NASA / TM--2002-211700

Experimental Investigation of Water Droplet

Impingement on Airfoils, Finite Wings,

and an S-Duct Engine Inlet

Michael Papadakis and Kuohsing E. Hung

Wiclnita State University, Wi.chita, Kansas

Giao T. Vu

Boeing Airplane Company, Wichita, Kansas

Hsiung Wei Yeong

Wictzita State University; Wichita, Kansas

Colin S. Bidwell

Glenn Research Center, Cleveland, ()hio

Marlin. D. Breer

Boeing Airplane Company, Wichita, Kansas

Timothy J. Ben.cic

Glerm Research Center, Cleveland, Ohio

October 2002
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NASA/TM--2002-211700

Experimental Investigation of Water Droplet

Impingement on Airfoils, Finite Wings,

and an S-Duct Engine Inlet

Michael Papadakis and Kuohsing E. Hung

Wiclnita State University, Wi.chita, Kansas

Giao T. Vu

Boeing Airplane Company, Wichita, Kansas

Hsiung Wei Yeong

Wictzita State University; Wichita, Kansas

Colin S. Bidwell

Glenn Research Center, Cleveland, ()hio

Marlin. D. Breer

Boeing Airplane Company, Wichita, Kansas

Timothy J. Ben.cic

Glerm Research Center, Cleveland, Ohio

N ational Aeronautics and

Spa ce Adminis tration

Gleam Research Center

October 2002
Acknowledgments

Funding for this work was provided by NASA through NASA Glenn Research Grants NAG3-1775 and

NAG3-] 985. The authors would like to thank the following NASA Glenn personnel: Tom Bond, Chief,

Icing Branch, for his support, John R. Oldenburg and Robert E Ide for performing droplet size and distribution as

well as LWC measurements during the impingement tests and for their useful comments and suggestions, the IRT

personnel for their extensive support with the impingement tests, Dave Sheldon for his engineering support with

the wind tunnel models, Harold E. Addy and Charlie Andracchio for their assistance with the surface pressure

measurements, Howard Broughton and co-op student Joel Feldman for their contributions to the development of:

the CCD data reduction systern. The support received from Victor Canacci, NYMA, during the uniforrnity tests is

also acknowledged. The authors would like to thank Frank Lynch, Abdi Khodadoust, Kichio Ishimitsu, and

Anil Shah of the Boeing Company for making the three-element high lift wing model available for testing.

"['hanks are also due to: Baily Vittal, Katharine Treml, and Brian Treml of the Allison Advanced Developrnent

Company for providing the S-duct and for their support during the impingement tests; Mike Hinson and

Reuben Chandrasecharan of the Bombardier/Learjet Company for providing the 25 percent and full-scale

business jet tail models. Finall X, the extensive contributions of Art Porter, Arief Rachman, Wadii Benjilany, and

Michael Davis, Wichita State University, to this project are acknowledged

The Aerospace Propulsion and Power Program at

NASA Glenn Research Center sponsored this work.

NASA Center for Aerospace Information

71121Standard Drive

Hanover, MD 211076

Available frorn

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5285 Port Royal Road

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Available electronically at http://gltrs.grcnasa.gov
Experimental Investigation of Water Droplet Impingement

on Airfoils, Finite Wings, and an S-Duct Engine Inlet

Michael Papadakis and Kuohsing E. Hung

Wichita State University

Wichita, Kansas

Giao T. Vu

Boeing Airplane Company

Wichita, Kansas

Hsiung Wei Yeong

Wichita State University

Wichita, Kansas

Colin S. Bidwell

National Aeronautics and Space Administration

Glenn Research Center

Cleveland, Ohio

Marlin D. Breer

Boeing Airplane Company

Wichita, Kansas

Timothy J. Bencic

National Aeronautics and Space Administration

Glenn Research Center

Cleveland, Ohio

Abstract

Validation of trajectory computer codes, for icing analysis, requires experimental

water droplet impingement data for a wide range of aircraft geometries as well as flow

and icing conditions. This report presents improved experimental and data reduction

methods for obtaining water droplet impingement data and provides a comprehensive

water droplet impingement database for a range of test geometries including an MS(1)-

0317 airfoil, a GLC-305 airfoil, an NACA 652-415 airfoil, a commercial transport tail

section, a 36-inch chord natural laminar flow NLF(1)-0414 airfoil, a 48-inch NLF(1)-0414

section with a 25% chord simple flap, a state-of-the-art three-element high lift system, a

NACA 64A008 finite span swept business jet tail, a full-scale business jet horizontal tail

section, a 25%-scale business jet empennage, and an S-duct turboprop engine inlet.

The experimental results were obtained at the NASA Glenn Icing Research Tunnel (IRT)

for spray clouds with median volumetric diameter (MVD) of 11, 11.5, 21, 92 and 94

microns and for a range of angles of attack. The majority of the impingement

experiments were conducted at an air speed of 175 mph corresponding to a Reynolds

NASA/T_2002-211700 1
number of approximately 1.6 million per foot. The maximum difference of repeated tests

from the average ranged from 0.24% to 12% for most of the experimental results

presented. This represents a significant improvement in test repeatability compared to

previous experimental studies. The increase in test repeatability was attributed to

improvements made to the experimental and data reduction methods. Computations

performed with the LEWlCE-2D, and LEWlCE-3D computer codes for all test

configurations are presented in this report. For the test cases involving median

volumetric diameters of 11 and 21 microns, the correlation between the analytical and

experimental impingement efficiency distributions was good. For the median volumetric

diameters of 92 and 94-micron cases, however, the analysis produced higher

impingement efficiencies and larger impingement limits than the experiment. It is

speculated that this discrepancy is due to droplet splashing and breakup experienced by

large droplets during impingement.

Executive Summary

Ice accretion on critical aerodynamic surfaces can significantly degrade aircraft

performance and safety. Ice protection systems are employed on most commercial

aircraft to reduce or eliminate the adverse effects of ice accretion. The design of ice

protection systems requires knowledge of local and total droplet impingement intensities

in order to determine energy levels per unit area for ice protection. In addition, the water

impingement limits are needed for determining the extent of the surface area to be

protected. A number of trajectory computer codes have been developed over the years

for predicting water impingement characteristics of internal and external aerodynamic

surfaces. The application of these codes to icing analysis for ice protection system

design and certification requires validation against experimental data.

The first experimental water impingement database was developed by the

National Advisory Committee for Aeronautics (NACA) in the 1950's using a dye tracer

technique. In 1984, a research program was initiated to develop improved experimental

and data reduction methods for measuring water impingement and to obtain

experimental impingement data for a range of modern wings and engine inlets. This

research program was sponsored by the National Aeronautics and Space Administration

(NASA) and by the Federal Aviation Administration (FAA) and was conducted by

personnel from the Wichita State University (WSU) and the Boeing Company. The

program included two major tunnel entries and analysis of the extensive data was

completed in 1993.

A peer review of NASA icing research activities conducted in 1994 and results

from an industry survey conducted in 1995 indicated that additional experimental water

droplet impingement data were needed, including data for supercooled large droplet

(SLD) conditions which were not available. To address the concerns of its industrial

partners, the Icing Technology Branch at NASA Glenn Research Center awarded a

research grant to Wichita State University (WSU) in 1996 to begin work on modernizing

and expanding the water droplet impingement database. The accomplishments of this

new research program, which was completed in 2000, are summarized below:

NASA/T_2002-211700 2
1. Significant improvements were made to the experimental method including

automation of the WSU 12-nozzle spray system and development of a new laser

sheet method for setting cloud uniformity.

2. Extensive experiments were conducted to identify the effect of key experimental

parameters on the repeatability of the impingement results.

3. A new, very efficient data reduction method based on a CCD array camera was

developed for extracting the raw experimental impingement data from the dye-laden

blotter strips.

Experiments were performed to assess the accuracy of the new data reduction

method and extensive comparisons were made with results obtained using the laser

reflectometer developed in the 1980's.

Experimental impingement data were obtained for six two-dimensional airfoils, a

modern high lift system, three finite swept tails and an S-duct engine inlet. Data were

obtained for median volumetric diameters of 11, 11.5, 21,92 and 94 microns.

6. Correlation of the experimental impingement data with analysis data obtained with

the LEWlCE-2D and LEWlCE-3D computer codes was performed.

.

.

Nomenclature

AOA

BJ

BJE

CCD

DAQ

DIO

FAA

FS

FSSP

IRT

LE

LWC

MAC

MVD

OAP

PDPA

RCM

PC

SLD

SSR

TE

WRP

WSU

Af

A_

Angle of Attack

Business Jet

Business Jet Empennage

Charge-Coupled Device

Data Acquisition

Digital Input Output

Federal Aviation Administration

Full-Scale

Forward Scattering Spectrometer Probe

Icing Research Tunnel

Leading Edge

Liquid Water Content

Mean Aerodynamic Chord

Median Volumetric Diameter

Optical Array Probe

Phase Doppler Particle Analyzer

Reference Collector Mechanism

Personal Computer

Supercooled Large Droplets

Solid State Relay

Trailing Edge

Wing Reference Plane

Wichita State University

Frontal area of a body projected parallel to freestream velocity direction

Area perpendicular to freestream direction, defined by the tangent

trajectories

NASA/T_2002-211700 3
C

CD

C_

d

D

Dmax

Dmin

DMVD

E

g

Highlight

K

Ko

L

M

M_

Reo

Rev

ReMVD

Rn

S

SU

$1

t

Ui

V

Vi

V=

W

W

x,y

Xl

Xu

a

Model chord length

Droplet drag coefficient

Nozzle flow coefficient

Droplet diameter

Droplet diameter

Maximum droplet diameter in clouds of non-uniform droplet size

Minimum droplet diameter in clouds of non-uniform droplet size

Droplet diameter based on MVD

Total impingement efficiency in clouds of non-uniform droplet size

Acceleration due to gravity

Reference point on test geometry for measuring impingement efficiency.

For the single element airfoils and three finite swept tails tested the

highlight was located at the leading edge (x/c=0). For the three-element

configuration, the highlight was located at the leading edge of each

element. For the S-duct inlet, the highlight locations are defined in Fig.

22h. A summary of highlight locations for the models tested is provided in

Appendix A.

Pdrople_"V .MVD2 /(] 8" lZ "c), droplet inertia parameter

K-;;L/Z s , Modified droplet inertia parameter

Characteristic dimension of a body

Mach number of airflow relative to droplet

Freestream Mach number of airflow

Reynolds number based on chord length

Reynolds number of airflow relative to droplet

Reynolds number based on MVD and free stream speed

Normalized reflectance

Surface distance from highlight

Surface distance from highlight to location of maximum impingement

efficiency

Surface distance from highlight to impingement limit on upper surface

Surface distance from highlight to impingement limit on lower surface

Time; Airfoil thickness

Initial droplet velocity

Potential flow velocity dimensionless with V_

Initial potential flow velocity

Freestream airspeed

Water flow rate from WSU spray nozzles

Engine inlet mass flow

Cartesian coordinates

Chordwise distance corresponding to the impingement limit on the lower

s u rface

Chordwise distance corresponding to the impingement limit on the upper

s u rface

Angle of attack

Local impingement efficiency

NASA/T_2002-211700 4
AP

(_ij

0

Z

P

p_o

Pwater-Pair

Kronecker delta

Impingement parameter (ReM_)2/K

True range of droplet as projectile injected into still air

Range of droplet as projectile following Stokes' law

Absolute air viscosity

Air density

Density of water

1.0 Introduction

Aircraft flying at subsonic speeds through clouds below 8000 meters

(approximately 26,000 ft) can be subject to ice formation on critical aerodynamic

surfaces which can lead to deterioration of aircraft aerodynamic performance and

handling qualities. Ice accretion results from small, supercooled droplets (droplets

cooled below freezing), usually 5 to 50 microns in diameter, which can freeze upon

impact with the aircraft surface. Ice protection systems are employed on most

commercial aircraft to reduce or eliminate the adverse effects of ice accretion. The

design of ice protection systems requires knowledge of local and total droplet

impingement intensities in order to determine energy levels per unit area for ice

protection. In addition, the water impingement limits are needed for determining the

extent of the surface area to be protected. Thus, experimental water droplet

impingement data are important to the development and certification of ice protection

systems.

Experimental impingement data are also needed for the validation of trajectory

computer codes, which play a significant role in aircraft icing analyses. A number of

trajectory computer codes have been developed over the years for predicting the water

impingement characteristics of internal and external aerodynamic surfaces. These

codes are commonly used by industry as a cost-effective tool for evaluating icing

protection requirements for aircraft components and to assist in the testing and

certification of ice protection systems.

Several efforts in water droplet impingement research, including the work by the

NACA in the 1950's and the research in the 1980's and 1990's, can be found in Refs. 1-

7. These efforts have generated experimental impingement data for a range of

conditions within the current icing certification requirements.

Recently, ice accretions resulting from supercooled large droplets (SLD) have

become a safety concern in the aviation community. These icing conditions are outside

the icing certification envelope as defined in Appendix C of FAR Part 25. As a result,

regulatory authorities are currently evaluating large droplet icing effects and safety

issues. To expand the range of application of current icing analysis codes beyond the

NASA/T_2002-211700 5
current icing certification envelope would require experimental impingement data for

large droplets.

This report includes small and large droplet impingement data for a range of

aerodynamic surfaces. The experimental data were obtained in 1997 and in 1999 at the

NASA Glenn Icing Research Tunnel (IRT) facility. The selection of test models and

conditions for the impingement tests was based on an industry survey conducted in

1995.

2.0 Background

The first extensive water droplet impingement database was developed by NACA

in the 1950's. A dye-tracer technique was developed for measuring local impingement

efficiency on aircraft aerodynamic surfaces (Ref. 1). In this technique, water containing a

small amount of water-soluble dye was injected in the form of droplets into the air

stream ahead of the body by means of spray nozzles. The surface of the body was

covered with blotter material upon which the dyed water impinged and was absorbed. At

the point of impact and droplet absorption, a permanent dye deposit (dye trace) was

obtained. The impingement limits were obtained directly from the rearmost dye trace on

the absorbent material.

Data analysis consisted of removing the dyed blotter strips from the body and

punching out small segments of the blotter material for the determination of local

impingement characteristics. The dye was dissolved out of each segment in a known

quantity of water. The weight of dye in this solution was determined by the amount of

light of a suitable wavelength transmitted through the solution by use of a calibrated

colorimeter (colorimetric analysis). The weight of water that impinged at any surface

location per unit time was determined from the weight of dye collected per unit area, and

from knowledge of the original concentration of the dye in the water droplets.

The liquid water content in the cloud was determined using an aspirating device

(Refs. 1, 2). This device consisted essentially of a tube, which sucked in the

approaching air and cloud droplets at the freestream velocity (inlet velocity ratio 1) so

that both the air streamlines and droplets entered the tube along straight-line paths. The

dyed droplets were deposited on a filter mounted within the tube, leaving a dye trace

that could be analyzed using colorimetric analysis. The droplet size distribution was

determined by comparing experimental local impingement rates on cylinders of different

sizes with theoretical predictions of droplet trajectories and impingement points using a

differential analyzer.

Between 1955 and 1958 NACA personnel developed a water droplet

impingement database for a wide range of cylinders, airfoils sections, bodies of

revolution and a supersonic inlet (Refs. 1-5). Table 1 provides a selected list of test

geometries and conditions used by NACA personnel for water droplet impingement

testing. For most test configurations, the NACA method was sufficiently accurate. The

NASA/T_2002-211700 6
error in evaluating maximum local impingement efficiency varied from 10 to 25 percent

(Refs. 1, 2). The major limitations of the NACA method included reduced spatial

resolution and a laborious and time-consuming process for reducing the experimental

data. In addition, the uncertainty in measuring the LWC and MVD values of the spray

clouds used in the impingement tests was considerable.

In 1984, a research program was initiated to further expand and update the

experimental water droplet impingement database and to provide much needed

impingement data for aircraft inlets and modern wing sections. This program was

sponsored by the NASA Glenn Research Center in Cleveland, Ohio and the FAA

Technical Center in Atlantic City, New Jersey. The work was performed by researchers

at Wichita State University and Boeing. During this research program, an experimental

method similar to the one used in the early 1950's by NACA researchers was developed

for measuring local impingement efficiency (Ref. 6). A new method for extracting the

impingement data from the blotter strips was also developed. In this method, the amount

of dye trace on a blotter strip obtained in a given time interval was converted into local

impingement efficiency distribution using a laser reflectance spectroscopy method.

Tests showed that the new data reduction method was significantly more efficient than

the method of colorimetric analysis used in the 1950's by NACA personnel.

To generate the required spray clouds for the impingement tests a twelve-nozzle

spray system was fabricated. This system was designed to have a very fast on/off

response because the spray duration had to be very short (approximately 2-4 sec) to

avoid saturation of the blotter paper. For the reflectance method to be accurate, dye

penetration into the blotter paper had to be kept to a minimum.

The first series of impingement tests were conducted in September of 1985 in the

NASA IRT for a period of four weeks. The geometries tested included a four-inch

cylinder, a NACA 652-015, an MS(1)-0317 supercritical airfoil, three simulated ice

shapes, an axisymmetric engine inlet model and a Boeing 737-300 engine inlet model.

The configurations tested are given in Table 2. The second and final series of

impingement tests were performed in the IRT facility during April of 1989 and lasted for

approximately four weeks. Models tested during this phase of the research program

included two simulated ice shapes, a Natural Laminar Flow airfoil section NLF(1)-0414F,

an infinite span 30 degree swept MS(1)-0317 wing, a finite span 30 degree swept NACA

0012 wing, and a Boeing 737-300 engine inlet model. Details of the test geometries and

conditions are given in Table 3. The experimental impingement data obtained during the

1985 and 1989 impingement tests can be found in Refs. 6 and 7. In summary, the water

droplet impingement research program conducted between 1984 and 1993 was

successful and considerably expanded the impingement database.

A peer review of NASA Glenn icing research activities conducted in 1994

indicated that additional water droplet impingement data were needed. Large droplet

impingement data were also requested in response to a recent commuter aircraft icing

related accident which has raised the question of the effect of ice accretion due to

Supercooled Large Droplets (SLD) on aircraft performance and handling characteristics

NASA/T_2002-211700 7
(Refs. 8, 9). Preliminary studies of the effect of SLD on the ice accretion characteristics

of a full-scale Twin-Otter wing section were reported in Ref. 10. Icing tests conducted

with large droplets of 99 and 160 microns MVD demonstrated that an ice ridge formed

aft of the active portion of the deicer boot. Potential adverse effects due to this ice ridge

formation on the aerodynamic characteristics of aircraft include large loss in lift, increase

in drag and pitching moment, and in severe cases aileron hinge moment reversal and

aileron snatch as discussed in Ref. 11.

Currently, the Aviation Rulemaking Advisory Committee (ARAC)--Ice Protection

Harmonization Working Group (IPHWG) is considering rulemaking addressing aircraft

operations in SLD icing conditions. These conditions are outside the current icing

certification envelopes. Current droplet trajectory and ice accretion computer codes are

not validated for SLD conditions and they will need to be validated so that they can be

used as a means of compliance (Ref. 12). Experimental data is needed to assess the

validity and acceptability of droplet trajectory codes for SLD conditions.

To address the concerns of the icing community, the Icing Technology Branch at

NASA Glenn Research Center awarded a research grant to Wichita State University

(WSU) in 1995 to begin work on modernizing and expanding the water droplet

impingement database. WSU and NASA conducted an industry survey in November of

1995 to identify geometries and conditions to be considered for the next series of water

droplet impingement tests.

Survey participants were chosen from a database of scientists and engineers

kept by the NASA Glenn Icing Branch. Surveys were sent to anyone who was believed

to be interested in the goals of this program. A total of 54 surveys were sent out. About

50% of the surveys were received back. Table 4 shows a summary of the survey

participants by company. Table 5 provides geometries requested by industry group.

Geometries ranged from wings, inlets, S-ducts to radomes. Conditions specified

included drop sizes from 15 to 4,000 microns, airspeeds from 0-500 mph, a wide range

of angles of attack and inlet mass flows.

Survey participants were invited to attend a workshop at NASA Glenn on

December 8, 1995, to discuss concerns, experimental tasks and priorities, test models

and test conditions. The workshop results were compiled and were distributed to all

survey participants in the form of a second questionnaire for further comments and

inputs. Responses from the second questionnaire were used to define a test matrix for

future impingement tests in the NASA Glenn IRT facility.

In December of 1996, NASA awarded a second grant to WSU to improve the

experimental method developed during the 1984 to 1993 research program and to

develop of a more efficient reflectance method based on a CCD camera for extracting

the impingement data from the blotter strips. In addition, extensive impingement tests

were planned in the NASA Glenn Icing Research Tunnel with a range of twodimensional airfoils, and finite wings and a turboprop S-duct engine inlet.

NASA/T_2002-211700 8
The first series of the IRT impingement tests was conducted during the period of

July 25 to September 7, 1997. The second series of impingement tests was conducted

from January 31 to March 1, 1999. A total of 11 wind tunnel models were tested during

these two IRT entries. Test models included six two-dimensional airfoils, a twodimensional high-lift system, three swept horizontal tails and an engine inlet S-duct.

Tests were performed for a range of angles of attack and for median volumetric

diameters of 11, 11.5, 21, 92 and 94 microns. The 92-94 MVD case was selected to

provide SLD impingement data.

Detailed descriptions of the experimental and data reduction methods used to

generate the impingement data and all the experimental impingement data obtained

during the 1997 and 1999 IRT entries are presented in the following sections of this

report.

3.0 Droplet Trajectory Equation and Impingement Parameters

The non-dimensional form of the droplet trajectory equations and nondimensional impingement parameters that are commonly used in the presentation of

theoretical and experimental impingement data are presented in this section. The

dependent impingement parameters are defined for clouds with uniform and nonuniform droplet size distributions.

3.1 Differential Equation of Particle Trajectory

The forces acting on a small spherical droplet moving in the steady flow of air

involve droplet drag, weight, and buoyancy (Ref. 13). The fluid dynamic drag arising

from the relative (slip) velocity of air with respect to the droplet acts as the predominant

force on a droplet. The development of the droplet trajectory equations is based on a

simplified approach, taken by researchers as early as the 1940's. In this approach, the

quasi-steady motion of small spherical droplets moving in the steady flow of air is

considered and it is assumed that the motion of droplets does not disturb the airflow.

The main assumptions used in the derivation of the particle trajectory equations are

summarized below (see Ref. 13):

1. Single phase (air) flow about the body; flow field is not disturbed by the presence

of droplets

2. Quasi-steady-state approximation: at each instant and position, the steady state

drag and other forces act on the particle

3. The drag coefficient for stationary sphere applies

4. Particles are assumed to be solid and spherical in shape

5. Particles do not rotate and have no lift and no moment

6. All drops which strike the airfoil deposit on the surface. Droplets do not

splash/breakup during the impingement process

7. Droplets do not interact with other droplets

NASA/T_2002-211700 9
8. Compressible or incompressible potential flow field of the gas phase about the

body

9. Viscous flow effects such as thick boundary layer formation and flow separation

are not considered.

Using the above assumptions and applying Newton's second law, the nondimensional form for the particle trajectory equation is obtained:

dUi

dt 24K

where K = ppV,_d2//181.z L, inertia parameter of droplet

d = Droplet diameter

= Absolute air viscosity

V_= Freestream speed

t = Time, dimensionless with L/V_

_ Cg(Rev).Rev.(Vi-Ui) (1-o').g.L.Si2

V2

(3-1)

(3 ---- p/pp, density ratio of air to particle

L = Characteristic dimension of body

Rev = Reynolds number of airflow relative to droplet

Ui = ith directional component of particle velocity, dimensionless with V_,

Vi = {h directional component of air velocity, dimensionless with V_

The above mathematical model is valid for icing conditions within the intermittent and

continuous maximum icing envelopes defined in the Federal Aviation Regulation, Part

25, Appendix C. The maximum concentration and mean volumetric diameter (MVD) of

droplets for these icing conditions are as follows:

LWC

MVD

Intermittent Maximum

3.0 g/m 3

50 #m

Continuous Maximum

0.8 g/m 3

40 #m

For the concentrations and sizes of droplets expected to occur within icing clouds, the

assumptions of undisturbed airflow and spherical shape (due to surface tension) of

droplets are valid.

The droplet drag coefficient, Co in Eq. 3.1 is a function of the relative Reynolds

number. It is an analytical form of the standard drag curve and the Cunningham drag

correction factor for molecular slip and compressibility effect. The Co is given in the

following form:

where

Cg(M, Rev)= Cginc(Rev)

G(M/Rev)

Co,,c = Incompressible sphere drag coefficient

(3.2)

NASA/T_2002-211700 10
G(M/Rev)= Cunningham drag correction factor

M = Math number of airflow relative to droplet

From Stokes' law of drag, the incompressible sphere drag coefficient can be

expressed as:

CD'nc(Rev )= CDst°kes(Rev I l-t" Re2/3)6 (3.3)

where

CDstokes(Rev)_ 24

Re v

This equation agrees to within about 5% of the standard drag curve in the range of

0 <_Re v <_lO00and for particles of diameter less than or equal 1 mm.

The Cunningham drag correction factor was proposed by Carlson and Hoglund

(Ref. 14) with following empirical fit to available experimental data for the ranges of

M < 0.2 and Re v < 1000:

where

A = 1 + (M/Rev)[3.82 + 1.28e (-1.25Re_/M)]

(3.4)

B = 1 + e (-°'427M-4._3-3Re;°'88)

The numerator, A in Eq. 3.4 represents the drag reduction factor to account for

the incompressible drag due to the molecular slip or rarefaction effects. The

denominator, B in Eq. 3.4 is the additional correction to account for the Mach number

dependence of the particle drag (compressibility) in continuum flow.

3.1.1 Lar.qe Droplet Effects

A number of droplet trajectory codes have been developed over the years which

use the trajectory equation discussed in this section. These codes have been

extensively tested for icing conditions within the FAA, Part 25, Appendix C envelope and

in general, have demonstrated good agreement with experimental impingement data.

Currently, there is need to extend the application of these trajectory codes to icing

clouds with median volumetric diameters greater than 40 #m which fall outside the

Appendix C envelop. For large droplet clouds, some of the assumptions made in

deriving the trajectory equation may not be valid. In addition, computation of large

droplet impingement may require improvements to the existing numerical models to

account for physical phenomena such as droplet splashing and breakup that have been

observed in recent experimental impingement studies with large droplets. The impact of

these phenomena on the simulation of the impingement characteristics of aerodynamic

surfaces can be considerable as demonstrated in section 7 of this report where large

NASA/T_2002-211700 11
droplet experimental and computational impingement data are compared for a range of

aerodynamic surfaces.

3.2 Impingement Parameters

Spray cloud characteristics and droplet impingement parameters for clouds with a

range of drop sizes are discussed below.

3.2.1 Liquid Water Content (LWC)

The liquid water content (LWC) of a cloud is the amount of water contained in a

given volume of cloud. LWC is usually expressed in grams of water per cubic meter of

cloud. LWCmax values for icing clouds according to the Appendix C icing envelopes are

presented in section 3.1. For simulated icing clouds inside the icing tunnels, the LWC is

controlled by the water and /or air pressures of the spray system used to create the

spray clouds.

3.2.2 Cloud Droplet Distribution

The distribution of droplets in a cloud can be expressed in various forms (Ref. 6).

Briefly, the following four types of distributions are most commonly used:

1. Number density of droplets versus droplet diameter

2. Percent of liquid water content versus droplet diameter

3. Percent of liquid water content versus droplet diameter normalized to median

volumetric diameter.

4. Percent cumulative liquid water content versus droplet diameter normalized to

median volumetric diameter.

A distribution which has been employed in various analytical studies is the

Langmuir "D". This distribution and other similar ones were established by Langmuir

(Ref. 15) from natural-icing cloud measurements made on Mt. Washington. The rate of

deposition of ice on slowly rotating cylinders exposed to supercooled clouds blowing

over the summit was correlated with that of theoretical calculations. Reference 6

provides comparisons of Langmuir "D" distribution and the droplet distributions produced

by the WSU spray system used in the 1985 impingement tests. A dimensionless

Langmuir "D" distribution is shown in Fig. la.

3.2.3 Median Volumetric Diameter (MVD)

The Median Volumetric Diameter (MVD) of a droplet distribution is defined as the

droplet diameter for which half the total liquid water content is contained in droplets

larger than the median and half in droplets smaller than the median. Given a droplet

distribution, the MVD can be calculated as follows:

. For a continuous distribution, if n(D) is the number of particles per unit

sampling volume having diameters between D and D+dD (volumes between V

and V+dV) then DMVD can be calculated from

NASA/T_2002-211700 12
,_ tgMv°n(x) x2dx PcoJD,.in

[ g,._xn(x) x 2 dx

P (.OJ Dmin

= 0.5 (3.5)

. For a discrete distribution, if the particle number density is given in N discrete

groups such that ni(Di) is the number of the particles in group i having

diameters between D and D+dD then, Eq. 3.5 can be written as

where

K

PoJZ ni(Di)D7

i=1

N

P=_._ ni(Di)D7

i=1

=0.5 (3.6)

DE = the diameter of group K, is equal to the MVD (DMVD)

p_o= density of water, Kg/m 3

3.2.4 Local Impin.qement Efficiency (_)

Considering a body in a cloud with uniform droplet size distribution, the local

impingement efficiency ,8 for any point on the body surface is defined as the local droplet

flux rate at the body surface normalized to the freestream flux rate. Referring to Fig. lb,

,8 is defined as the ratio of that infinitesimal area dA_ to the corresponding impingement

area on the body surface dAs. This definition follows from the continuity of droplet mass

flow.

For a continuous non-uniform cloud distribution, the impingement efficiency is

given by the following expression

_-: -_t-t.[:' ,8 d_ (3.7)

where ,8 is a function of drop size and therefore can be expressed as a function of co,the

liquid content for a given drop size.

