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MEMORANDUM
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X WIND-TUNNEL TESTS ON A 3-DIMENSIONAL FIXED-GEOMETRY
=E SCRAMJET INLET AT M = 2.30 TO 4.60
I-,,,
,i¢ by
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Z James N. Mueller
Carl A. Trexler
Sue W. Souders
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This informal documentation medium is used to provide accelerated or
special release of technical information to selected users. The contents
may not meet NASA formal editing and publication standards, may be re-
vised, or may be incorporated in another publication.
• °
I Report No. 21" Government Accession No, 3. Recipient's Catalo_ No.
NASA TM X-73933
16. Abstract
Win4-tunnel tests were conducted on a baseline scramjet inlet model having fixed
_eometry and swept leading edges at }4 = 2.30, 2.96, 3.95_ and 5.60 in the Langley
In_o_ry Plan.Wind Tunnel. The unit Reynolds nmmber of the tests was held constant
at 6.56 x 106 per meter (2.0 x IO ° per" foot). The objectives of the tests were to
establish inlet performance and startin_ characteristics in the lower Mach number
range of operation (less than M = 5). Surface pressures obtained on the inlet com-
ponents are presented, along with the results of the internal flow surveys made at
the throat and capture stations of the inlet. Contour plots of the inlet-flow-field
parameters such as Math m_mbers, pressure recovery, flow capture, local static and
total nressure ratios at the survey stations are shown for the test Mach numbers.
Only limited analyses of the data are included in order to expedite the release of
the report.
0RIG1NAIj PAGE IS
OF, POOR QUALITY
Fluid Mechanics
Unclassified - Unlimited
Scrs_nj et Inlet
19 Security Classif, (of this report} 20. Security Classif. (of this page) 21. No. of Pages 22. Price"
Unclassified Unclassified 176
" Fo_ sale by the National Technical Information Service, Springfield, Virgima 22161
WIND-TUNNEL TESTS ON A 3-DIII{ENSIONAL FIXED-GEOMETRY
SCRAMJET INLET AT M = 2.30 TO 4.60
SUK94&RY
niJm_er was held constant at 6.56 x 106 per meter (2.0 x 106 per foot). The ob-
jectives of the tests were to establish inlet performance and starting character-
istics in the lower Mach number range of operation (less than M = 5). Surface
pressures were obtained on the inlet components, and detailed internal flow sur-
veys were made at the throat and cs_ture stations of the inlet. Contour plots
of the inlet-flow-field parameters such as the Mach number, pressure recovery,
flow capture, local static and total pressllre ratios at the survey stations are
shown for the test Mach numbers.
Significant results of the tests bear out the rationale of the design, that
is_ the sweep of the leading edges of the sidewall compression surfaces and all
do_mstream stations provide spillage of the air entering the inlet at low Mach
numbers thus permitting the inlet to start. This spillage occurs through the
open window upstream of the cowl lea_ing edge, which is bathed by shocks produced
by the sidewalls. This combination of the sween _mgle, the sidewall design, and
the cowl leading edge location produces near-maximnm mass capture ratios as a
function of Math number.
The throat Mach number 8ata indicate starting and operation to values of
stream Mach number probably below 2. The low-Math mzmber, favorable-flow charac-
teristics support the soundness of the fixed-geometry, hypersonic inlet design.
INTRODUCTION
The results of the tests are published with only preliminary analysis to
expedite the release of the test data.
SYMBOLS
The units used for the physical quantities defined in the report are given
in both the International Systemof Units (SI) and parenthetically in the U.S.
CustomaryUnits.
distance from cowl tip (fig. 12(d) cm (in))
Wind-Tunnel Facility
The investigation was performed in the high Mach number test section of the
Langley Unitary Plan wind tunnel. The tunnel is a variable-pressure, continous-
flow, closed-return-type facility, with provisions for the control of the humid-
ity, the stagnation temperature and the stagnation pressure of the enclosed air.
The nozzle leading to the test section is of the asymmetric, sliding-block type
which permits a continuous variation in the test section Mach number from 2.3 to
4.7. The test section is approximately 1.22m (4 feet) high, 1.22m (4 feet) wide,
and approximately 2.13m (7 feet) long.
