HIFiRE-5 Flight Vehicle Design

Kimmel, Roger L.; Adamczak, David; Berger, Karen T.; Choudhari, Meelan M.

doi:10.2514/6.2010-4985

Cited by 58 publications

(17 citation statements)

References 33 publications

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“…During descent, latest (highest Reynolds number) leading edge transition occurred when the diameter Reynolds number at the most upstream joint was 1. The minor axis (centerline) transitioned at a lower Reynolds number than the leading edge, which is consistent with prior CFD 69,70 and wind tunnel measurements 53,65 at hypersonic conditions that indicated that the centerline is more unstable and prone to lower Reynolds number transition. Centerline transition also showed a more gradual progression over time than the leading edge transition.…”

Section: Transition Resultssupporting

confidence: 76%

“…53 During ascent, earliest (highest Reynolds number) leading edge transition occurred when Re D reached 2.1x10 5 at the most upstream (nosetip/isolator) joint. During descent, latest (highest Reynolds number) leading edge transition occurred when the diameter Reynolds number at the most upstream joint was 1.…”

Section: Transition Resultsmentioning

confidence: 99%

“…53 The configuration consisted of a payload mounted atop an S-30 first stage 54 and Improved Orion 55 second stage motor, shown in Figure 62. The term "payload" refers to all test equipment mounted to the second stage booster, including the instrumented test article and additional control and support sections situated between the test article and the second stage motor.…”

Section: Vehicle Descriptionmentioning

confidence: 99%

“…53 One side of the payload, the 0 to 90 and 270 to 360 degree quadrants, was reserved for transition measurement and was devoid of fasteners. The other side of the payload contained countersunk bolts that fastened the closeout panel to the leading edges.…”

Section: Vehicle Descriptionmentioning

confidence: 99%

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HIFiRE-1 and HIFiRE-5 Test Results

Kimmel¹,

Adamczak²,

Borg³

et al. 2014

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The public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Department of Defense, Washington Headquarters Services, Directorate for Information AFRL/RQHF SPONSORING/MONITORING AGENCY REPORT NUMBER(S) AFRL-RQ-WP-TR-2014-0038 DISTRIBUTION/AVAILABILITY STATEMENTApproved for public release; distribution unlimited SUPPLEMENTARY NOTESPA Case Number: 88ABW-2014-3421; Clearance Date: 17 Jul 2014. ABSTRACTThe primary experiment for HIFiRE-1 was to measure boundary-layer transition in hypersonic flight on a 7 degree halfangle, axisymmetric cone with a 2.5 mm radius bluntness. A secondary experiment measured mean and fluctuating pressure, and heat transfer on a cylinder-33-degreee-flare geometry. The ascent provided smooth-body, low angle-ofattack, boundary-layer transition at Mach numbers greater than 5. The end of turbulent-to-laminar transition occurred at Reynolds numbers between 10.3 to 12.2 million. Second-mode N-factors of approximately 14 correlated transition. A diamond-shaped trip retained turbulent flow until reaching a roughness Reynolds number Rekk = 2200. During re-entry, transition was measured around the circumference of the cone at Reynolds numbers ranging from 3 million on the leeside to 5 million on the windward side. In the shock-boundary layer interaction, maximum sound pressure levels of 173 dB were recorded upstream of the flare, and 185 dB on the flare itself. The principal goal of HIFiRE-5 was to measure hypersonic boundary layer transition on an elliptic cone. The second stage booster failed to ignite, so the experiment reached a maximum Mach number of only 3. Nevertheless, supersonic pressure and temperature data were obtained under laminar and turbulent flow, and flight systems were validated. Traveling and stationary crossflow instabilities were clearly measured for HIFiRE-5 in ground test in a quiet flow tunnel. The frequency, phase speed, and wave angle were all in good agreement with computations.