For a discrete cloud distribution, ,8 is defined as the weighted average of the local

impingement efficiency values due to each droplet group in the cloud. Let cot be the

liquid water content of the cloud, Acoi be the partial liquid water content contained in the

droplets of size (d_), in the group (t') of the distribution, and N be the total number of

discrete size droplet groups available. For a body exposed to a cloud with such a droplet

distribution, the local impingement efficiency due to a single droplet group of size d_ is ,8_,

where ,8 is defined in figure 1b. The local impingement efficiency due to all N groups in

the distribution over an infinitesimal area of the body is given by the following expression

NASA/T_2002-2ll700 13
1 N

= 7,, _ #i'4r'ei (3.8)

wt i=1

m

3.2.5 Total Impin.qement Efficiency (E)

The total impingement efficiency of a three dimensional body exposed to a cloud

of droplet distribution is defined as

where

s_ _ dAs

Af is the projected frontal area of the body

dAs is an infinitesimal impingement area on the surface of the body

Su and $/ represent the upper and lower impingement limits on the body

(3.9)

3.2.6 Impin.qement Limits

Droplets which start out at freestream position y_ ( Fig. lc) with respect to a reference

line that pass through the highlight (most forward point at o_=0°) of a body downstream

will impinge at some location on that body. As these initial freestream droplet positions

increase in distance from the reference line they will impinge farther back along the

surface of the body until a maximum distance Y_,maxis obtained. This limiting trajectory

is defined as the tangent trajectory to the body at point P (Fig. lc). Any droplets starting

at a freestream location farther from the reference line than Y_,max will miss the body

entirely. The distance Sm measured along the body surface from the highlight of the

body to point P is called the limit of impingement. This distance is usually expressed in

dimensionless form by dividing Sm by the characteristic length (L) of the body.

For two-dimensional flow, there are two impingement limits, an upper and lower

(for external flow, e.g., airfoil section) or an outer and inner (for partly internal flow, e.g.,

engine inlet). For three-dimensional flow, the limits of impingement may vary spanwise

along the surface of a finite wing or circumferentially along the surface of an engine

inlet. For a droplet distribution that varies from Drain to Dmax, the impingement limits can

be established for each droplet size. The maximum impingement limits are defined by

the impingement limits of the largest droplet diameter of the distribution.

3.2.7 Summary of Droplet Impin.qement Parameters

Table 6 provides a list of definitions and expressions for key non-dimensional

parameters that affect the droplet trajectory such as droplet inertia parameter K, droplet

modified inertia parameter Ko, Reynolds number based on MVD, ReMVD, true droplet

range Z, and independent impingement parameter ¢, which represents the deviation of

the droplet drag force from Stoke's law and is defined is such a way that the droplet

diameter, d, has been eliminated. These non-dimensional impingement parameters are

also useful in linking the impingement data presented in this report with early

NASA/T_2002-211700 14
experimental and numerical studies of airfoil water impingement characteristics (Refs. 1

and 2). In some of these early studies, the impingement characteristics of bodies were in

some cases presented in terms of non-dimensional impingement parameters such as K

and ¢. Note that the definitions in Table 6 are based on the reference length, typically

the airfoil chord for two-dimensional sections or the mean aerodynamic chord (MAC) for

finite span wings.

4.0 Experimental Method

4.1 Wind Tunnel Facility

The impingement tests were conducted in the NASA Glenn Icing Research

Tunnel (IRT). The IRT is a closed-loop refrigerated wind tunnel with a 6-ft high by 9-ft

wide by 20-ft long test section and a maximum speed of 430-mph (empty test section). A

plan view of the IRT circuit is shown in Fig. 2. The tunnel circuit operates at or below

atmospheric pressure, and the test section static temperature can be controlled between

-40 °F to +40 °F. All test models were installed on the tunnel turntable using the floor

mounting plate (See Fig. 3). A view of the IRT test section is given in Fig. 4. Two sets of

nozzles are available in the IRT facility for generating spray clouds and include the

standard and MOD-1 type nozzles. The basic IRT nozzle design is shown in Fig. 5. The

IRT spray system consists of 10 spray bars with 54 nozzle locations per spray bar. Only

129 nozzles are currently being used to generate the required icing clouds. The IRT

spray system is capable of simulating icing clouds with MVDs in the range of 14 to

40t_m, and Liquid Water Content (LWC) of 0.3 to 3 g/m 3 as shown in Figs. 6 and 7.

Recently, a small number of large droplet calibrations have been performed permitting

the generation of icing clouds with MVDs in the range 70 to 270 microns. Further details

regarding the IRT facility are provided in Ref. 16.

4.2 Test Models and Instrumentation

Details of the eleven test models used in the experimental investigation and

related instrumentation are given below.

4.2.1 MS(1)-0317 Airfoil

The MS(1)-0317 airfoil is representative of modern medium speed airfoils. It was

designed in the mid 1970's for general aviation aircraft (Ref. 17). This two-dimensional

airfoil was constructed out of Fiberglass skin, which was epoxied to an aluminum spar

and aluminum ribs. The interior of the airfoil model was filled with foam. An aluminum

plate was installed at each end of the model for mounting in the IRT test section. The

model had a nominal span of 72 inches and a chord of 36 inches and it was mounted

vertically in the test section. A total of 49 static pressure taps were available for this

airfoil. These taps were located in the chordwise direction 35.5 inches above the tunnel

floor. The MS(1)-0317 airfoil section and model installation details are given in Figs. 8a8c. Impingement data for this airfoil were obtained during the 1985 IRT impingement

tests performed by WSU and Boeing. These data were used to verify the experimental

set up for the 1997 and 1999 water droplet impingement tests.

NASA/T_2002-211700 15
4.2.2 GLC-305 Airfoil

This airfoil is representative of general aviation business jet wing sections. It was

constructed at the NASA Glenn Research Center out of Fiberglass with two 2-inch thick

wooden spars and seven 1-inch thick ribs as described in Ref. 18. It had 36-inch chord,

72-inch span and 3.123-inch maximum thickness (tmax = 8.7% chord) at x/c = 0.4. The

airfoil was instrumented with 44 static pressure taps distributed in the chordwise

direction at a span location 33 inches above the tunnel floor. The airfoil section

geometry and installation in the IRT test section are shown in Figs. 9a-9c.

4.2.3 NACA 652-415 Airfoil

This airfoil is representative of general aviation wing sections. Airfoils suitable for

low speed general aviation aircraft should have low drag and gentle stall characteristics

with relatively high thickness ratio to keep structural weight low and to provide sufficient

space for fuel (Ref. 19). The NACA 6-series airfoils were designed to have low profile

drag in a limited range of lift coefficient (drag bucket). Aerodynamic performance

characteristics for the NACA 652-415 airfoil are provided in Ref. 20.

The single element NACA 652-415 wind tunnel model was designed and

fabricated at Wichita State University. It was made out of aluminum, and had 72-inch

span and 36.53-inch chord which was truncated to 36 inches during manufacturing to

allow for sufficient trailing edge thickness for installation of a pressure port at the trailing

edge. The maximum thickness for this airfoil was 5.486 inches (t/c = 0.15) and was

located at approximately 40% chord. The center of rotation of the airfoil was at 50%

chord. The airfoil was instrumented with 79 pressure taps at the mid span location which

corresponded to the IRT centerline. Twelve additional pressure taps were placed in the

chordwise direction one foot above and below the centerline taps (6 taps on each side)

and nine more taps were distributed spanwise at the 70% chord station on the upper

surface of the airfoil. The 21 additional pressure taps were used to verify that twodimensional flow was maintained for the angles of attack used in the impingement tests.

The airfoil section geometry and installation in the IRT test section are shown in

Figs. 10a-10c.

4.2.4 Commercial Transport Tail Section

This airfoil was provided by NASA Glenn Research Center and was

representative of horizontal tail sections used in large commercial transport aircraft. The

model was constructed out of Fiberglass skin 3/8-inch thick with two 2-inch thick wooden

spars and seven 1-inch thick ribs (Ref. 18). The airfoil had 36-inch chord, 72-inch span

and a maximum thickness of approximately 9% chord (3.23 inches) at x/c = 0.34. It was

instrumented with 44 static pressure taps distributed in the chordwise direction at a span

location 33 inches above the tunnel floor. Two thirds of the static ports were located in

the forward 50% portion of the chord length. Figures 11 a-11 c show the airfoil geometry

and model installation in the IRT test section.

NASA/T_2002-211700 16
4.2.5 36-in and 48-in NLF(1)-0414 Airfoils

The Natural Laminar Flow NLF(1)-0414 airfoil was designed in the early 1980's

for general aviation applications. Airfoil design performance features at a Reynolds

number of 10 million and Mach number of 0.4 included lift coefficient of 0.4, drag

coefficient of 0.0027 at an angle of attack of approximately -1°, 70% chord laminar flow

on both surfaces, and maximum lift coefficient of 1.83 at a stall angle of attack of 17.8 °

(Ref. 21). The NLF(1)-0414 airfoil had a maximum thickness to chord ratio of 0.143. The

maximum thickness on the upper surface was 8.3% chord at x/c = 0.418 while that on

the lower surface was 6% chord at x/c = 0.515.

Two NLF(1)-0414 airfoils were tested, a 36-inch single element airfoil and a 48-

inch two-element section. Both models spanned the height of the IRT test section (72

inches).

The 36-inch airfoil was provided by NASA Glenn and was constructed out of

Fiberglass. The airfoil had a trailing edge thickness of 0.055 inches and it was

instrumented with five pressure taps. The airfoil section and model installation details

are depicted in Figs. 12a-12c.

The 48-inch two-element airfoil shown was fabricated at WSU out of aluminum

and had a simple 25% chord full span flap as shown in Fig. 13a. The deflection of the

control surface was adjustable in 5-degree increments from -35 ° to +35 °. The pivot

location of the control surface was at x = 37.584 in, y = -0.116 in. The leading edge

radius of the control surface was 1.584 inches and the trailing edge thickness was 0.057

inches. The gap between the control and the main element was 0.2 inches. The 48-in

model was instrumented with 124 pressure taps, which were distributed as shown in

Table 7. Figures 13b-13c show the model installation in the IRT test section.

4.2.6 NACA 64A008 Swept Tail

This was a full-scale reflection plane tail model consisting of the outboard portion

(44% to 100% semi-span) of a general aviation business jet tail. The tail tip consisted of

a semi-cylindrical cap. Geometry and model installation details are provided in

Figs. 14a-14d. The model was fabricated at NASA Glenn Research Center out of

aluminum and it was instrumented with 60 pressure taps which were equally divided

between two spanwise stations 24 and 43 inches above the tunnel floor as shown in

Fig. 14c. The tail airfoil was a symmetric 8% thick NACA 64A008 section and it was

constant from root to tip. The location of maximum thickness for this airfoil section was

at x/c = 0.39. The Mean Aerodynamic Chord (MAC) of the finite swept tail model was

37.65 inches and was located approximately 22 inches above the tunnel floor.

4.2.7 25%-Scale Business Jet Empennaqe (BJE)

The horizontal tail of the BJE consisted of a tapered swept planar planform (i.e.,

no twist and no dihedral) with an 8% chord thick airfoil section from root to tip. The

location of the maximum thickness was at approximately 38% local chord. The airfoil

section was in the streamwise direction and its chord length was 16.35 inches at the root

and 7.04 inches at the tip. The tail sweep was 29.098 degrees at leading edge and

NASA/T_2002-211700 17
11.066 degrees at the trailing edge. The tail mean aerodynamic chord (MAC) was 12.31

inches, the tail span was 51.575 inches and the tail area was 603.135 in 2. The aspect

ratio of the horizontal tailplane was 4.4. The incidence of the horizontal tail was -8

degrees with respect to the body axis. Thus, a body angle of attack (AOA) of +8 °

corresponded to a geometric angle of attack of 0° at the tail.

The elevator had a leading edge sweep of 17.28 degrees with its leading edge at

68% of local chord. The elevator hinge line was at 73.32% chord location. The elevator

surface behind the hinge line had a geometric mean chord of 3.072-inch and a planform

area (left + right elevators) of 152.784 in2.

The right side of the tail surface was instrumented with 126 pressure taps

distributed at three spanwise locations corresponding to 25%, 55% and 85% semi-span.

Each spanwise location had 42 static pressure ports. Fig. 15a shows the geometry of

the airfoil section. The installation of this model in the IRT test section is shown in

Figs. 15b-15e.

4.2.8 Full-Scale Business Jet Horizontal Tail

This model was a half-span full-scale version of the 25%-scale BJE horizontal tail

described above. The full-scale tail was truncated at approximately 44.5% semi-span so

that it could be installed in the IRT test section as a reflection plane model. The nontruncated half span full-scale horizontal tail consisted of a tapered swept planar planform

(i.e., no twist and no dihedral) with an 8% chord thick airfoil section that remained the

same from root to tip. The airfoil section is shown in Fig. 16a. The chord length was 65.4

inches at the root and 28.16 inches at the tip. The maximum airfoil thickness was at

approximately 38% local chord. The tail mean aerodynamic chord (MAC) was 49.249

inches. The tail sweep was 29.098 degrees at the leading edge and 11.066 degrees at

the trailing edge. The half tail span was 103.15 inches and the half tail planform area

was 33.509 ft2 (4825.30 in2). The aspect ratio of the non-truncated horizontal tail was

4.4. The elevator had a leading edge sweep of 17.28 degrees and its leading edge was

at 68% of the airfoil chord. Note that the airfoil chord varied linearly in the spanwise

direction. The elevator hinge line was at 73% chord location and the elevator surface

behind the hinge line had a geometric mean chord of 12.288 inch and a planform area of

8.49 ft2 (left elevator). For the truncated model tested, the root chord was 48.82 inch and

the tip chord was 28.16 inch as shown in Fig. 16b. The truncated tail model had a 57-

inch span starting at 44.5% semi-span of the non-truncated model and extending to the

tail tip (100% semi-span). Model installation details are presented in Figs. 16b and 16c.

4.2.9 Three-Element Hi.qh Lift System

This high lift airfoil section was selected to address the needs of large transport

airframers. The three-element section was designed in the early 1990s (Refs. 22 and

23). It is an advanced high lift system, which is representative of modern transport wing

designs.

The three-element airfoil was an all aluminum model with 72 inches span and 36

inches nested chord. The configuration consisted of a slat, a main element and a flap.

NASA/T_2002-211700 18
The flap and slat elements were rigged to the main element with four one-piece steel

brackets. Only the landing configuration was considered in this investigation. For this

case, the slat deflection was 30 ° leading edge down and the flap deflection was 30 °

trailing edge down. Deflection of the high-lift components was set with respect to the

main element wing reference plane (WRP) as shown in Fig. 17a. The slot size between

the main element and the high lift components was defined in terms of the overhang

(OH) and the gap. Overhang is the horizontal distance from the trailing edge of the

upstream element and the leading edge of the downstream element. The overhangs for

the slat and flap were -0.9 and +0.09 inches respectively. Gap is the minimum distance

between the trailing edge of the upstream element and the leading edge of the

downstream element. For the slat, the gap was 1.062 inches and for the flap it was

0.457 inches. The installation of the three-element airfoil in the IRT test section is shown

in Figs. 17b-17c.

A total of 128 static pressure taps were available on this model. These taps were

distributed along a single chordwise row at mid-span (36 inches above the tunnel floor)

and along three spanwise rows, two on the upper surface of the flap and one on the

upper surface of the slat. The distribution of the pressure ports is given in Table 8.

4.2.10 Comparison of Airfoil Sections Tested

Figures 18-21 compare the airfoil sections for the 2D and 3D wing models tested

during the 1997 and 1999 impingement tests. Coordinates for the airfoil sections of the

models tested can be found in Appendix B.

4.2.11 S-duct En.qine Inlet

This model consisted of a full-scale bifurcated inlet S-duct representative of

modern turboprop aircraft. The S-duct inlet configuration is depicted in Fig. 22a. The test

article was actual flight hardware and was provided by the Allison Advanced

Development Company. A bifurcated inlet of the type tested protects the engine from

ingesting foreign objects primarily in the form of runway debris, ice, birds, etc. The

bifurcated inlet requires scavenge air in addition to the scheduled engine airflow, thus

causing greater mass flow rate at the highlight plane. The sizing criterion of the

scavenge duct is based on the minimum required air flow to preclude any objects from

entering the engine flow path at a critical operating point such as normal takeoff

(Ref. 24). The main features of the S-duct inlet are depicted in Figs. 22b and 22c.

Details of the inlet cross-section are provided in Figs. 22d, 22e and 22f. As shown in

Figs. 22d-22e the inlet three-dimensional shape is a combination of two-dimensional

elliptical cross-sections that are stacked on a three-dimensional spine line. The

complete geometry definition for this model is available in electronic format from NASA

Glenn Research Center. The installation of the inlet in the IRT test section is shown in

Fig. 22g. Blotter strip locations for this model are provided in Fig. 22h.

The inlet was instrumented with an array of 30 static pressure taps. Four static

pressure taps were installed circumferentially at four axial locations in the duct upstream

of the splitter nose. An additional four static taps were placed circumferentially near the

NASA/T_2002-211700 19
engine inlet plane. The remaining 10 taps were located on the splitter nose and along

the lower wall of the scavenge duct.

The main inlet mass flow was simulated and recorded using the IRT mass flow

system. To determine the scavenge duct flow a calibrated Dantec Flow Master Probe

type 54N60 was provided by the Allison Company. The Dantec probe used was a

temperature compensated thermal anemometer probe with an accuracy of +2.5%.

Tunnel airspeeds and inlet mass flow conditions used during the impingement

tests of the S-duct engine inlet are summarized below:

Tunnel Air Main Inlet Flow Scavenge Duct Flow Capture Area Ratio

Speed (Core Flow) (Includes scavenge flow)

mph Ibm/s Ibm/s

130 23 1.57 + 0.04 0.84

170 23 2.08 + 0.05 0.65

4.3 Dye Tracer Method

The dye-tracer technique was initially developed by NACA (Ref. 1) and was

modified by Papadakis et al. (Ref. 6). The modified dye-tracer method was used in the

1997 and 1999 IRT impingement tests. In this method, distilled water containing a

known concentration of blue dye (0.3g of FD&C Blue No. 1 dye per 1 liter of water) was

injected into the air stream of the IRT in the form of a droplet spray cloud using a

specially designed 12-nozzle spray system. The test model was covered with thin strips

of blotter paper (James River Paper Company Verigood 100# Blotting Paper) in areas of

interest and was exposed to the spray cloud. The amount of dye-mass per unit area of

blotter strip obtained in a given time interval was measured using reflectance

spectroscopy. The water impingement characteristics of a test model were obtained

from the concentration and location of the dye distribution on the blotter paper.

4.4 Spray System

All 1997 and 1999 impingement tests were conducted using a twelve-nozzle

spray system developed by personnel at Wichita State University. The IRT spray system

was not used in this study because it was not designed for the short duration sprays

(typically 2-18 seconds) required to prevent saturation of the blotter paper used in the

dye tracer method.

The WSU spray system was originally developed in 1985 but it was significantly

modified for the 1997 and 1999 impingement tests. The system was designed to use the

standard or MOD-1 IRT spray nozzles shown in Fig. 5. Details of the original WSU spray

system can be found in Ref. 6. Briefly, the original system developed in 1985 provided

blue dye solution under pressure from a high pressure supply tank to each of the 12

nozzles via high-pressure rubber hoses as shown in Fig. 23. Pressure for the supply

tank was obtained from a 125-psig airline, and was set to the required level using a

mechanical pressure regulator. A separate 100-psig high mass flow air source

(atomizing air manifold) provided air to the nozzle assemblies for atomizing the water.

NASA/T_2002-211700 20
The atomizing air pressure was set by a mechanical pressure regulator. Fast acting

solenoid valves were used to turn the spray on and off. During testing, the main air

supply solenoid was turned on several seconds before the spray was initiated to allow

the air pressure to stabilize. Next, the 12 water solenoid valves were turned on and a

spray cloud was produced. The median volumetric diameter (MVD) of the spray cloud

was set by varying the air-to-water pressure ratio. The duration of the spray was

controlled by a timer developed to turn on and off the air and water solenoid valves.

System pressure adjustments and monitoring were done manually and as a result,

during the 1985 and 1989 tests it was difficult to maintain consistent performance

between sprays.

One of the main goals of the research effort described in this report was to

improve the repeatability of the experimental impingement data which in previous

experimental studies was found to exhibit considerable variation. Studies conducted by

the WSU/Boeing research group showed that spray system consistency had a large

effect on the repeatability and quality of the experimental impingement data. Thus, a

significant effort was directed during this new research program in improving and

monitoring spray system performance.

A number of electronic pressure transducers were added to the spray system at

strategic locations to monitor the air and water pressures during each test. The pressure

transducer selected for monitoring water pressure was the SETRA 206. A pressure

transducer was installed in each water line just upstream of the nozzle and also at the

water tank. The pressure of the atomizing air was measured at the regulator with a

SETRA 204 transducer. In addition, three SETRA 206 transducers were used to monitor

atomizing air pressures at selected nozzles. These transducers were added to the

longest airline corresponding to each group of four nozzles. Pressure transducer

information is provided in Table 9. Prior to each IRT test entry, the NASA Glenn flow

calibration lab tested and calibrated all the pressure transducers used in the WSU spray

system.

A sensitive flow meter was added to the spray system to monitor water volume

flow rate. This instrument measured the water volume flow rates in the range 0.02 to 1

gallon per minute with an accuracy of 0.2% full scale (FS). This flow meter was also

calibrated by the NASA Glenn flow calibration lab.

The pressure regulators for setting the tank water pressure and the nozzle air

pressure were modified so that the pressures could be set remotely from the tunnel

control room. A miniature Electro-pneumatic transducer was added to each pressure

regulator and was used to adjust and maintain the required air and water pressure levels

in the spray system. During the 1999 IRT test, an automatic feedback control was

incorporated in both the water and air pressure regulating units. The desired pressure

levels for both air and water could be pre-set into the spray system control program to

enhance the accuracy and repeatability of the spray system performance.

NASA/T_2002-211700 21
The NASA Glenn Standard nozzles used in the 1985 and 1989 impingement

tests were replaced with the NASA Glenn MOD-1 nozzles. This was done for two

reasons. First, the MOD-1 nozzles have a lower flow rate (approximately 1/3) for a given

air pressure and delta pressure (Pwater-Pair) than the standard nozzles so that longer

spray times could be achieved without saturating the blotter strips. Longer spray times

are desirable because they result in more stable sprays. Second, large MVD calibration

data were available for these nozzles. One of the objectives of the 1997 and 1999

impingement tests was to produce data for MVD sizes of the order of 100 #m.

A new stainless steel pressure tank with 30-gallon capacity was installed. The

new larger capacity tank replaced the 9-gallon aluminum tank used previously. A set of

12 brackets were designed and built for mounting the twelve-nozzle spray system to the

new IRT spray bars. The new brackets allowed for a more precise installation of the 12

nozzle assemblies. The installation of the WSU spray system in the IRT facility for 1997

impingement tests, and the location of the twelve-nozzle spray system on the IRT spray

bars as well as the tabulated coordinates of each spray nozzle with respect to the IRT

spray bars are shown in Figs. 24-25. The locations of the WSU spray nozzles for the

1999 impingement tests are given in Figs. 26-27. A close up of one of the WSU nozzle

assemblies is provided in Fig. 28. The stainless steel pressure tank for storing the dyed

solution and the main air and water pressure lines and the air and water pressure

regulators are shown in Figs. 29-31a.

The improved twelve-nozzle spray system is shown in Fig. 31 b. This system was

assembled and tested extensively at WSU before it was shipped to NASA Glenn for the

water droplet impingement tests. During the impingement tests at the NASA Glenn IRT

facility, several detailed analyses of recorded spray system parameters were performed.

The results showed that the system was capable of maintaining air and water pressures

to within +1 psi from the required settings as demonstrated in Tables 10a and 10b.

Note that the IRT water spray system was not used for the impingement tests.

However, during the 1997 impingement tests, IRT spray bar air was used to enhance

cloud uniformity. In addition, during the 1997 and 1999 impingement tests, the IRT spray

bars were activated periodically between impingement tests to maintain the required

relative humidity level in the tunnel air stream.

4.5 Spray System Data Acquisition and Control

A personal computer system with related hardware and software was developed

to control and monitor the performance of the spray system and to store and analyze

spray system performance parameters. This system consisted of a Pentium 100Mhz PC

system with a data acquisition (DAQ) board, and a digital I/O (DIO) board, thirteen (13)

solid-state relay (SSR) digital signal conditioning modules installed on two backplane

boards, a transducer control panel, a shielded I/O connector block (SCB) and a cable

adapter board. A schematic of the main hardware units is given in Fig. 32. The DAQ

board was used to read and process the signals from all transducers. This board had 32

input differential channels and a sampling rate capability of up to 500,000 samples per

second. The DIO board was a high-speed, 32 bit parallel digital I/O ISA interface. This

NASA/T_2002-211700 22
board was used to turn on selected SSR relay units, which in turn activated the

associated solenoid valves of the spray system. Each of the twelve nozzle assemblies

had one solenoid valve. In addition, a solenoid valve was installed on the main air

supply, which provided high-pressure air for atomizing the water sprays from the twelve

nozzles.

The control software was developed using LabVIEW, a graphical programming

language for data acquisition and control, data analysis and data presentation. The

LabVIEW software provided a Windows driven menu system for controlling and

monitoring the performance of the spray system. The user could select any combination

of nozzles and transducers from the windows menu, specify spray time duration, plot the

transducer signals in real time, and store a range of impingement test parameters as

well as other information related to each test. All test parameters and transducer

voltages were written out to a Microsoft Excel file at the end of each test.

During an impingement test the system software activated the solenoid valves by

sending a command to the DIO board. Data from the DAQ board were recorded at

regular time intervals for the complete duration of the spray. The sampling rate varied

from approximately 9 to 18 points per second depending on spray duration. For long

sprays, the lower sampling rate was used. This was done to keep the size of the output

files to a manageable level.

4.6 Cloud Uniformity

Cloud uniformity is critical to obtaining repeatable and accurate impingement

data. The three main parameters involved in the description of a spray cloud are droplet

size, droplet distribution and LWC. Of these three parameters, LWC distribution is the

most difficult to control. Extensive tests were conducted to set the location of the twelve

spray nozzles so as to obtain a 2-ft high by 3-ft wide uniform cloud region centered in

the IRT test section. Since perfect uniformity is practically not obtainable, for the

purpose of the impingement tests, uniformity was accomplished when LWC variation

within the region of interest was within +15% of the average.

Cloud uniformity was measured using two methods. In one method, a 6-ft by 6-ft

stainless steel grid with horizontal and vertical increments 6 inches apart was used to

determine cloud uniformity. The plane of the grid was normal to the flow and passed

through the center of the turntable. Blotter squares, approximately 1.25 inches in size,

were attached to this grid at 6 inch horizontal and vertical increments to cover the

required 2-ft by 3-ft area (35 blotter strips were used during each cloud uniformity test).

The tunnel was brought up to test speed and the blotters were sprayed. The dye

distribution on each blotter was determined using the CCD reflectometer described in

section 5 of this report. Next, the nozzles were adjusted to make the dye distribution and

therefore the LWC more uniform. This grid/blotter method, which was laborious and time

consuming, was similar to the one presented in Refs. 6 and 7. Figure 33 shows the

uniformity grid (with/without blotter squares) installed in the IRT test section.

NASA/T_2002-211700 23
The second method for determining cloud uniformity was recently developed at

NASA Glenn (Ref. 25). In this method, a 15-watt Argon-Ion laser beam was split into two

beams, which were directed to sheet projectors or to a galvanometer using optic fibers.

The light from the sheet projectors or the galvanometers was passed through large

(64cm long) cylindrical lenses, which produced a laser sheet that spanned the tunnel

width. By using only one or both of the cylindrical lenses, the height of the laser sheet

could be adjusted to 2-ft or 4-ft respectively. The laser sheet was set approximately

normal to the flow and was located a small distance upstream of the uniformity grid. The

uniformity grid was left in the test section and was used for reference. The installation of

the Argon-Ion laser beam system and its key components are shown in Figs. 34-36.

The location of the 2-ft and 4-ft high laser sheet planes with respect to the IRT test

section is shown in Fig. 37.

A 14 bit CCD array camera was installed on the IRT spray bars between bars

four and five and 21 inches to the left (looking upstream) of the vertical support beam as

shown in Figs. 24 and 26. The camera was placed inside an airfoil fairing to minimize

disturbance to the flow. Uniformity tests were conducted with all lights off in the test

section and with the lights in the control room dimmed. With the tunnel set to the

required airspeed (175 mph), the spray system was activated for approximately 30 to 50

seconds. The intensity of the scattered laser light from the droplets crossing the laser

sheet was recorded using the CCD camera installed on the IRT spray bars. High

intensity regions in the recorded image corresponded to high LWC and vice versa.

Using camera software, the image could be analyzed to determine variations in LWC

within the desired uniformity region. Figure 38 shows example images of clouds

obtained with the CCD camera.

Extensive tests were conducted with the laser sheet method for all spray

conditions selected for the impingement tests. The images obtained were used to adjust

the locations of the nozzles until the desired LWC distribution was obtained. This

method was found to be considerably more efficient than the grid/blotter method. In

addition, the high resolution of the laser sheet technique proved valuable in

understanding the effect of individual nozzles on the cloud LWC distribution. To verify

the results obtained with the new uniformity method, a small number of tests were

conducted with the grid and blotter strips. The results obtained showed good correlation

with the laser sheet test results for all MVD conditions.

4. 7 MVD and L WC Measurements

Droplet size and distribution measurements for all spray conditions were

determined using the NASA Glenn Forward Scattering Spectrometer Probe (FSSP) and

the Optical Array Probe (OAP) shown in Figs. 39 and 40 respectively. Details regarding

these probes can be found in Ref. 26. The LWC measurements were performed with the

NASA Glenn hot wire King Probe Model KLWC-5 described in Ref. 27. Briefly, the King

Probe operates on the theory that when a heated wire is maintained at a constant

temperature, any excess power consumed by the wire is in proportion to the mass of

water impacting on it. The installation of the King Probe in the IRT test section is shown

in Fig. 41.

NASA/T_2002-211700 24
Two series of droplet and LWC measurements were conducted during each of

the six-week IRT test entries in 1997 and 1999. One was conducted near the start of

testing after the uniformity tests were completed and a second near the end of the

impingement tests. Each series of droplet size, droplet distribution, and LWC tests

consisted of several repeated measurements of the desired spray cloud conditions.