Test Conditions
The conditions under which the tests were made are given in the following
table:
,m
The stagnation dew point was maintained sufficiently low to insure that no
conde_isation effects would be encountered in the test section and thus affect
the test results.
Model
The fixed-geometry feature of the inlet dictates that the sidewall leading
edges must have a sweepback to turn the flow downward through the opening up-
stream of the cowl leading edge. This flow spillage is necessary during the
inlet 'starting' process at the low end of the Mach number operating range. The
sweepback angle was 48 °, based on design iterations.
Externally, the sidewalls of the inlet are essentially parallel to the flow
ahead of the inl_t; an exception of this is the stainless steel wedges attached
to the exterior of the sidewalls at the leading edges (figure 3(b)). These wed-
ges simulate adjacent inlet modules up to the inlet close-off station, next to
the cowl.
Shock wave systems. - The test Mach number spanned a range in which two-
dimensional and three-dimensional flows characterized the fluid flow phenomena
in the inlet. Figure ii taken from reference 3, illustrates inviscid, theore-
tical shock wave systems generated in the inlet in the x-z plane, while ignoring
end effects from either the top surface or cowl. The Mach number at the inlet
face ranged from 7.0 down to 3.0. Below a Mach number of about 5 the shock
waves become detached, thus producing three-dimensional flow in the inlet.
Shock wave detachment means that the Mach number component normal to the swept
wedge leading edge cannot negotiate the normal-flow turning angle without be-
coming subsonic. The shock wave becomes detached from the wedge leading edge,
and the flow behind the detached shock wave is three-dimensional. This subsonic
normal Mach number flow condition can also occur when a shock wave has reflected
from a compression surface as represented in figure ii by the letter "D".
Therefore, for the test Mach numbers of 2.30 and 2.96, the flow is three-dimen-
sional in front of the struts. At the two higher test Mach numbers 3.95 and
h.60, three-dimensional flow phenomena occurred downstream of the strut leading
edges.
Under these circumstances, whenexamining the test results, keep in mindthe fact
that the flow through the inlet is subject to possible basic changes in char-
acter due to the transition of the flow from detached to attached-shock conditions
at the strut leading edges as the inlet Machnumber increases.
More details concerning the concepts of the inlet and model design can be
found in reference 3.
Instrumentation
Surface pressures. - The surfaces of the component parts of the model were
equipped with 106 static-pressure orifices. Components instrumented with orifices
included the foreplate, top surface, sidewalls, cowl, side strut, and center strut.
The orifices were normal and flush with the model surfaces. The pressures sensed
at the orifices were measured by scanivalves located external and adjacent to the
test section.
In figure 12, the orifice locations on each component of the model are shown,
and companion tables on the figure give the location of each orifice, with respect
to some identifiable datum, in terms of the characteristic height dimension, H,
of the model.
Pitot and static pressure probes. - Pitot and static pressure measurements
were made with several different probes and rakes. The design details of this
instrumentation are given in figures 17 and 18 of reference 3. Pressures obtained
from these probes and rakes were measured on individual strain gage transducers
located external and adjacent to the test section.
Procedure
General. - The model was mounted in the test section in an inverted attitude,
that is, with the cowl up. (See figure 6). The inverted model proved easier to
access, such as when installing, adjusting, and removing flow survey probes and
rakes.
In all tests, the model was flow-aligned, that is, it was positioned at zero
degree angle-of-attack and yaw relative to the free-stream flow direction, based
on previously obtained tunnel calibration data for each test Mach number.
Twelve tests were made on the inlet model. Each test was characterized by a
particular flow survey probe located at a specific station in the inlet. In all
the tests, the inlet geometry, that is, sweep of the sidewalls, shape and locations
of the compression struts, etc., was fixed; only the probes and their locations
were changed. Each test also provided the opportunity to move the foreplate
boundary-layer probe to a new position.