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Section: Transition Resultssupporting

confidence: 76%

Section: Transition Resultsmentioning

confidence: 99%

Section: Vehicle Descriptionmentioning

confidence: 99%

Section: Vehicle Descriptionmentioning

confidence: 99%

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HIFiRE-1 and HIFiRE-5 Test Results

Kimmel¹,

Adamczak²,

Borg³

et al. 2014

Self Cite

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show abstract

“…The descent phase exhibited significant deviations from the design trajectory, resulting in transition under angles of attack that were comparable to or even larger than the cone half-angle of 7 degrees. Thus, while flow conditions in the ascending phase of the HIFiRE-1 flight led to transition due to second-mode instability at sufficiently high values of the flight Mach number, both second mode and crossflow instabilities may be relevant to the transition process during the descending phase, in a way, similar to the transition mechanisms that are expected on the elliptic cone configuration from the HIFiRE-5 flight experiment 7,8 . Selected results pertaining to both second mode and crossflow instability over the HIFiRE-1 configuration are presented in sections 2 and 3, respectively.…”

Section: Introductionmentioning

confidence: 80%

Stability Analysis for HIFiRE Experiments

Choudhari

Chang

et al. 2012

42nd AIAA Fluid Dynamics Conference and Exhibit

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The HIFiRE-1 flight experiment provided a valuable database pertaining to boundary layer transition over a 7-degree half-angle, circular cone model from supersonic to hypersonic Mach numbers, and a range of Reynolds numbers and angles of attack. This paper reports selected findings from the ongoing computational analysis of the measured in-flight transition behavior. Transition during the ascent phase at nearly zero degree angle of attack is dominated by second mode instabilities except in the vicinity of the cone meridian where a roughness element was placed midway along the length of the cone. The growth of first mode instabilities is found to be weak at all trajectory points analyzed from the ascent phase. For times less than approximately 18.5 seconds into the flight, the peak amplification ratio for second mode disturbances is sufficiently small because of the lower Mach numbers at earlier times, so that the transition behavior inferred from the measurements is attributed to an unknown physical mechanism, potentially related to step discontinuities in surface height near the locations of a change in the surface material. Based on the time histories of temperature and/or heat flux at transducer locations within the aft portion of the cone, the onset of transition correlated with a linear N-factor, based on parabolized stability equations, of approximately 13.5. Due to the large angles of attack during the re-entry phase, crossflow instability may play a significant role in transition. Computations also indicate the presence of pronounced crossflow separation over a significant portion of the trajectory segment that is relevant to transition analysis. The transition behavior during this re-entry segment of HIFiRE-1 flight shares some common features with the predicted transition front along the elliptic cone shaped HIFiRE-5 flight article, which was designed to provide hypersonic transition data for a fully 3D geometric configuration. To compare and contrast the crossflow dominated transition over the HIFiRE-1 and HIFiRE-5 configurations, this paper also analyzes boundary layer instabilities over a subscale model of the HIFiRE-5 flight configuration that was tested in the Mach 6 quiet tunnel facility at Purdue University. Nomenclature

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A Review of Riemann Solvers for Hypersonic Flows

Sun

Liu

et al. 2021

Arch Computat Methods Eng

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In the design of the hypersonic airliner which can greatly shorten the flight time and conduct space travel, it is of great significance for a Riemann solver to accurately simulate hypersonic flows. In this survey, the research process on the Riemann solver for hypersonic flows is reviewed, including the constructions of the traditional Riemann solvers, improvements of the traditional Riemann solvers for the shock anomaly, and the importance of the all-speed Riemann solver for hypersonic flows. Moreover, constructions and applications of the all-speed Riemann solvers are presented. It is obvious that the Riemann solver should be capable of obtaining physical solutions at low speeds and be robust against shock anomaly near strong shocks at the same time in simulating hypersonic flows.

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HIFiRE-5 Flight Vehicle Design

Cited by 58 publications

References 33 publications

HIFiRE-1 and HIFiRE-5 Test Results

HIFiRE-1 and HIFiRE-5 Test Results

Stability Analysis for HIFiRE Experiments

A Review of Riemann Solvers for Hypersonic Flows

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