MVD and LWC measurements were performed for all spray conditions used in the

experiments. Short and long duration sprays were used in the LWC measurements to

determine the effect of cloud unsteadiness on LWC. Traces of LWC as a function of time

showed no significant impact of spray duration on the average LWC. Measured MVD

and LWC distributions during the 1997 and 1999 IRT tests are summarized in Fig. 42a42c. MVD sizes and corresponding spray system air and water pressure settings are

given in Tables 10a and 10b. Note that all data presented in Fig. 42 were obtained at the

center of the IRT test section.

Extensive tests were also conducted with the FSSP and King probes in 1997 and

in 1999 to identify the impact of relative humidity on the cloud characteristics. These

tests showed that the effect of relative humidity on LWC was considerable particularly

for the 11-micron MVD case. Based on the relative humidity studies, it was decided to

conduct all impingement tests at a relative humidity of 75% + 5%.

4.8 Reference Collector Mechanism

Local LWC measurements were obtained with a device called the Reference

Collector Mechanism (RCM) at all locations in the IRT test section corresponding to test

model blotter strip locations. The purpose of these measurements was to correct the

impingement data for local variations in LWC. The LWC measurements were performed

with the reference collector mechanism described in Ref. 6. Due to test model

installation, size, and angle of attack, blotter strips on each model tested resulted at

different locations within the 2-ft high by 3-ft wide uniformity region established from the

uniformity tests. By measuring the local LWC within the 2-ft by 3-ft test area, the effect of

variation in cloud uniformity could be corrected, thus improving the accuracy and

repeatability of the experimental impingement data. The RCM had six short blades and

one long blade as shown in Fig. 43. Each blade was 0.2 inches wide and 1 inch in chord

as shown in Fig. 44. The length (span) of the blades was 2 inches for the short blades

and 9 inches for the long blade.

The collector mechanism was placed in the empty IRT test section with its

collector blades positioned as close as possible to the blotter strip locations on the test

models. Since test model location varied depending on model installation and angle of

attack, the collector mechanism had to be tested at several positions. For the collector

tests, blotter strips 0.2 inches wide were placed on the collector blades so that the plane

of each blotter strip was normal to the flow. The collector mechanism was tested at the

same airspeed and cloud conditions as the test models. In addition, the spray duration

for the collector tests was identical to that used for the airfoil tests Figure 45 shows the

location of the collector blades with respect to the uniformity grid with the reference

collector mechanism placed on the IRT turntable center. The locations of the reference

NASA/T_2002-211700 25
collector blades with respect to the blotter strip locations on the MS(1)-0317 airfoil at an

angle of attack of zero degrees are shown in Fig. 46.

The impingement data from the collector blotter strips were analyzed using the

data reduction methods described in section 5 and the amount of dye in the freestream

was determined at all locations of interest. The collector dye mass per unit area and its

impingement efficiency were used to obtain the LWC in the freestream which was then

used to convert the raw impingement data for each test model into impingement

efficiency distributions. Table 11 provides computed impingement efficiency values for

the collector blades for all test MVDs as well as the LWC measurements obtained with

the King Probe during the 1997 and 1999 tests. Table 11 shows that the collector blades

had high impingement collection efficiency. This is attributed to the small chord and

thickness of the collector blades.

4.9 Test Matrix

Models and conditions for the 1997 (7/25/97 to 9/7/97) and 1999 (1/31/99 to

3/1/99) IRT tests are provided in Table 12a and 12b respectively. All tests were

conducted at a total air temperature of 48°F + 8°F and a relative humidity of 75% +5%.

4.10 Surface Pressure Measurements

Most of the models tested were equipped with surface pressure taps as

discussed in section 4.2. Surface pressures for each model were obtained prior to the

impingement tests. Pressure measurements were performed with the IRT electronically

scanned pressure (ESP) system. Six 32-port (+5 psid) ESP modules were available in

the IRT, providing a total of 192 pressure channels. One port in each module was used

for a check pressure; thus 31 channels per module were available for test data, or a total

of 186 ports. The ESP system applied a three-point pressure calibration to all port

transducers. The calibration pressures were measured with precision digital quartz

transducers. This on-line three-point calibration ensured that measurement errors were

not greater than +0.1% of full-scale. The standard calibration interval was every 400

cycles (approximately 15 minutes). The experimental pressure data were used to

validate the computed pressure distributions prior to performing the impingement

analyses.

4.11 Impingement Test Procedure

To obtain water droplet impingement data for a test model the following steps

were performed.

1. The spray system air and dyed water pressures were set to produce the required

MVD. Pressure settings for all MVD sizes used in the impingement tests are

given in Tables 10a and 10b for the 1997 and 1999 tests respectively.

2. Blotter strips were attached at the required locations on the forward part of the

test model with aluminum tape. The blotter strips were approximately 1.5 inches

wide and had various lengths, depending on model geometry, angle of attack

and MVD size. For the majority of the models the blotter strips were rectangular

in shape. For the swept NACA 64A008, 25%-scale BJE, and full-scale business

NASA/T_2002-211700 26
.

.

jet tail section, however, V-shape blotter strips were used so that the blotter strip

was in the streamwise direction. Each blotter strip was marked on its backside

with the run number, test model and location on the model.

The tunnel airspeed and in the case of the S-duct the inlet mass flow was set to

the required value, the spray system was activated for a short period of time and

a dye deposit was obtained on the blotter strips. The spray time duration varied

from approximately 2 to 18 seconds depending on MVD size as shown in

Table 10.

The tunnel airspeed was reduced to idle, the blotter strips were carefully

removed from the model and were placed in the control room to dry prior to

being stored. The model was wiped clean and new blotter strips were placed on

the model for the next test.

Each test condition was repeated three to four times (i.e., 3 to 4 tests per

condition) to establish a measure of test repeatability. In some cases as many as 10

repeats were performed over a period of two days to better determine the repeatability

of the experimental technique.

Periodically, the collector mechanism was tested between model tests to provide

the required local LWC measurements for reducing the model impingement results.

5.0 Data Reduction Method

Two methods have been developed over the years for reducing impingement

data. The first method was developed by NACA in the 1950's and was based on

colorimetric analysis (Ref. 1). The second method was developed by WSU/Boeing in the

1980's and was based on diffuse reflectance spectroscopy (Refs. 6, 28 and 29). This

method was significantly more efficient than colorimetric analysis and provided higher

resolution impingement data. In an effort to further increase the efficiency of the data

reduction process to the point where the data could be reduced on-line, a new

implementation of the diffuse reflectance spectroscopy method was developed during

the course of this research program. Details of the data reduction methods and the

semi-automated systems developed for extracting and analyzing the data from the

blotter strips are presented below.

5.1 Reflectance Spectroscopy

The data reduction methods used in this work rely on the assumption that when a

dye-laden blotter strip is illuminated by a light source the intensity of light scattered by

the dyed paper is a measure of the dye mass per unit area of the paper. Regions on the

blotter strip corresponding to high impingement rates are darker in color and reflect less

light than those corresponding to low impingement rates. Regions with no dye

accumulation are white and scatter the maximum amount of light. The relation between

dye concentration and reflectance is not linear and is defined from calibration tests. To

enhance the sensitivity of the reflectance method, the dye must have a strong

absorption at the wavelength of the light source used for illuminating the blotter strips.

NASA/T_2002-211700 27
For improved accuracy, dye penetration normal to the blotter surface should be kept to a

minimum since the data reduction method relies on surface reflectance measurements.

The acceptable level of dye penetration depends on the data reduction system and is

determined from experiments.

5.2 Reflectance Calibration Curves

The reflectance calibration curve relates normalized reflectance from the dyeladen blotter strip to dye mass and therefore water impingement on the blotter strip. The

curve is a standard against which the reflectance of each blotter strip is compared

during the data reduction process.

To produce the reflectance calibration curve, approximately 30 rectangular blotter

samples each 1.5-inch wide by 15-inch long were prepared over the course of this

research program. Each blotter sample was sprayed with blue dye solution until a

uniform blue color density was obtained over the whole rectangular blotter sample. By

varying the spraying time and the concentration of the dye solution, blotters with a wide

range of uniform color densities were obtained covering the spectrum from very light

blue to dark blue color. Next, three circular disks each 1.13-inch in diameter were

punched out from each of the rectangular blotter samples. The average reflectance of

each of the discs was measured using both the laser and CCD reflectometers described

below. The dye mass from each disc was extracted by the WSU chemistry lab using the

method of colorimetric analysis described in Ref. 6. Next, the dye mass from each

blotter disc was divided by the disc area to provide the dye mass per unit area. The

normalized reflectance calibration curves shown in Figs. 47-50 were produced by

plotting the normalized reflectance from each disc sample against the corresponding

dye mass per unit area. In these curves, a normalized reflectance value of 1

corresponds to the white blotter paper and indicates zero dye mass. More than 70 dyeladen blotter discs were used to define the laser and CCD calibration curves shown in

figures 47-50.

5.3 Data Reduction Systems

Two systems were used to reduce the raw impingement data obtained during the

1997 and 1999 impingement tests. The first system was a laser reflectometer, which

was developed and tested extensively during the 1985 and 1993 research programs

conducted by WSU and Boeing Company. The second system made use of a CCD

array camera for digitizing the images of the dyed blotter strips, which were then stored

for later analysis.

A prototype CCD data reduction system was developed in 1992 at Wichita State

University. This system consisted of an 8-bit Cohu 4080 CCD camera with a Dipex

frame grabber connected to a personal computer. Tests showed that this system was

capable of extracting impingement data from dyed blotter strips. However, it was

determined that a system with a resolution higher than 8-bits was required to accurately

resolve the variation in blue color density, particularly near the region of maximum

impingement. Further development of the method was hindered by the cost of highresolution cameras at that time.

NASA/T_2002-211700 28
In 1995, Bragg et al. (Ref. 30) developed a method based on a 14-bit CCD

camera array which was used to analyze impingement data from tests conducted with a

NACA 652-015 airfoil. Good correlation with other published experimental data for this

airfoil was demonstrated.

The main advantages of a CCD data reduction system are speed and spatial

resolution. Such a system has the capability of providing on-line data reduction during

impingement testing.

The Laser and CCD data reduction systems used in this work are described

below.

5.3.1 Laser Reflectometer

The main components of the laser reflectometer are depicted in Fig. 51a and

include: (a) a red He-Ne laser with a wavelength of 632.8 nm, (b) a rotating drum for

mounting the blotter strips, (c) a convergent lens for focusing the reflected light from the

blotter strip onto a silicon photodetector and (d) a EG&G silicon photodetector for

converting the reflected light collected by the lens into a voltage (V1) which is stored for

further analysis, and (e) a splitter glass plate and another silicon photodetector for

monitoring fluctuations in laser light intensity. The voltage (V2) from the second

photodetector is also stored and is used in the data analysis. Details of the laser

reflectometer can be found in Ref. 6.

A PC based digital data acquisition system was developed to control the

operation of the reflectometer and to analyze and plot the impingement data. Note that

the maximum absorption of the blue dye selected for the impingement tests occurred at

629.5 nm, which is very close to the wavelength of the laser, thus, ensuring that small

changes in dye color density could be resolved by the system.

The process of converting the raw color density distribution from a dye-laden

blotter strip into impingement efficiency distribution involved a number of steps. First, the

raw reflectance versus surface distance data (see Fig. 51b) were extracted by mounting

each blotter strip on the drum of the laser reflectometer and scanning the strip along its

length as shown in Fig. 52a and 52c. The voltages V1 and V2 from the two

photodetectors obtained during a scan were stored on disk and were used to generate

the raw reflectance values shown in Fig. 51b. Note that V-shape strips and long

rectangular blotter strips had to be scanned in segments because the reflectometer

could only accommodate rectangular strips with a maximum length of 16.5 inches. The

raw reflectance data from each segment of the blotter were then combined using a

computer program and were stored for further analysis. The spatial resolution of the

reflectometer was 47 data points per inch. To convert the raw reflectance values into

impingement distributions a FORTRAN program developed during the course of this

research was used. The steps involved in generating the final impingement distribution

curves are outlined below:

NASA/T_2002-211700 29
1. The raw reflectance values stored in electronic format during the data extraction

process were divided by the reflectivity of the bare (white) blotter paper to obtain

normalized reflectance data using the equation below.

Raw reflectance of dyed blotter paper R.=

Raw reflectance of white blotter paper

(Vl/V2 )Dyed blotter paper

---- (Vl /V2 )whiteblotter paper

(5.1)

.

3.

The raw reflectance of the white blotter paper was determined by scanning

several sample white strips to obtain an average value. This value was verified at

the beginning and end of each data reduction session.

The normalized reflectance data were converted into dye mass per unit area

using the laser calibration curves in Figs. 47 and 48.

The impingement efficiency for each data point recorded was obtained from the

following equation.

,8 = Local Dye Mass per Unit Area X,scottector (5.2)

Average Collector Dye Mass per Unit Area

Collector strips were reduced prior to the model strips since the collector dye

mass was required to define the impingement efficiency of each test model. The

value of/3Colleotor is a function of MVD and is given in Table 11.

5.3.2 Charqe-Coupled Device (CCD) Reflectometer

A schematic diagram of the CCD system developed by WSU is given in Fig. 53a.

The system consisted of a Pentium 200 MHz PC, a CCD array camera with 14-bit

resolution, a camera electronics unit, a camera PC controller, a 24 mm Nikkor lens, four

(4) Quartz halogen lamps with precision beam control, four 629nm band pass filters one

for each lamp, two power supplies for the lamps, a camera stand, a 1.5-ft wide by 2.5-ft

long non-reflecting glass sheet, and a portable dark room for reducing the data.

The data from each dye-laden blotter strip were extracted as follows. Each strip

was placed on the table inside the dark room next to a reference scale. The highlight

mark on the blotter strip was aligned with a fixed mark on the reference scale. The nonreflecting glass was placed on top of the blotter to keep the blotter flat on the table. The

halogen lights were set to the required intensity level by adjusting the voltage and

amperage of the two power supplies. Light from each lamp was passed through a 600

nm +40 nm filter to enhance light absorption by the blue dye on the strip. The camera

shutter was activated through the PMIS software and it was kept open for a specified

time period, which was determined during the system calibration. A 512 by 512 pixel

array image of the blotter strip was obtained and it was stored on disk for later analysis.

The camera was capable of resolving nearly 14 bits (or approximately 16000) of

intensity values of scattered light from the blotter strip. The blue strip was removed and

a white reference strip was placed on the table in exactly the same location. The

NASA/T_2002-211700 30
process was repeated and a 512 by 512 image of the white strip was obtained and

stored. The raw reflectance from the white strip was used to normalize the raw

reflectance from the dyed strip. Figure 53b shows a typical raw intensity plot obtained

from PMIS software for a tested blotter strip. Note that, the lower intensity values on the

plot correspond to the darker (dyed) region on the blotter strip.

Windows driven software, written in PV-WAVE command language and in

Microsoft FORTRAN, were developed for the CCD data reduction system to process the

images from the dyed strips into impingement distributions. The process for generating

the impingement efficiency distributions involved the following steps:

1. Each dyed strip image and the corresponding white strip image were read using

the PV-WAVE software developed. Both images were corrected using the bias,

dark, flatfield and reference images, which were obtained and stored during the

calibration of the CCD array camera.

2. Using the computer mouse, a rectangular region was selected on the white strip

image. This region was processed by the software to provide an average intensity

value for the white paper.

3. For a rectangular dye-laden blotter strip, a region that was large enough to cover

the complete extent of dye impingement was selected using the computer mouse

as shown in Fig. 52b. The location of the highlight point on the strip (typically the

point on the leading edge of the test geometry corresponding to x/c=0) and a

length scale were defined for determining surface distance along the strip. For a

V-shape strip, four points were selected by the user as shown in Fig. 52d to

define the extent of impingement.

4. The software produced an array of dye intensity versus surface distance for the

dyed strip. These values were normalized by the average white blotter paper

intensity value to produce an array of normalized intensity (i.e., 0 to 1) distribution

versus surface distance, which was stored for further analysis.

Because impingement tests were repeated a number of times for each test

condition, several blotter strips were produced for each condition tested. A FORTRAN

program was developed to process the normalized intensity values from several blotter

strips into a single array of averaged normalized intensity versus surface distance. This

array was converted into dye mass (t_g/cm 2) versus surface distance using the

calibration curve shown in Fig. 49 and 50. Next the local impingement efficiency values

were obtained from Eq. 5.2, which is identical to the one used for processing the data

from the laser reflectometer.

NASA/T_2002-211700 31
6.0 Analysis Methods

Analytical results for the two-dimensional test cases involving the MS(1)-0317,

NACA 652-415, commerical transport tail section, GLC 305 and NLF(1)-0414 airfoils

were obtained with the LEWlCE-2D code version 1.6. This code is a panel-based ice

accretion prediction code that applies a time-stepping procedure to calculate the shape

of an ice accretion. The potential flow field is calculated in LEWlCE 1.6 (Ref. 31) using

the Douglas Hess-Smith 2-D panel code. This potential flow field is then used to

calculated the trajectories of particles and the impingement points on the body. Note that

the impingement analysis for the three-element high lift system was obtained with

theLEWlCE3D code and a 2-D incompressible Navier-Stoke based flow solver (INS2D).

Three-dimensional analysis for NACA 64A008 finite swept wing, 25%-scale

business jet empennage, full-scale business jet horizontal tail, and s-duct engine was

performed on a single processor (R12000) of an SGI Octane computer. The following

steps were required to complete the impingement analysis for the three-dimensional

configurations.

1. The grid for the trajectory calculations was constructed using the ICEGRID code

2. The PMARC code was used to generate the velocities on this grid and to generate

the surface velocities needed in the LEWlCE-3D code.

3. The impingement analysis was performed with the LEWlCE-3D code using the panel

model and the surface velocity information obtained in step 2 above.

6.1 Grid Generation - ICEGRID

ThelCEGRID program was developed at Glenn Research Center by Bidwell and

Coirier specifically for the task of optimizing trajectory calculations in the LEWlCE-3D

code for the panel code interface. ICEGRID automatically produces grids which are

optimal for trajectory calculations. An optimal grid for trajectory calculation should have a

minimum number of cells, allow for quick traversal (for velocity interpolation), and have

clustering of cells near regions of impingement. The tri-binary, multi-block grid structure

coupled with a feature that generates refinement only external to the surface of the

geometry results in a program that generates grids with a minimum number of cells and

which are quickly traversed. The use of refinement regions and functions within the

program allows the user to easily control cell size and density in any region of the grid.

The ICEGRID program also produces a minimum of grid points which reduces the panel

code calculation times. The program requires the surface geometry and an input file

describing the grid volume and refinement parameters. The code refines the grid near

regions of interest which can include the geometry, parts of the geometry, and lines or

points input by the user. The code is similar to an oct-tree method (Ref. 32) in that it

recursively divides the original grid volume until the refinement criteria for each cell have

been met. The code will not refine cells internal to the geometry. ICEGRID is different

from most oct-tree methods in that the grid volume is allowed to be multiply skewed,

multiblock and different refinement functions can be used in any direction. This last

feature is where the code really differs from the oct-tree methods in that it allows a given

cell to be divided into 8, 4 or 2 cells depending on the refinement function instead of the

NASA/T_2002-211700 32
oct-tree method which divides a cell into 8 cells if the refinement is required. This results

in grids with much fewer cells for cases where gridding requirements are disparate in the

different directions (e.g. swept wings which have a much smaller cell size requirement in

the chordwise direction than in the spanwise direction). The grids used in the

impingement analysis of the swept tail models are shown in Figs. 54-56. The grids were

all swept to align with the leading edge of each model and were only generated for one

side of the symmetry plane.

Cell size is critical in producing accurate droplet trajectories. The panel and grid

cell size must be similar and small enough to resolve the velocity gradients in the vicinity

of the wing. Specific grid properties for each swept tail model are summarized below:

Geometry No of Grid Min Chordwise/surface Min Grid Cell Max Cell Size

Points normal grid spacing Size - Spanwise for grid

NACA 64A008 216,708 0.159 cm 5.08 cm 40.64 cm

Full-Scale BJ 259,066 0.159 cm 5.08 cm 40.64 cm

Tail

25%-scale BJ 224,582 0.04 cm 1.27 cm 10.16 cm

Tail

The grid plane at y = 0 shows the major features of the grid. It took approximately one

hour of CPU time to generate each of the grids.

6.2 Flow Solver - PMARC

PMARC is a first order 3D potential flow panel code (Ref. 33). Geometries are

represented with quadrilateral surface panels which have constant doublet and source

distribution. The formulation used in PMARC results in a solution that is second order

accurate allowing for accurate flow solutions with fewer panels and less CPU time than

other first order methods. The disadvantage of this method is that because a numerical

differentiation is used to generate the velocity distribution careful panelling is required to

prevent numerical errors. The code can generate solutions for internal and external

compressible flows and can handle a large number of panels (approximately 10,000).

For the current study, PMARC computations were performed using a steady,

isolated flow with a y = 0 plane of symmetry as shown in Figs. 54c, 55c and 56c. The

swept 64A008 panel model contained 2303 panels, the full-scale business jet tail section

panel model contained 2162 panels and the 25%-scale business jet empennage panel

model contained 2162 panels. Flow solutions were calculated for two angles-of-attack

(0 °, 6.25 ° for the NACA 64A008 model; 1°, 6° for the full-scale business jet tail section

and 2 °, 7 ° for the 25%-scale business jet empennage model. In cases where surface

pressure information was available (i.e. the swept NACA 64A008 model and the 25%-

scale business jet empennage model) an attempt to match the analytical and

experimental pressure distributions was made by varying the analytical angle-of-attack.

In these cases, the analytical and experimental angles-of-attack were different. Matching

the pressure distributions ensured that the experimental and analytical flow models had

NASA/T_2002-211700 33
similar flow fields which is the key in the consistency of the collection efficiency

comparisons (Ref. 34). The flow solutions and velocity calculations took approximately

150 minutes for each of the cases.

6.3 Impingement Analysis - LEWICE-3D

The LEWICE-3D grid based code incorporates trajectory, heat transfer and ice

shape calculation into a single computer program. This code can handle generic

multiblock structured grid based flow solutions, unstructured grid based flow solutions,

simple cartesian grids with surface patches, and adaptive grids with surface patches.

The latter two methods allow the use of generic panel code input which is a

computationally efficient method for generating ice shapes. The code can handle

overlapping and internal grids and can handle multiple planes of symmetry. Calculations

of arbitrary streamlines and trajectories are possible. The code has the capability to

calculate tangent trajectories and impingement efficiencies for single droplets or droplet

distributions. Ice accretions can be calculated at arbitrary regions of interest in either a

surface normal or tangent trajectory direction. The LEWICE-3D code has been used in

previous calculations for isolated wings, inlets, ducts, and full aircraft configurations

(Refs. 35-41).

The methodology used in the LEWICE-3D analysis is desribed in Ref. 42. In

general, the trajectory analysis requires six basic steps for each section of interest at

each time step as follows:

1. In the first step the flow field is generated by the user.

2. Surface streamlines are calculated during the second step. The surface streamline

analysis uses a variable step size fourth-order Runge-Kutta integration scheme

developed by Bidwell (Ref. 40).

3. In the third step, tangent trajectories are calculated at the region of interest.

4. In step 4, an array of particles is released between the tangent trajectories. These

impacting particles are used to calculate collection efficiency as a function of surface

position. The trajectory analysis is basically that of Hillyer Norment (Ref. 43) with

modifications by Bidwell. At the heart of the trajectory analysis is the variable step

predictor-corrector integration scheme developed by Krogh (Ref. 44).

5. Step 5 involves interpolating or extrapolating the collection efficiencies onto the

streamlines.

LEWICE-3D calculation times varied for the different cases depending upon the

drop size and the number of trajectories. The LEWICE-3D calculation times are heavily

dependent upon grid size and structure because the largest portion of the LEWICE-3D

calculation time (greater than 99%) is spent calculating velocities at specified points,

which involves searching through the grid tree structure for the cell in which the point is

located. The trajectory integration time for the cases varied from 0.02-0.05 seconds.

Approximately 100 trajectories were required for each drop size at each section of

interest for the droplet impingement calculations. This resulted in calculation times of

approximately 250-500 seconds for each of the tail cases (2 sections-of-interest, 27 bin

distribution).

NASA/T_2002-211700 34
The S-duct engine inlet analysis was comprised of two tasks. The grids and flow

solutions using the NPARC flow solver were provided by the engine manufacturer.

NASA Glenn generated the trajectory analysis using the LEWlCE-3D program.

There were six blocks of grid systems with a total of 997,450 grid points as shown

in Fig. 57. A multi-block Navier-Stokes flow solver (NPARC) was used to obtain the

internal flow solution for a Reynolds number of 591,290 based on a reference length of

approximately 16 inches (see Fig. 22f) and a Mach nubmer of 0.22.

The trajectory analysis was conducted with the LEWICE-3D program with an

eight-bin distribution representing the IRT cloud for each of the three droplet sizes used

in the experimental investigation. The Monte-Carlo collection efficiency method was

used to generate the collection efficiencies on the inlet outer and inner surfaces. Each

bin of the distribution required about 1,000,000 droplet trajectory calculations and took

about 240 hours on a single 300 MHz SGI Octane processor to complete.

7.0 Results and Discussion

In this section, the accuracy of the experimental and data reduction methods is

discussed and sources of error are identified. Results from studies performed during the

experimental investigation are used to quantify the effect of test variables on test

repeatability. Experimental impingement data for all models tested are presented and

are compared with analysis data obtained with the LEWlCE-2D and LEWlCE-3D

computer codes discussed in section 6. All the experimental data are averaged data

from repeated tests. Geometric, flow and droplet parameters for the airfoil and finite

wing models used during the impingement tests are summarized in Table 13.

7.1 Repeatability of Experimental Method

Test repeatability is an important indicator of the quality of the experimental

method. Repeatability is defined as the maximum percent difference of repeated test

runs from the average. Typically, the maximum difference is observed at the point of

maximum impingement efficiency. Previous experimental investigations (Refs. 1-7 and

30) have demonstrated test repeatability in the range of 10%-30%. The main

contributor to this uncertainty has been the experimental method and in particular, the

repeatability of the spray clouds.

An uncertainty analysis presented in Ref. 30 showed that errors in spray time,

dye concentration, spray system pressures, tunnel velocity and cloud unsteadiness due

to spray bar-induced turbulence alone were responsible for 14% variation in I_rnax. Tests

performed during the present investigation have identified and quantified the uncertainty

of important experimental variables and their effect on test repeatability. In general, the

results obtained support the findings in Ref. 30 with one significant exception: relative

humidity was found to be critical to test repeatability.

NASA/T_2002-211700 35
7.1.1 Spray System Performance and Repeatability

The spray system is an important component of the experimental method and is

directly responsible for the repeatability of the spray cloud. Important spray system

variables include air and water pressures, spray duration, and nozzle performance. In

addition, since spray system pressures are set based on information gathered from

pressure transducers distributed throughout the system, the accuracy of these devices

is critical to spray system performance. The accuracy of the pressure transducers used

in this work is presented in Table 9.

Experimental results presented in Table 10 and Figs. 58 and 59 indicate that the

twelve-nozzle spray system was capable of maintaining water and air pressures to

within + 1 psi. A detailed error analysis was performed using the calibration equations

for the MOD-1 nozzles provided by NASA (Refs. 45 and 46). This analysis showed that

variations of +1 psi in spray system pressures would result in +0.5 microns error for the

11.5-micron MVD and + 1 micron error for the 21-micron MVD. These results are

supported by repeated FSSP and OAP measurements presented in Fig. 42.

Computations performed with LEWlCE-2D (Ref. 31) showed that the errors in I_maxdue

to +0.5 microns, and +1 micron error in MVD were of the order of +1% (i.e., AI_ = .01) for

the 11.5-micron and 21-micron cases as demonstrated in Fig. 60a. The effect of the

MVD uncertainty on the impingement limits can be estimated from Fig. 60b. All

computations were performed with monodispersed (i.e., single drop size) droplet

distributions.

The NASA Glenn MOD-1 nozzles used in this investigation have a very thin water

tube with a diameter of 0.0155 inches (0.4 mm). A bent or clogged water tube can

cause significant changes in cloud uniformity. It is very difficult to estimate the error due

to nozzle characteristics. The approach taken in this work was to carefully select and

check all nozzles used in the 12-nozzle spray system. The first step was to select

nozzles with very similar flow coefficients (Cf). The flow coefficient of a nozzle is defined

as

Where, W is the water flow rate in gallons per minute and AP is the differential pressure

between the water and air supplied to the nozzle in psi. The flow coefficients of the 12

nozzles selected varied from 0.00398 to 0.00406 as shown in Figs. 25 and 27. Next,

each MOD-1 nozzle was visually inspected to verify that its water tube was aligned with

the nozzle axis. To help prevent nozzle clogging, the water solution from the tank was

filtered prior to entering the MOD-1 nozzle assemblies. Since filtering does not eliminate

the problem of nozzle clogging, a very sensitive flow meter was installed in the spray

system. During each test, the flow rate from all 12 nozzles was monitored. Tests

performed with partially clogged nozzles showed that the flow meter could easily detect

changes in the total flow rate even with a single nozzle partially clogged. Flow rates

corresponding to each test MVD case are presented in Table 10. Figure 61 shows the

NASA/T_2002-211700 36
variation in the 12-nozzle water flow rate for selected tests conducted during the 1999

IRT entry. As an added precaution, a video camera was installed near the entrance of

the test section to monitor the nozzles during each test. Finally, each time the spray

system pressures were adjusted to change the MVD size, two to three spray tests were

performed to verify that all nozzles were spraying consistently.

