Revalidation of the NASA Ames 11-by 11-Foot Transonic Wind Tunnel with a Commercial Airplane Model

28 Pages·2001·1.8 MB·English

by  Kmak, Frank J.

_J Ill • I II I
AIAA 2001-0454
Revalidation of the NASA Ames
11-By 11-Foot Transonic Wind Tunnel
With a Commercial Airplane Model
(Invited)
F. Kmak
NASA Ames Research Center
Moffett Field, CA
M. Hudgins, and D. Hergert
The Boeing Company
Seattle, WA
39 th AIAA Aerospace Sciences
Meeting & Exhibit
8-11 January 2001 / Reno, NV
For permission to copy or to republish, contact the American Institute of Aeronautics and Astronautics,
1801 Alexander Bell Drive, Suite 500, Reston, VA, 20191-4344.

AIAA-2001-0454
REVALIDATION OF THE NASA AMES 11-BY 11-FOOT TRANSONIC WIND TUNNEL WITH A
COMMERCIAL AIRPLANE MODEL (INVITED)
By
Frank J. Kmak *
NASA Ames Research Center
Moffett Field, CA
Mark S. Hudgins t, and Dennis W. Hergert $
The Boeing Company
Seattle, WA
ABSTRACT facility to perform production airplane wind tunnetlk
tests.
The 11-By 11-Foot Transonic leg of the Unitary
Plan Wind Tunnel (UPW'F) was modernized to
1. INTRODUCTION
improve tunnel performance, capability,
productivity, and reliability. Wind tunnel tests to
demonstrate the readiness of the tunnel for a The Ames UPWT facility has been the most
return to production operations included an heavily used wind tunnel in all of NASA. The
Integrated Systems Test (IST), calibration tests, UPWT was completed in 1956 under the Unitary
and airplane validation tests. One of the two Plan Act of 1949. Every major commercial
validation tests was a 0.037-scale Boeing 777 transport and almost every military jet built in the
model that was previously tested in the 11-By 11- United States over the last 45 years has been
Foot tunnel in 1991. The objective of the tested in this facility. Also tested in this tunnel
validation tests was to compare pre-modernization complex were models of the Space Shuttle, as
and post-modernization results from the same well as models of the Mercury, Gemini, and Apollo
airplane model in order to substantiate the capsules.
operational readiness of the facility. Evaluation of
within-test, test-to-test, and tunnel-to-tunnel data The UPWT Modernization Project was started in
repeatability were made to study the effects of the 1988 and consisted of a variety of equipment
tunnel modifications. Tunnel productivity was also upgrade, refurbishment, and replacement work
evaluated to determine the readiness of the facility packages managed by NASA Ames. The 11-By
for production operations. The operation of the 11-Foot tunnel was removed from service in April
facility, including model installation, tunnel 1995, for modernization construction activities.
operations, and the performance of tunnel After the completion of construction activities at
systems, was observed and facility deficiency the 11-By 11-Foot tunnel, a series of reactivation
findings generated. The data repeatability studies tests were conducted to bring the facility back into
and tunnel-to-tunnel comparisons demonstrated operation. The progression of testing involved a
outstanding data repeatability and a high overall tunnel startup IST, calibration tests, and airplane
level of data quality. Despite some operational model validation tests before resuming production
and facility problems, the validation test was testing. The IST was the first wind-on test that
successful in demonstrating the readiness of the progressively demonstrated tunnel operations and
evaluated the aerodynamic and structural
performance of the modernized tunnel.[1] The
°Chief, Wind Tunnel Engineering Branch,
focus of the IST was to bring the Facility Control
Member AIAA
System (FCS) to a mature state and to checkout
1"Engineer, Member AIAA
:_Associate Technical Fellow, Member AIAA all FCS features throughout the entire tunnel
envelope. Two calibration tests were performed
Copyright O 2001 by The Boeing Company. Published after successful completion of the IST. A standard
by the American Institute of Aeronautics and Mach number calibration of the test section was
Astronautics, Inc.withpermission.