Inlet throat flow-field survey. - Pitot pressure surveys were obtained in
the inlet center and side throats at five vertical (y coordinate) stations, and
at all test Mach numbers. The static pressure surveys were obtained at four
vertical stations; and, because the static survey probe surveyed only one center
passage, it was necessary to rely on wall static data for the side passage static
pressure(s). The survey probes were driven laterally (z coordinate) across the
flow at each particular survey station by an electric motor and actuator attached
to the model at the appropriate sidewall access location. (See figure lb.)
The pressure data from the probe, and its location were recorded using an elec-
tronic data acquisition system.
Several passes of the probe in a move-pause mode were made across each sur-
vey path in the throat of the inlet. This multiple-pass procedure insured that
pressure-stabilization had occurred in the pressure measuring circuit of the
probe. The pressure data were measured by individual transducers located exter-
nal, and adjacent to, the test section.
Capture measurement station survey s . - The seven-tube pitot rake probe and
the seven-tube static pressure probe were used to survey the flow at the capture
measurement station. (See figure 14). The motor and actuator which were used
to drive the inlet throat survey probes were used to move these rakes across the
flow. The probe rakes were mounted vertically, that is, in the x-y plane of the
inlet, and they were traversed in the z direction. The pressure tubings from
the probes were connected to individual strain-gage transducers, which were ex-
ternal, and adjacent to, the test section. Multiple passes of the rakes were
made during a test, as was the case for the inlet throat surveys.
Data red_ction. - Standard methods were used in the data reduction techniques.
Extensive use was made of machine plotting to generate data figures. Each of
the pressure readings obtained were nondimensionalized by the tunnel free-stream
pressure.
ORIGINAL PAGE IS
OF POOR QUALITZ
pressure was adjusted to obtain the limiting total pressure recovery. Mach
number, total pressure, and unit mass flow were calculated for each grid point;
and contour maps of each parameter were plotted by the computer graphics system.
After completing the grid, numerical integrations were performed to compute a
mass weight Mach number and total pressure recovery for the inlet throats, and
a value for the capture parameter (pu/pluT,) at the capture measurement station.
(See reference 4 for a summary of these_c_Iculations.)
TEST RESULTS
As this report is primarily a data report of the wind tunnel tests, only
brief and preliminary analysis of the data will be evident. However, as appro-
priate, significant features or highlights of the test data will be emphasized.
As discussed in the Model section of the report, the test Mach numbers
spanned a range in which two-dimensional and three-dimensional flows character-
ized the flow phenomena in the inlet. Under these circumstances, when examining
the test results, keep in mind the fact that the flow through the inlet is
subject to possible basic changes in character due to the transition of the flow
from detached to attached shock conditions at the strut leading edges as the
inlet Math number increases.
There were 106 static pressure orifices located on the surfaces of the
various components of the inlet, and spatially placed so as to measure the most
significant pressure phenomena in the inlet. (See figure 12.) In figures 15
through 18 the pressures acting on these components are shown for the four Mach
numbers. The components are identified as top surface, side wall, side strut,
center strut, cowl and the forep!ate. In the figures, the ordinate is the measured
surface pressures on the component_ nondimensionalized by the free-stream static
pressure. The abscissa of the plots represent surface length along a particular
inlet component nondimensionalized by the height of the inlet, H. The locations
of the static-pressure orifices on the various components of the model are
given in figure 12.
8
capture measurement pitot rake in the model at access location number 5 (see
figure 14), while the two remaining runs (square and triangle symbols on the
figure) had either the pitot or static probe in access location number 4. The
purpose of showing the data from more than one run is to show the repeatability
of the surface pressure measurements in the presence of the internal flow probes.
It was assumed that, the probes would not cause any significant interferences to
the surface pressure measurements upstream of their locations, and this assump-
tion appears to be borne out in most cases (figs. 15-18) by the negligible spread
in the test data.
