D. J. Mee

Experiments on supersonic combustion ramjet propulsion in a shock tunnel

Measurements have been made of the propulsive effect of supersonic combustion ramjets incorporated into a simple axisymmetric model in a free piston shock tunnel. The nominal Mach number was 6, and the stagnation enthalpy varied from 2.8 to 8.5 MJ kg-1. A mixture of 13% silane and 87% hydrogen was used as fuel, and experiments were conducted at equivalence ratios up to approximately 0.8. The measurements involved the axial force on the model, and were made using a stress wave force balance, which is a recently developed technique for measuring forces in shock tunnels. A net thrust was experienced up to a stagnation enthalpy of 3.7 MJ kg-1, but as the stagnation enthalpy increased, an increasing net drag was recorded. Pitot and static pressure measurements showed that the combustion was supersonic. The results were found to compare satisfactorily with predictions based on established theoretical models, used with some simplifying approximations. The rapid reduction of net thrust with increasing stagnation enthalpy was seen to arise from increasing precombustion temperature, showing the need to control this variable if thrust performance was to be maintained over a range of stagnation enthalpies. Both the inviscid and viscous drag were seen to be relatively insensitive to stagnation enthalpy, with the combustion chambers making a particularly significant contribution to drag. The maximum fuel specific impulse achieved in the experiments was only 175 s, but the theory indicates that there is considerable scope for improvement on this through aerodynamic design.

Boundary-layer transition measurements in hypervelocity flows in a shock tunnel

Experiments to investigate the transition process in hypervelocity boundary layers were performed in the T4 free-piston shock tunnel. An array of thin-film heat-transfer gauges was used to detect the location and extent of the transitional region on a 1500 mm long x 120 turn wide flat plate, which formed one of the walls of a duct. The experiments were performed in a Mach 6 flow of air with 6- and 12-MJ/kg nozzle-supply enthalpies at unit Reynolds numbers ranging from 1.6 x 10(6) to 4.9 x 10(6) m(-1). The results show that the characteristics typical of transition taking place through the initiation, growth, and merger of turbulent spots are evident in the heat-transfer signals. A 2-mm-high excrescence located 440 turn from the leading edge was found to be capable of generating a turbulent wedge within an otherwise laminar boundary layer at a unit Reynolds number of 2.6 x 10(6) m(-1) at the 6-MJ/kg condition. A tripping strip, located 100 mm from the leading edge and consisting of a line 37 teeth of 2 rum height equally spaced and spanning the test surface, was also found to be capable of advancing the transition location at the same condition and at the higher enthalpy condition.

Three-component force balance for flows of millisecond duration

The authors investigate the feasibility of a new type of multiple-component force balance for measurements on models in hypervelocity hows of millisecond duration. The balance extends the concept of the single component stress-wave force balance to measurement of axial force, normal force, and pitching moment. Numerical modeling of the performance of the balance shows that coupled deconvolution techniques can be used to decouple the signals from axial strain measurements in the balance to determine the applied loads. Experiments performed in the T4 free-piston shock tunnel on a sharp cone at incidence indicate that the prototype balance performs satisfactorily, forces being measured to within 11% of their theoretical values, and the location of the line of force being measured to within 2.1% of the theoretical location as a fraction of model chord.

An Examination of the Contributions to Loss on a Transonic Turbine Blade in Cascade

Experiments to measure losses of a linear cascade of transonic turbine blades are reported. Detailed measurements of the boundary layer at the rear of the suction surface of a blade and examination of wake traverse data enable the individual components of boundary layer, shock and mixing loss to be determined. Results indicate that each component contributes significantly to the overall loss in different Mach number regimes. Traverses in the near wake of the blade indicate the way in which the wake develops and facilitate examination of the development of the mixing loss.

Drag measurements at Mach 5 using a stress wave force balance

The stress wave force balance, which has been used for measurements of drag on short models in hypersonic impulse facilities, is investigated here for its suitability for drag measurements on a longer, axisymmetric model. The sensitivity of the balance to loading distribution is investigated and results are reported for experiments on a 5° semi-angle cone, 425 mm in length and of 1.71 kg mass. Experimental drag measurements are shown to be in good agreement with theoretical levels. An investigation into the period over which the stress wave force balance can be used is addressed and, for the present model, the balance is shown to be suitable for measurements in flows of durations of one to several milliseconds with an estimated accuracy of ±10%.

