Transition research in the Boeing/AFOSR Mach-6 quiet tunnel

Schneider, Steven P.; Skoch, Craig; Rufer, Shann J.; Matsumura, Shin; Swanson, Erick

doi:10.2514/6.2002-302

Cited by 10 publications

(5 citation statements)

References 16 publications

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“…found that disturbances in the original diffuser could feed upstream into the nozzle[55,56,72], and similar behavior is plausible for the new one. This explanation accounts for the increased disturbances later in the run -as Re decreases, the subsonic portion of the boundary layer thickens, enabling flow disturbances to propagate further upstream.…”

mentioning

confidence: 59%

Instability and Transition on the HIFiRE-5 in a Mach 6 Quiet Tunnel

Juliano

2010

40th Fluid Dynamics Conference and Exhibit

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mentioning

confidence: 59%

Instability and Transition on the HIFiRE-5 in a Mach 6 Quiet Tunnel

Juliano

2010

40th Fluid Dynamics Conference and Exhibit

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“…This relation has also been used for the Mach-4 tunnel [31]. Results using this theory have been compared to cold-wire measurements in the Mach-6 facility, and show that the measurements are always slightly higher [20]. The reason for this has not been resolved yet.…”

Section: The Boeing/afosr Mach-6 Quiet Tunnelmentioning

confidence: 99%

“…Refs. [17,20] also show the Mach number profiles in the test section. With the exception of the data at one atm., all the profiles show fairly good uniformity.…”

Section: The Boeing/afosr Mach-6 Quiet Tunnelmentioning

confidence: 99%

“…In addition, the necessary instrumentation is being developed at the same time. This includes an automatic vertical traverse system for pitot-tubes and hot-wires [20], a glow-discharge perturber to introduce controlled disturbances into the flow [21], construction of a vibration isolated optical bench, the installation of a large Plexiglas window [22], and the development of temperature and pressure sensitive paint systems (TSP and PSP) for surface measurements [23,24].…”

Section: Introductionmentioning

confidence: 99%

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Flow Visualization Measurement Techniques for High-Speed Transition Research in the Boeing/AFOSR Mach-6 Quiet Tunnel

Matsumura

Schneider

Berry

2003

39th AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit

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Flow visualization experimental methods are developed for hypersonic boundary-layer instability and transition research. The techniques are applied to a scramjet forebody geometry in Purdue's Boeing/AFOSR Mach-6 Tunnel. Fluorescent oil-flow visualization techniques are used to complement the instability measurements obtained with temperaturesensitive-paints. Gross flow features such as separated flow regions can be detected and quantified. Temperature-sensitive-paint is used to measure the surface temperature distribution, and the boundary layer instability due to streamwise vortices is inferred from the computed heat-transfer rates. The mean heattransfer rates are about a factor of ten larger than published 2-D laminar CFD data on the Hyper-X. Two major problems with the TSP technique applied in this facility are identified. The variation of the insulating layer thickness and the pressure sensitivity of the TSP introduce significant uncertainties. Despite these error sources, the small variations in the heat-transfer rate caused by the stationary instability, and its growth along the model are measurable.

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“…More recent evaluations of the problem in wind tunnels have led researchers to despair that wind tunnel noise may invalidate most, if not all, hypersonic transition data that exists [24]. This problem has led to the call for a quiet hypersonic tunnel facility, but difficulties even exist in creating a truly quiet environment for testing [25].…”

Section: High-speed Boundary-layer Transitionmentioning

confidence: 99%

Fifty years of hypersonics: where we've been, where we're going

Bertin¹,

Cummings²

2003

Progress in Aerospace Sciences

329

138

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Hypersonic flight has been with us since 22 September 1963, when Robert M. White flew the North American X-15 at 4520 mph at an altitude of 354; 200 ft-a Mach number of 6.7! This remarkable achievement was accomplished over six decades due to intensive research and development by a large number of scientists and engineers. In spite of that momentous achievement, designers have found the hypersonic environment to be harsh and non-forgiving. New programs since the 1960s have often uncovered the unknown unknowns, usually the hard way-early flights of new systems have often revealed problems of which the designers were unaware. Such problems include: the ineffectiveness of the body flap for the Space Shuttle Orbiter, the viscous/inviscid interactions produced by the umbilical fairings that damaged the conical section tile protection system of the Gemini Capsule, and the shock/shock interaction that damaged the X-15A-2 when it carried the hypersonic ramjet experiment. In order to continue to make advances in hypersonic flight a sustained and visionary effort is essential to generate required knowledge and technology. In order to better prepare for future developments in hypersonic flight, this article reviews the advances made within the past 50 years and then looks into the future, not just for new technological developments, but for new ways of thinking about the unknown challenges that lie ahead.

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Transition research in the Boeing/AFOSR Mach-6 quiet tunnel

Cited by 10 publications

References 16 publications

Instability and Transition on the HIFiRE-5 in a Mach 6 Quiet Tunnel

Instability and Transition on the HIFiRE-5 in a Mach 6 Quiet Tunnel

Flow Visualization Measurement Techniques for High-Speed Transition Research in the Boeing/AFOSR Mach-6 Quiet Tunnel

Fifty years of hypersonics: where we've been, where we're going

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