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American InstituteofAeronauticsand Astronautics
performed using a static pipe apparatus. A completed. The second Boeing 777 entry, phase
subsonic calibration model was the first airplane 2, was then installed and completed successfully.
test and involved checkout of the Sting Model The phase 2 Boeing 777 validation test is the
Support System (SMSS). focus of this paper.
Two airplane model validation tests were
completed to allow comparisons of airplane
aerodynamic performance data for models
previously tested in the 11-By 11-Foot tunnel. A 2.1 FACILITY DESCRIPTION
typical commercial transport model and a military
fighter were selected to test tunnel procedures and The UPWT consists of three tunnel legs and an
processes. A 0.037-scale Boeing 777 model and Auxiliaries facility: the 11-By 11-Foot Transonic
a 0.08-scale Boeing F/A-18E model were tested to leg, the 9-By 7-Foot Supersonic leg, and the 8-By
validate the readiness of the l 1-By l 1-Foot 7-Foot Supersonic leg, Figure 1. The supersonic
Transonic Wind Tunnel for production testing. legs share a common eleven-stage axial-flow
compressor and aftercooler drive leg, and use
The Boeing 777 test (Ames test number 11-0053, diversion valves at the ends of the common leg. A
AT0053) was performed during two tunnel entries. three-stage axial-flow compressor drives the 11-
The first entry was installed after the subsonic By 11-Foot leg. A common drive motor system
calibration model test, and the test was stopped can be coupled to either the three-stage or eleven-
due to undamped model vibrations caused by the stage compressors. One tunnel can therefore be
model support control system. The model was run while the other two are in the process of.
removed and problems with the SMSS were installing or removing test articles.
addressed for two weeks before the next
validation test. The Boeing F/A-18E validation test
was then installed and the test successfully
UPWT AUXIUARIES CCO,JNG"rOWER
- ,.____'I_UAO(3_E SSOI_
ELECTRICAL
-- _.. I_Y ?-FOOT SUPERSONIC WIND TUNNEL
.... SE___
MUA AIR DIESEL '_
#1 " " -
.... _t
swFrC:_-.,EAR \_._ HOUSE
......................... _ ....... 2_-- -_- -_- -_- -:E:- -_ ",-_,.-......................... _ ..... _-"
"_ I" _._r - -- -______ _ VA__,_
,/ _, _i 3.STAGE -- 11_5TAG[ A-r'TE RCOOI.-IE R _ _'_
_ /" C-._ 5S_R ELECTROL YllE HO_i,_E COI_PR/S SOR T_Z
"'-.._ i _"-" _ .":;"
k.__jk._ =_
/---..,.
,,_" _______.i_. "................................ -""
" :FF -- _CTIE'IOSTN
-- _BY 7-FOOT
11-BY 1t-FOOT SUPERSONIC WiND TUNNEL
TRANSONIC WIND TUNNEL
UNITARY PLAN WIND TUNNEL
Figure 1. Unitary Plan Wind Tunnel Site Plan
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American InstituteofAeronautics andAstronautics
The l 1-By 11-Foot Transonic leg is a closed-
circuit variable-pressure continuous-operation 2.2 FACILITY IMPROVEMENTS
wind tunnel, Figure 2. Subsonic Mach number
control is accomplished by setting the compressor The 11-By 11-Foot Transonic leg was taken out of
drive speed to one of ten setpoints and using service in April 1995, and wind-on startup testing
variable camber Inlet Guide Vanes (IGV) for fine began in November 1998. Automation systems
Mach number control. Supersonic Mach number were installed in all three UPWT tunnel legs and
control involves setting the flexible wall nozzle the Auxiliaries facility. Major improvements were
upstream of the test section to achieve the proper made to the four control rooms, model support
area ratio in addition to setting the compressor systems, main drive motors, and main drive speed
drive speed and the Inlet Guide Vanes. A tandem control. Pressure vessel repairs and
diffuser system with an annular diffuser followed refurbishment to the electrical distribution system
by a wide-angle diffuser is upstream of a 70-foot were also completed. Significant changes were
diameter aftercooler section in the drive leg. The made to improve test section flow quality in the 11-
settling chamber upstream of the contraction is 38 By 11-Foot transonic leg. After the completion of =,
feet in diameter after the installation of a liner the construction phase of the project, acceptance