Repeatability of spray duration is important to the accuracy of the experimental

results. Spray duration was controlled by the PC timer unit, which was accurate and

repeatable. However, another factor, which affects spray duration and cannot be

controlled easily, is nozzle on/off performance. This is related to the MOD-1 nozzle

design and solenoid on/off response. During the evaluation of the spray system, each

nozzle was videotaped from the start to the end of a spray test. By counting video

frames (30 frames per second), it was determined that the spray required approximately

0.06 seconds to reach full strength after activation of the solenoid valves. Upon deactivation of the solenoid valves, however, the spray "shut off" time varied from 0.2 to

0.4 seconds depending on nozzle. In summary, the variation in spray duration was

approximately 0.2 seconds between tests. Since spray duration was set according to

MVD size, the variation in spray duration for the 1997 impingement tests was 1% for the

18 seconds spray (MVD = 11.5#m), 3% for the 6 seconds spray (MVD = 21 #m), and 7%

for the 3 seconds spray (MVD = 92t_m). Shorter sprays were selected for the larger

MVDs to avoid blotter paper penetration by the dye solution. Note that during the 1999

IRT tests, spray times were reduced as shown in Table 10b. This was done to enhance

the sensitivity of the data reduction method by further limiting dye penetration into the

blotter paper. For the new spray times selected the variation in spray duration was 2%

for the 9 seconds spray (MVD = 11 #m), 4.7% for the 3.8 seconds spray (MVD = 21 #m),

9.5% for the 2.2 seconds spray (MVD = 94#m).

Figures 62 and 63 show typical spray system air and water pressure histories for

each of the three MVD cases used in the 1997 and 1999 impingement tests

respectively. A small transient period, approximately 0.5 to 1 seconds in duration is

observed in the pressure traces for some of the test cases. This transient behavior was

also observed during the MVD and LWC measurements with the FSSP, OAP and KING

probes. Basically, the cloud MVD and LWC stabilized to their final values within 0.5 to 1

seconds.

7.1.2 Cloud Uniformity

Cloud uniformity and in particular LWC uniformity, is the most challenging aspect

of the experimental method and contributes significantly to the experimental uncertainty.

During the course of the 1997 and 1999 impingement tests, extensive cloud uniformity

tests were performed using the laser sheet as well as the grid and blotter method. The

objective of the uniformity tests was to adjust the WSU spray nozzle locations in order to

produce spray clouds with uniform LWC over a 2-ft high by 3-ft wide area at the center

of the IRT test section. This area was determined to be sufficient for testing the wind

tunnel models selected for the impingement tests. Figures 64-66 show typical cloud

uniformity results in terms of normalized reflectance for the 11, 21, and 94-micron MVD

cases obtained with the grid and blotter method during the 1999 IRT entry. Note that

NASA/T_2002-211700 37
the sharp reflectance spikes in these figures (normalized reflectance values close to 1.0)

correspond to the grid bars which were spaced 6 inches apart in both the horizontal and

vertical directions. The results presented show that in most cases the cloud uniformity

was in the range of +10% to +15% from the average within the area of interest.

However, in spite of the extensive efforts made to obtain a spray cloud with

uniform LWC, local variations within the test area are usually present and these

variations could significantly affect the quality of the experimental data. These local

variations are the result of the large number of variables that influence the spray cloud

characteristics. Parameters such as nozzle performance, spray system settings, model

geometry, angle of attack, relative humidity, tunnel turbulence level, etc. could affect the

LWC distribution in the wind tunnel test section. Furthermore, the interaction between

these variables was not easy to assess. For example, high spray system air pressures

required for certain cloud conditions could increase the level of turbulence in the tunnel

and the level of cloud unsteadiness. This is why it is so important that local LWC

measurements are made at exactly the same locations as the model strips. Typical

local LWC measurements performed with the collector mechanism are presented in

Figs. 67a and 67b in terms of normalized reflectance. Variation in normalized

reflectance was between -2.8% and +1.4% from the average and corresponded to a

dye mass density (i.e., LWC) variation from +9% to -4% respectively. Thus, although

the variation in LWC within the 2-ft by 3-ft area of interest was +10% to +15%, local

LWC measurements exhibited less variation.

However, measurement of local LWC does not eliminate the effect of cloud nonuniformity. This is because the collector mechanism and the model are not subjected to

exactly the same flow field. The presence of a lifting wing modifies the flow field,

particularly in high lift situations. Thus, although blotter strips on the wing and collector

could be placed so that they corresponded to the same physical location in the test

section, the dye impinging on model and collector strips could originate from spatial

locations in the cloud with different values of LWC.

7.1.3 Relative Humidity

The effect of relative humidity on the experimental impingement data was partially

investigated by the WSU/Boeing team during the 1985 and 1989 impingement tests at

NASA Glenn. However, attempts to quantify the effect of relative humidity were not

successful. Recently, experiments conducted by Bragg et al. (Ref. 30) showed that

relative humidity did not have a significant effect on spray clouds produced with three

NASA Glenn STANDARD nozzles. This conclusion was drawn from cloud droplet

distribution measurements for five humidity levels varying from 10% to 63%.

During the present investigation, extensive tests were performed to quantify the

effect of relative humidity on cloud droplet distribution and LWC, since these parameters

are directly related to the repeatability of the experimental impingement data. Droplet

distributions and LWC measurements were conducted for relative humidity levels

ranging from 55% to 95%. Droplet measurements were obtained with the NASA Glenn

NASA/T_2002-211700 38
FSSP probe while LWC measurements were performed with the NASA Glenn KING

probe. Results from this study are presented in Table 14, and in Figs. 68a and 68b.

Table 14 shows that relative humidity had a significant effect on droplet count and

LWC but not on cloud MVD. The effect of relative humidity on cloud LWC for MVDs of

11, 11.5, 21, 92 and 94 microns is demonstrated Figs. 68a and 68b. For the 1997 IRT

tests and for the 11.5#m MVD, increasing the relative humidity from 60% to 90%

increased LWC from 0.01 to 0.12 g/m 3. Thus, a 30% increase in relative humidity

increased the local LWC by a factor of 12. Similar tests conducted during the 1999 IRT

tests showed that a 30% increase in relative humidity resulted in a threefold increase in

cloud LWC. Relative humidity had a smaller but still significant effect on the LWC for

clouds with larger MVDs. For instance, tests conducted during the 1997 IRT entry

showed that for the 21#m cloud, a 30% increase in relative humidity increased LWC

from 0.12 to 0.21 g/m 3 while for the 92#m case, the same increase in humidity increased

LWC from 0.18 to 0.28 g/m 3.

The results of the relative humidity study demonstrate that changes in relative

humidity of the order of +10% could result in large variations in the impingement results

and that the repeatability of the data can be adversely affected by changes in relative

humidity. In particular, if the collector and the models are tested at different relative

humidity levels, the experimental error can be considerable. It should be noted that the

NASA Glenn MOD-1 nozzles used in the 1997 and 1999 impingement tests have lower

flow rates (approximately 1/3 lower) than the STANDARD nozzles. Therefore, spray

clouds produced with the MOD-1 nozzles could be more sensitive to changes in relative

humidity.

7.1.4 Dye Recirculation

Dye recirculation could adversely affect the experimental impingement results.

Several tests were conducted to investigate the possibility of dye recirculation in the

tunnel. Initially, blotter strips were attached on the IRT spray bars near the tunnel

centerline so that the blotters were facing upstream. After two days of testing, the blotter

strips were scanned with the CCD reflectometer. No dye trace was found. Five weeks

after the start of the impingement tests, the tunnel turning vanes upstream and

downstream of the refrigeration section, which was located just upstream of the IRT

spray bars, were examined for dye deposits. Several turning vanes were wiped with a

clean wet cloth to determine if dye deposits were present. Small traces of dye were

found in the vanes upstream of the refrigeration section. However, no dye trace was

found downstream of the refrigeration section. To investigate the possibility of dry dye

powder recirculation in the tunnel, several wet blotter strips and a wet cloth were

attached to the IRT spray bars facing upstream. The blotters and cloth were moistened

periodically to make sure that they remained wet between impingement tests. After two

days of testing, the blotters and cloth were examined for dye deposits. No visible dye

traces were observed. Thus, it is concluded that dye recirculation was not a problem in

the present investigation.

NASA/T_2002-211700 39
7.2 Repeatability of Data Reduction Methods

A discussion on accuracy and repeatability of the data reduction methods is

presented in this section. Key factors affecting the data reduction method include: blotter

paper consistency, calibration curve relating normalized reflectance to dye mass, depth

of dye penetration into the blotter, uniformity of blotter strip illumination and performance

of hardware components.

7.2.1 Blotter Paper Characteristics

It is advisable to select a thin blotter paper for the impingement tests since a thin

paper conforms better to the surface of the test model and minimizes aerodynamic

interference. The paper should also retain its texture throughout the testing and it should

be chemically inert to the dye and water. Its composition should minimize dye diffusion

in the lateral direction. Furthermore, the paper should be mechanically strong to

withstand the aerodynamic forces experienced during testing.

Three types of white blotter paper were evaluated for the impingement tests: a

James River Paper Company 100# Verigood blotting paper (VG100#) with a thickness

of 0.53 mm, a James River 80# Verigood blotting paper (VG80#) with a thickness of

0.45 mm, and a Whatman WH3MM Chromatography paper (W3MM) with a thickness of

0.35 mm. To determine the consistency in the reflectance properties of these papers, a

large sample of blotter strips were scanned with both data reduction systems. The

results obtained showed that the VG100# and W3MM papers exhibited +2% variation in

raw reflectance from the average. Reflectance variation for the VG80# was in the range

of +3% to +4%. It should be noted that some of the variation observed was due to the

data reduction systems.

Several dye-laden blotter paper samples were produced with all three types of

blotter paper to define the normalized reflectance versus dye mass calibration relation

for each paper. The data for the laser reflectometer are presented in Fig. 69.

Corresponding data for the CCD data reduction system are depicted in Fig. 70. Note

that these are not the final calibration data for the data reduction systems. They are

presented here to demonstrate the effect of paper characteristics on the calibration

curve and on the data reduction process.

The reflectance versus dye mass relation exhibited a steep decline in normalized

reflectance for low dye mass densities followed by a more gradual decline. As the dye

mass density increased beyond a certain value, the slope decreased significantly and in

some cases it was close to zero. In the region of the calibration curve where the slope is

nearly zero (saturation region), the accuracy of the data reduction method is

considerably reduced. That is, a small error in normalized reflectance can produce a

large error in dye mass. Thus, the saturation region limits the usable range of the

calibration curve. The usable range of the calibration curve corresponds to the region of

the curve where small errors in reflectance measurements do no result in large errors in

dye mass per unit area. It is desirable to have a reflectance calibration curve with a wide

usable range because during testing, a range of dye densities is usually obtained on the

blotter strips due to the variation in test conditions and impingement intensity.

NASA/T_2002-211700 40
Figures 69 and 70 show that the start of the saturation region for the VG80#

occurred at a dye mass density near 1.5 g/cm 2. For the VG100# and W3MM papers the

saturation range occurred at dye mass densities greater than 2.5 g/cm 2. Thus, the

VG100# and W3MM papers were selected for further evaluation during for the 1997 IRT

impingement tests. Tests with a number of airfoil models showed that the W3MM was

easier to apply to the model surface. Its resistance to dye penetration, however, was low

and in many cases the level of dye penetration was high even for short spray times.

The VG100# paper was prone to creasing in regions of high surface curvature such as

the sharp leading edge of a thin airfoil. However, this paper was considerably more

resistant to dye penetration and it provided the best overall performance during the

impingement tests. The VG100# paper was used exclusively for all impingement tests

conducted in 1999. Note that the spray duration and the concentration of the blue dye

solution were determined from the reflectance and penetration characteristics of the

VG100# blotter paper used in the impingement tests.

7.2.2 Blotter Paper Illumination

To eliminate the influence of external light sources on reflectance measurements,

the data reduction was performed in a dark room. Thus, the only light source was that

used in the illumination of the blotter strips.

The laser reflectometer relies on a point measurement technique and the

illumination of the blotter paper is accomplished using a He-Ne laser beam l mm in

diameter. For practical purposes, the intensity of the incident light over the l mm

diameter area of the blotter paper can be assumed uniform. Laser light intensity could

be affected by variations in laser power output. However, this problem was eliminated

with the use of the glass splitter plate shown in Fig. 51a. Details on the use of the splitter

plate to account for laser power fluctuations during the data reduction process can be

found in Ref. 6. Another advantage of the laser reflectometer is that the intensity of the

laser beam is powerful enough to penetrate below the surface of the blotter paper. Thus,

reflectance measurements are less sensitive to dye penetration as long as dye

penetration into the blotter is limited to less than 20% of the blotter thickness.

The CCD data reduction method measures reflectance over a large area of the

blotter strip simultaneously. For this system, uniform illumination of the blotter strip is

very important in obtaining accurate results. In addition, dye penetration into the paper

can affect the accuracy of the reflectance measurements because the illumination

intensity from the four halogen lamps used to in the CCD system was not high enough

to penetrate below the surface of the blotter paper. Thus, dye penetration into the blotter

must be maintained to very low levels when the CCD data reduction system is used to

extract the impingement data.

7.2.3 Repeatability of Data Reduction Systems

To establish the repeatability of the data reduction systems, a white VG100#

blotter strip was scanned with the laser and the CCD reflectometers several times over a

period of two months. Four randomly selected scans obtained with each data reduction

NASA/T_2002-211700 41
system are presented in Figs. 71 and 72 for 1997 and 1999 tests respectively. The

results indicate that the variation in the four reflectance measurements obtained with the

laser reflectometer and the CCD system was approximately +1% from the average.

7.3 Pressure Distributions

Experimental pressure distributions for the all models tested are compared with

analysis results from LEWICE-2D, LEWICE-3D, INS2D and NPARC in Figs. 73-82.

Note that the first two computer codes use potential flow methods for the computation of

the flow field. INS2D is an incompressible Navier-Stokes code while NPARC uses the

full Navier-Stokes equations to simulate internal or external flows. In order to match the

experimental pressure, the angles of attack in the computations were slightly adjusted

by approximately -2.0 to 2.5 degrees depending on the model tested. The adjustments

made in the angles of attack used in the computations of the airfoil/wing flow fields were

mainly due to airfoil trailing edge thickness, viscous effects and tunnel wall effects. For

example, the trailing edge of the MS(1)-0317 was blunt with a thickness of

approximately 1% chord, however, for the computations, a sharp trailing edge was

generated by extending the airfoil chord. This extension resulted in higher circulation for

a given angle of attack. Another reason for the reduction in angle of attack used in the

computations is tunnel flow angularity, which was found to be approximately -0.5 ° .

Good correlations can be found for all cases between experimental and computational

data after modifying the computational angles of attack.

Experimental and computational pressure distributions for the multi-element airfoil

are depicted in Fig. 81. The flow computations were performed with the INS2D computer

code (Refs. 47, 48) using a Chimera grid. For this case, acceptable correlation between

the experimental and computational results was obtained without having to modify the

experimental angle of attack. The discrepancies observed over the slat surface could be

due to the small tunnel angularity and tunnel wall effects.

Experimental and computed pressure distributions for the S-Duct engine inlet are

presented in Figs. 82a-82c for a freestream velocity of 170 mph and an inlet mass flow

of 23 Ibm/sec. The computed pressure distributions were obtained with the NPARC

Navier-Stokes code (Ref. 49). Good agreement between experiment and analysis is

demonstrated at most inlet locations. However, for the axial location X=37.24 in Fig.

82c considerable differences between the computed and experimental pressure

distributions were observed.

7.4 Impingement Results

7.4.1 Test Repeatability

Test repeatability is an important indicator of the quality of the experimental

results. For the purpose of this discussion, repeatability is defined as the maximum

percent difference of repeated tests from the average. Typical test repeatability in

previous experimental investigations (Refs. 1-6) was in the range 10% to 30%. The

large variation in the test data was attributed to a number of factors that influence the

experimental results as discussed in Refs. 1, 2, 6, 30 and 50. A discussion of potential

sources of errors affecting the impingement data was presented in sections 7.1 and 7.2.

NASA/T_2002-211700 42
During the 1997 and 1999 impingement tests, 3 to 4 tests were performed for

each test condition and in a limited number of cases as many as 11 tests were

conducted to assess the repeatability of the experimental data. Selected test

repeatability data are presented in Figs. 83-94 and in Table 15 for all eleven models

tested during the 1997 and 1999 IRT entries and for most of the test conditions. The

results presented in these figures indicate that the maximum difference of repeated

tests from the average was as follows:

• MS(1)-0317 airfoil (1997 IRT tests) 3.0% to 12.0%

• MS(1)-0317 airfoil (1999 IRT tests) 3.0% to 11.0%

• GLC 305 airfoil 4.9% to 16.0%

• NACA 652-415 airfoil 7.0% to 17.0%

• Commercial Transport Tail Section 1.7% to 9.8%

• NLF-0414 (36-inch chord) 0.2% to 14.0%

• NLF-0414 (48-inch chord) 0.8% to 11.0%

• NACA 64A008 Swept Tail 3.2% to 12.0%

• 25%-Scale Business Jet Horizontal Tail 3.2% to 14.0%

• Full-Scale Business Jet Horizontal Tail 1.6% to 8.7%

• Three-element High Lift System 5.6% to 17.0%

• S-Duct Engine Inlet 4.6% to 13.0%

In summary, the data presented indicate that the maximum difference of

repeated tests from the average was

• 0.24% to 12% for 82 out of the 93 cases presented

• 13.00% to 17% for 11 out of the 93 cases presented

For the test conditions where 11 tests were performed to assess test

repeatability, the maximum difference from the average was similar to that obtained

using only 3 to 4 test runs.

This is a significant improvement in test repeatability compared to previous

experimental efforts. The effort to improve the repeatability of the experimental

impingement data continues. Currently, work is being done to further enhance the

accuracy of the data reduction methods and to develop new methods for measuring

local LWC in the vicinity of the test model using a laser sheet method.

All experimental data presented in Figs. 83-94 were reduced with the laser

reflectometer. Note that the laser reflectometer uses point reflectance measurements at

two to three locations along the width of a blotter strip (see Fig. 52a) to generate the

value of the local impingement efficiency. Thus, impingement results obtained with the

laser reflectometer tend to exhibit larger variation from the average. Corresponding

repeatability data (not shown) obtained with the CCD data reduction system exhibited

less variation from the average by approximately 1 to 2 percentage points compared to

the laser reflectometer. This is because at any model surface location the CCD system

NASA/T_2002-211700 43
averages data from a large portion of the width of the blotter strip which reduces the

effect of local variations in impingement characteristics between test runs. The laser

illumination method used in the laser reflectometer, however, can penetrate below the

surface of the blotter paper and as a result, dye penetration errors are minimized as

explained in section 5 of this report.

7.4.2 Experimental and LEWlCE Impinqement Data

All the experimental impingement curves presented in this section are the

average of the three to four tests conducted for each impingement condition. Prior to

averaging the experimental data, the individual experimental impingement curves were

smoothed using a three point moving average technique. Unless stated otherwise, the

experimental impingement data presented were reduced using the laser reflectometer.

A summary of key geometric as well as aerodynamic and impingement

parameters for the two-dimensional airfoils and the three finite wing model tested are

provided in Table 16. The symbol SI3max in Table 16 denotes the surface location

corresponding to the maximum impingement efficiency. The symbols Su and S_ are the

upper and lower impingement limits defined as the locations on the model surface

where the local impingement efficiency was 0.01% (i.e., 13 = 0.0001). The nondimensional chordwise locations for Su and S_are denoted by Xu/C and x/c.

Experimental impingement data for the eleven models tested and for all test

conditions are compared with LEWlCE-2D and LEWlCE-3D predictions in Figs. 95-107.

For ease of reference, a summary of all impingement data obtained during the 1997 and

1999 IRT tests is provided in Appendix A. The impingement data are presented in the

form of local impingement efficiency versus surface distance in mm. Surface distance

was measured with respect to a reference point on each test model termed the

highlight. Surface distance was negative along the suction side (typically the airfoil

upper surface) and positive along the pressure side of an airfoil or finite span tail model.

For all models tested, the highlight was located at the leading edge corresponding to a

surface distance of 0 mm. The surface distance resolution for the experimental data

was 0.50 mm (0.02 inch). For clarity of presentation, symbols were placed at every 5th

point in the experimental curves. Caution was exercised in the placement of these

symbols so as not to miss the location of the peak efficiency.

With the exception of the S-duct case, the LEWICE impingement results

presented in the figures were obtained with the measured FSSP+OAP droplet

distributions shown in Fig. 42 which were divided into 27 bins to simplify the

computations. Note that the version of LEWlCE distributed to the public is limited to a

maximum of 10 bins for approximating droplet distributions. For the S-duct inlet an 8-

bin approximation of the experimental droplet distributions was used. For the LEWlCE

computations the experimental angles of attack were adjusted as discussed in section

7.3 to match the experimental pressure distributions.

Figures 108-116 show experimental impingement limits plotted on the airfoil

surface for the six two dimensional test models and the three finite tail models tested.

NASA/T_2002-211700 44
Figures 117-125 show the experimental impingement distributions plotted on the airfoil

surface. These plots are for illustration purposes only and they are not to scale. The

plots were constructed by plotting the local impingement efficiency value at a given

surface location normal to the surface of the airfoil. All I_ values were scaled by c/20

where c is the chord length of the airfoil in mm. The resulting plots resemble ice

accretions and are useful in demonstrating the magnitude and extent of impingement as

a function of angle of attack and MVD size.

A. MS(1)-0317 Airfoil

This airfoil was tested by the WSU/Boeing research group in 1985 and it was

used as a calibration model for the IRT impingement tests conducted in 1997 and 1999.

Comparisons between test data obtained in 1985 and in 1997 were presented in Ref. 50

and showed good overall agreement.

Experimental impingement data at the mid-span location (36 inches above the

tunnel floor) of the MS(1)-0317 airfoil are presented in Figs. 95a-95f for angles of attack

of 0 ° and 8° and MVDs of 11.5, 21 and 92t_m. The data presented in Fig. 95 were

obtained during the 1997 IRT entry. For all cases, three impingement curves are

presented for each angle of attack. Two of the curves are the experimental data reduced

with the CCD data reduction system and the laser reflectometer while the third curve is

analysis data obtained with the LEWlCE-2D code. The computations were performed

for an angle of attack of -1.85 ° (instead of 0 °) and for 6.15 ° (instead of 8°) to match the

experimental pressure distributions as shown in Fig. 73. The experimental data obtained

in 1999 for an angle of attack of 0° and MVDs of 11, 21 and 94 micron are presented in

Fig. 96. The experimental and analytical impingement efficiency distributions presented

in Figs. 95 and 96 indicate the following general trends:

1. Experimental data reduced with the laser reflectometer and the CCD data

reduction systems were in very good overall agreement. In some cases,

however, the laser reflectometer produced higher impingement efficiency values

near the region of maximum impingement efficiency. This is evident in the 1997

data presented in Fig. 95. The reason for the observed discrepancy was

attributed to a small level of dye penetration into the blotter, which could not be

detected by the current set up of the CCD data reduction system. In 1999, the

spray times were reduced to minimize dye penetration into the blotter. Note that

the 1999 experimental impingement data obtained with the laser and CCD

reflectometers are in better overall agreement compared to the 1997 data.

2. For the o_ = 0° case, the maximum impingement efficiency occurred along the

upper surface (s = -1 to -6 mm) near the leading edge for all MVDs. Maximum

values of I_ were 0.32-0.33 (laser), 0.26 (CCD) for MVD = 11.5 and 1l#m; 0.50

(laser), 0.41 (CCD) for MVD = 21#m; 0.68 (laser), 0.59 (CCD) for MVD = 92 and

94 #m. The extent of the impingement limits increased with MVD size as

expected.

NASA/T_2002-211700 45
3. At the higher angle of attack, o_ = 8 °, the location of maximum impingement

efficiency was shifted to the lower surface of the airfoil. For this case, the values

of maximum 13were 0.25 for MVD = 11.5 #m, 0.51 for MVD = 21 #m, and 0.76

for MVD = 92 #m. Once again, the extent of the impingement limits increased

with MVD size.

4. Analysis results obtained with the corrected angles of attack and with the

measured droplet distributions (solid line) were in good correlation with the

experimental results for the 11-#m, 11.5-#m and 21-#m MVD cases. However,

for the 92-#m and 94-#m MVDs, the computed impingement efficiencies were

considerably higher and the impingement limits were greater than the

experiment.

5. Analysis impingement data obtained with uncorrected angles of attack (not

shown) were shifted to the right with respect to the experimental data.

6. Experimental data obtained in 1997 and in 1999 for o_ = 0 ° and MVDs of 11,

11.5, 21, 92 and 94 microns were in very good agreement in all cases as shown

in Fig. 97 indicating that the experimental methodology was consistent and

repeatable.

B. GLC 305 Airfoil Section

Experimental and LEWICE impingement data for angles of attack of 1.5 ° and 6°

and MVDs of 11.5, 21 and 92 micron are compared in Figs. 98a-98f. All data are for the

mid-span station (36 inches above the tunnel floor) and were obtained during the 1997

IRT entry. The LEWICE computations presented were obtained for angles of attack 1.6 °

and 5.25 ° to match the experimental pressure distributions as shown in Fig. 74. The

measured FSSP+OAP droplet distributions were used to compute the impingement

characteristics. For both angles of attack tested, good agreement between LEWICE and

experiment is demonstrated for the 11.5 and 21-micron MVD cases but once again,

large differences are observed for the 92-micron case. The maximum impingement

efficiency for the o_= 1.5 ° was on the lower surface of the airfoil in the proximity of the

leading edge. Maximum experimental impingement efficiencies for this angle of attack

were 0.47, 0.66 and 0.76 for the 11.5, 21 and 92-micron MVDs respectively. For all MVD

cases the extent of impingement was greater on the lower surface than on the upper

surface as shown in Figs. 98a-98c. For the case of o_= 6°, the location of the maximum

impingement efficiency was further aft on the lower surface as expected and the

maximum experimental impingement efficiencies were 0.43, 0.60 and 0.72 for the 11.5,

21 and 92-micron MVDs respectively.

C. NACA 652-415 Airfoil

Experimental and LEWICE impingement data for this airfoil obtained at the midspan location (36 inches above the tunnel floor) during the 1997 IRT entry are presented

in Figs. 99a-99c for o_= 0 ° and in Figs. 99d-99f for o_= 8 °. The LEWICE computations

presented in Figs. 99a-99f were obtained for angles of attack -0.55 ° and 6.55 ° to match

the experimental pressure distributions as shown in Fig. 75.

NASA/T_2002-211700 46
For the o_= 0° case, the point of maximum impingement for this airfoil was at the

leading edge and the maximum impingement efficiency was 0.45, 0.62 and 0.73 for the

11.5, 21 and 92-micron cases respectively. As expected, the impingement limits

increased with MVD size. Overall, agreement with the LEWlCE was very good for the

11.5-t_m case. For the 21-t_m MVD, the LEWlCE impingement tails were higher in

magnitude and extent than the experimental data. Notable differences were observed

between LEWlCE and experiment for the 92-t_m MVD case. The magnitude and extent

of impingement computed by LEWlCE were considerably greater than the experiment

for this MVD.

As angle of attack was increased to 8° , the following trends were observed in the

experimental data. The point of maximum impingement moved toward the lower surface,

maximum impingement efficiency decreased with respect to the o_ = 0° case for all

MVDs and the limit of impingement moved toward the leading edge on the upper

surface and toward the trailing edge on the lower surface. Agreement with the LEWlCE

data was good for the 11.5 and 21-micron cases. For the 92-#m case, large

discrepancies between the LEWlCE and the experimental data were observed. Once

again, the analysis produced more water impingement than the experiment.

D. Commercial Transport Taft Section

Experimental results from the 1997 IRT entry and LEWICE data for this model

are compared in Figs. 100a-100f for an angle of attack of 0° and 4 °. The experimental

results correspond to the mid-span station (36 inches above the tunnel floor). The

LEWlCE computations presented in Figs. 100a-100f were obtained for angles of attack

0 ° and 4 °. Note that for this airfoil the experimental and computational angles of attack

were the same as shown in Fig. 76. Correlation between experimental and analysis was

good for MVDs of 11.5 and 21 microns for both angles of attack. The 92-micron data

show the same discrepancy between analysis and experiment that was observed with

the other test models. The maximum experimental impingement occurred at the leading

edge for o_= 0° for all MVDs with maximum impingement efficiency of 0.47, 0.60 and

0.76 for the 11.5, 21 and 92-micron cases respectively. At o_ = 4 ° the impingement

curves shifted toward the lower surface and the maximum impingement efficiency

values were 0.41,0.54 and 0.74 for 11.5, 21 and 92-micron spray clouds respectively.

E. 36-in and 48-in NLF(1)-0414 Airfoils

Two airfoils with chordlengths of 36 and 48 inches were tested in 1999 to provide

impingement data for two different scales. In addition, the 48-in airfoil had a 25% chord

control surface to measure the effect of simple flap or aileron deflection on impingement

characteristics. The experimental and LEWlCE data presented in Figs. 101a-101f are

for the 36-inch airfoil and include angles of attack of 0° and 8 ° and all MVD cases

tested. For the 48-inch airfoil, the experimental and LEWlCE data are presented in Figs.

102a-102o and include o_= 0 °, 4 °, and 8° with a flap deflection of 8 = 0° and o_= 0 ° with

a flap deflection of 8 = 15 °. Note that the experimental data shown in the figures

correspond to the mid-span location. The angles of attack used in the LEWlCE

NASA/T_2002-211700 47
computations to match the experimental pressure distributions for o_= 0 °, and 8° with a

flap deflection of 8 = 0 ° were as follows: -1° and 5.5 ° for the 36 inch chord model and -

0.75 ° and 6° for the 48-inch model as shown in Figs. 77 and 78 respectively.

Experimental and LEWICE impingement data for an angle of attack of 0 degrees

and for MVDs of 11, 21 and 94 micron are compared in Figs. 101a-101c and 102a102c for the 36-in and 48-in airfoils respectively. Maximum impingement efficiency for

the 36-in airfoil was 0.45, 0.60, and 0.77 for the 11, 21 and 94-micron cases

respectively. Corresponding maximum impingement efficiencies for the 48-in airfoil were

0.40, 0.55 and 0.75. Thus, for each MVD case the 36-inch airfoil had higher maximum

impingement efficiency and the impingement limits were further aft (in percent chord)

than the 48-inch section as expected. For both airfoils and for all MVDs the maximum

impingement efficiency occurred at the upper surface close to the leading edge. Good

agreement between the experimental and LEWlCE data was demonstrated for the 21-

micron case. For the 11-micron case, however, the maximum experimental impingement

efficiency was approximately 6% higher for the 36-inch airfoil and 12% higher for the 48-

in airfoil than corresponding LEWlCE values. The experimental data for the 94-micron

MVD had considerably smaller impingement limits and maximum impingement efficiency

than the LEWlCE results.

