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January 2000
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Space Administration.
Nomenclature
Abstract
A new boundary-layer rake* has been designed and
built for flight testing on the NASA Dryden Flight
Research Center F-15B/Flight Test Fixture. A feature
unique to this rake is its curved body, which allows pitot
tubes to be more densely clustered in the near-wall
region than conventional rakes allow. This curved rake
design has a complex three-dimensional shape that
requires innovative solid-modeling and machining
techniques. Finite-element stress analysis of the new
design shows high factors of safety. The rake has passed
a ground test in which random vibration measuring
12 g rms was applied for 20 min in each of the three
normal directions. Aerodynamic evaluation of the rake
has been conducted in the NASA Glenn Research
Center 8 6 Supersonic Wind Tunnel at Mach 02. The
pitot pressures from the new rake agree with
conventional rake data over the range of Mach numbers
tested. The boundary-layer profiles computed from the
rake data have been shown to have the standard
logarithmic-law profile. Skin friction values computed
from the rake data using the Clauser plot method agree
with the Preston tube results and the van Driest II
compressible skin friction correlation to approximately
5 percent.
Acronyms
ESP
FOS
factor of safety
FTF
LSWT
OD
outer diameters
SWT
Symbols
*Aerospace
logarithmic-law constant, B = 5
Cf
Mach number
pressure
Re
rms
root-mean-square
temperature
U
U
u eq
stream-wise velocity
u eq
-------u
van Driest effective velocity
1
American Institute of Aeronautics and Astronautics
w
-----w
viscosity coefficient
density
shear stress
Subscripts
aw
adiabatic-wall conditions
conv
new
new rake
pitot
wall conditions
Introduction
A new boundary-layer rake has been designed and
built for flight testing on the F-15B/Flight Test Fixture
(FTF).1 The F-15B/FTF is an aerodynamics and fluid
dynamics research test bed at NASA Dryden Flight
Research Center (Edwards, California). Figure 1 shows
the F-15B/FTF in flight; the FTF is the black, vertical,
fin-like shape mounted on the centerline of the F-15B
lower fuselage. Primarily made of composite materials,
the FTF was designed for flight research at Mach
numbers to a maximum of Mach 2.0.
FTF
990347
Formerly
2
American Institute of Aeronautics and Astronautics
990348
0.250 in.
1.750 in.
0.030 in.
0.042 in.
2.500 in.
3.000 in.
26
0.027 in.
18.9
Detail A
Scale 8:1
0.936 in.
2.536 in.
3.030 in.
2.940 in.
R 1.625
R 1.375
0.165 in.
0.188 in.
18.9
990349
and 0.0075-in. nominal-wall thickness, annealed to onehalf hard condition). As discussed in the New Rake
Design section, the tips of the pitot tubes were
chamfered on the outside to reduce their sensitivity to
local flow angles. Then the probes were inserted into the
rake body. A low-viscosity, single-component,
anaerobic, methacrylate ester adhesive, Loctite 609
was used to hold the pitot tubes in place inside the rake
body. To cushion the pitot tubes and protect them from
vibration during flight, room-temperaturevulcanizing
silicone rubber was applied to the inside of the rake
cavity.
EC 98 44775-04
5
American Institute of Aeronautics and Astronautics
EC 98 44775-03
2.0
26
1.8
21
1.6
17
1.4
11
1.2
13
0.9
26
0.6
42
0.4
98
Factor of safety
California.
6
American Institute of Aeronautics and Astronautics
Mach number
Factor of safety
0.907
16
5,000
0.979
17
10,000
1.057
12
15,000
1.143
12
20,000
1.242
12
25,000
1.356
12
30,000
1.489
13
35,000
1.646
25
40,000
1.829
31
45,000
2.038
37
High-speed diffuser
Flow
8 x 6 test section
<M
< 0.1 and
0
<M<
0.25
2.0
Acoustic muffler
Seven-stage axial
compressor
Balance chamber
37.856
Grid
North
Flow
Air dryer
building with
8 large fans
9 x 15 test section
0<
M<
0.2
Low-speed
diffuser
Turn 3
Turn 2
Doors 1 and 2
Door 3
Doors 4 and 5
Figure 5. Plan view of the NASA Glenn SWT and LSWT complex.