fairing that is 6 inches thick to accommodate flow and checkout testing was performed to
conditioning element support hardware. The demonstrate the capabilities of the modernized
contraction provides a transition from the circular facility. A pneumatic test of the tunnel circuit was
cross-section of the settling chamber to the square performed to verify the structural integrity of the
cross-section of the test section. The contraction pressure vessel before wind-on operations. Test
ratio is 9.4. The test section is 11-by-ll feet in section turbulence, flow angularity, and acoustic
cross section and 22 feet in length. Slots in all parameters were measured throughout the tunnel
four walls run the full length of the test section and envelope to determine the effects of the tunnel
include baffles that provide a porosity of 6% into flow quality improvements. The new control
the plenum. Ejector flaps on all four walls at the system processes were thoroughly checked during
exit of the test section can be remotely set to wind-off and wind-on operations. Manual
control the plenum flow bypassed from the test subsystem modes and automated supervisory
section. A Plenum Evacuation System (PES) modes of tunnel operation were validated. The
provides an active method of removing air from aerodynamic and structural performance of both
the test section plenum using the Make-Up Air the new composite compressor rotor blades and
(MUA) compressor system in the Auxiliaries the old aluminum rotor blades was measured.
facility. The MUA compressor drive motor is The entire subsonic and supersonic envelope of
located in the Auxiliaries equipment building on the 11-By 11-Foot transonic leg was defined up to
the UPWT site. The 15,000-horsepower motor the maximum total pressure.
drives a four-stage low-pressure centrifugal
compressor and a seven-stage high-pressure The primary objective of the Facility Control
centrifugal compressor mounted in tandem. System upgrade was to automate the operation of
the tunnel legs of the UPWT and the associated
I;WBITUCILHDGINEGAR Auxiliaries support facility. Automation of the
AFT1ERCOO4.EI 3-STAG_
_ CO08PRESSOR tunnel operation allows test operators to enter a
f'" "_ AM_LAR --
series of test conditions and model angle
schedules into run schedule tables prior to a run
\_-- _.. __ "_" _HOUSE,
series. The processes of moving the model
_ _/ WllOE-_LE
--- DIL,.FUSER through a move-pause or continuous sweep polar,
IBJAAIR STORAGE
11-- "/ C _ _ SPHERES taking data at each point, maintaining the tunnel
total pressure, and maintaining the tunnel Mach
number, have been fully automated. The operator
_-- :i_ ---_ • interacts with the control system to monitor the
. MAIN processes and step the system to the next tunnel
cO_mAC110_ OFFUSER
C_AMIER condition or model polar.
_'IAIIBER N
Figure 2. 11-By 11-Foot Transonic Wind Tunnel
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American Institute of Aeronautics and Astronautics
Thetwenty-year-olMdainDriveSpeedController baseline turbulence level has been reduced from
(MDSC) electronics were replacedwith a 0.32% to 0.25% at a nominal total pressure of one
programmable,microprocessor-basedcontrol atmosphere. With all test section slots covered,
systemtoregulatethefourmaindrivewound-rotor the turbulence is further reduced to 0.12%. The
inductiomnotorsandliquidrheostastystems. turbulence gradient throughout the test section
was also noted to be much more uniform than the
The scope of work for control room modernization pre-modernization levels. Amaya and Murthy
included remodeling and enlarging the three describe the instrumentation and methods and
tunnel control rooms and the Auxiliaries facility report the flow angularity and turbulence results
control room. The old control rooms contained the from this phase of the IST in detail.[3]
original facility control consoles and were not large
enough to accommodate both the operating staff The Wide-Angle Diffuser (WAD) is located in the
and the customer staff. The new rooms feature a 11-By 11-Foot Tunnel drive leg, downstream of
modern control console that houses the the compressor and annular diffuser and directly
automation operating workstations. Each new upstream of the tunnel aftercooler. The WAD has
Ii.
