Reynolds number effects on a subsonic transport at transonic conditions

Om, Deepak; Curtin, M. M.; Bogue, David; Witkowski, David; Ball, D.

doi:10.2514/6.2001-909

Cited by 7 publications

(4 citation statements)

References 3 publications

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“…4) have indicated that at sub-critical Mach numbers, this method predicts the variation of CDpmi n with Reynolds number well. However, surface roughness, including that caused by frost, can cause the wind tunnel data to vary from the predicted curve.…”

Section: Fliqht Performance Prediction For Various Rn At Ntfmentioning

confidence: 95%

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Investigation of transonic Reynolds number scaling on a twin-engine transport

Curtin

Bogue²,

Om³

et al. 2002

40th AIAA Aerospace Sciences Meeting &Amp; Exhibit

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Section: Fliqht Performance Prediction For Various Rn At Ntfmentioning

confidence: 95%

“…These results build on the database that includes 767 and other transport models already tested at NTF (Refs. [2][3][4][5].…”

mentioning

confidence: 99%

Investigation of transonic Reynolds number scaling on a twin-engine transport

Curtin

Bogue²,

Om³

et al. 2002

40th AIAA Aerospace Sciences Meeting &Amp; Exhibit

Self Cite

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“…However, the further increase to 40 million results in a significant increase in pitching moment as the outboard wing is unloaded due to the aeroelastic effects. Several other references [15][16][17] can also be found, which investigated the Reynolds number effects on transport aircraft. However, generally speaking, high Reynolds number wind tunnel results and the extrapolation techniques related to the aerodynamic characteristics of Reynolds number effects of transport aircraft have seldom been published, as they provide significant cost and time advantages over a competitor.…”

Section: Introductionmentioning

confidence: 99%

Investigation of Reynolds Number Effects on Aerodynamic Characteristics of a Transport Aircraft

et al. 2021

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The scale difference between the real flight vehicle and the experimental model results in the Reynolds number effect, which makes it unreliable to predict the aerodynamic characteristics of flight vehicles by wind tunnel testing. To understand the mechanism of Reynolds number effects on the aerodynamic characteristics of the supercritical wing that is commonly used in transport aircraft in more detail, surface pressure wind tunnel tests of a transport aircraft reference model with a wing-body configuration were conducted in the European Transonic Windtunnel (ETW) at different Reynolds numbers. There are 495 pressure taps in total equipped on the surface of the test model with the Mach numbers ranging from 0.6 to 0.86 and Reynolds number varying from 3.3 × 106 to 35 × 106. In addition, an in-house developed CFD tool that has been validated by extensive experimental data was used to correct the wing deformation effect of the test model and achieve detailed flow structures. The results show that the Reynolds number has a significant impact on the boundary layer displacement thickness, surface pressure distribution, shock wave position, and overall aerodynamic force coefficients of the transport aircraft in the presence of shock wave and the induced boundary layer separation. The wind tunnel data combined with flow fields achieved from CFD show that the essence of the Reynolds number effect on the aerodynamic characteristics of transport aircraft is the difference of boundary layer development, shock wave/boundary layer interaction, and induced flow separation at different Reynolds numbers.

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“…4 However, over the years, research efforts on advanced subsonic transport designs have shown that data repeatability to within one drag count may not be sufficient. 5,6 It is desired that data repeatability for C D to be within 0.5 drag count (C D ± 0.00005) or better.…”

mentioning

confidence: 99%

Mach Stability Improvements Using an Existing Second Throat Capability at the National Transonic Facility (Invited)

Chan

Balakrishna

Walker

et al. 2015

53rd AIAA Aerospace Sciences Meeting

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Recent data quality improvements at the National Transonic Facility (NTF) have an intended goal of reducing the Mach number variation in a data point to within ±0.0005, with the ultimate goal of reducing the data repeatability of the drag coefficient for full-span subsonic transport models at transonic speeds to within half a drag count. This paper will discuss the Mach stability improvements achieved through the use of an existing second throat capability at the NTF to create a minimum area at the end of the test section. These improvements were demonstrated using both the NASA Common Research Model and the NTF Pathfinder-I model in recent experiments. Sonic conditions at the throat were verified using sidewall static pressure data. The Mach variation levels from both experiments in the baseline tunnel configuration and the choked tunnel configuration will be presented and the correlation between Mach number and drag will also be examined. Finally, a brief discussion is given on the consequences of using the second throat in its location at the end of the test section.

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Reynolds number effects on a subsonic transport at transonic conditions

Cited by 7 publications

References 3 publications

Investigation of transonic Reynolds number scaling on a twin-engine transport

Investigation of transonic Reynolds number scaling on a twin-engine transport

Investigation of Reynolds Number Effects on Aerodynamic Characteristics of a Transport Aircraft

Mach Stability Improvements Using an Existing Second Throat Capability at the National Transonic Facility (Invited)

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