7
American Institute of Aeronautics and Astronautics
990350
Conventionl
rake
Preston tube
990352
New rake
Preston tube
990351
8
American Institute of Aeronautics and Astronautics
0.188 in.
60
12.7
12.7
Probe tip detail
AA
6.00 in.
1.00 in.
13.00 in.
1.00-in.
spacing
18.50 in.
0.50-in.
spacing
6.2
0.75 in.
9.5
6.00 in.
9.5
15.00 in.
0.25-in. spacing
990353
Inlet contraction
426 in.
240 in.
Supersonic
test
section
109 in.
Transonic
(porous)
test section
173 in.
Ceiling
83.4 in.
240 in.
Flow
96 in.
Floor
990354
Figure 9. Elevation of the SWT inlet contraction, flexible wall nozzle, and test section showing the axial location of
the new and conventional boundary-layer rakes.
9
American Institute of Aeronautics and Astronautics
New rake
Conventional rake
0.0400
0.25
0.0457
0.50
0.0628
0.75
0.0911
1.00
0.1305
1.25
0.1805
1.50
0.2410
2.00
0.3113
2.50
0.3909
3.00
10
0.4793
3.50
11
0.5758
4.00
12
0.7900
4.50
13
1.0270
5.50
14
1.2795
6.50
15
1.5400
7.50
16
1.7400
8.50
17
1.9400
9.50
18
2.1400
10.50
19
2.3400
11.50
20
2.5400
12.50
21
2.7400
13.50
22
N/A
14.50
23
N/A
15.50
24
N/A
16.50
25
N/A
17.50
10
American Institute of Aeronautics and Astronautics
3.00 in.
0.032-in.diameter static
pressure taps (2)
0.50 in.
5.00 in.
Conventional rake
Flush type
"E" thermocouples (2)
Flow
Tunnel
centerline
New rake
5.00 in.
Tunnel axial station 83.4
990355
Figure 10. Top view of Preston tube, surface temperature thermocouple, and static pressure tap locations with respect
to the new and conventional rakes, superimposed in this figure for illustrative purpose only, and tunnel centerline.
Test Conditions
11
American Institute of Aeronautics and Astronautics
1.2
1.1
1.0
.9
.8
were
1.0
1.5
2.0
.5
Mach number at boundary layer edge (Me)
990356
New rake
Conventional rake
8
7
5
y,
in. 4
3
2
1
.96
.97
.98
.99
Ppitot Ptunnel_total
1.00
1.01
990357
New rake
Conventional rake
8
7
6
5
y,
4
in.
3
2
1
0
.70
.75
.80
.85
.90
.95
Ppitot Ptunnel_total
1.00
12
American Institute of Aeronautics and Astronautics
1.05
990358
New rake
Conventional rake
( P pitot ) new
P pitot
P
tunnel_total conv
6
5
y,
4
in.
3
2
1
0
.6
.7
.8
.9
Ppitot Ptunnel_total
1.0
1.1
990359
New rake
Conventional rake
8
7
6
5
y,
in. 4
3
2
1
0
.2
.3
.4
.5
.6
Ppitot Ptunnel_total
.7
.8
990360
1 Ln y+ +5
( )
0.41
New rake
Conventional rake
U+ =
U
The boundary-layer thickness (at -----U e = 0.99) in the
wind tunnel at the rake location ranges from 3.12 in. at
Mach 1.972 to 5.03 in. at Mach 0.294. Because the new
rake is only 2.94-in. high, it did not cover the full windtunnel wall boundary layer. Nevertheless, a full pitot
pressure profile was required for the boundarylayer analysis.