tunnel control room has approximately two a 60-degree included angle. The flow in the WAD
thousand square feet and accommodates data region was studied extensively before
acquisition and control systems as well as facility modernization and exhibited a highly separated jet
and customer staff. A small instrumentation repair flow characteristic. Unsteady separated flow in
room is also included in each tunnel control room the annular diffuser coupled with WAD jet flow was
to facilitate on-site repair of model and data identified as one of the sources of test section low
system electronics. frequency Mach number fluctuations. In order to
eliminate this flow unsteadiness and improve the
The objective of the flow quality improvements WAD diffusion process, passive flow enhancement
was to reduce the turbulence, flow angularity and structures, consisting of turning vanes and wall
low frequency Mach number fluctuations in the flaps, were introduced into the annular diffuser and
test section of the 11-By 11-Foot transonic leg. A the WAD.
Turbulence Reduction System (TRS) consisting of
a honeycomb and two screens was installed in the The flexible wall (flexwall) nozzle upstream of the
settling chamber of the tunnel. The honeycomb is test section provides the converging-diverging
composed of one-inch hexagon cells twenty nozzle that creates supersonic flow in the slotted-
inches deep (25 mm by 500 mm). The structure is wall test section. The flexible wall nozzle was
fixed at the tunnel shell and is self-supporting. The replaced to increase dynamic stability and to
two turbulence reduction screens are located improve control of the nozzle contour during
downstream Of the honeycomb and are spring- supersonic operations. The original flexwall had
tensioned, six-mesh, 304 stainless steel screens problems with dynamic stability during transition
using 0.041 -inch diameter wire.[2] through certain tunnel conditions and was found to
have cracks in several critical structural welds.
Test section upflow and crossflow data across a The two-dimensional nozzle side walls are eleven
variety of test conditions were obtained feet high by approximately twenty feet long with a
simultaneously with a five-hole cone probe. Pre- variable thickness along the length of the wall.
modernization flow field survey data with the test
section in a solid floor configuration showed The test section turntable was replaced to provide
indications of a flow perturbation near the lateral a higher capacity model support system to
¢enterline, 40 inches=ab0ve the floor, with a accommodate large semi-span models. The
crossflow gradient of up to 0.6 degrees. IST data approach included providing a commercial rotary
taken with the same tunnel configuration show that indexing table with modifications to fit the wind
this phenomenon has been eliminated. tunnel requirements.
Preliminary crossflow data show that the variations
are within ± 0.08 degrees. The original redwood cooling tower was replaced
with a modern six-cell Fiberglass Reinforced
Test section turbulence data measured during the Plastic tower of similar capacity. The original ten-
IST show that at a Mach number of 0.80, the
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American InstituteofAeronauticsandAstronautics
cellredwoodtowerwasdemolisheadndremoved,
of the IST focused on the wind-off performance of
excepftorthe
concrete water basin. the tunnel, primarily safety systems and pumping
and evacuation times. Subsequent phases which
The pressure vessel weld repair portion of the focused on enlarging the operational envelope
project arose out of a centerwide effort to recertify were named Subsonic Operation (Phase 3),
all major pressure vessels. Initial assessments of Subsonic Performance (Phase 4), Flow Quality
the welds and the pressure vessel material Performance (Phase 5), Supersonic Operation
demonstrated that the UPWT pressure vessel (Phase 6), and Supersonic Performance (Phase
system could be repaired rather than replacing the 7).
entire shell as was done to the 12-Foot Pressure
Wind Tunnel at Ames. The existing Make-Up Air
TUNNEL OPERATING CHARACTERISTICS
(MUA) system piping was found to have many
12
defective welds. For this reason, it was decided to
176 MW
replace all of the piping "in kind", as well as to 11 ....... Power
replace all of the system control valves and DPyrneasmsicure 1800 Li-m-it t.
