, a framework is provided for when the use of existing establishment metrics is appropriate.

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Heat transfer and transition to turbulence in the shock-induced boundary layer on a semi-infinite flat plate

Cited by 50 publications

References 12 publications

Flow establishment in a generic scramjet combustor

Flow establishment in a generic scramjet combustor

Test Program for a Dual-mode Scramjet

Establishment Times of Hypersonic Shock-Wave/Boundary-Layer Interactions in Intermittent Facilities

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