Experimental and LEWICE impingement data for an angle of attack of 4 degrees

and for MVDs of 11, 21 and 94 micron are compared in Figs. 102d-102f for the 48-in

airfoil. Maximum impingement efficiency for this case was 0.38, 0.52, and 0.72 for the

11, 21 and 94-micron cases respectively. Good agreement between the experimental

and LEWlCE data was demonstrated for all but the 94-micron case.

Experimental and LEWICE impingement data for an angle of attack of 8 ° and for

MVDs of 11, 21 and 94 micron are compared in Figs. 101d-101f and 102g-102i for the

36-inch and 48-inch airfoils respectively. Maximum impingement efficiency for the 36-in

airfoil was 0.37, 0.57, and 0.75 for the 11, 21 and 94-micron cases respectively.

Corresponding maximum impingement efficiencies for the 48-inch airfoil were 0.36, 0.51

and 0.70. As observed with the o_= 0 ° case, for fixed MVD the 36-inch airfoil had higher

maximum impingement efficiency and larger impingement limits (in percent chord) than

the 48-inch section as expected. For both airfoils and for all MVDs the maximum

impingement efficiency moved further aft along the lower surface as the angle of attack

was increased from 0 to 8 degrees. For the 36-inch airfoil, good correlation between the

LEWICE and the experimental data was demonstrated for the 11 and 21-micron cases

but not for the 94-micron case. In the case of the 48-inch section, LEWICE produced

lower impingement efficiencies than the experiment for the 11-micron case. In general,

good agreement between the experiment and analysis was observed for the 21-micron

case. For the 94-micron case, the impingement efficiency obtained with LEWICE was

considerably higher than the experiment.

Referring to Figs. 101e, 102e and 102h corresponding to test cases o_ = 8 °,

MVD=21 #m, 36-inch section, o_ = 4° , MVD=21 #m, 48-inch section, and o_ = 8 ° ,

NASA/T_2002-211700 48
MVD=21 #m, 48-inch section a small "hump" was observed in the experimental

impingement data between S=30mm and S=90 mm. The LEWlCE data did not exhibit

this feature. The reason for this difference between the analysis and the experiment is

not known.

The effect of the 25% chord flap deflection on the impingement characteristics of

the 48-inch NLF(f)-0414 airfoil is shown in Figs. 102j-102o. The data presented in these

figures are for an angle of attack of 0 degrees and a flap deflection of 15 degrees trailing

edge down. The peak impingement efficiencies for this case were 0.41, 0.55 and 0.75

for the 11, 21 and 94-micron cases respectively. Note that these values are nearly the

same as the ones obtained with the flap at 0 degrees. However, the flap deflection

caused the location of the maximum impingement efficiency to move from 2 mm along

the upper surface to 6 to 7 mm along the lower surface. In addition, the impingement

curve was shifted to the right as a result of deflecting the flap. Good agreement between

the experimental and LEWlCE data was demonstrated for all but the 94-micron case.

Figures 102k, 102m and 1020 show the impingement distribution on the lower surface of

the flap element for the 11, 21 and 94-micron cases respectively. In all cases, droplet

impingement extended to the trailing edge of the flap and the impingement intensity

increased as the cloud MVD was increased.

F. NACA 64A008 Finite Swept Tail

This model was tested during the 1997 IRT entry. Impingement data for this

reflection plane model were obtained at two stations A (inboard) and B (outboard)

corresponding to 36 and 44 inches above the tunnel floor respectively. The chord

lengths at stations A and B were 32.76 inch and 29.52 inch respectively. Station B was

approximately 5 inches from the tail tip. All blotter strips were V shaped to permit

alignment of the blotters with the streamwise direction.

Analysis data for this geometry were obtained with the LEWlCE-3D code.

Experimental data reduced with the laser reflectometer are provided for station A only.

Data for station B were practically the same as that for station A and have not been

plotted. Analysis data are provided for both the A and B locations. The experimental

data are for angles of attack of 0 and 6 degrees and for all three cloud MVDs.

In Figs. 103a-103c, the experimental results are compared with computational

data for an o_of 0°. The correlation is good for the 11.5 and 21-micron cases but not for

the 92-micron MVD. The maximum impingement efficiencies for all MVDs occurred at

the leading edge as expected for a symmetric airfoil. The magnitudes of the peak

efficiencies in the experimental data were 0.45, 0.61 and 0.71 for the 11.5, 21 and 92-

micron cases respectively. LEWlCE-3D computations showed very small differences

between the impingement efficiency distributions obtained at stations A and B.

Impingement results for o_ = 6° are presented in Figs. 103d-103f. The

experimental results show a shift in the impingement curves toward the lower surface of

the tail. The maximum impingement efficiencies occurred on the lower surface near the

leading edge and had magnitudes of 0.45, 0.61 and 0.70 for the 11.5, 21, and 92-micron

NASA/T_2002-211700 49
cases respectively. Agreement between analysis and experiment was good for the 11.5

and 21-micron MVDs but not for the 92-micron case where the analysis predicted

substantially higher impingement values and larger impingement limits. Once again no

notable differences between the station A and B results were observed in the LEWlCE3D data presented.

G, 25%-Scale Business Jet Empennage (BJE)

This model was tested in 1999 to obtain impingement data for the horizontal tail

of a modern business jet. In general, tailplanes are inverted wings so that the suction

side of the airfoil corresponds to the lower surface of the tail while the pressure side

of the airfoil is the upper surface of the tail. Typically, tailplanes operate at negative

angles of attack for downward (i.e., negative) lift so as to balance the aircraft in

pitch. The horizontal tail was set at -8 degrees with respect to the body axis. Thus,

a body angle of attack, O_b,of +8 ° corresponded to a geometric tail angle of attack,

(%t, of 0 °. The horizontal tail was tested at two tail angles of attack, o_,t-- -1 and -6

degrees.

Impingement data were obtained using V-shape blotter strips at two spanwise

locations A and B corresponding to the 25.5% and 55.4% tail semi-span locations as

shown below:

• A (Inboard) : 19.2-in from the tail tip, (25.78-19.2)/25.78=0.255 semi-span

• B (Outboard) : 11.5-in from the tail tip, (25.78-11.5)/25.78=0.554 semi-span

These spanwise locations were selected because the tail was instrumented with

pressure taps at these locations to provide pressure information for the validation of the

computed flow field used in the impingement analysis. Another constraint in the

selection of these spanwise locations was that they had to be within the region of cloud

uniformity.

Experimental and LEWICE-3D impingement data for this model are compared in

Figs. 104a-104c (inboard location) and in 104g-104i (outboard location) for a tail angle

of attack of -1° and in Figs. 104d-104f (inboard location) and in 104j-1041 (outboard

location) for a tail angle of attack of -6 °. Note that in these figures, the surface distance

from the highlight is divided into "Suction Side" and "Pressure Side" instead of "Upper

Surface" and "Lower Surface". For all other airfoil and finite span tail geometries tested,

the lower surface of the airfoil or tail was the pressure side. However, since the 25%-

scale horizontal tailplane was tested as an inverted wing the pressure side was the

upper surface.

LEWlCE-3D computations were performed for tail angles of attack of -2 and -7

degrees instead of the experimental values of -1 and -6 degrees to match the

experimental pressure distributions as shown in Fig. 80.

The maximum collection efficiency and the extent of impingement increased with

increasing drop size and the impingement region was shifted towards the pressure side

NASA/T_2002-211700 50
of the tail as the tail angle of attack was increased (more negative). Good overall

agreement between the LEWlCE-3D and the experiment impingement data was

observed in all cases tested except for the 94-micron MVD cases. The experimental

and computational impingement results for the two spanwise stations were nearly the

same for all MVDs and angles of attack tested. The maximum experimental collection

efficiencies for the 25%-scale model ranged from 0.6 to 0.81 as the cloud MVD was

increased from 11 to 94 microns. Peak efficiencies were 1% to 4% higher for the -1

degree tail angle of attack case than for the -6 degree case. The high impingement

peak efficiencies obtained with this model were attributed to its small chord length and

to its thin profile which had a maximum thickness to chord ratio of 0.08.

H. Full-Scale Business Jet Taft Section

The left side (with respect to the pilot) of a full-scale business jet horizontal tail

was tested in 1999 to provide full-scale data for the 25%-scale horizontal tail model

discussed above. The geometric characteristics of the 25%-scale and the full-scale tails

were identical. The semi-span of the full-scale horizontal tail was 103.16 inches and

was considerably larger than the height of the tunnel, thus the tail was truncated at

approximately 44.5% semi-span so that it could be installed in the IRT test section as a

reflection plane model. The truncated half tail model was the outboard 57-inch portion

(44.5% to 100% semi-span) of the non-truncated full-scale half tail.

Impingement data were obtained using V-shape blotter strips at two tail spanwise

locations A and B corresponding to the 72.4% and 79.6% tail semi-span locations of the

non-truncated model as shown below:

• A (Inboard) : 28.5-in from the tail tip, (103.16-28.5)/103.16=0.724 semi-span

• B (Outboard) : 21.0-in from the tail tip, (103.16-21.0)/103.16=0.796 semi-span

These spanwise locations were selected to be within the uniform cloud region. In

addition, the inboard Ioaction was selected to match as close as possible the outboard

location tested with the 25%-scale model which was at 55.5% semi-span. The

difference between the inboard location on the full-scale and the outboard location

tested with the 25%-scale model was approximately 17% semi-span which was

considerable. However, experimental impingement data obtained with the NACA

64A008 and the 25%-scale swept tail models showed little variation in the impingement

distributions with spanwise location over a considerable spanwise distance. Thus,

considering the test constraints associated with full and sub-scale model testing in the

same wind tunnel facility, it was felt that the comparison of the the full-scale tail data

obtained at the 72.4% semi-span station with the 25%-scale data obtained at the 55.5%

semi-span could provide useful information regarding scaling effects.

Another significant difference between the full-scale and sub-scale models was

the chord Reynolds number because both models were tested at the same air speed.

The Reynolds number of the truncated full-scale model was 4.3 million while that of the

25%-scale model was 1.49 million. However, because the tests were conducted at low

tail angles of attack, and the Reynolds numbers were in the turbulent range for both

NASA/T_2002-211700 51
models the difference between the two test model flow fields were not significant, even

though the difference in Reynolds number for the two models was considerable. Finally,

it should be noted that the truncated full-scale tail had a lower aspect ratio than the full

span 25%-scale model. However, studies performed with computational flow dynamics

showed that the effect of lowering the model aspect ratio on the pressure distribution at

the impingement locations tested was small for the low angles of attack used in this

study.

Experimental and LEWlCE-3D impingement data for the truncated full-scale

horizontal tail are presented in Figs. 105a-105h for all test configurations and tail

spanwise locations. The results presented indicate the following:

1. Spanwise location had a small effect on the impingement distributions. In general

the peak impingement efficiencies were in the range 0.44 to 0.75.

2. LEWlCE and experimental data were in good agreement for the 11 and 21-

micron MVD cases but not for the 94-micron MVD case.

3. Only the 21-micron MVD was tested for the 6 degree tail angle of attack case.

For this case, the impingement curves were shifted to the right as the angle of

attack was increased from 1 to 6 degrees indicating more impingement on the

lower surface (pressure side) of the tail as expected. The peak impingement

efficiencies, however, did not change with angle of attack as shown in Table 16.

Comparison of full-scale impingement data obtained at the 72.4% (inboard) semispan location (Figs. 105a-105c and 105d ) with corresponding 25%-scale data obtained

at the 55.5% (outboard) semi-span station (Figs. 104g-104i and 104k) showed that the

peak efficiencies where higher for the sub-scale model by 18% for the 11-micron MVD

case, 15% for the 21-micron MVD case and 10% for the 94-micron MVD case. In

addition, the chordwise extent of impingement for the sub-scale model was greater in all

cases as demonstrated in Table 16.

I. Three-element High Lift System

This model was tested during the 1997 IRT entry. Experimental impingement

data for this model are presented in Figs. 106a-106v. The experimental data presented

are for o_= 0° and 4 ° with slat deflection of 30 ° and flap deflection of 30 ° (i.e., landing

configuration, see Fig. 17a). The highlight location corresponding to a surface distance,

S, of 0 mm, was at the leading edge of each element.

LEWlCE-3D impingement data were obtained for o_= 0 ° only since analysis flow

field data were not available for the 4 degree angle of attack case. The flow field about

this model was computed using the INS2D incompressible Navier-Stokes code

(Refs. 47 and 48). The LEWlCE-3D computations were performed with the measured

(FSSP+OAP) droplet distributions which were divided into 27-bins for the impingement

computations. Impingement analysis data are presented for all three elements.

Experimental and analysis data for o_=0° and MVDs of 11.5, 21 and 92 microns

are compared in Figs. 106a through 106k. In most cases, the computed and

NASA/T_2002-211700 52
experimental impingement efficiency distributions for the slat and flap elements were in

good agreement. For the main element, however, the LEWlCE results were

considerably higher than the experimental data. The reason for this discrepancy is not

clear.

The experimental data show that _max for all MVD cases occurred near the

leading edge of the slat. The impingement intensity on the main element was very low

and in general the impingement efficiency was less than 10%. The impingement limits

for the main element varied from the upper surface to the start of the cove region (step)

on the lower surface. In general, droplet impingement in the cove region of the main

element occurred near the trailing edge for the 11.5 and 21-micron cases only. The

extent of impingement in the cove region was approximately 30 to 50 mm long and the

magnitude ranged from nearly zero to approximately 0.15 for the 11.5-micron case and

to 0.05 for the 21-micron case as shown in Figs. 106j and 106k respectively. In both

cases, the maximum impingement occurred at the trailing edge of the main element.

The impingement limit for the lower surface of the flap extended to the flap trailing edge.

In general, the LEWlCE results for the slat and flap elements exhibited the same trends

as those observed in the experimental data. Discrepancies between the experimental

and the computed impingement data for the slat and flap elements were mainly due to

differences in the experimental and computational flow fields. Multi-element flow fields

pose significant challenges for flow analysis tools due to the complex viscous flow

regions that develop in the gaps between adjacent elements. It is interesting to point out

that the LEWlCE impingement data for the 92-micron case exhibited better agreement

with the experimental data for this model compared to the other models tested.

Furthermore, for the 92-micron case the magnitude of the impingement efficiencies

predicted by LEWlCE for the flap element were less than the experimental values.

Experimental impingement data for o_ = 4° and MVDs of 11.5 and 21 and 92

micron are presented for the slat, main and flap elements in Figs. 1061-106v. The

maximum impingement on the slat and flap did not vary significantly from the o_ = 0°

case while the maximum impingement on the main element increased significantly as

demonstrated in Figs. 106o-106q and in Table 17. The impingement limit on the lower

surface of the flap extended to the trailing edge of this element for all MVD cases

tested. In general, for the 4 degrees angle of attack case, droplet impingement in the

cove region of the main element was similar to that observed for the o_ = 0° case as

shown in Figs. 106u and 106v for the 11.5 and 21-micron cases respectively.

J. S-Duct Engine Inlet

Experimental impingement data for this inlet were obtained during the 1999 IRT

entry for the following test cases:

. o_= 0°, V = 170 mph, MVD = 11, 21, 94 micron

Main inlet Flow = 23 Ib/s, Scavenge Flow =2.08 Ib/s

Capture Area Ratio (CAR) = 0.60 (does not include scavenge flow)

Capture Area Ratio (CAR) = 0.65 (includes scavenge flow)

Blotter Strip Locations: A, B, C, D

NASA/T_2002-211700 53
. o_= 0°, V = 130 mph, MVD= 21,94 micron

Main inlet Flow = 23 Ib/s, Scavenge Flow =1.57 Ib/s

Capture Area Ratio (CAR) = 0.80 (does not include scavenge flow)

Capture Area Ratio (CAR) = 0.84 (includes scavenge flow)

Blotter Strip Locations: A, B, C, D

The locations of the four blotter strips A, B, C and D are shown in Fig. 22h and

where as follows:

Strip A:

Strip B:

Strip C:

Strip D:

Inlet outer lip at circumferential location e = 180 °. For this strip S=0 mm

(highlight) in the impingement plots corresponds to the highlight of the engine

outer lip.

Inlet interior sidewall at circumferential location e = 90 ° extending from 10.7 to

27.6 inches in the axial direction with respect to the inlet outer lip highlight.

Apex corner (also referred to as splitter nose) at axial location x = 27.5 inches

with respect to the inlet outer lip highlight. For this strip, S=0 mm in the

impingement plots corresponds to the most forward (upstream) point on the

apex corner. The strip was used to obtain impingement data along a section on

the inlet vertical plane of symmetry on the splitter surface dividing the main flow

from the scavenge flow.

Lower surface of torque tube in engine duct at circumferential location e = 180 °

extending from 27.5 inches to 37.5 inches with respect to the inlet outer lip

highlight. For this strip, S=0 mm in the impingement plots corresponds to the

downstream end of the blotter strip which was located behind the small ramp on

the torque tube at an axial location 28 inches form the inlet outer lip highlight as

shown in Fig. 22h.

The experimental impingement data presented in Figs. 107a-107o indicate the

following:

Test Case 1 (CAR=0.65): The experimental data presented in Figs. 107a-107c

indicate that water impingement at locations A and B increased progressively as the

droplet size was increased from 11 to 94 microns. Note that for the 11-micron case

practically no impingement was observed along the inlet side wall (Strip B). The

maximum and total impingement at location C (splitter nose) increased dramatically

as the cloud MVD was increased from 11 to 94 microns as demonstrated in

Figs. 107d-107f. Note that most of the impingement occurred on the scavenge duct

side indicating that the inlet performed as designed; that is the water droplets were

directed away from the engine by the scavenge flow. Only for the 94-micron case

was there substantial impingement on the inlet side of the splitter nose surface. The

experimental data for strip D shown in Figs. 107g-107i indicate considerable total

impingement on the lower side of the inlet torque tube particularly for the 21 and 94-

micron MVD cases. The maximum impingement intensity occurred near the small

ramp on the torque tube surface and it did not vary significantly with drop size.

NASA/T_2002-211700 54
Test Case 2 (CAR=0.84): the total and maximum experimental water impingement

intensity at location A increased progressively as the droplet size was increased from

21 to 94 microns (Figs. 107j-107k). For these two drop sizes, the maximum

impingement efficiency was 0.45 and 0.58 respectively. Water impingement along

the interior sidewall of the inlet at location B was nearly zero for the 21-micron MVD

case and increased to about 10% for the 94-micron case. In general, the total

impingement at station B was less than for Test Case 1. Water impingement for

station C (Figs. 1071-107m) exhibited the same trends with MVD size as for the 0.65

capture area ratio case (Test Case 1). However, both the total and maximum levels

of impingement efficiency were a little higher for Test Case 2. The impingement

trends for station D (Figs. 107n-107o) were similar to those obtained with Test Case

1 but the total and maximum impingement were higher for Test Case 2.

LEWICE-3D computations were performed for Test Case 1 only since analysis

flow data were not available for Test Case 2. The engine flow field was computed with

the NPARC Navier-Stokes computer code and was provided by the inlet manufacturer.

In general, the agreement between LEWlCE-3D and experiment was good in terms of

impingement trends. However, in some cases considerable differences were observed

between the LEWlCE-3D and the experimental impingement intensities and

impingement limits. These differences are to some extent attributed to differences

between the computed and the experimental flow fields as demonstrated in Fig. 82.

7.5 Large Droplet Impingement Issues

The comparisons of LEWICE results with the experimental data presented in

section 7.4 demonstrated good overall agreement for the 11 and 21-micron MVD cases.

In most cases, however, for the 92 and 94-micron spray clouds LEWICE predicted much

higher local impingement efficiencies and impingement limits than observed in the

experiment. Possible reasons for the large differences between analysis and experiment

are explored in this section. Analysis data and exploratory tests conducted at the

Goodrich icing tunnel in December of 1998 as well as tests performed during the 1999

IRT entry are used to support the discussion below.

7.5.1 Errors in Measurinq MVD (92-94 pm cloud)

A number of computations were conducted to establish the required change in

cloud MVD in order to match analysis data with the experiment. The assumption was

that measurement errors with the FSSP and OAP probes may have been the main

reason for the large differences observed between the analysis and experimental data.

These studies showed that a reduction of 30-35 microns in the 94-micron MVD size

would have been necessary in order to bring the analysis data close to the experiment.

Even with an MVD of 60 microns, the overall behavior of the analytical

impingement distribution did not match that of the experiment as shown in Figs. 126-

129. Further reductions in MVD size were investigated but did not improve the

correlation. For example a 35 micron size MVD would have been necessary to match

the experimental peak efficiency of the MS-317 airfoil for o_ = 0° and MVD = 94 #m.

NASA/T_2002-211700 55
However, in this case the impingement limits would have been considerably smaller

than the experiment. In any case, it is very unlikely that the NASA FSSP+OAP

measurements were off by 30 to 60 microns consistently over repeated runs during two

IRT entries.

7.5.2 Droplet Splashinq and Breakup

Another hypothesis for the lower impingement efficiencies observed in the

experimental investigation is droplet splashing and breakup which is discussed in some

detail in Refs. 51-54. The basic assumption is that large droplets in the cloud, some

considerably larger in diameter than the cloud MVD, deform upon impact and breakup

into smaller droplets. The smaller droplets "bounce" forward (upstream) with some

velocity and are carried downstream by the airflow. Thus, the amount of water that

remains on the surface is considerably reduced. This hypothesis is also supported by

experimental data obtained by other investigators during low speed large droplet

impingement tests performed for engineering applications not related to aircraft icing as

discussed in Refs. 52-54. The significance of this hypothesis, if proven true, is that

trajectory and icing codes will have to be calibrated for large droplet impingement and

ice accretion analyses.

A. Studies at the Goodrich Icing Tunnel

Exploratory tests to investigate large droplet splashing and breakup were

performed at the Goodrich Icing Tunnel in Uniontown, Ohio. Tests were conducted for

warm (no ice) conditions and for various icing conditions. A Droplet Size and Velocity

measuring device (Phase Doppler Particle Analyzer--PDPA) was used to measure

droplet size and axial velocities near the leading edge of an airfoil for cases tested. The

hypothesis was that if droplet breakup and splashing occurred, small droplets with

negative axial velocities would have been present near the leading edge of the airfoil.

Figures 130-132 show the droplet and velocity distributions as well as the

velocity versus droplet size at the leading edge of a 21-inch two-dimensional NACA0012 model. The tunnel airspeed, temperature, and MVD for the data presented in these

figures were 175 mph, 31 °F and 104 t_m respectively. In Fig. 131, a bimodal velocity

distribution with a significant number of negative velocity counts is shown. In Fig. 132,

small particles with negative velocities near the leading edge of the airfoil are evident.

These observations, although not conclusive, support the hypothesis of large droplet

splashing and breakup.

B. Studies at the NASA Icing Research Tunnel

During the 1999 IRT impingement tests, a number of studies were conducted with

the MS-0317 airfoil to investigate droplet splashing. Tests were conducted at different air

speeds with a large droplet (MVD = 94 micron) cloud. The droplet impingement near the

leading edge was visualized with a laser sheet normal to the span of the airfoil. A video

camera was installed on the tunnel ceiling window with its lens set at a small angle with

respect to the airfoil span and looking at the airfoil leading edge region near the midspan location. The speed of the tunnel was adjusted in increments of 25 mph from 50 to

NASA/T_2002-211700 56
200 mph and the region of impingement was videotaped. By increasing the speed of the

airflow, the momentum of the particles was increased. When the air speed was

increased beyond 100 mph, the region of impingement in the proximity of the leading

edge exhibited significantly greater laser light scattering suggesting that the number of

small particles was increased. The smaller particles present near the region of

impingement were assumed to be the result of large droplet splashing.

7.5.3 Future Work

Tests are currently being planned to investigate large droplet splashing and

breakup. These tests will include cloud and droplet impingement visualization methods

to determine what happens to large droplets during impingement.

8.0 Summary and Conclusions

An overview of previous impingement work was presented along with results from

a recent industry survey indicating that a considerable expansion of the available

impingement database was needed. A new impingement research program for providing

the data requested by industry was outlined. The objectives of this program were to

improve the experimental and data reduction methods for obtaining and reducing water

droplet impingement data, and to perform extensive wind tunnel tests to expand the

available impingement database.

Significant improvements made to the experimental method developed by WSU

and Boeing in the 1980's and a new data reduction method for extracting the water

droplet impingement data from the blotter strips were presented. An extensive

discussion, supported by measurements performed, on known sources of error in the

experimental and data reduction methods was provided.

Extensive wind tunnel tests were conducted at the NASA Glenn Icing Research

Tunnel to expand the water droplet impingement database and to provide large droplet

impingement data. Tests were conducted with five single element airfoils; an airfoil with a

simple flap, a high-lift system, three swept wings and an S-duct engine inlet. The single

element airfoils had maximum thickness ratios in the range of 8% to 17% and were

representative of sections used in general aviation and large commercial transport aircraft.

Test conditions included freestream speeds in the range of 130 mph to 176 mph, a range

of angles of attack and cloud median volumetric diameters of 11, 11.5, 21, 92 and 94

micron. Each experimental condition for each test model was repeated 2 to 3 times and in

some cases as many as 10 times to establish a measure of test repeatability. Additional

tests were also performed to investigate the repeatability of spray system performance and

its effect on LWC and droplet distribution. Comparisons of experimental and analysis

impingement data obtained with the NASA Glenn LEWlCE-2D and LEWlCE-3D codes

were performed. Below is a summary of key findings based on the work performed.

NASA/T_2002-211700 57
1. Automation of the WSU twelve nozzle spray system resulted in improved spray system

performance. The WSU spray system with automated pressure feedback control was

able to maintain air and water pressures at the spray nozzles to within 1 psi from the

required settings.

2. Repeated droplet distribution measurements showed that the variation in cloud MVD

was + 0.5 #m from the average for the 11.5 and 21-#m clouds and + 2 #m from the

average for the 92 and 94-#m clouds.

3. A new method involving an Argon laser sheet and a CCD camera for determining cloud

LWC uniformity was evaluated during this experimental investigation. Results from this

new method were found to be in good correlation with the grid/blotter method

developed previously. The laser sheet uniformity technique was considerably faster,

less laborious and increased the resolution of the uniformity data compared to the grid

and blotter method.

4. A CCD reflectometer was developed for extracting the raw impingement data from the

dye-laden blotter strips. The main advantage of the CCD system was its ability to

reduce the experimental impingement data in a very short time allowing for on-line data

reduction. This allowed for quick evaluation of the impingement data during the 1997

and 1999 impingement experiments. The main drawbacks of the current CCD

reflectometer design included difficulty in obtaining uniform blotter strip illumination,

particularly for long strips, and decreased accuracy in regions where dye penetration

into the blotter had occurred.

5. The laser reflectometer was found to be more accurate than the CCD reflectometer in

reducing the impingement data. This instrument allowed for a more uniform illumination

of the blotter strip over the region of interest and was less sensitive to dye penetration

into the blotter paper. The experimental impingement data presented in this report were

reduced with the laser reflectometer.

6. Relative humidity studies performed during the 1997 and 1999 IRT tests showed that

the impact of relative humidity on LWC was considerable particularly for the 11 and

11.5-#m spray clouds.

7. The maximum difference of repeated impingement tests (3 to 10 repeats) from the

average was in the range of 0.24% to 12% for approximately 85% of the test cases and

13% to 17% for the remaining 15% of the test cases. This is a significant improvement

in test repeatability compared to previous experimental investigations where variations

in the range of 10% to 30% were observed in the experimental data. The number of

repeats performed per test condition is not sufficient to establish a statistical average.

However, the maximum differences recorded were consistent for the 500 impingement

tests conducted to generate the experimental data presented in this paper. Thus, it

would be reasonable to conclude that the experimental method used was repeatable.

8. General impingement trends for the single element airfoils tested were as follows:

a. For a fixed angle of attack, the total and maximum impingement efficiencies and the

impingement limits increased with MVD as expected.

b. In general, for a fixed MVD, the maximum impingement efficiency decreased with

angle of attack. The total impingement efficiency, did not exhibit clear trends with

angle of attack. For some models the total impingement efficiency increased as the

angle of attack was increased. In other cases, however, the total impingement

efficiency decreased as the angle of attack was increased.

NASA/T_2002-211700 58
c. In most cases, for the same MVD and angle of attack the thin airfoils (t/c = 8% to

9%) resulted in higher maximum impingement efficiencies than the thicker airfoils

(t/c = 14% to 17%).

9. Impingement results for a 48-inch chord NLF-0414 airfoil with a 25% simple flap

showed that for an angle of attack of 0 degrees, a flap deflection of 15 degrees trailing

edge down did not have a significant effect on the magnitude of maximum and total

impingement efficiencies compared to the nested flap case. However, for the flap

deflection case, the extent of impingement along the lower surface of the airfoil

increased considerably compared to the nested flap case. Water impingement was

observed on the lower surface of the flap element in all cases and was found to extend

all the way to the trailing edge.

10. Experimental impingement data for the three-element high lift system tested, showed

considerable impingement on the slat and flap elements. For o_=0°, the impingement

efficiency on the main element was less than 10% and extended all the way to the start

of the cove. For o_=4°, the impingement on the slat and flap was not significantly

different than for the o_=0°case. However, the magnitude of the maximum and total

impingement on the main element was considerably increased at the higher angle of

attack. For both angles of attack tested, impingement in the cove region of the main

element was observed for the 11.5 and 21-micron cases only For both angles of attack,

impingement along the flap lower surface extended to the trailing edge of the flap.

11.For the three swept tail configurations tested, the experimental and analysis

impingement data presented showed little variation with spanwise location. Water

impingement was increased as the MVD size of the cloud was increased. In addition,

the impingement region was shifted towards the pressure side of the wing as the angle

of attack was increased. The extent of water impingement was considerably greater at

the higher angles of attack.

12. Impingement scaling experiments conducted with 36-inch and 48-inch chord NLF-0414

airfoils and with a full-scale and a 25%-scale business jet swept tails showed that for

the same air speed, angle of attack and MVD size the smaller scale models resulted in

higher impingement efficiencies. The chordwise extent of impingement was also

greater for the smaller scale models.