!
instruments.
-- - 14oo__i
A variety of electrical upgrades were also part of - ..... i o.o
the UPVVT Modernization Project. The four main 10 -alDsr_ • 1600 _., - --7,1210 Max,
1
drive motors were rewound to provide long-term
7 - 8oot1\ -.;<_ "--._-
,.<,o/fH"--.. '-1 ,o,.,
reliability and to increase their power capability.
The original motors were rated at 45,000- _" 6 ....... 1,/ _" .... _ Pressure
horsepower, for 60-cycle, 6,900-volt, 3-phase P, .-- 1/r / f '-, I (psia)
5
power. The rewound motors are capable of
producing 65,000 horsepower at 695 rpm.
' - - 1
Switchgear modernization involved refurbishment
_, 3 10.0
of the original facility breakers to provide long term
service. These circuit breakers are used to supply
power to the main drive motors, the power factor
correction capacitors, and the transformers. The
two main transformers (T45 and T46) that feed the 0
entire UPWT facility, were rewound and their 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 .6
cores replaced. The refurbished transformers
Mach Number
were upgraded to a 115 Kv primary voltage, a
7.2 Kv secondary voltage, and a 97,160 Kva Figure 3. operating Characteristics of the 11-By
rating. 11-Foot Transonic Wind Tunnel
2.3 FACILITY ACTIVATION RESULTS 2.4 FACILITY CALIBRATION RESULT_
The primary objective of the Integrated Systems Two calibration tests and two validation tests were
Test was to safely demonstrate and document the completed before the first production test. The
post-modernization capabilities of the 11-By 11- first calibration test was the Mach number
Foot Tunnel. Other objectives were to verify the calibration of the test section using a static pipe
safe operation of the tunnel, to verify the apparatus. A new static pipe apparatus had been
performance of tunnel systems, to verify the made prior to the tunnel shutdown and one of the
Standard Operating Procedures (SOP), and to final pre-modernization tests in 1995 was a tunnel
define the operating envelope, Figure 3. calibration with the new static pipe. The
calibration pipe remained in the test section after
The IST was divided into distinct phases that the Supersonic Performance Phase of the IST,
demonstrated different capabilities of the facility. Figure 41 The tunnel was calibrated on centerline
The first phase of the IST involved the functional throughout the entire subsonic and supersonic
checkout of the mechanical and automation regime at four total pressures, nominally 0.5, 1.0,
systems of the MUA system. The second phase 1.5, and 2.2 atmospheres. The pipe was then
lowered to midway between tunnel centerline and
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the floor and the slots on the floor sealed to pressure data at the same time rather than
calibrate the tunnel for semi-span model sequentially, as the old data acquisition system
configurations. The complete tunnel Mach had done. Calibration data taken with the MUA
number envelope was again calibrated in this compressor in the PES mode showed that there is
configuration_ little effect on the center!ine calibration data with
the PES removing air from the test section through
the test section slots.
The Ames subsonic calibration model, identified
as the LB-435 model, was then installed and
tested to measure the integrated flow angularity, to
compare aerodynamic performance results with
pre-modernization data, and to validate the model
support system operation with an airplane model.
This test also successfully demonstrated the
automated coordination between the test
I,
conditions controller and model support controller.
