3 edition of Transonic dynamics tunnel force and pressure data acquired on the HSR rigid semispan model found in the catalog.
Transonic dynamics tunnel force and pressure data acquired on the HSR rigid semispan model
by National Aeronautics and Space Administration, Langley Research Center ; a Springfield, VA, National Technical Information Service, distributor in Hampton, Va
Written in English
|Statement||David M. Schuster and Russ D. Rausch.|
|Series||[NASA contractor report] -- NASA/CR-1999-209555., NASA contractor report -- NASA CR-209555.|
|Contributions||Rausch, Russ D., Langley Research Center.|
|The Physical Object|
Dynamics of Rotating Machinery Honolulu, Hawaii, March , ISROMAC IMPACT OF TRANSONIC COMPRESSOR ROTOR LEADING EDGE SHAPE ON THE SHOCK STRUCTURE NEAR THE CASING Martin Hoeger Martin Engber Jörg Bergner MTU Aero Engines MTU Aero Engines Darmstadt University of Technology Dachauerstr. . software. An advance model normally produces precise results. Analyzing these large models of bridges is, however, time consuming and a detailed description of the geometry, supports and material must be known. In an early stage of a project a reduced model could signiﬂcantly reduce the time needed to perform the ﬂnal dy-namic by: 1.
Simultaneous measurement of aerodynamic and heat transfer data of the measured values of aerodynamic drag coefﬁcients and convective surface heat transfer rates for large angle blunt cones that are routinely used for validating CFD codes used in . DYNAMIC RESPONSE OF AN AIRPLANE ELASTIC STRUCTURE IN TRANSONIC FLOW study of transonic flow near an elastic wing that oscillates with the specified frequency and mode (amplitude) . Therefore it is important to note that the main feature of the TRAN-n method is the possibility to investigate in transonic flow the dependence of level of.
The scope of this paper is to investigate the dynamics of a rotor-bearing system of high-speed under recently developed analytical bearing models. The development of a theory that can yield the dynamic response of a high-speed system without short/long bearing approximation and without time-consuming numerical methods for the finite-length bearing model is the outcome Cited by: 5. rail. To investigate this, a dynamic model of the wheel and rail under conditions of close conformity has been developed. Previous work has suggested that motion of the wheel could be neglected, so the model comprises two subsystems: (a) the rail and its supports, and (b) the contact between wheel and rail. A.
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Transonic Dynamics Tunnel Force and Pressure Data Acquired on the HSR Rigid Semispan Model David M. Schuster and Russ D. Rausch Lockheed Martin Engineering and Sciences Company, Hampton, Virginia National Aeronautics and Space Administration Langley Research Center Hampton, Virginia Prepared for Langley Research Center under Contract.
Get this from a library. Transonic dynamics tunnel force and pressure data acquired on the HSR rigid semispan model. [D M Schuster; Russ D Rausch; Langley Research Center.]. History. The Foot Transonic Dynamics Tunnel (TDT) was not always ft. When constructed inthe tunnel was known as the Foot Pressure tunnel was made form approximately 5, tons of steel.
An 8,horsepower electric motor and a ft propeller were : Langley Research Center. Transonic Dynamics Tunnel. Test to test comparison of the check standard model data has shown repeatability in drag measurements for different installations to be approximately one drag count for conditions where balance axial force is loaded to at least 50% of the calibrated load.
the ESP steady pressure data is acquired simultaneously. AN OVERVIEW OF UNSTEADY PRESSURE MEASUREMENTS IN THE TRANSONIC DYNAMICS TUNNEL David M.
Schuster*, John W. Edwards*, and Robert M. Bennett* NASA Langley Research Center, Hampton, VA Abstract The NASA Langley Transonic Dynamics Tunnel has served as a unique national facility for aeroelastic testing for over forty. conversion of the Langley ft Pressure Tunnel to the Transonic Dynamics Tunnel.
The new wind tunnel would have all of the fea-Fig. 1 Lockheed Electra model mounted in the TDT. turesproposedbyRegier:a16£fttestsectionthatcouldoperate at Mach numbers up to with variable pressure conditions in ei-ther air or a heavy by: Transonic Dynamics Tunnel NASA’s Aeronautics Test Program The Transonic Dynamics Tunnel (TDT) is a closed-circuit, continuous-flow, variable- pressure wind tunnel capable of using either air or Ra as a test medium.
