Publications

Abstract not provided.

The Mach number in the inviscid core of the flow exiting scarfed supersonic nozzles was measured using pitot probes. Nozzle characterization experiments were conducted in a modified section of an obsolete M = 7.3 test section/nozzle assembly on Sandia's Hypersonic Wind Tunnel. By capitalizing on existing hardware, the cost and time required for tunnel modifications were significantly reduced. Repeatability of pitot pressure measurements was excellent, and instrumentation errors were reduced by optimizing the pressure range of the transducers used for each test run. Bias errors in probe position prevented us from performing a successful in situ calibration of probe angle effects using pitot probes placed at an angle to the nozzle centerline. The abrupt throat geometry used in the Baseline and Configuration A and B nozzles modeled the throat geometry of the flight vehicle's spin motor nozzles. Survey data indicates that small (''unmeasurable'') differences in the nozzle throat geometries produced measurable flow asymmetries and differences in the flow fields generated by supposedly identical nozzles. Therefore, data from the Baseline and Configuration A and B nozzles cannot be used for computational fluid dynamics (CFD) code validation. Configuration C and D nozzles replaced the abrupt throat geometry of Baseline and Configuration A and B nozzles with a 0.500-inch streamwise radius of curvature in the throat region. This throat geometry eliminated the flow asymmetries, flow separation in the nozzle throat, and measurable differences between the flow fields from identical nozzles that were observed in Baseline/A/B nozzles. Data from Configuration C and D nozzles can be used for CFD code validation.

Abstract not provided.

An experiment was conducted in Arnold Engineering Development Center's 16-ft transonic wind tunnel to measure the dependency of vortex-induced counter torque upon J (the ratio of spin motor jet dynamic pressure to freestream dynamic pressure), Mach number, Reynolds number, angle of attack and roll orientation, spin motor nozzle configuration, and fin cant angle. Counter torque data and Laser Vapor Screen images confirm that J is the dominant parameter for correlating counter torque produced by a given vehicle configuration, flight condition, angle of attack and roll orientation. At M = 0.8 (with no shock waves in the flow), we observed a monotonie variation of the counter torque coefficient CCT with J that is independent of Reynolds number but dependent on angle of attack and the orientation of the fins with respect to the spin motor nozzle azimuthal location. At M = 0.95 and 1.1, measured values of CCT were strongly influenced by changes in Reynolds number, suggesting that shock-boundary layer interaction may be present.