A significant portion of the LB-435 test was
dedicated to a sampling study to determine the
optimum strain-gage balance data filtering and
overall sampling strategy to acquire accurate and
repeatable data. After analyzing the sampling
study data, it was determined that a 10 Hertz
balance amplifier filter with a one second sampling
Figure 4. Static Pipe Calibration Apparatus in the duration provided the optimum data acquisition
11-By 11-Foot Tunnel (View looking downstream strategy. Overall drag coefficient repeatability was
from contraction) determined to be better than ±1 drag count at a
Mach number of 0.80 and maximum total
The pipe was supported by cables at the upstream pressure. The integrated flow angularity was also
end in the contraction and tensioned on the evaluated during the test and compared with the
downstream end by a hydraulic cylinder mounted pre-modernization flow angularity results. The
on the model support strut. The pipe is post-modernization upflow for this model was
instrumented with static pressure orifii spaced determined to be less that 0.05 degrees in the
three inches apart through the length of the test transonic regime, which is about one-half of the
section. Data were acquired during multiple runs typical pre-modemization upflow.
at the same conditions to provide a statistical
average for the calibration, and the data were fit
with a smoothing algorithm to account for orifice 3.TEST
error. Comparison of the post-modernization to
pre-modernization static pipe data showed little 3.1 TEST BACKGROUND
change in the character of the data for both
subsonic and supersonic Mach numbers. Wind tunnel test ATO053 was a test of the Boeing
However, the quality of the post-modernization commercial Airplanes O.037-scale 777 model,
data in terms of repeatability was significantly WT-T-1867-10A, in the 11-By 11-Foot Transonic
improved due to two factors. First, the standard Wind Tunnel. Figure 5 shows the model installed
deviation of the multiple pressure samples was in the test section. The test was conducted in two
reduced due to the use of Digital Temperature different entries, both in early 2000. The purpose
Compensation (DTC) Electronically Scanned of the test was to validate the modernized Ames
Pressure (ESP) modules that provide superior 11-By 11-Foot facility.
temperature stability. Second, the new data
acquisition system, the Standard Data System
(SDS), acquires tunnel conditions and model
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American Institute of Aeronautics and Astronautics
fairing, and the horizontal tail. The model was
mounted on an upper swept strut sting. The
Boeing 6262B internal balance was used to
measure forces and moments. Sundstrand
QA2000 accelerometers were used to measure
model angle with respect to gravity. DTC ESP
modules were used to measure model pressures.
Notable characteristics of the model include:
. The wing was always flown with the wing body
fairing and the wing-to-body strakelet. The
wing reference area is 6.304 ft2, aspect ratio
8.42, span 87.431 inches, and the MAC is
10.305 inches. 297 pressure taps are
installed in the wing, located in 9 rows of 33
Figure 5. 0.037-Scale 777 Model Installed in the ports each. L
Ames 11-By 11-Foot Wind Tunnel
. The body represents the 777-200 production
3.2 TEST OBJECTIVES configuration. The body is 91.446 inches long,
and has a constant section diameter of 9.028
The primary purpose of the wind tunnel test from inches. 10 cavity pressures and 12 body
the Boeing perspective was to validate the Ames pressures were recorded during this test.
11-By 11-Foot facility for conducting commercial
airplane product development and research full- The horizontal tail was flown at two different
.
model tests. The specific test objectives were: incidence angle settings, -1° and +1°. The tail
was set using fixed angle blocks. The
1. To compare force, moment, and pressure data horizontal strakelet was always flown with the
at one atmosphere total pressure with those tail. The reference area of the tailis 1.492 _,
obtained at the BTWT, the AEDC 16T, and aspect ratio4.50, span 31.095 inches and the
Ames pre-modernized 11-By 11-Foot. MAC is7.444 inches.
2. To compare force, moment, and pressure data
at two atmospheres total pressure with those 4. The model was flown both with and without
obtained at Ames prior to the facility the 777flap track fairings.
shutdown.
3. To obtain measures of the data repeatability. 5. The fan cowl represents the PW4084 nacelle.
4. To evaluate productivity for afull-model test. The left-hand nacelle includes six internal
5. To evaluate the capabilities of the facility and pressures for internal drag calculations. This
Ames personnel for conducting typical cowl was flown with the 777 strut and the
commercial airplane product development engine core cowl sized to achieve the design
tests. inlet capture ratio. The nacelle chine was
6. To better understand the correlation between always flown with this cowl.
wind tunnel data from this facility and flight test
data. The results from this objective are not 6. The model was flown both with and without
reported inthis paper. =the 777 wing tip fairing.