13. Experimental impingement data for the S-Duct engine inlet showed considerable

impingement along the engine outer lip, the splitter nose dividing the engine flow from

the scavenge flow, and along the lower surface of the torque tube located in the engine

flow duct. Some impingement was also observed along the interior sidewall of the main

inlet duct for the 21 and 94-micron MVD cases. In general, the impingement intensity at

all inlet locations tested increased as the droplet size was increased from 11 to 94

microns. For each MVD case, total and maximum impingement efficiencies at stations

C and D corresponding to the apex corner and lower surface of the torque tube,

increased as the inlet capture area ratio was increased.

14. In general, good agreement between the experimental results and analysis data

obtained with the NASA Glenn LEWlCE-2D and LEWlCE-3D computer codes was

demonstrated for the 11, 11.5 and 21-micron cases. However, for the 92 and 94-micron

cases the analysis produced considerably higher overall impingement than the

experiment for nine out of the eleven models tested and for all angles of attack.

NASA/T_2002-211700 59
15.Exploratory tests conducted with the 94-micron spray cloud and with various test

models suggest that droplet splashing may be the main reason for the discrepancy

observed between the experimental and the LEWlCE data. These preliminary findings

are supported by recent research efforts in large droplet impingement performed for

engineering applications unrelated to aircraft icing. More research is needed to further

explore phenomena associated with large droplet impingement for icing applications.

NASA/T_2002-211700 60
Table 1 Test geometries and conditions for NACA impingement tests (1955-1958).

NACA Geometry MVD (z Voo

TN # (#m) (deg.) (mph)

3338 7.6, 12, 14.8 0 175

4O92

Cylinders (Diam. = 2,4 and 6 inches,

Span = 1 ft)

Spheres (Diam. 5.92, 18 inch) 0 181

4092 Ellipsoids (minor axis 30 and 20 11.5, 12.7, 0, 3, 6 181

inch ) with fineness ratios of 2.5 and 16.7-18.6

3.0

4092 Conical (30 °) with 18.93 inch base 11.5, 12.7, 0, 3, 6 181

radius- RPMs = 0,600,800, 1200 16.7-18.6

3564 22-59 0 to 9.3 175 - 275

3839

NACA 0011,87inch chord, 6foot

span

Joukowski 0015, NACA: 651-206,

652-206,651-212,652-212,632-015,

652-216

chord lengths: 13-96 inches

NACA 65A004 (unswept)

19 inch cord, 42 inch span

NACA 65A004, 6 ft chord, 42 inch

span removable L.E., flap angle:

-15 ° to 15 °

Supersonic inlet with - conical

center body

4151

4155 11-19

oto 12

11

oto 12

0 to 4.2

175

275

125-276

4268 179

Table 2 Test matrix for 1985 impingement tests (all tests were conducted

at a freestream speed of 165 mph, each test condition

was repeated 2-3 times, Ref. 6).

Geometry MVD (z Mass Flow

(t_m) (deg.) (Ibm/sec)

Cylinder (2, 4 inches in diameter) 16.5, 20.4 0 NA

NACA 652-015 airfoil (13 inch chord)

MS(1)-0317 airfoil (36 inch chord)

Rime Ice Shape

16.5, 20.4

16.5, 20.4

0,8

0,8

NA

NA

20.4 0 NA

Small Glaze Ice Shape on 2-in 20.4 0 NA

diameter cylinder

Large Glaze Ice Shape on 2-in 20.4 0 NA

diameter cylinder

Axisymmetric Engine Inlet 16.5, 20.4 0, 15 17, 23

Boeing 737-300 Engine Inlet 16.5, 20.4 0, 15 17, 23

NASA/T_2002-211700 61
Table 3 Test matrix for 1989 impingement tests (all tests were conducted at a

freestream speed of 165-173 mph, each test condition

was repeated 5 times, Ref. 7).

Geometry MVD (z Mass Flow

(t_m) (deg.) (Ibm/sec)

Small Glaze Ice Shape on 2-in diameter 20.4 0 NA

cylinder

Large Glaze Ice Shape on 2-in diameter 20.4 0 NA

cylinder

NLF(1)-0414F airfoil (36 inch chord) 16.5, 20.4 0, 8 NA

MS(1)-0317 airfoil, 30 deg. infinite swept

Wing (36 inch chord)

NACA 0012, 30 deg. swept finite wing,

(15 inch chord)

Boeing 737-300 Engine Inlet

16.5, 20.4 0,8 NA

16.5, 20.4 0, 8 NA

16.5, 20.4 0, 15 17, 23

Table 4 Survey participants by company.

AIRCRAFT COMPANIES ENGINE AND INLET COMPANIES

Boeing Commercial Airplane Group -

Seattle (8)

Boeing Commercial Airplane Group -

Wichita Division (1)

Douglas Products Division-Long Beach (1)

Lockheed Martin Aeronautical Systems (1)

Cessna Aerospace Corporation (2)

Gulfstream Aerospace Corporation (1)

_earjet, Inc. (2)

The New Piper Aircraft, Inc. (1)

HELICOPTER COMPANIES

Bell Helicopter Textron, Inc. (1)

Sikorsky Aircraft Corporation (1)

Allison Engine Company (2)

GE Aircraft Engines (1)

Rohr, Inc. (1)

OTHER COMPANIES

AlliedSignal Aerospace (1)

Chrysler Technologies Airborne Systems (2)

Key Industries Corporation (1)

FAA/UNIVERSITIES

FAA Technical Center - Atlantic City (1)

Univ. of Illinois at Urbana-Champaign (1)

The number in parentheses shows number of respondents

NASA/T_2002-211700 62
z

L_

Table 5 Geometry requested by group.

ORGANIZATION AIRFOIL WINGS TAILS INLETS PROPS OTHER

SECTIONS S-DUCTS

Large Aircraft 3/5/2 4/1/0/D 1/HV 2/0/1/2c

Manufacturers

Business Jet 1/2/1 3/0/1 2 I

Manufacturers

Small Aircraft 5/0/0 1 1/0/1

Manufacturers

Helicopter Companies 3/1/1

Aircraft Engine/I nlet 5/4/1/1 c II

Comp.

Military Aircraft 1/0/1

Companies

FAA 1/2/0 2/0/0 1

Universities 1/2/0 1

Other 1/0/1 1/1/1 III

Total (Approx. 80 10/12/5 14/1/1/D 5/HV 10151513c 1

models)

Airfoil Sections: Single/Multi-element/With Ice Shapes; Wings: Single/Multi-element/With Ice Shapes/Delta

Wings; Tails: HV Horizontal & Vertical; Inlets S-Ducts: Inlet/S-duct/With Ice Shapes/Cascade

Configurations; I - Windshields, II - Spinners, Center bodies, III - Radomes, Antennas, Appendages.
:Z

>

r.z3

>

bO

bO Table 6 List of droplet trajectory parameters.

Parameter Definition Expression

ReMVD

K

Z

Zs

/40

Reynolds number based on droplet

diameter

Droplet inertia parameter

Ratio of the true range of droplet

as projectile injected into still air to

the range of droplet as projectile

following Stokes' law

Droplet modified inertia parameter

Deviation of the droplet drag force

from Stokes' law

MVD.V Pa_r where MVD represents Median Volumetric

/z

Diameter, pairis the air density and p is the absolute air viscosity

MVD 2

Pdroplet"V= • where pdro_lezis the droplet (water) density and c

18.p.c

is the chord length of the airfoil model

- 0.022466. x 4+ 0.20109. x 3 - 0.59067. x 2 + 0.36072. x + 0.74544

where x = Iog(ReMw) and 6 < ReMw < 1000

K.--

_s

¢ K

ReMvD )2
:z

>

r.z3

>

bO

bO

Table 7 Pressure taps for 48-in NLF(1)-0414 airfoil.

Element

Main

Main

Chordwise Taps

58 taps at 33 inches above floor

7 taps 43 inches above floor

7 taps 23 inches above floor

Control 43 taps 33 inches above floor

Spanwise Taps

12 taps (x/c=0.725) at 6 inch increments.

3 taps overlapping with chordwise ports.

Table 8 Pressure taps for three-element high lift system airfoil.

Element

Slat

Main

Flap

Chordwise Taps .

35

42

33

Spanwise Taps Upper Surface

6 (row near LE)

NA

6 (row near LE)

6 (row near TE)

Table 9 Summary of pressure transducer characteristics.

Transducer

13 SETRA206

Usage

Water lines

Range

(psi9)

0-125

Error

+0.13% FS

Thermal

Zero shift Error

+1.0% FS/100°F

Thermal

Span shift Error

+1.5% FS/100°F

1 SETRA204 Main air line 0-100 +0.11% FS +0.4% FS/100°F +0.3% FS/100°F

3 SETRA206 Nozzle air lines 0-100 +0.13% FS +1.0% FS/100°F +1.5% FS/100°F

Note: all transducers were calibrated at temperature of 50°F
2:

>

bO

bO Table 10a Cloud MVD and corresponding spray system parameters from test measurements (1997 IRT tests).

FSSP+OAP

MVD

Range

(l_m)

11.5

Average

Air Supply

Pressure

At Regulator

(psig + psi)

45.5 + 0.6

Average

Tank Water

Pressure

(psig + psi)

68.0 + 1.0

Average

Water Pressure

At Nozzle

(psig + psi)

61.5 + 1.0

Average Air

Pressure At

Nozzle

(psig _+psi)

40 + 0.6

AP =

Pwater'Pair

At Nozzle

(psi)

21.5

Average

Volume Flow

Rate

12 Nozzles

(GPM)

0.190

Spray

Time

(sec)

18

21 24.5 + 0.9 76.5 + 0.8 69.5 + 0.8 21 + 0.8 48.5 0.275 6

92 6.0 + 0.3 40.5 + 0.6 34.5 + 0.6 4.5 + 0.3 30.0 0.205 3

Pressures, flow rates and errors have been calculated from 100 randomly selected tests for each MVD case.

Table 10b Cloud MVD and corresponding spray system parameters from test measurements (1999 IRT tests).

FSSP+OAP

MVD

Range

(_m)

11

Average

Air Supply

Pressure

At Regulator

(psig _+psi)

43.0 _+0.7

Average

Tank Water

Pressure

(psig _ psi)

67.0 + 0.4

Average

Water Pressure

At Nozzle

(psig _+psi)

62.8 + 0.5

Average Air

Pressure At

Nozzle

(psig _ psi)

38.2 + 0.4

AP =

Pwater'Pair

At Nozzle

(psi)

24.6

Average

Volume Flow

Rate

12 Nozzles

(GPM)

0.226

Spray

Time

(sec)

9.0

21 22.0 + 0.4 77.0 + 0.4 72.5 + 0.5 18.9 + 0.4 53.6 0.329 3.8

92 6.0 + 0.6 37.0 + 0.4 32.4 + 0.5 4.7 + 0.5 27.2 0.185 2.2

Pressures, flow rates and errors have been calculated from 45 randomly selected tests for each MVD case.
:Z

>

O'3

>

bO

bO

L_

Table 11 Collector theoretical efficiency and King probe LWC measurements

for 1997 and 1999 test MVDs.

"-,4

Year MVD Range (FSSP+OAP)

(l_m)

11-12

Average MVD

(l_m)

11.5

Average LWC l'z

(g/m 3)

0.04

Collector Efficiency

(%)

82

1997 20-22 21 0.15 89

90-94 92 0.22 97

11-12 11 0.05 82

1999 20-22 21 0.19 89

90-94 94 0.22 97

1. 1997 LWC King Probe data were obtained at the center of the tunnel test section (relative

humidity ranged from 70% to 80%). IRT spray bar air was used to enhance cloud uniformity.

2. 1999 King Probe LWC data were obtained at the center of the tunnel test section (relative

humidity ranged from 70% to 75%). IRT spray bar air was not used. Automatic feedback was

used to control air and water pressures.
:z

>

O'3

>

Table 12a Test models and conditions (1997 Impingement tests).

bO

bO

Q--,

Oo

Test Model

MS(1)-0317 (c = 36 in)

Strip Location: Midspan

Number of

Surface

Pressure Taps

49

Angle of Attack (_)

Flap deflection (5)

(degrees)

c_: 0, 8

MVD

11.5, 21,92

Average

Air

Speed

176 mph

Number of

Runs per

MVD

Total

Number

of Runs

24

NACA 652-415 (c = 36 in) 100 c_= 0, 8 11.5, 21,92 176 mph 4 to 11 53

Strip Location: Midspan

Commercial transport tail 44 c_= 0, 4 11.5, 21,92 176 mph 4-10 19

section (c = 36 in)

Strip Location: Midspan

GLC 305 (c = 36 in) 44 c_= 1.5, 6 11.5, 21,92 176 mph 4 24

Strip Location: Midspan

60 c_= 0, 6 11.5, 21,92 176 mph 4 24

128

NACA 64A008 tail

(ALE----29.1 °, ATE ----11.1 o,

Cr = 45.48 in, ct-- 28.16 in)

See figure 14d for locations

Three-element high lift

system airfoil (36 in nested

chord)

Strip Location: Midspan

Collector Mechanism

c_= 0, 4

8 = Landing

Configuration

c_= 0, 3 locations

NA

NA

NA

Uniformity 6ft x 6ft Grid

MVD, LWC measurements

11.5, 21,92

11.5,21,92

11.5,21,92

10-130

Humidity studies, 11.5, 21,92

Blotter penetration tests,

Other

NA

176 mph

176 mph

175 mph

176 mph

176 mph

NA

4to6

24

2-4

NA 1-3

NA

43 140

53

24

133
:Z

>

>

Table 12b Test models and conditions (1999 impingement tests).

bO

0

0

bO

..%0

0

Test Model

MS(1)-0317 (c = 36 in)

Strip Location: Midspan

NLF(1)-0414 (c = 36 in)

Strip Location: Midspan

Number of

Surface

Pressure Taps

49

Angle of Attack (_)

Flap deflection (8)

(degrees)

_=0

o_=0, 8

MVD

11,21, 94

11,21,94

True Air Speed

& Inlet Mass

Flow

176 mph

176 mph

Number

of Runs

per MVD

Total

Number

of Runs

21

NLF(1)-0414 (c = 48 in) 124 o_= 0, 4, 8 11,21, 94 175 mph 3 to 4 46

Strip Location: Midspan 8 = 0

NLF(1)-0414 (c = 48 in) 124 o_= 0 11,21, 94 175 mph 3 to 4 46

Strip Location: Midspan 8 = 15

25%-scale Business Jet 126 o_= 1, 6 11,21, 94 176 mph 3 21

Empennage 8 = 0

See figure 15e for location.

Full-scale Business Jet Tail NA o_= 1, 2, 6 11,21, 94 176 mph 3 18

Section 8 = 0, 3

See figure 16e for locations

30 NA 11,21, 94 2-3 17

11,21,94

11,21,94

S-duct Engine Inlet

See figure 22h for blotter strip

locations

Collector Mechanism

Uniformity Test (include 6ft x 6ft

grid and laser sheet technique)

130 mph

MIF= 23 Ib/s

SF = 1.57 Ib/s

CAR = 0.84

170 mph

MIF = 23 Ib/s

SF = 2.08 Ib/s

CAR = 0.65

175 -176mph

170-177 mph

o_: 0 (3 locations)

NA

1 to6

1 to 24

NA

NA

54

176

MVD, LWC measurements NA NA 11,21,94 175 - 176 mph 3 to 4 67

Humidity studies, Droplet NA NA 11,21, 94, 40 - 200 mph 1 to 3 46

break-up tests, Blotter 270

penetration tests, Other

1. MIF = Main Inlet Flow

2. SF = Scavenge Flow

3. CAR = Capture Area Ratio
::z

>

>

,--]

bO

bO

Table 13 Summary of model geometry and impingement parameters (All dimensions are in

English Units (inch, mph); Values inside parenthesis are in SI Units (meter, m/s) (Continued).

Geometry Chord tmax

(test year) (in) (in)

MS(1)-0317

(1997 & 1999)

GLC-305

(1997)

NACA

652-415

(1997)

36

(0.914)

36

(0.914)

36.53

(0.928)

36

(0.914)

x/c at

trnax

6.12 0.376

(0.155)

3.12 0.398

(0.079)

5.49 0.402

(0.139)

3.23 0.338

(0.082)

Voo Rec

mph Million

176 4.83

(78.66)

176 4.83

(78.66)

176 4.85

(78.66)

176 4.84

(78.66)

AOA

(deg.)

0.0

8.0

1.5

6.0

0.0

8.0

0.0

4.0

Commercial

transport tail

section

(1997)

MVD ReMVD K K0

(_m)

11.5 60 0.036 0.015

21.0 110 0.119 0.041

92.0 483 2.286 0.413

101,845 11.5 60 0.036 0.015

21.0 110 0.119 0.041

92.0 483 2.286 0.413

11.5 60 0.036 0.015

21.0 110 0.119 0.041

92.0 483 2.286 0.413

101,846 11.5 60 0.036 0.015

21.0 110 0.119 0.041

92.0 483 2.286 0.413

11.5 60 0.035 0.015

21.0 110 0.117 0.040

92.0 483 2.253 0.407

11.5 60 0.035 0.015 103,345

21.0 110 0.117 0.040

92.0 483 2.253 0.407

11.5 60 0.036 0.015

21.0 110 0.119 0.041

92.0 483 2.286 0.413

101,846 11.5 60 0.036 0.015

21.0 110 0.119 0.041

92.0 483 2.286 0.413
:z

>

>

bO

bO

Table 13 Summary of model geometry and impingement parameters (All dimensions are in English Units (inch, mph);

Values inside )arenthesis are in SI Units meter, m/s iContinued).

Geometry Chord tmax x/c at Voo Rec AOA MVD ' ReMVD K K0 q_

(test year) (in) (in)

36-inch

NLF(1)-0414

(1999)

36

(0.914)

48

(1.219)

37.65*

(0.956*)

tmax

5.14 0.467 +

(0.131)

6.85 0.467 +

(0.1744)

mph Million (deg.) (l_m)

11.0

0.0

8.0

0.0

4.0

8.0

0.0

48-inch

NLF(1)-0414

(with 25%

chord flap)

(1999)

NACA

64A008

Swept finite

span tail

(1997)

3.01" 0.39

(0.077*)

176 4.84

(78.66)

175 6.53

(78.22)

176 5.03*

(78.66) 6.0

58 0.033 0.014

21.0 110 0.119 0.041

94.0 493 2.386 0.427

11.0 58 0.033 0.014

21.0 110 0.119 0.041

493

58

94.0 2.386

11.0 0.025

0.427

0.011

21.0 110 0.089 0.030

94.0 493 1.790 0.320

11.0 58 0.025 0.011

21.0 110 0.089 0.030

94.0 493 1.790 0.320

11.0 58 0.025 0.011

21.0 110 0.089 0.030

493 1.790

60 0.034"

94.0

11.5

0.320

0.014"

21.0 110 0.114" 0.039*

92.0 483 2.186" 0.395*

11.5 60 0.034* 0.014"

21.0 110 0.114" 0.039*

92.0 483 2.186* 0.395*

101,846

135,794

106,514"
:Z

>

CZ3

>

bO

bO

"-,4

bO

Table 13 Summary of model geometry and impingement parameters (All dimensions are in English Units (inch, mph);

Geometry

(test year)

25%-scale

Business jet

empennage

(1999)

Full-scale

Business jet

tail section

(1999)

Chord

(in)

12.31"

(0.313")

32.18"

(0.82)

tmax

(in)

0.9"

2.57"

(0.065)

Values inside parenthesis are in SI Units (meter, m/s)

x/c at V_ Rec AOA MVD ReMVD

tmax mph Million (deg.) (l_m)

0.39

0.39

K

176

(78.66)

176

(78.66)

Ko

1.493*

4.312"

-1.0

-6.0

11.0 58 0.105 0.045

21.0 110 0.383 0.130

94.0 494 7.671 1.371

31,764* 11.0 58 0.105 0.045

21.0 110 0.383 0.130

94.0 494 7.671 1.371

11.0 58 0.034 0.015

21.0 111 0.123 0.042

94.0 496 2.463 0.440 99,824*

21.0 111 0.123 0.042

* Data based on MAC; + Average value
z

>

r.z3

>

bO

bO

Table 14 Effect of relative humidity on droplet distribution and LWC

(FSSP measurements)- MVD = 11-12 #m.

"-,4

L,o

Droplet Size

(l_m)

3.5

Droplet Counts

(60% Relative

Humidity)

875.84

Droplet Counts

(70% Relative

Humidity)

Droplet Counts

(70% Relative

Humidity)

1202.65 1306.98

Droplet Counts

(80% Relative

Humidity)

2702.63

6.5 781.12 1151.86 1208.51 1984.2

9.5 571.82 821.65 888.41 1464.71

12.5 186.71 223.73 254.35 468.61

15.5 67.22 74.92 85.43 158.39

18.5 31.63 29.27 34.55 64.98

21.5 10.69 6.51 8.35 16.55

24.5 2.31 1 1.39 2.63

27.5 0.2 0.06 0.12 0.1

30.5 0 0.04 0.02 0.06

MVD (_m) 12 11 11 11.3

LWC (g/m _) 0.030 0.044 0.049 0.098
Table 15

Test Case

MS(1)-0317 (1997)

MS(1)-0317 (1997)

MS(1)-0317 (1999)

GLC-305 (1997)

GLC-305 (1997)

NACA 652-415 (1997)

NACA 652-415 (1997)

Transport Tail (1997)

Transport Tail (1997)

NLF-0414 36-in (1999)

NLF-0414 36-in (1999)

NLF-0414f 48-in (1999) 8=0

NLF-0414f 48-in (1999) 8=0

NLF-0414f 48-in (1999) 8=0

NLF-0414f 48-in (1999)8=15

NACA 64A008 (1997)

NACA 64A008 (1997)

25%-Scale BJE (1999) Inboard

25%-Scale BJE (1999) Inboard

25%-Scale BJE (1999) Outboard

25%-Scale BJE (1999) Outboard

BJ Horizontal Tail (1999) Inboard

BJ Horizontal Tail (1999) Inboard

BJ Horizontal Tail (1999) Outboard

BJ Horizontal Tail (1999)Outboard

High Lift System (1997) Slat

High Lift System (1997) Main

High Lift System (1997) Flap

High Lift System (1997) Slat

High Lift System (1997) Main

High Lift System (1997) Flap

S-Duct Inlet car=0.6 A

S-Duct Inlet car=0.6 B

of test repeatability results.

AOA

deg

0

8

0

1.5

6

0

8

0

4

0

8

0

4

8

0

0

6

-1

-6

-1

-6

1

6

1

6

0

0

0

4

4

4

0

0

MVD = 11, 11.5

gm

_+12%

_+8.8%

+ 5.7%

+ 8.7%

_+16%

_+14%

+ 13%

+ 9.6%

_+1.7%

+ 5.3%

+ 3.8%

+ 2.9%

+ 4.6%

+ 3.8%

+ 5.9%

+ 4.9%

+ 12%

+4%

+ 4.9%

+ 4.8%

+ 3.4%

+4.4%

+ 1.6%

_+7.7%

+17%

+10%

+11%

+11%

_+7.5%

+6.8%

MVD = 21

gm

MVD =92, 94

gm

+ 3% + 9.1%

_+7.1% _+3.6%

_+3.1% _+11%

+ 8.8% + 8.7%

+ 6% + 4.9%

+ 8.1% + 7%

+ 11% + 17%

+ 4.8% + 9.2%

+ 7% + 9.8%

+ 0.24% + 14%

+ 2.3% + 11%

_+7.3% _+8.1%

+ 8% + 0.8%

_+9.7% _+6.2%

+ 7.9% + 11%

+ 7.4% + 3.9%

+ 8.2% + 3.2%

+ 6.2% + 5.9%

+ 5.7% + 7.1%

+ 14% + 3.7%

+ 4.6% + 3.2%

+ 1.9% + 8.5%

_+8.7%

+ 2.4% + 8.2%

+ 6.7%

+11% +9.2%

+17%

+10% +8.6%

+9.4% +16%

+5.6% +9.5%

+8.5% +15%

+4.6% +11%

+13% +12%

NASA/T_2002-211700 74
2:

>

>

bO

bO

Table 16

Model

(Test Year)

MS(1)-0317

(1997)

Summary of impingement efficiency data for both

Test Conditions _max S_max Su

(z MVD 5

11.5 NA

0 21.0 NA

92.0 NA

11.5 NA

8.0 21.0 NA

92.0 NA

MS(1)-0317 11.0 NA

(1999) 0 21.0 NA

94.0 NA

11.5 NA

1.5 21.0 NA

GLC-305 92.0 NA

(1997) 11.5 NA

6.0 21.0 NA

92.0 NA

11.5 NA

0 21.0 NA

NACA 652-415 92.0 NA

(1997) 11.5 NA

8.0 21.0 NA

92.0 NA

11.5 NA

Commercial 0 21.0 NA

transport tail 92.0 NA

section 11.5 NA

(1997) 4.0 21.0 NA

92.0 NA

1997 and 1999 IRT tests

St Xu/C xt/c

iContinued).

A_ Af

(ram) (ram) (ram) (ram) (ram)

m

E

0.32 -6 -71 30 0.048 0.016 11.09 155.50 0.0713

0.50 -1 -90 45 0.068 0.031 26.43 155.50 0.1699

0.68 -4 -240 149 0.229 0.142 49.53 155.50 0.3186

0.25 +16 -15 66 0.004 0.053 7.690 186.91 0.0411

0.51 +12 -34 185 0.016 0.181 33.43 186.91 0.1788

0.76 +8 -60 300 0.038 0.307 67.41 186.91 0.3607

0.33 -6 -62 30 0.048 0.016 12.08 155.50 0.0777

0.50 0 -89 63 0.078 0.047 29.84 155.50 0.1919

0.68 -2 -164 117 0.147 0.107 50.17 155.50 0.3224

0.47 +1 -26 34 0.017 0.041 9.248 79.321 0.1166

0.66 55

229*

0.026

0.145

0.069

0.264

+2 16.34

+2 26.08

79.321

0.76 79.321

0.2060

0.3288

0.43 +6 -14 60 0.007 0.075 8.956 115.18 0.0778

0.365

0.588

+6

+4

322

526*

25.81

46.75

0.60

0.72

0.015 115.18

0.168 115.18

-22

-25

0.2241

0.4059

0.45 +1 -48 40 0.037 0.035 8.255 139.34 0.0592

0.62 0 -140 75 0.132 0.072 19.51 139.34 0.1400

0.73 -2 -195 150 0.192 0.200 36.48 139.34 0.2618

0.30 +11 -15 135 0.005 0.136 7.896 175.83 0.0449

22.04

61.63

227

407*

+11 0.234

0.556

175.83

175.83

0.52

0.69

0.010

+8 0.090

0.1254

0.3505

0.47 -1 -41 25 0.038 0.016 9.051 82.035 0.1103

0.60 -1 -82 52 0.082 0.043 17.76 82.035 0.2165

0.76 -1 -130 100 0.135 0.094 29.81 82.035 0.3634

0.41 +4 -23 55 0.019 0.046 8.959 98.976 0.0905

0.54 +4 -40 175 0.037 0.176 19.03 98.976 0.1923

0.74 +2 -80 371' 0.080 0.390 42.06 98.976 0.4249
z

>

>

,--]

bO

bO

...%

"--4

Table 16

Model

(Test Year)

Summary of impingement efficiency data for both

Test Conditions _max Spmax Su

I MVDI 5

11.0 NA

0 21.0 NA

36-inch 94.0 NA

N LF(1)-0414 11.0 NA

(1999) 8.0 21.0 NA

94.0 NA

11.0 0

0 21.0 0

94.0 0

11.0 0

48-inch 4.0 21.0 0

NLF(1)-0414 94.0 0

with 25%- 11.0 0

chord flap 8.0 21.0 0

(1999) 94.0 0

11.0 15

0 21.0 15

94.0 15

11.5 NA

NACA 64A008 0 21.0 NA

Swept finite 92.0 NA

span tail 11.5 NA

(1997) 6.0 21.0 NA

92.0 NA

1997 and 1999 IRT tests (Continued).

Si Xu/C xJc A_ Af

(mm) (mm) (mm) (mm) (mm)

m

E

0.45 -3 -35 33 0.023 0.028 9.705 130.48 0.0744

0.60 -2 -76 79 0.065 0.077 20.45 130.48 0.1567

0.77 -2 -230** 180 0.231 0.187 35.26 130.48 0.2702

0.37 +5 -22 100 0.011 0.010 10.79 189.49 0.0569

0.57 +8 -20 400 0.009 0.427 36.85 189.49 0.1945

0.75 +8 -30 465** 0.018 0.498 61.48 189.49 0.3244

0.40 -2 -35 45 0.015 0.029 10.32 173.97 0.0593

0.55 -2 -95 84 0.060 0.060 22.81 173.97 0.1312

0.75 -2 -200 180 0.144 0.138 44.98 173.97 0.2586

0.38 +10 -25 65 0.008 0.045 10.19 193.66 0.0526

0.52 +8 -40 340 0.018 0.268 31.46 193.66 0.1624

0.72 +7 -60 446 0.033 0.355 55.71 193.66 0.2877

0.36 +16 -10 98 0.001 0.071 11.22 252.65 0.0444

0.51 +11 -28 370 0.010 0.293 36.87 252.65 0.1459

0.70 +7 -42 750 0.020 0.604 78.30 252.65 0.3099

0.41 +7 -33* 70* 0.013 0.049 12.13" 212.09 0.0572*

0.55 +8 -50* 180" 0.026 0.138 27.29* 212.09 0.1287"

0.75 +6 -110" 300* 0.072 0.236 51.81" 212.09 0.2443*

0.45 0 -25 25 0.023 0.022 5.974 76.514 0.0781

0.61 +2 -80 80 0.082 0.082 13.86 76.514 0.1811

0.71 0 -180 180 0.191 0.190 23.08 76.514 0.3016

0.45 +6 -5 80 0.017 0.082 8.789 116.07 0.0757

0.61 -10

0.70 -20

310

400 _

0.020

0.018

0.332

0.431

+5 26.23

41.69

116.07

+3 116.07

0.2260

0.3592
Z

>

r.z3

>

bO

bO

Model

(Test Year)

25%-scale

Business jet

empennage

(1999)

<Inboard>

25%-scale

Business jet

empennage

(1999)

<Outboard>

Full-scale

business jet

horizontal tail

(1999)

<Inboard>

Table 16 Summary of impingement efficiency data for both 1997 and 1999 IRT tests.