The TDT is. dedicated to identifying, understanding, and solving aeroelastic issues confronting fixed. Full text of "Contributions of the Transonic Dynamics Tunnel to the Testing of Active Control of Aeroelastic Response" See other formats ^J AMAA Al AA Contributions of the Transonic Dynamics Tunnel to the Testing of Active Control of Aeroelastic Response Boyd Perry, III, Thomas E.
Noll, and Robert C. Scott NASA Langley Research Center, Hampton, VA. TRANSONIC FLUTTER WIND TUNNEL TESTS OF CONVENTIONAL TWIN-ENGINE TRANSPORT SEMISPAN MODEL (a) Top view (b) Front view Fig.
2 Wind tunnel model Table 1 Natural frequencies of the wing with en-gine nacelle model # Mode description GVT NASTRAN (Hz) (Hz) 1 1st wing bending 2 1st in-plane bending 3 nacelle pitching.
Foot Transonic Tunnel. The Langley Foot Transonic Tunnel (Ft TT) is an atmospheric, closed-circuit tunnel with a Mach number range of to and a Reynolds number range from 1 x 10 6 to 4 x 10 6 per foot. The test section of the tunnel is octagonal with a distance of ft across the flats.
Wind Tunnel Model and Test Data Figure 2 shows the complete model installed in the NASA Langley Transonic Dynamics Tunnel (TDT).
The wind tunnel model structure consists of three main components: the horizontal stabilizer (HS) and elevators, the vertical stabilizer (VS) and a rigid base structure.
Tunnel, Unitary Plan Wind T unnel, Mach 20 Hypersonic Helium Tunnel, and National Transonic Facility. InInMr. Cole became the manager of the High Speed Research program. of the wake flow of an aircraft model at realistic sub- and transonic stall conditions . For the investigations the Common Research Model (CRM)  has been chosen representing the geometry of a realistic aircraft.
The wind tunnel model has been provided by NASA that has been already tested in the NTF in former campaigns. The model was tested in the NASA Langley Transonic Dynamics Tunnel in July and August The wind tunnel investigation served the program goal in three ways.
acquisition of critical tunnel flow conditions. • State-of-the-art Transonic Wall Interference Correction System (TWICS) available in the byFoot Transonic Wind Tunnel.
• Support for remote site access, multiple test database access, and advanced instrumentation systems (e.g. Pressure Sensitive Paint). The measurements took place on the common research model provided by NASA in the pressurized cryogenic European Transonic Wind tunnel.
A specific cryoPIV system has been used and adapted for using high-speed PIV components under the cryogenic conditions of the wind tunnel by: 3. The paper observes the issues related to the increase of efficiency and information content of experimental research in transonic wind tunnels (WT).
In particular, questions of optimizing the WT Data Acquisition and Control Systems (DACS) to provide the continuous mode test method are discussed. The problem of Mach number (M number) stabilization in the test Author: V. Petronevich. Abstract. An inviscid base pressure model for transonic turbine blade has been presented.
It has been shown that for a given back pressure the base pressure at the trailing edge, and the profile loss of a turbine blade are fixed according to the model and the base pressure can be calculated with the help of an inviscid numerical : Xu Liping.
F moving force FEM Finite Element Method g acceleration of gravity HSLM High Speed Load Model I moment of inertia k spring constant stiffness K class of concrete, according to Swedish standard K stiffness matrix L span length of bridge m mass of beam M global mass matrix n0 first natural bending frequency of bridge nT first natural torsional File Size: 3MB.
Because the wheel/rail adhesion force is mainly related to the adhesion coefficient and wheel vertical load, the vertical model of vehicle/track coupled system is established and shown as Fig. vehicle/track coupled system is taken as a multiple rigid-body system with 14 Cited by: 3.
As the TBM moves forward, new tunnel sections are installed one by one along the advancing direc-tion of the machine, and the as-built model is also updated correspondingly, as shown in Figure 2. Figure 1: The latest installed tunnel section and the position and orientation angles of the TBM.
Figure 2: Updating the as-built tunnel model.rUolbKAuuAlLobslUUL Monterey,California THES On-LineDataAcquisition and InstrumentationImprovements forthe TransonicTurbineTestRig by JohnVictorDeThomas ThesisAdvisor March Appsiov&d^onpubticnjiL.The wind tunnel is also used to gather other forms of data including forces and moments and pressure loadings on the model.
This information provides the basis on which mathematical modelling studies can be conducted to predict the trajectory of weapons upon release from aircraft at high-speeds.