All of the specific test objectives were met. . Two model transition trip strips were used for
the wind tunnel validation portion of the test.
3.3 MODEL INFORMATION Both were forward trips at different heights.
One height was used for 1.0 atmosphere total
The model designation as tested was WT-T-1867- pressure testing, while the other height was
10A. This model is a 0.037-scale model of the used for 2.2 atmosphere total pressure testing.
777 airplane. The model consisted of afuselage, Both of these trip strips were made from vinyl
wings, nacelles, flap track fairings, a wing-tip stick-on dots.
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AmericanInstituteofAeronauticsandAstronautics
I .l,ItmPt - MACH # INo. of Runs ...... Notes
#S_rJ CONFIGURATION
1 !E_,only I 0 1,0 6 1 3 I I 3 3 1 2 I
2 ", I ;! q 6 1 3 1 1 3 3 1 2 2
2 q ",' 22 6 1 3 1 1 3 3 1 2
3 K1 180 1.0 3 3 3
3 3 4
5 _ _ 4 3 3 q
3 3 ,J
7 ; "J q 3
8 -J -,_ 1.0 1 1 3 1 1 1 3 3 1 1 1 1 4
9 "J "_ 22 1 1 3 1 1 1 3 3 1 1 1 1 q
10 ._t 0 ",/ 1 1 3 1 1 1 3 3 1 1 I 1 5
11 ",_ -J 1.0 1 1 3 1 1 1 3 3 1 1 1 1 4
12 K1+Wing Tip Fairing r,r -,_ q 3 3 3 6
13 1<2 q "# 1 1 3 1 1 3 3 1 1 1 7
14 "_' "_' 22 1 1 3 1 1 3 3 I 1 I q
3 3 1 I 1 1 8
15 K2 -RapTrack Fairir'tcjs -_ q 1 1 3 1 1 1
16 "q(load comp.on) -J _/ 1 1 1 1 1 1 1 1 9
17 "q -v' 1.0 1 1 3 1 1 1 3 3 1 1 1 1 8
18 K1 +Nacelles q q 1 1 3 1 1 1 3 1 10
19 ",J -,I q 1 1 11
20 _ -_' 22 1 1 1 1 1 1 1 10
21 142 4 q 3 3 3 12
_o -_ 4 1.0 3 3 3 ,4
1 1 I 1 I 13
23 K3 (tallangle=-1deg) -_ q 1 1 1 1 1
24 q (tailangle=1deg) q .,,t 1 1 1 1 1 1 1 1 I 1 4
25 '_ (tailangle=1deg) "/ 22 1 1 1 1 1 1 1 1 1 1 4
26 d (tailangle=-1deg) -J q 1 1 1 1 1 1 1 1 1 1 q
27 K1 q _ 3 3 3 12
28 q I q 1.0 3 3 3 q
Configurations:
K1=wing+body
K,?=. wing +body+nacelles+f_apback Pairings+wingtipPaidng
K3=wing +body+nacelles +flaptrackPairings+horizontaltail +strakelet
Forwardvinyltripshipused,allconfigurations-HeightdependingonPT
Notes:
1. MachToleranceStudy 6. Comparisonw/AEDC series 11. IRVisualization
2. SBIB Deten'ninaUon 7. Full-Up Configuration 12. NearTerm Repeatability
3. AcquisitionStudies 8. Small Increment 13. Horizontal Tall
4. Ul::fftowDetermination 9. LoadCompensatorEffects
5. Baseline Con_umt_ 10.SmallIncrement#2
PT units,atmospheres
Machnumbertolerance,.001throughM=.85, .002forhigherMach numbers
Table 1. Initial Plan of Test for Wind Tunnel Validation Phase of AT0053
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American Institute of Aeronautics and Astronautics