A cursory examination of the data on a given component for the four test
Mach numbers reveals no major change in the character of the pressure distribu-
tions with change in Mach numbers, even though the flow through the inlet is
changing from a three-dimensional-type dominated flow at Mach numbers of 2.30
and 2.96 to one that is more or less two-dimensional in character at Mach numbers
of 3.95 and 4.60. At M = 2.30, the pressures on all the components exhibit a
'smooth'distribution (i.e., the pressures are fairly constant with no sharp gra-
dients present). As the Mach number increases, however, gradients appear in the
pressure distributions and become more pronounced, as would be expected. This
effect is due to the growth in the number of shock-wave bays formed by the inter-
section of initial and/or reflected shock waves within the flow passages of the
inlet (e.g., fig. ii), and to the increase in the magnitudes of the pressures
within these bays. A good example of the foregoing phenomena can be seen in
comparing the sidewall pressures of figures 15(b), 16(b), 17(b), and 18(b).
10
Contour Plots of Internal Flows - Basic Parameters
In figures 21, 23, 25, 27, 29, 31, 33, 35, 37, 39, 41, and 43 are showncon-
tour plots of somebasic parameters of the flow in the internal passages of the
inlet. The various model componentsare labeled and shown on figures 21(a),
29(a), and 37(a) for the center passage, side passage, and capture stations, re-
spectively. The method of computing the contour maps is described in reference
3 in the section on DATA-REDUCTION PROCEDURE. Parts (a) and (b) of these figures
are mapsof the data input used to compute the Machnumber, recovery pressure
(P¢/Ptl), and mass flow capture parameter (pU/PlUI) shown in parts (e), (d), and
(e_of each figure, respectively. The procedure for computing the contours at
the capture station was identical to that of the inlet throats. At this station
no extrapolation of data to the top surface was necessary because of the increased
number (total of seven) of tips on both the pitot and static survey rakes.
The letters H and L on the contour plots locate the high and low points
within the respective contour, and the value of the associated high or low was
also generated by the mechanical plotting program.
Besides the fact that no flow separation was detected, the most encouraging
aspect of the throat and capture station surveys is the fact that the local Mach
numbers in the passages exceed M = i even at the lowest test Machnumber (M =
2.30). (See figures 21(c), 23(c), 25(c), 27(c), 29(c), 31(c), 33(c), 35(c),
37(c), 39(c), 41(c), and 43(c). The concepts of the inlet design, that is, fixed
geometry and swept surfaces (sidewalls, struts, etc) are based on the premise
that the flow into the inlet is self-regulating through spillage to provide low
Machnumber "starting characteristics. The surveys showlow Machnumber favor-
able flow characteristics and, therefore, support the soundness of the fixed-
geometry, hypersonic inlet design.
CONCLUDING REMARKS
REFERENCES
l, Henry, J.H.; and McLellan, C.H.: Airbreathing Launch Vehicles for Earth-
Orbit Shuttle - New Technology and Development Approach. AIAAPaper No.
70-269, Feb. 1970. (Also J. Aircraft, Vol. 8, no. 5, May 1971, pp.381-
11
2o I[enry, J. H. ; and Anderson, G. Y.: Design Considerations for the Airframe-
integrated Scramjet. NASA TM X-2895, Dec. 1973.
, Trexler, C. A.; and Souders, S. W.: Design and Performance at a Local Mach
Number of 6 of an Inlet for an Integrated Scramjet Concept. NASA TN D-
794h, Aug. 1975.
_°
Trexler, C. A.: Inlet Performance of the Integrated Langley Scramjet Module
(Mach 2.3 to 7.6). Presented at the AiAA/SAE llth Propulsion Conference -
Anaheim, California, September 29 - Oct. i, 1975 (AIAA Paper No. 75-1212).
5. Anderson, G. Y.; and Gooderum, P. B.: Exploratory Tests of two Strut Fuel
Injectors for supersonic Combustion. NASA TN D-7581, Feb. 1974.
.
Braslow, Albert L.; Hicks, Raymond M.; and Harris, Roy V., Jr.: Use of
Grit-Type Boundary-Layer-Transition Trips on Wind-Tunnel Models. NASA
TN D-3579, 1966.
t_
INDEXTOFIGURES
13
INDEX TO FIGURES (cont .)
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INDEXTO FIGURES_cont.)
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