40
35
30
U+
25
20
15
1e + 2
1e + 3
y+
1e + 4
1e + 5
990361
1 Ln +
(y ) +5
0.41
New rake
Conventional rake
U+ =
40
35
30
U+
1 Ln +
(y ) +5
0.41
New rake
Conventional rake
U+ =
25
40
20
15
1e + 2
35
1e + 3
y+
1e + 4
1e + 5
990362
30
U+
25
1 Ln +
(y ) +5
0.41
New rake
Conventional rake
U+ =
40
20
15
1e + 2
1e + 3
y+
1e + 4
1e + 5
990364
35
30
U+
25
20
15
1e + 2
1e + 3
y+
1e + 4
1e + 5
990363
The Clauser plot methods use rake data, and the Preston
tube methods use Preston tube data.
The Clauser plot method fits the measured turbulent
boundary-layer velocity profile to a compressible
logarithmic law to get the skin friction value. Two
different logarithmic laws were used, the van Driest and
the Fenter-Stalmach logarithmic laws.
.0030
Karman-Schoenherr Correlation
+
5% Karman-Schoenherr
Clauser plot method with
van Driest log law
Clauser plot method with
Fenter-Stalmach log law
Preston tube method with
Bradshaw-Unsworth equation
Preston tube method with
Allen equation
.0025
Cf .0020
.0015
.0010
2.0e + 4
6.0e + 4
1.0e + 5
1.4e + 5
Re
1.8e + 5
990365
15
American Institute of Aeronautics and Astronautics
3Preston,
Conclusion
4Gracey, William,
7Allen,
10Allen,
References
1Richwine,
12Bradshaw,
2Clauser,
16
American Institute of Aeronautics and Astronautics
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2. REPORT DATE
Technical Memorandum
January 2000
4. TITLE AND SUBTITLE
5. FUNDING NUMBERS
6. AUTHOR(S)
8. PERFORMING ORGANIZATION
REPORT NUMBER
H-2392
10. SPONSORING/MONITORING
AGENCY REPORT NUMBER
NASA/TM-2000-209014
Presented at 38th AIAA Aerospace Sciences Conference, Reno, Nevada, January 1013, 2000,
AIAA-2000-0503. Trong T. Bui and David L. Oates of NASA Dryden Flight Research Center; Jose C.
Gonsalez, Dynacs Engineering Co., Inc., Brookpark, Ohio.
UnclassifiedUnlimited
Subject Category 02, 34
Availability: NASA CASI (301) 621-0390
This report is available at http://www.dfrc.nasa.gov/DTRS/
13. ABSTRACT (Maximum 200 words)
A new boundary-layer rake has been designed and built for flight testing on the NASA Dryden Flight Research
Center F-15B/Flight Test Fixture. A feature unique to this rake is its curved body, which allows pitot tubes to
be more densely clustered in the near-wall region than conventional rakes allow. This curved rake design has a
complex three-dimensional shape that requires innovative solid-modeling and machining techniques. Finiteelement stress analysis of the new design shows high factors of safety. The rake has passed a ground test in
which random vibration measuring 12 g rms was applied for 20 min in each of the three normal directions.
Aerodynamic evaluation of the rake has been conducted in the NASA Glenn Research Center 8 6 Supersonic
Wind Tunnel at Mach 02. The pitot pressures from the new rake agree with conventional rake data over the
range of Mach numbers tested. The boundary-layer profiles computed from the rake data have been shown to
have the standard logarithmic-law profile. Skin friction values computed from the rake data using the Clauser
plot method agree with the Preston tube results and the van Driest II compressible skin friction correlation to
approximately 5 percent.
14. SUBJECT TERMS
Unclassified
NSN 7540-01-280-5500
Unclassified
Unclassified
22
16. PRICE CODE
A03
20. LIMITATION OF ABSTRACT
Unlimited
Standard Form 298 (Rev. 2-89)
Prescribed by ANSI Std. Z39-18
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