Test Conditions l_max S_max Su

e_ MVD 8

11.0 0

-1.0 21.0 0

94.0 0

11.0 0

-6.0 21.0 0

94.0 0

11.0 0

-1.0 21.0 0

94.0 0

11.0 0

-6.0 21.0 0

94.0 0

11.0 0

1.0 21.0 0

94.0 0

6.0 21.0 0

Full-scale 11.0 0

business jet 1.0 21.0 0

horizontal tail 94.0 0

(1999) 6.0 21.0 0

<Outboard>

Sl Xu/C xJc

(mm} (mm} (mm}

A_

(mm)

Af

(mm)

m

E

0.60 0 -20 s 20 p 0.049 s 0.050 p 7.467 29.037 0.2571

0.70 0 -40 s 50p 0.105 s 0.134 p 11.74 29.037 0.4043

0.80 +1 -40 s 50p 0.105 s 0.134 p 13.33 29.037 0.4592

0.59 +3 -10 s 80p 0.022 s 0.219 p 10.13 45.292 0.2237

0.68 +3 -15 s 150 p 0.036 s 0.416 p 15.42 45.292 0.3405

0.77 +3 -20 s 150 p 0.049 s 0.416 p 15.94 45.292 0.3519

0.62 0 -20 s 25 p 0.063 s 0.082 p 6.794 23.242 0.2923

0.73 0 -35 s 40 p 0.119 s 0.131 p 11.87 23.242 0.5106

0.81 +1 -40 s 45 p 0.133 s 0.152 p 13.03 23.242 0.5606

0.62 +2 -10 s 70p 0.029 s 0.240 p 10.27 36.253 0.2833

0.71 +3 -15 s 150 p 0.046 s 0.521 p 17.48 36.253 0.4822

0.77 +2 -20 s 150 p 0.063 s 0.521 p 13.19 36.253 0.3638

0.44 -1 -35 30 0.033 0.028 7.714 71.202 0.1083

45

110 _

0.58 0 -70 0.071 0.045 16.30 71.202 0.2289

0.72 -1 -120 0.127 0.118 21.21 71.202 0.2979

0.57 +5 -35 305 0.033 0.344 18.57 118.88 0.1562

0.46 0 -35 30 0.036 0.031 8.661 65.682 0.1319

0.61 -1 -70 45 0.078 0.049 15.87 65.682 0.2417

0.75 0 -120 110 0.139 0.128 23.66 65.682 0.3602

0.61 +3 -35 305 0.036 0.373 22.78 122.82 0.1855

Nomenclature for Table 16

1. S_max representsthe surfacedistance from the referencepoint to the locationof the maximumimpingementefficiency. SuandSl representthe surface

distancesof impingementlimitson the upperand lower surfaces. Xu/CandxJc representthe stationsof the impingementlimits on upper and lower surfaces

with respect to the chord.

2. A_ representsthe total area underthe local impingementefficiencycurve, which is defined as f_} d$ ; where ds is the infinitesimalsurfacedistance.

3. Af representsthe projectedfrontal area of the airfoil.

_ __ A_ 4. E representsthe total impingementefficiency,which is defined as E - --

At

5. * impingementcharacteristicson the main-elementonly, do not includethe flap-element(for 48 in NLF(1)-0414airfoil)

6. :1:endof blotterstrip

7. s = suctionsurface, p = pressuresurface
:Z

>

r./3

>

bO

bO

"-,4

Oo

Element

(test year)

Leading Edge

Slat

(1997)

Main Element

(1997)

Table 17 Summary of impingement efficiency data for three-element high lift system.

Test _max

4.0

Trailing Edge

Flap

(1997)

4.0

4.0

Condition

MVD

11.5 30

21.0 30

92.0 30

11.5 30

21.0 30

92.0 30

11.5 NA

21.0 NA

92.0 NA

0.35

0.60

0.84

0.35

0.64

0.82

0.05

0.04

0.04

11.5 NA 0.40

21.0 NA 0.38

92.0 NA 0.30

11.5 30 0.29

21.0 30 0.51

92.0 30 0.74

11.5 30 0.23

21.0 30 0.53

92.0 30 0.78

S_ma x Su SI Xu/C xJc A_ Af -E

(mm) (mm) (mm) (mm) (mm)

-5 -71 15 -0.048 -0.080 9.294 231.42 0.0402

-7 -142 ++ 20 0.001 -0.076 27.46 231.42 0.1187

-7 -142 ++ 25 0.001 -0.072 60.23 231.42 0.2603

+2 -35 30 -0.071 -0.067 7.696 292.45 0.0263

+2 -142 ++ 37 0.001 -0.061 22.12 292.45 0.0756

+1 -142 ++ 40 0.001 -0.058 43.62 292.45 0.1492

+35 0 110 0 0.134 1.459 231.42 0.0063

+21 0 275 0 0.281 4.763 231.42 0.0206

+204 NA 160 - NA 0.178 - 1.176 231.42 0.0051

370 (+) 0.367

+20 NA 8 - NA 0.046 - 14.94 292.45 0.0511

130 (+) 0.152

+24 0 300 0 0.304 33.41 292.45 0.1142

+85 NA 10 - NA 0.047 - 42.47 292.45 0.1452

420 (+) 0.411

+14 -4 286 ++ 0.872 1.092 11.81 231.42 0.0510

+24 -4 286 ++ 0.872 1.092 47.96 231.42 0.2072

+24 -4 286 ++ 0.872 1.092 96.72 231.42 0.4179

+15 -4 286 ++ 0.872 1.092 9.424 292.45 0.0322

+16 -4 286 ++ 0.872 1.092 51.37 292.45 0.1757

+22 -4 286 ++ 0.872 1.092 110.9 292.45 0.3793

Nomenclature for Table 17

1. The frontal area, Af of the three-element high lift system is defined as follows:

(frontal area for 0 degree of angle of attack)

2. :1:end of blotter strip,

3. Certain regions of leading edge slat are located in negative x-axis.

4. (+) traced impingement starts and ends at lower surface

(frontal area for 4 degrees of angle of attack)
Z

>

bo

bo

¢-

¢D

¢-

O

O

¢D

03

"o

¢:>,-

._1

03

O

O

¢-

O

,m

03

IJ_

¢D

==

,m

03

E

E

O

0.0

AW 2/W t

AWJW t

AW 4/W t

Continuous

Discrete

i di/MVD AWi/W t %

1 0.31 5

2 0.52 10

3 0.71 20

4 1.00 30

5 1.37 20

6 1.74 10

7 2,22 5

AwJw t

' ' I ' ' ' ' I ' ' ' ' I

0.5 1.0 1.5

Ratio of Droplet Diameter to Median Volumetric Droplet Diameter

Fig. la Langmuir "D" dimensionless distribution of droplet sizes.
BODY SURFACE

IMPINGEMENT

AREA

_WC

\ DROPLET

-- SIR[!AH

TUBE

m

ft.//v.

dA s = fisdAs

dAoo = fi_dAoo

L WCooVoo.dA. = L WCsV s . dA s

LWC.V= .dA. = LWCs (- ffs "_ _--As

# _ dAoo _ LWCs(-fis'Vs)

dA s L WCooVoo

Fig. lb Definition of local impingement efficiency for a body

in a cloud of uniform droplet size.

..... ,i "t

I

REFERENCE LINE

1 1

TANGENT TRAJECTORY

7

e-_INTERMEDIATE TRAJECTORY

REFERENCE POINT--,

TANGENT I'RAJECTORY

Y

P

Fig. lc Two-dimensional droplet trajectories for a body

in a cloud of uniform droplet size.

NASA/T_2002-211700 80
Fig. 2 Plan view of NASA Glenn Icing Research Tunnel (IRT).

Airflow

1.25

I /

24.9

104

r

Fig. 3 Icing Research Tunnel turntable and model mounting plate

(all dimensions are given in inches).

1.00

20.00

NASA/T_2002-211700 81
North

wall

Airflow

Fig. 4

South

wall

IRT test section north and south walls showing visual access windows,

turntable, and altitude exhaust piping.

Water tube diameter of an IRT nozzle:

Standard Nozzle - 0.025 inches

Mod-1 Nozzle - 0.015 inches

Air assist_

v

Fig. 5 Schematic of an IRT spray nozzle.

NASA/T_2002-211700 82
Fig. 6

Airspeed

100 200 350 mph

86.8 173.7 303.9 kn

2.0 --

4 -

1.5 --

_,3 2

i 1.0

2

i

i o.s

o o o ) I

10 20 30 40

Median volume droplet size, MVD, pm

IRT icing cloud operating envelopes for standard nozzles.

Airspeed

100 200 350 mph

86.8 173.7 303.9 kn

1.25 --

2 -

0.75

1.00--

e,.

0.75 -- 0.50

C

0

0.50 --

,==

cr 0.25

"I

0.25 --

0 _ 0 o _) I I I

10 20 30 40

Median volume droplet size, MVD, pm

Fig. 7 IRT icing cloud operating envelopes for MOD-1 type nozzles.

NASA/T_2002-211700 83
0.5

0.4-

0.3-

0.2-

00.1

>-

Turntable Center

(x/c = 0.42, y/c = O, c = 36 in.)

MS(1)-0317

' I ' I ' I ' I ' I ' I ' I ' I ' I

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

MS(1)-0317 medium speed airfoil section.

Air Flow

Fig. 8b

North Wall

+ A.O.A.

+

Secondary Control Room

Rotation Pivot

Upper Surface

Tunnel Wall

[Y

I

i

I

I

[ 20.88"

i

I

I

I

104" Dia._

53.82"

South Wall

I Lower Surface

i

15.12"

i

I

I

I

I

i

i

54.0"

Turntable T

Tunnel Wall

Primary Control Room

MS(1)-0317 airfoil installation in IRT test section (top view).

NASA/T_2002-211700 84
Z

>

b_

b_

Oo

Fig. 8c MS(1)-0317 airfoil installed in IRT test section.
Air Flow

0.5--

0.4--

0.3--

0.2--

O0.1

%0-

-0.1 --

-0.2 --

-0.3 -

-0.4

-0.5--

0.0

Turntable Center

(x/c = 0.28, y/c = 0.01, c = 35.5 in.)

GLC 305

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

Fig. 9a GLC-305 airfoil section.

Secondary Control Room

i

Tunnel Wall

North Wall _

+ aoa J_ iYi

/ ] 25 92"

/ R°tati0nPiv°t _ i"

/. _ Upplr ?t_. fTe. _.._.. _

i ......... ,_+(X, i _x_-- L°wer Surface

_ _ lOo8"

South Wall _ i

104" Dia _

53.82"

54.0"

Turntable T

Tunnel Wall

Primary Control Room

Fig. 9b GLC-305 airfoil installation in IRT test section (top view).

NASA/T_2002-211700 86
iiiiiiiiiiii_

Fig. 9c GLC-305 airfoil installed in IRT test section (looking downstream).

NASA/T_2002-211700 87
0.5

0.4-

0.3-

0.2-

O0.1-

-0.1 -

-0.2 -

-0.3 -

-0.4 -

-0.5

0.0

,I

NACA 652-415

' I ' I ' I

0.1 0.2 0.3

Turntable Center

(x/c = 0.5, y/c = 0, c= 36 in.)

Fig. 10a

' I ' I ' I ' I ' I ' I '

0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

NACA 652-415 airfoil section.

Air Flow --_

Fig. 10b

Secondary Control Room Tunnel Wall i

North Wall _ A

i Y 104" Dia

I

+ A.O.A. 7

+ Turntable I

I

I 18" 53.82"

Rotation Pivot

i

I

Lower Surface i

I

South Wall

54.0"

Turntable T

Tunnel Wall

Primary Control Room

NACA 652-415 airfoil installation in IRT test section (top view).

NASA/T_2002-211700 88
Fig. 10c NACA 652-415 airfoil installed IRT test section (looking downstream).

NASA/T_2002-211700 89
0.5

0.4--

0.3--

0.2--

O0.1

%_

-0.1 -

-- Turntable Center

(x/c = 0.33, y/c = 0, c = 35.44 in.)

Pressure Surface

Suction Surface

Commercial Transport Tail Section

' I ' I ' I ' I ' I ' I ' I ' I ' I '

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

Commercial transport horizontal tail section.

Air Flow --_

North Wall

+ A.O.A.

+

Secondary Control Room

Rotation Pivot

Pressure Surface

South Wall

Tunnel Wall

104" Dia. l

53.82"

Suction Surface

54.0"

Turntable I

i Tunnel Wall

Primary Control Room

Fig. 1 lb Commercial transport horizontal tail installation in IRT test section (top view).

NASA/T_2002-211700 90
Fig. 1lc Commercial transport horizontal tail installed in IRT test section

(looking downstream).

NASA/T_2002-211700 91
0.5

0.4--

0.3--

0.2--

O0.1--

-0.1 -

-0.2 --

-0.3 -

-0.4 -

-0.5

Turntable Center

(x/c = 0.323, y/c = O, c = 36 in.)

f

NLF(1)-0414

' I ' I ' I ' I ' I ' I ' I ' I ' I

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9

X/C

Fig. 12a NLF(1)-0414 36-in airfoil section.

i

1.0

Air Flow --_

Fig. 12b

Secondary Control Room Tunnel Wall

North Wall

+A.O.A.

+Turntable

Rotation Pivot

Upper Surface

104" Dia. T

53.82"

South Wall

T\ I

I

I

11.63"

I

I

I

I

r

I

Lower Surface

54.0"

Turntable I

i Tunnel Wall

Primary Control Room

NLF(1)-0414 36-in airfoil installation in IRT test section (top view).

NASA/T_2002-211700 92
Z

>

>

bo

bo

_C_

L,O

Fig. 12c NLF(1)-0414 36-in airfoil installed in IRT test section (looking downstream).
0.5

0.4 m

0.3

0.2

o

-o.1

-0.2

-0.3

-0.4

Turntable Center

i (x/c=O.5,y/_O, _48 in)

NLF(1)-O414F

' I ' I ' I ' I ' I ' I ' I ' I ' I '

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9

X/C

Fig. 13a NLF(1)-0414 48-in airfoil section.

Air Flow --_

i

North Wall T

!y

+ A.O.A. i

+ i

i 24"

Rotation Pivot

T

I

Lower Surface i

I

Tunnel Wall

53.82"

x

Noutn Wall t

Upper Surface

54.0"

TurntableT

Tunnel Wall

Primary Control Room

Fig. 13b NLF(1)-0414 48-in airfoil installation in IRT test section (top view).

NASA/T_2002-211700 94
Z

>

r.z3

>

bO

bO

L_

Fig. 13c NLF(1)-0414 48-in airfoil installed in IRT test section.
Air Flow

Fig. 14b

0.5

0.4--

0.3--

0.2--

(.)0.1--

-0.1 -

-0.2 --

-0.3 --

-0.4 --

-0.5

Turntable Center

(x/c = 0.208, y/c = 0, c = 45.75 in.)

+(_

NACA 64A008

' I ' I ' I '

0.0 0.1 0.2 0.3

Fig. 14a

I ' I ' I ' I ' I

0.4 0.5 0.6 0.7 0.8

X/C

NACA 64A008 swept tail.

Secondary Control Room Tunnel Wall

North Wall

+ A.O.A.

+ Turntable

Rotation Pivot

Upper Surface

I

iY

I

7

I

I

I

I

I

I

104" Dia.I

53.82"

South Wall

54.0"

Turntable T

Tunnel Wall

Primary Control Room

NACA 64A008 swept tail installation in IRT test section (top view).

NASA/T_2002-211700 96
NACA 64A008 Airfoil

Taper Ration = 0.62

Wing Area = 1767.6 in2

Aspect Ration = 2.6

Leading Edge Sweep Angle = 29.1 °

Trailing Edge Sweep Angle = 11.1 °

Pressure Taps

(30 Each Station)

119.

• 45.75"

(Side View)

101.1

24"

48"

43"

Cylindrical End Cap

(Front View)

C

(Bottom View)

\

NACA 64A008

Fig. 14c NACA 64A008 swept tail (3-View Plot).

NASA/T_2002-211700 97
Z

Fig. 14d NACA 64A008 swept tail installed in IRT test section (looking downstream).
0.5

0.4--

0.3

0.2

(_0.1

-0.2

-0.3

-0.4 --

-0.5

0

Fig. 15a

Flow

Direction

Fig. 15b

pressure surface

Pitching Moment

suction surface

Lift (-ve)

Business Jet Tail Section

' I ' I ' I ' I ' I ' I ' I ' I ' I '

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9

X/C

25%-scale business jet empennage horizontal tail section.

Secondary Control Room Tunnel Wall i

North Wall

Rotation

Pivot

\

-- 104" Dia.

53 82"

South Wall

i

I

I 54.0"

iiII 7.04" [

I Turntable

I

Tunnel Wall

Primary Control Room

25%-scale business jet empennage installation in IRT test section (top view).

NASA/T_2002-211700 99
pressure surface

suction surface

+0_

Flow

-0_

(

i

I I

Fig. 15c Business jet empennage and mounting device (side view).

back view of,_.pun_hqg__ Fg,,6",.D.

•

19.75"

OPTIONAL SPACERS

1" OR 2" HIGH

1.0"

Fig. 15d Business jet empennage mounting device.

NASA/T_2002-211700 100
Fig. 15e 25%-scale business jet empennage installed in IRT test section.

NASA/T_2002-211700 101
0.5

0.4

0.3

0.2

(,_0.1

-0.2 --

-0.3

-0.4

-0.5

0

Fig. 16a

re surface

__v + Pitching Moment suction surface

Lift (-ve)

Business Jet Tail Section

' I ' I ' I ' I ' I ' I ' I ' I ' I '

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

X/C

Full-scale business jet horizontal tail section.

Secondary Control Room

North Wall

+ A.O.A.

+ Turntable

Rotation Pivot

Tunnel Wall

28.16"

Air Flow

Fig. 16b

Root

South Wall

Tip

Full-scale business jet horizontal tail

Tunnel Wall

Primary Control Room

installation in IRT test section (top view).

NASA/T_2002-211700 102
Fig. 16c Full-scale business jet horizontal tail installed in IRT test section.

NASA/T_2002-211700 103
0.7

0.6--

0.5

0.4

0.3--

0.2

Q_.I

_00

-0.1

-0.2

-0.3 --

-0.4 --

-0.5

-0.6

-0.7

-- Turntable Center

(x/c = 0.39, y/c = O, based on

deflected chord of 43.875 in.)

_WRP

.....

Three-element High Lift System

' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I

-0.2 -0.1 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2

x/c

Fig. 17a Three-element high lift system.

Air Flow --_

Secondary Control Room Tunnel Wall

North Wall _ i Y

+a.o.a. _ i

+ Tumta_ i

/ Rotation Pivot _ ! 26.764

[ Upper Surface __

Surface

South Wall _

104" Dia. A

53.82"

54.0"

Turntable T

Tunnel Wall

Primary Control Room

Fig. 17b Three-element high lift system installation in IRT test section (top view).

NASA/T_2002-211700 104
E

t--- O

"ID

t--- OO

mv

t-O

.m

I"-

t"

"ID

t"E

e--

e--

t--- E

,5

e--

l---

b,.-

6_

I.l_

NASA/T_2002-211700 105
0.5

0.4

0.3

0.2

_'0

-0.1

-0.2

-0.3 MS(1)-0317

GLC305

-- - -- NACA652-415 -0.4

CommericalTransportTailSection

NLF(1)-0414

-0.5 ''''1''''1''''1''''1''''1''''1''''1''''1''''1''''

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9

X/C

Fig. 18 Comparison of airfoil sections for 2-D models.

0.1

0.09

0.08

0.07

0.06

0.05

0.04

0.03

0.02

r .Ol

>,. o

-0.01

-0.02

-0.03

-0.04

-0.05 --

-0.06 --

-0.07 --

-0.08 --

-0.09 --

-0.1 --

-0.11 --

-0.12 -

MS(1)-0317

GLC 305

NACA 652-415

Commerical Transport Tail Section

.... NLF(1)-0414

I

-0.02 0 0.020.040.060.08 0.1 0.120.140.160.18 1.2

X/C

Fig. 19 Close up of leading edge geometry 2-D models.

NASA/T_2002-211700 106
0.5

0.4

0.3 --

0.2

0

-0,1

-0,2

-0,3

-0,4

-0,5

0

Fig. 20

,,,.,,..----

NACA 64A008

Business Jet Tail Section

""1""1'"'1''"1""1""1'"'1''"1''"1""

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9

X/C

Comparison of airfoil sections for 3-D models.

0.1

0.09

0.08

0.07

0.06

0.05

0.04

0.03

0.02

_.Ol

>,. o

-0.01

-0.02

-0.03

-0.04

-0.05

-0.06

-0.07

-0.08

-0.09

-0.1

-0.11

-0.12

NACA 64A008

Business Jet Tail Section

'"'1'"'1'"'1'"'1""1""1""1""1""1""1"'

-0.02 0 0.020.040.060.08 0.1 0.120.140.160.18

X/C

Fig. 21

I

1.2

Close up of leading edge geometry 3-D models.

NASA/T_2002-211700 107
Z

;>

CZ]

>

bO

bO

-.%

S

Oo

Throat Engine Inlet

Inlet Length d

Offset

Inlet Lip Highlight (ILH) --

Splitter nose

Scavenge duct

Fig. 22a S-duct engine inlet configuration.
/

.... _2_........................................... _2-:_:. ....

....."_ --_V:"_...........

c _ _ Splitter nose

Fig. 22b S-duct engine inlet section views (front and side).

_/Engine duct

_1_ Scavenge duct

Highlight

Fig. 22c S-duct engine inlet.

NASA/T_2002-211700 109
Outerlip iMnl_t

Highlight_;ection 1

5 6

Engine Inlet

Secti_,,_ ,_ 11/II

/

8 /

9

_Ty_

Fig. 22d S-duct engine inlet geometry definition (side view).

/ \

\, /

Axial Cut, X = 0

If 1

\, /

\ /

Axial Cut, X = 10

/ \,

\ /

\, /

\ /

Axial Cut, X = 20

\. /

_j

g

\

\ /

v

Axial Cut, X = 30

Fig. 22e

Axial Cut, X = 40

S-duct engine inlet axial cuts (front view, looking downstream).

Axial Cut, X = 50

NASA/T_2002-211700 110
I'-- J

u6 --I

if)

b_ t--

¢t_ t--

.m

v

t--

t--

t--

-'3

"o

!

r.D

N..-

o

tO

if)

tE

CI

N.--

o,1

o,1

e5

u_

NASA/T_2002-211700 111
Z

bo

bo

bo

Fig. 22g S-duct engine inlet installed in IRT test section (looking downstream).
A strip is located

at lower lip of

the inlet (see

picture below).

Highlight for this

strip is at ILH

ILH = Inlet Lip Highlight, most forward point on the Inlet Lip (see Figure 22a)

Fig. 22h Blotter strip locations for S-duct engine inlet geometry (looking downstream,

1999 IRT tests.

NASA/T_2002-211700 113
Z

>

SPRAY

UN]T

[] ON/OFF SOLENOIDCONTROL VALVE

SHUT-OFF VALVE

ADJUSTABLE VALVE

._. PRESSURE TIL_SDUCER

PRESSURE

GAUGE

WATER FILTER

T-FITTING

PRESSURE VALVE MZTHREGULAT PRESSURE ]NG

GAUGE

_ CROSS-F]TTING

AIR

HANIFOLO

UPG2

AIR IN kSVl_ TANK AIR W

OL1 DLE

AL

r

APRV2

ASV3 (_

ACSV3_

AL7

ALII

AIR IN

Fig. 23 Schematic of Original WSU 12-nozzle spray system used during the 1985 and 1989 impingement tests.
Fig. 24 WSU spray system installed in IRT plenum chamber (1997 IRT entry).

NASA/T_2002-211700 115
Spray Bar #10

Spray Bar #9

Spray Bar #8

Spray Bar #7

10 9

Spray Bar #6

1

Spray Bar #5 12 • •

2

Spray Bar #4 •

Spray Bar #3 3 •

Spray Bar #2

Spray Bar #1

IRT Plenum Chamber Ceiling

_Z (in)

8 7

11• •_ -_ Y (in)

5

04

Wall

Center Support

Beam

WSU Nozzle

Assembly #

1

Wall

IRT Plenum Chamber Floor

175.02 in 175.02 in

(1997 WSU spray system; all dimensions in inches)

NASA MOD-1

Nozzle #

277

Of

0.00400

Y-Coordinate (in)

(Notes:l,2)

-17.250

m_ F24 in

24 in

24 in

24 in

24 in

24 in

24 in

24 in

24 in

48 in

Z-Coordinates (in)

(Note:l)

+6.750/SP5

2 306 0.00399 -29.375 +6.75GSP4

3 279 0.00399 -6.750 +11.25GSP3

4 217 0.00398 +18.500 +8.75GSP3

5 308 0.00401 +37.000 +17.12_SP4

6 311 0.00406 +56.500 +11.00GSP5

7 210 0.00402 +46.250 -4.00GSP7

8 233 0.00400 +19.750 -4.25GSP7

9 242 0.00401 -9.500 -6.50GSP7

10 243 0.00401 -30.250 -4.75GSP7

11 249 0.00401 +23.750 +10.75GSP5

12 252 0.00403 -52.000 +9.50GSP5

.

Positive Y to the right looking upstream measured from trailing edge of center

beam.

Example: WSU Nozzle Assembly # 11. Y = 23.750 inches to the right of center

beam, looking upstream. Z = +10.750/SP5, i.e., 10.75 inches above trailing edge

(upstream edge) of spray bar #5 (SP5).

Fig. 25 WSU spray system nozzle locations with respect to the IRT spray bars

(1997 IRT Entry).

NASA/T_2002-211700 116
Fig. 26 WSU spray system installed in IRT plenum chamber (1999 IRT entry).

NASA/T_2002-211700 117
Spray Bar #10

Spray Bar #9

Spray Bar #8

Spray Bar #7

Spray Bar #6

Spray Bar #5

Spray Bar #4

Spray Bar #3

Spray Bar #2

10 9

2

8 12 7

11 • 06

IRT Plenum Chamber Ceiling

24

24

24

24

24

24

24

24

24

175.02 in 175.02 in

(1999 WSU spray system; all dimensions in inches)

WSU Nozzle NASA MOD-1 Cf Y-Coordinate (in) Z-Coordinates (in)

Assembly # Nozzle # (Notes: 1,2) (Note: 1)

1 277 0.00400 -17.375 -17.375/S P6

2 306 0.00399 -31.750 +8.250/SP4

3 234 0.00399 -6.750 + 11.250/S P3

4 217 0.00398 +7.750 +7.500/SP4

5 308 0.00401 +37.000 -17.375/SP5

6 243 0.00406 +56.500 +11.125/SP5

7 210 0.00402 +46.125 +20.250/S P6

8 233 0.00400 +9.000 + 18.000/S P6

9 242 0.00401 -9.250 + 17.500/S P6

10 311 0.00401 -37.500 +17.125/S P6

11 249 0.00401 +24.000 +11.000/SP5

12 252 0.00403 +26.000 + 17.000/S P6

Fig. 27 WSU spray system nozzle locations with respect to the IRT spray bars

(1999 IRT entry).

NASA/T_2002-211700 118
}iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii

Fig. 28 Close up of WSU nozzle assembly. Fig. 29 Stainless steel pressure tank.

Fig. 30 Main air supply control system for WSU spray nozzles.

NASA/T_2002-211700 119
Fig. 31a Main water supply control system for WSU spray nozzles.

t

AIR IN

Fig. 31b Schematic of Improved WSU 12-nozzle spray system used during the 1997

and 1999 impingement tests.

NASA/T_2002-211700 120
ANALOG-TODIGITAL

CIRCUIT CARD

DIGITAL 1

INPUT/OUTPUT m

CIRCUIT CARD

PERSONAL COMPUTER

TRANSDUCER

EXCITATION

VDC PWR SUPPLY

-__ +Exc

Transducer # 1

Transducer # 18

-Exc

I

SOU D

STATE

RELAYS

(13)

I

Solenoid # 1

.

Solenoi d # 13

Fig. 32 Simplified data acquisition system block diagram.

Fig. 33 6-ft by 6-ft uniformity grid with/without blotter squares or strips.

NASA/T_2002-211700 121
Fig. 34 Argon-Ion laser emission.

NASA/T_2002-211700

Fig. 35 Laser sheet set up.

]22
a. Fiber Optic Collimator

b. Galvanometer

c. Cylindrical Lenses

d. 1999 Argon-Ion laser

beam system

Fig. 36 Key components of Argon-Ion laser beam system (1999 IRT entry).

NASA/T_2002-211700 123
55.5"

North Wall Tunnel Wall

Flow

4-ft Laser

Sheet

i

I

I

I

2-ft Laser i

Sheet i

Turntable

[ Tunnel Wall

South Wall

Fig. 37 Laser sheets axial locations in IRT test section.

Fig. 38 CCD cloud images in IRT test section.

NASA/T_2002-211700 124
5 mW

He-Ne Laser Condensing

Lens (60 mm)

V "

"\ 1 --'

Photodiode Dump | Sam%le F

(Annulus) _[__,,'--Spot ] Voiu'me

Photodiode _ '_ _

(Signal) _ _ f/ L]

I i

I

I J

I I

67% Beam /

/ FL. 8 55 mm Splitter /

Lens Pack

,-- 45 dug. Mirror

/

X___ Dump Spot

Right Angle

Prism

a. Forward Scattering Spectrometer Probe (FSSP) optical configuration.

Air

Flow

b. FSSP installed in IRT test section

Fig. 39 Forward Scattering Spectrometer Probe (FSSP).