Design, modelling and analysis of a six component force balance for hypervelocity wind tunnel testing

A combination of modelling and analysis techniques was used to design a six component force balance. The balance was designed specifically for the measurement of impulsive aerodynamic forces and moments characteristic of hypervelocity shock tunnel testing using the stress wave force measurement technique. Aerodynamic modelling was used to estimate the magnitude and distribution of forces and finite element modelling to determine the mechanical response of proposed balance designs. Simulation of balance performance was based on aerodynamic loads and mechanical responses using convolution techniques. Deconvolution was then used to assess balance performance and to guide further design modifications leading to the final balance design

GLANCING INTERACTIONS BETWEEN SINGLE AND INTERSECTING OBLIQUE SHOCK WAVES AND A TURBULENT BOUNDARY LAYER.

The three-dimensional interactions of weak swept oblique shock and expansion waves and a turbulent boundary layer on a flat plate are investigated. Upstream influences in a single swept interaction are found to be consistent with a model of the flow involving shock/boundary-layer interaction characteristics. The model implies that there is more rapid thickening of the boundary layer close to the shock generator and this is seen to be consistent with surface streamline patterns. It is also found that a superposition principle, which is inherent in the triple-deck model of shock/boundary-layer interactions proposed by Lighthill, can be used to predict the pressure field and surface streamlines for the case of intersecting shock interactions and for the intersection of a shock with a weak expansion.

Performance Study of a Power Law Starbody

The performance of a power law starbody, designed for low drag, was calculated numerically and verified experimentally. The methodology of the design shape is presented along with a comparison to other forebody shapes and an evaluation of scaling effects. A starbody was constructed and tested in the University of Queensland reflected shock tunnel, T4, Various test conditions were used to determine both the on-design and off-design performance of the starbody, These results are compared with those of tests done on a cone of equivalent volume and length. The resulting starbody shape is shown to have 20% less drag than the equivalent cone at a Mach number of 6.4 and an Re = 1.5 x 10(6).

Scramjet lift, thrust and pitching-moment characteristics measured in a shock tunnel

Lift, pitching moment, and thrust/drag on a supersonic combustion ramjet were measured in the T4 free-piston shock tunnel using a three-component stress-wave force balance. The scramjet model was 0.567 m long and weighed approximately 6 kg. Combustion occurred at a nozzle-supply enthalpy of 3.3 MJ/kg and nozzle-supply pressure of 32 MPa at Mach 6.6 for equivalence ratios up to 1.4. The force coefficients varied approximately linearly with equivalence ratio. The location of the center of pressure changed by 10% of the chord of the model over the range of equivalence ratios tested. Lift and pitching-moment coefficients remained constant when the nozzle-supply enthalpy was increased to 4.9 MJ/kg at an equivalence ratio of 0.8, but the thrust coefficient decreased rapidly. When the nozzle-supply pressure was reduced at a nozzle-supply enthalpy of 3.3 MJ/kg and an equivalence ratio of 0.8, the combustion-generated increment of lift and thrust was maintained at 26 MPa, but disappeared at 16 MPa. Measured lift and thrust forces agreed well with calculations made using a simplified force prediction model, but the measured pitching moment substantially exceeded predictions. Choking occurred at nozzle-supply enthalpies of less than 3.0 MJ/kg with an equivalence ratio of 0.8. The tests failed to yield a positive thrust because of the skin-friction drag that accounted for up to 50% of the fuel-off drag.

Skin Friction Reduction in Hypersonic Turbulent Flow by Boundary Layer Combustion

Results from an experimental and numerical study of skin friction levels obtained when hydrogen is injected into turbulent boundary layers are presented. Measurements are reported from experiments in the T4 free-piston reflected shock tunnel. Hydrogen was injected from a 3 mm high slot into the boundary layer on the flat surface of one of the walls of a duct 100 mm wide, 60 mm high, and 1745 mm long. The experiments were conducted at Mach numbers ranging from 4.0 to 4.5, flow stagnation enthalpies of 4.8 MJ/kg to 9.5 MJ/kg, static pressures of 75 kPa to 110 kPa, and fuel equivalence ratios of 0.3 and 0 for test flows of air. Combustion occurred at all flow conditions with results indicating a maximum reduction in skin friction coefficient, of approximately 77% of the level measured with no injection. Skin friction reductions of approximately 60% were obtained at two other test flows. Measured heat transfer levels were found to be comparable with levels obtained without injection, for most of the experimental conditions. Hydrogen injection into a test flow of nitrogen was also trialled at all flow conditions to compare with the results obtained when fuel was injected into an air flow in order to identify the effects of combustion.