NASA/T_2002-211700 125
1.5 mW

He-Ne Laser

I

I

I

I

I

I

24 Element Linear

'_ Photodiode Array

ioooooool

/ I

f I

I

// I

45 (leg. Mirror ,I Secondary

Zoom Lens

J

j/

," Objective

Lens (F60)

,-- 45 deg. Mirror

I

I

Air

Flow

,-- 45 deg. Mirror

Fig. 40 Optical Array Probe (OAP).

Fig. 41 King Probe installed in IRT test section.

NASA/T_2002-211700 126
1.00E+002

1.00E+001

b

"E

_I.00E+000

"3 1.00E-001

_1.00E-002

1.00E-003

1.00E-004

1.00E-002

1.00E-003

b

"E

"l_00E-004

-1

1.00E-005

1.00E-006

X

-F ÷

|

.t

+ $

+_

_t

x

÷

X

0

0

z_

I

1.00

1997 - FFSP

1997 - FSSP - Repeat 1

1997 - FSSP - Repeat 2

1999 - FFSP

1999 - FSSP - Repeat 1

1999- FSSP - Repeat 2

I

10.00

Droplet Diameter (microns)

.(,

t +_$

+ +_

X

t

÷

X

_cx>

100.00

÷ 1997 - FSSP x

1997 - FSSP - Repeat I o

x 1997 - FSSP - Repeat 2

o 1999 - FSSP

o 1999 - FSSP - Repeat 1

z_ 1999 - FSSP - Repeat 2

1.00 10.00 100.00

Droplet Diameter (microns)

Fig. 42a Measured MVD and LWC distributions for 1997 and 1999 IRT tests

(MVD = 11, 11.5 _m) (Continued).

NASA/T_2002-211700 127
1.00E+002

1.00E+001

_.00E+000

b

"E

_1.00E-001

o

,,_1.00E-002

_1.00E-003

_1.00E-004

1.00E-005

1.00E-006

1.00E-007

1.00

1.00E-002

1.00E-003

b

"El .OOE-O04

1.00E-006 --=

Fig. 42b

1.00E-007 --

1.00

4-

+

X

0

0

O

0

[]

[]

I

-I-

+

x

o

o

o

o

[]

[]

i

m

,I,

+ll I

+,

!

1997-FSSP ¢

1997- OAP

1997-FSSP-Repeat1

1997-FSSP-Repeat2

1999-FSSP _

1999 - OAP _+ @

1999-FSSP-Repeat1 _

<

1999- OAP -Repeat1 + -

1999-FSSP-Repeat2 <,dP

1999- OAP - Repeat2

I I I I I II I

10.00 100.00

Droplet Diameter (microns)

tiItz i_#

+ *'._LI

li ++ *q

1997 - FSSP

1997 - OAP

1997 - FSSP - Repeat 1

1997 - FSSP - Repeat 2

1999 - FSSP

1999 - OAP

1999 - FSSP - Repeat 1

1999 - OAP - Repeat 1

1999 - FSSP - Repeat 2

1000.00

"1

0

o

o

F 9

3

++

_D

[]

-t1999 - OAP - Repeat 2

I I I I III I

10.00 100.00 1000.00

Droplet Diameter (microns)

Measured MVD and LWC distributions for 1997 and 1999 IRT tests

(MVD = 21 _m) (Continued).

NASA/T_2002-2ll700 128
1.00E+001

1.00E+000

b

"E 1.00E-001

U

_-d.00E-002

e_l.00E-003

_-1.00E-004

1.00E-005

1.00E-006

1.00E-002

1.00

I I

O

+O@

++

O

¢p

Q

1997- FSSP 9o

1997- OAP -_

1999- FSSP

1999- OAP

1999- FSSP - Repeat

1999- OAP - Repeat

I I I III I

10.00 100.00

Droplet Diameter (microns)

1000.00

Fig. 42c

1.00E-003

b

"E

"_00E-004

.J

1.00E-005-= ÷

+

O

- O

- z_

A

1.00E-006--

e

÷ +

4

÷

O

4

+

9

1997 - FSSP

1997 - OAP

1999 - FSSP

1999 - OAP

1999 - FSSP - Repeat

1999 - OAP - Repeat

I I I I I I II I

10.00 100.00

Droplet Diameter (microns)

1.00 1000.00

Measured MVD and LWC distributions for 1997 and 1999 IRT tests

(MVD = 92, 94 _m).

NASA/T_2002-2ll700 129
¥

®®

O

O

O

t---

v

7 E

1 0

, _

' i ' i

"o

..Q

0

@ @1o0

LL

cO

.m

0

t-'-

"o

m

t-'-

E

m

t--

co

E

0

0

o

LL

NASA/T_2002-211700 130
2-ft high

by 3-ft

wide

uniformity

region

6-ft by 6-ft

Uniformity

Grid

Fig. 45

Reference

collector

blades

Location of the collector mechanism with respect to the uniformity grid.

Fig. 46 Close up of the reference collector matching the blotter strips locations on a

MS(1)-0317 airfoil.

NASA/T_2002-211700 131
oo •

1 J I

I I I

I I I

I I I

I I I

1 J J

I I I

I I I

I I I

I I I

eoueloelJe_l pez!le uJJON

o d

Q.

>

o

o

co

(D

o

_ o

(D

(D

rr

m

co

d_

LJ_

NASA/T_2002-211700 132
:Z

>

r./3

>

bO

O

O

bO

O

O

L,o

mm

I

I

L I

I

Calibration Equation for Laser Reflectometer

(1999 IRT tests)

y=a+

b

1+(x/c) d

a=-0.0796341 b= 1.0796341 c=2.3792054

d = 0.63310639

I

L

I

I

L

I

I

L

I

I

I I I I I I I I

0.5

I I I

L L L

I I I

I I I

L L L

I I I

I I I

L L L

I I I

I I I

I

I I I I I I I I I I I I I I I I

0.0 1.0 1.5 2.0 2.5 3.0

Dye Mass (J-N / cm2)

I I

L L

I I

I I

[ L

I I

I I

L L

I I

I I

I I I I I I I I I I I I I I

3.5 4.0

Fig. 48 Laser Reflectometer calibration curve (Verigood 100# blotter paper, 1999 IRT tests).

4.5
Z

>

bo

bo

1.0 ",

0.9

0.8

(D

,'- 0.7--

,,,I,--I

O

0.6--

m

(_

12:::0.5--

-_

(_

N

'- 0.4--

¢_

E -

'- 0.3--

O

Z

0.2--

0.1--

0.0

0.0

I

I

I

I

I

I

U

I

I

• l

I

Calibration Equation for CCD Reflectometer

(1997 IRT tests)

Y = a + be(x/c)

I

I

I i

I i

L .... L

I i

I =

I • [ L

I i I i

I i I i

I I I I I I I I I I I I I I I I i I I I

0.5 1.0 1.5 2.0

I l L I

I I I I

I I I I

I I I I I i I I I I I I I I I I I I

2.5 3.0 3.5 4.0 4.5

I I I I

L L L L

I I I I

I I I I

L L [ L

I I I I

I I I I

L L L L

I I I I

I I I I

Dye Mass (l._g/ cm 2)

Fig. 49 CCD Reflectometer calibration curve (Verigood 100# blotter paper, 1997 IRT tests).

I

L .....

I

I

I

I

e

L a=0.48281288 b=LO.51323622 C=0.65490526

I _ I i I I I I

• - _ • L • L • L

I _ I i I I I I

I _ I I I I
J J I J

I I I

I I I

I I I

I I I

e:) um,:)elJe l pez!leLUJON

O

O

O

00

00

d3

u') I--

r_

ob

ob

ob

d3

Q.

A_

O --_

u') q:l:

"O

O

OED

(jr3 E

d3

O

C_ c

i.o o

o

,__ d3E

o

O

d3

d3

r_

n

0

0

o

Lo

NASA/T_2002-211700 135
I, I

LENS _._ _ j

STRIP

LASER PATH Z

ELECTRIC PATH

COMPUTER

(WITH INTERFACE

CIRCUIT CARDS)

I PRINTER ]

SIGNAL

CONDITIONING

UNIT

I/O LINE

TRIGGER

f LINE

T__I DIGITAL t

N D,G,TAL

I vOLTMETER

PHOTODETECTOR_

HE-NE LASER I

GLASS SPLITTER PLATE

a. Schematic of automated laser reflectometer and digital data acquisition system.

o

E

' ' ' I ' ' ' ' I ' ' ' ' I ' ' ' ' I ' ' ' ' I ' ' ' '

-200 -100 0 100 200 300

Surface Distance (ram)

b. Typical raw surface reflectance distribution for a dyed blotter strip

Fig. 51 Automated Laser Reflectometer data reduction system.

NASA/T_2002-211700 136
2" _1"1__t_

Blotter strip for I

reference collector _ .............. I_ 1

0.2"

T

'). .................................. ,. I) l. ..... hor,zonta, scan,,nes ..... ,)................................... • ))

(

a. Scan locations for test model and reference collector strips

(laser reflectometer)

t

1.5"

U

?

L___

b. Blotter strip image analysis region for CCD data reduction system

t

1.5"

J

• V-shape blotter strips for 3D models • User specifies the locations of A, B, C,

• Sectional scan required and D

• Program determines the locations of

E, F, G, and corresponding region

_highlight _

BLOTTER _',J, jEI ol I J,,J_

IMAGE _'q. _)'y

t highlight ANALYSIS

mark

c. Scan locations for 3D models (laser d. V-strip image analysis region for CCD

reflectometer) data reduction system

Fig. 52 Blotter strip analysis with laser reflectometer and CCD data reduction

systems.

NASA/T_2002-211700 137
(A) Computer

(B) CCD Control Unit

(C) CCD Camera

(D) Light Units

(E) Power Supplies for Lights

(F) Table

(G) Portable Dark Room

G

a. Schematic diagram of the CCD Reflectometer

14000

.m

¢=

¢=

n_

13000

12000

11000

10000

9000

8000

7000

6000

5000

4000 I I ,, I , I I I I, I ,, I I , I I I, I I , I I , I I

-300 -200 -100 0 100 200 300

Surface Distance (mm)

b. Typical raw intensity (reflectance) distribution for a dyed blotter strip

Fig. 53 CCD Reflectometer data reduction system.

E

NASA/T_2002-211700 138
a. NACA 64A008 swept horizontal tail section installation in IRT test section

Fig. 54

b. PMARC panel model for NACA 64A008 swept finite tail

NACA 64A008 swept horizontal tail wind tunnel and analytical flow models

(Continued).

NASA/T_2002-211700 139
Z

bo

bo

C_©

Q.

II

C_

"O

"-5
iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii_iiiiiiiiiiiiiiiiii!iiiiiiiiiiiiiiiiiiiiii_;:_ .......

iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii_;_ ..........

!!!!!!!!!!!!!!!!!!!!!!! ...........

N

a. Full-scale business jet horizontal tail installation in IRT test section

Fig. 55

b. PMARC panel model

Wind tunnel and analytical flow model for full-scale business jet horizontal tail

(Continued).

NASA/T_2002-211700 141
_--*+---I , I I I I I

c. Grid at Y = 0 plane

I

d. PMARC panel model and grid

Fig. 55 Wind tunnel and analytical flow model for full-scale business jet horizontal tail.

NASA/T_2002-211700 142
a. 25%-scale business jet empennage installation in IRT test section

b. PMARC panel model

Fig. 56 Wind tunnel and analytical flow model for 25%-scale business Empennage

(Continued).

NASA/T_2002-211700 143
.............................................................................................................................................................. !:!:!:!:!:!:!:!:!:!:!:!:!:!:_:_i!i!i!i!i!i!;!::.::.,

c. Grid at Y = 0 plane

d. PMARC panel model and grid

Fig. 56 Wind tunnel and analytical flow models for 25%-scale business jet

empennage.

NASA/T_2002-211700 144
Fig. 57 Computational grid system (997,450 grid points) for the S-duct engine inlet.

NASA/T_2002-211700 145
84

80

76

72

'_ 68

v

•_ 64

60

,=

13. 56-

52-

e- 48-

1-- 44-

40

36

32

a.

MVD = 11.5 microns

MVD = 21 microns

MVD = 92 microns

'"1'"1'"1'"1'"1'"1"'1'"1'"1'"1'"1'"

40 80 120 160 200 240 280 320 360 400 440 480

Run Number

Variation in average tank water pressure.

52

48 --

44 --

40 --

36 --

'_

32

28

¢L 24

20

.E

16

12

8

4

@

D

×

MVD = 11.5 microns

MVD = 21 microns

MVD = 92 microns

_ @ _._ _@

'"1'"1'"1'"1'"1'"1'"1'"1'"1'"1"'1"'

0 40 80 120 160 200 240 280 320 360 400 440 480

Run Number

b. Variation in average air supply pressure.

Fig. 58 Repeatability of average spray system air and water pressures (1997 tests).

NASA/T_2002-211700 146
80

J/ J]

75

70

u) 65

Q.

•._ 60

_ 55

_ 50

e- 45

I--

40

50

35

30

OD IIRIII II11 DD D

Oo O QO • oW •

• MVD = 11 microns

[] MVD = 21 microns

x MVD = 94 microns

280 320 360 400 440 480 520 560

Run Number

a. Variation in average tank water pressure.

45

40

.-_ 35

Q.

_ 3o

-,,1

_ 2s

'-- 20

e'-

10

oe Q • m • eeo Q

• MVD = 11 microns

[] MVD = 21 microns

x MVD = 94 microns

280 320 360 400 440 480 520 560

Run Number

b. Variation in average air supply pressure.

Fig. 59 Repeatability of average spray system air and water pressures (1999 tests).

NASA/T_2002-211700 147
-4

=

1.0

0.9

0.8

0.7

0.6

0.5

0.4

0.3

0.2

0.1

0.0

.............................

/ 1 1

/

0 10 20 30 40 50 60 70 80 90 100

Droplet Size (Microns)

a. Variation in Prnaxwith MVD

160 ii ii

150

140 i i

130 : : :

- _

120 ii

110

; ii i

100 13: .. [] ii ii .._

_ 00 _ _

_-_ 70 [] _ []

6o

50 _ []

40 []

[]

30 _ _i _i

20 [] _i []

:: o_oo _ _ lO %_:

o '""'"'1'"'"'"1'"'"'"1"'"""1 '"'""'1'"'"'"1'"'"'"1'""'"'

-300 -200 -100 0 100 200 300 400 500

<---Upper Surface ] Lower Surface--->

Surface Distance from Highlight (ram)

b. Variation in impingement limits with MVD

Fig. 60 Variation in maximum impingement efficiency and impingement limits with

MVD for MS(1)-0317 airfoil; computational results obtained with monodispersed

droplet distribution.

NASA/T_2002-211700 148
0.50

0.45 --

0.40 --

0.35 --

E

_- 0.30 --

_3

0.25

n_

0.20

O

IJ.

0.15

0.10

0.05 --

0.00

295

• MVD = 11 microns

[] MVD =21 microns

X MVD = 94 microns

D[]D []

000 X •

XXX XXXx

.... I .... I .... I ....

300 305 310

Run Number

a. MS(1)-0317 airfoil

315

0.50

0.45 --

0.40 --

0.35 --

E

_- 0.30 --

_3

"_ 0.25

n_

O_ 0.20

IJ.

0.15

0.10

0.05 --

0.00

[]

X

MVD = 11 microns

MVD =21 microns

MVD = 94 microns

000000

xxXxxx

.... I .... I .... I ....

380 385 390 395

Run Number

b. NLF(1)-0414 airfoil

400

0.50

0.45

0.40 -

0.35

E

_- 0.30

_3

O

M.

0.25

0.20

0.15 -

0.10 -

0.05 -

0.00

485

• MVD = 11 microns

[] MVD =21 microns

X MVD = 94 microns

Xxxx

''''I''''I''''I''''I'''

490 495 500 505

0.50

0.45 --

0.40 --

0.35

E

_- 0.30 --

_3

"_ 0.25

n_

O_ 0.20 --

IJ0.15 --

0.10

0.05

• MVD = 11 microns

[] MVD =21 microns

X MVD =94 microns

[]

0.00

510

435 440 445 450 455

Run Number Run Number

c. 25%-scale business jet empennage d. Full-scale business jet tail section

Fig. 61 Variation in WSU 12-nozzle spray system water flow rate (1999 tests).

.... I .... I .... I .... I ....

460

NASA/T_2002-211700 149
Z>

FO

FO

--7

77

r,_

"o

,<

,<

Of)6

O0 C

cb

"03

_

o<o

2_

_3

Pressure (psig)

.... I.... I .... I .... I .... I .... I ........ I ,,,

°1'

<¢3

ll='iiI

=

c

_o

=¢<o

ii

33x

Pressure(psig)

I ....I ....I ....I ....I .... I,,,

t

'1= Ill ! ;z

Pressure (psig)

....I....I ....I ....I ....I ....I ............

'=1 ! :I

_=.___

.¢

I,,,,I,,,, o

c2_

Pressure (psig)

,,,,I,,,,I,,,,I,,,,I,,,, ,,,,

,11 I ,

;._

7_

"4

Pressure (psig)

_'"\'....;i....'....'...._"'"""

° ' iI

__.zz _:

¢-

<3

s_

Pressure (psig)

I ....I ....I ....I ....I ....I ....I ....

'1

_=,z _z._

-0= ==

/
70

65

60

,--_ 55

5o

45

40

35

30

50

tO

tO

40

==

_. 3o

20

40

35

30

-_ 25

20

L. 15

10

-- Nozzle 1 (Water Pressure)

-- -- Tank (Water Pressure)

.... Nozzle 1 (Air Pressure)

.... Main Air Supply Pressure

-,_ i", .,,, , .f ,,,, .V,, , "_ .,, ,

A1. Run 301 -MVD = 11 microns (spray time= 9 sec.)

""1"''1'"'1'"'1''"1''"1'"'1'"'1'"'1''"

1 2 3 4 5 6 7 8 9 10

Time (sec)

-- Nozzle 1 (Water Pressure)

-- -- Tank (Water Pressure)

.... Nozzle 1 (Air Pressure)

.... Main Air Supply Pressure

B1. Run 456-MVD = 21 microns (Spray Time = 3.8sec.)

' ' ' ' I ' ' ' ' I ' ' ' ' I ' ' ' '

1 2 3

Time (sec)

-- Nozzle 1 (Water Pressure)

-- -- Tank (Water Pressure)

.... Nozzle 1 (Air Pressure)

.... Main Air Supply Pressure

70 4

--I

--I

--I

65

--I

1.

..-i

6o

-4

1

._ss_

==so-q

4sq

13. -4

-4

-4

40

-- Nozzle 1 (Water Pressure)

-- -- Tank (Water Pressure)

.... Nozzle 1 (Air Pressure)

.... Main Air Supply Pressure

:1

-4,.......- ....... _ - - -- -

3s --1

ZIA2. Run 301 -MVD = 11 microns (First2 seconds)

3o I _ _ _ _ I _ _ _ _ I _ _ _ _ I _ _

0 0.5 1 1.5

Time (sec)

80 ,

-4

70 -_

-4

60 .ZJ

--i

--i

-4

1

._ 4o_

_3o_

-4

-4

2o --1

..-i_

-4

-4

-4

-4

0

0

4o

35 --

30--

.__3 25 -_

2o--

,_ :

13.

10--

5--

o

-- Nozzle 1 (Water Pressure)

-- -- Tank (Water Pressure)

.... Nozzle 1 (Air Pressure)

.... Main Air Supply Pressure

B2 Run 456 - MVD : 21 microns (First 1 seconds)

0.5

Time (sec)

-- Nozzle 1 (Water Pressure)

-- -- Tank (Water Pressure)

.... Nozzle 1 (Air Pressure)

.... Main Air Supply Pressure

Cl. Run 552- MVD : 94 microns (Spray Time = 2.2sec.) C2. Run 552 -MVD = 94 microns (First second)

.... I .... I .... I .... I .... ' I ' I ' I ' I

0.5 1 1.5 2 2.5 0.2 0.4 0.6 0.8

Time (sec) Time (sec)

Fig. 63 Spray system pressures versus spray time for all MVD cases (1999 tests).

NASA/T_2002-211700 151
1

0.9

"_ _ 0.8

N _- 0.7

'- _ 0.6

¢_ o 0.5

E--. _ 0.4

O_ 0.3

Zn_ 0.2

0.1

0

24" below the tunnel ceiling

left --> right, looking downstream

I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I

6 12 18 24 30 36

0.9 no data obtained

"_ _ 0.8 for thissection

N e- 0.7

•-- t_ 0.6 _,,_,,,_

¢_ "_ 0.5

E--. _ 0.4

0 '_ O.3 _ 30" below the tunnel ceiling Zn_ 0.2

0.1 1 left--> right, looking downstream 0 ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I

0 6 12 18 24 30 36

0.9

N _- 0.7

•-- t_ 0. 6

"_ "_ o.s

O_ 0.3

Z n_ o.2 ----_7 36" below the tunnel ceiling

0.1 1 left--> right, looking downstream 0 ''''' I''''' I'''''1''''' I'''''1' '''' I

0 18 24 30

0.9

N e- 0.7

" ¢_ 0.6 --

¢_ O 0.5--

E_.= 0.4-

o"_ 0.3-

Z_' 0.2--

0.1 --

0

1 --

0.9-

.__._- 0.7

•-_ 0.6

o 0.5

E--. _ 0.4

o"_ 0.3-----

Zl_ 0.2--

0.1 --

0

6 12

42" below the tunnel ceiling

left--> right, looking downstream

' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I

6 12 18 24 30 36

48" below the tunnel ceiling

left--> right, looking downstream

' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I

6 12 18 24 30 36

Horizontal Distance (inch)

Fig. 64 Cloud uniformity tests using IRT uniformity grid;

1999 impingement tests, MVD = 11 microns.

36

NASA/T_2002-211700 152
1 --

0.9-

N e- 0.7

•--0=0. 6

_ o 0.5

E--. _ 0.4-

t= N,=

0 _ 0.3-

Zn_ 0.2-

0.1 -

0

1 --

0.9-

.__._- 07

•._ _ 0.6

o 0.5

E--. _ 0.4

O_ 0.3

Zn_ 0.2-

0.1 -

0

24" below the tunnel ceiling

left--> right, looking downstream

''''' I''''' I''''' I' '''' I''''' I''''' I

0 6 12 18 24 30 36

I

no data obtained I

_ _ _ t_thiisec_

30" below the tunnel ceiling

left--> right, looking downstream

''' '' I''''' I''''' I''''' I''''' I''''' I

0 6 12 18

1

0.9

N e- 0.7

'--¢_ ¢_ 0"6 i

o 0.5

_--._ 0.4

0.3 

Zn_ 0.2--

0.1 --

0

24 30 36

no data obtained

for this section

1

.__._-00.7

•._ _ 0.6

o 0.5

,E_=04

Zn_ o '_ 0.3 0.2 36" below the tunnel ceiling

0.1 left--> right, looking downstream

0 ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I

0 6 12 18 24 30 36

LZZ no data obtained

for this section

42" below the tunnel ceiling

left--> right, looking downstream

' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I

6 12 18 24 30 36

_ _ _ _ n° data °btiined

for this section

48" below the tunnel ceiling

left--> right, looking downstream

' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I

6 12 18 24 30 36

Horizontal Distance (inch)

Fig. 65 Cloud uniformity tests using IRT uniformity grid;

1999 impingement tests, MVD = 21 microns.

1! 0.9

"_ _ 0.8

N e- 0.7

"" _ 0.6

¢_'_ 0.5

_--._ 0.4

O_ 0.3

Zn_ 0.2

0.1 --

0

NASA/T_2002-211700 153
0.9

N (_ 0"7 "-- 0.6

o 0.5 l

E -'=041

O_ 0.3

Z tY' 0.2 no data obtained 24" below the tunnel ceiling

0.1 for this section left--> right, looking downstream

0 '''''1''''' I'''''1'''''1'''''1'''''1

6 12 18 24 30

no data obtained

for this section

36

30" below the tunnel ceiling

left--> right, looking downstream

I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I

6 12 18 24 30 36

1

.__.,- 8.7

•-_ 8.6

o 8.5

E--. _ 8.4

O _ 8.3 36" below the tunnel ceiling Zn_ 8.2

0.1 left--> right, looking downstream

0 I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I

8 6 12 18 24 38 36

1 -

N e- 8.7

:_ ¢_ 8.6 o 8.5

8.4

O_ 8.3

Z _ o.2 - 42" below the tunnel ceiling

8.1 - left--> right, looking downstream

0 ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I

8 6 12 18 24 38 36

1 -

8.9 - _ _ p_ _ I no data obtaiied

"_ _) 8.8 for this section

N e- 8.7

•-- ¢_ 8.6

_--._ 8.4

O_ 8.3

Z _ o.2 - 48" below the tunnel ceiling

8.1 - left--> right, looking downstream

8

' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I ' ' ' ' ' I

6 12 18 24 30 36

Horizontal Distance (inch)

Fig. 66 Cloud uniformity tests using IRT uniformity grid;

1999 imDinaement tests, MVD = 94 microns.

NASA/T_2002-211700 154
1.0

0.9

0.8

°_ 0.7

¢..

03

._ 0.6

O

n"

_D 0.5

0

N

i 0.4

0.3

0.2

0.1

0.0

10

MVD = 21 Microns

(Laser Reflectometer)

Average of all Runs( Norm. Refl.= 0.509)

O Run #476 (Av. Norm. Refl. = 0.495)

/_ Run #477 (Av. Norm. Refl. = 0.513)

[] Run #478 (Av. Norm. Refl. = 0.516)

"Jl" Run #479 (Av. Norm. Refl. = 0.513)

Tunnel Center

a_ ?

^ _ _ o

_.. Tunnel Left Side

(looking downstream)

I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I

20 30 40 50 60 70 80 90 100 110 120

Surface Distance (mm)

a. 9-inch hrizontal blade (1997 IRT tests)

130

0.9

0.8

0.7

e=

o 0.6

o

-

I_ 0.5 ---I

.N

0,4

ZO 0.3

0.2

0.1

0 I

0

Fig. 67

MVD -- 21 Microns

(Laser Reflectometer)

Average of all runs (Norm. Ref. = 0.488)

O Run #520 (Av. Norm. Ref. = 0.483)

A Run #521

[] Run #522

-I- Run #523

X Run #524

# Run #525

Towards Tunnel Ceiling

(Av. Norm. Ref. = 0.493)

(Av. Norm. Ref. = 0.496)

(Av. Norm. Ref. = 0.484)

(Av. Norm. Ref. = 0.495)

(Av. Norm. Ref. = 0.478)

/

Tunnel Center

(looking downstream)

Towards Tunnel Floor

'1'''1'''1'''1'''1'''1'''1'''1'''1'''

20 40 60 80 100 120 140 160 180 200

Surface Distance (mm)

b. 9-inch vertical blade (1999 IRT tests)

Test repeatability for reference collector mechanism.

NASA/T_2002-211700 155
0.40

0.35

0.30

O0

E

0.25

o.

u)

E 0.20

B

e,-

0.15

..1

0.10

0.05

0.00

0.40

0.35

0.30

,,-,, 0.25

E

0.20

L3

_1

0.15

0.10

@

@

D

\./

X

MVD=11.5 um (KING Probe)

MVD= 21 um (KING Probe)

MVD = 92 um (KING Probe)

MVD=11.5 um (FSSP Probe)

MVD= 21 um (FSSP Probe)

50

I I

+ @

x

@

X

C'

o

c)

,III,II,,,,l

60 70 80

Humidity (%)

a. 1997 IRT tests

+@

@

Illll

90

I

100

0.05

0.00

NASA Glenn King Probe

• MVD = 11 microns

[] MVD =21 microns

z_ MVD : 94 microns

/k

[] []/A

/k

[]

• oOe

''"1''"1''"1''"1''"1''"1''"1''"

50 55 60 65 70 75 80 85 90

Relative Humidity (%)

b. 1999 IRT tests

Fig. 68 Effect of relative humidity on LWC.

NASA/T_2002-211700 156
1.00

0.90

¢ 0.80

0

C

O

__ 0.70

@

n,

"O

@

._ 0.60

m

E

o

z 0.50

0.40

0.30

.ig.

i i

0.00

+

¢

.+

<>

+

<>

+<>

+

+

Laser Reflectometer

=_ VG100#

VG80#

• W3MM

O

.¥

+

I I I I I I I I I I I I I I I I I I I I I I I I I I I

0.50 1.00 1.50 2.00 2.50 3.00

Dye Mass (micrograms/cm^2)

Fig. 69 Normalized reflectance obtained with the laser reflectometer versus dye

mass for three types of blotter paper.

1.00 --_

0.90 m

0.80 --

0.70 --

0.60 --

0.50 --

0.40 --

0.30

+

I I I

0.00

O

• <>

O4"

CCD Reflectometer

• _ VG100#

VG80#

• W3MM

+0

+

o

++

• +

@

0

C

O

"O

N

,m

E

o

z

I I I

'I''''I''''I''''I''''I'

0.50 1.00 1.50 2.00 2.50 3.00

^

Dye Mass (micrograms/cm 2)

Fig. 70 Normalized reflectance obtained with the CCD reflectometer versus dye

mass for three types of blotter paper.

NASA/T_2002-211700 157
8_[ OOL[[ _-_O0_JJVSVN

•(s;se; Z66 L) SLUe;S/,S uo!;onpeJ e;ep 1o/q!l!qe;eedeN

JeleLUOlOelte_l GO0 q

(Slex!d) eouels!a eoelJnS JellOl8

00£ OOP 00£ 00_ 00£

, , , , I , , , , I , , , , I , , , , I , , , , 00£z_

I_,

,, .r,tl,;ill1_v_

e eJeA V "_

00££I,

(_:_l,'_:l,='so^V) I_ ueos --_I_--

(_I,I,'_I,='JeAV) _ ueo_ __'_E__

(ggL'gL='Je^V) _ ue°s --F'-I--

(£1_0't:£='so^v) £ ueos --_--

s_u!od e_ep £_ /_JO^O ioqtu/_s ou O :o_o N

O00Pl,

JS_SLUO_081_8_IJsseq e

(tutu) eoue_s!a eoeJJn S Je_ol_

£_ 00i; £L£ 0££ £_£ 00£ £L 0£ £_

.... I .... I .... I .... I .... I .... I .... I .... I .... £6"o

i r tf _i II "_ _i ill ¢")

tl •--,

-_ @

sueos Jno>t>to elSeJe^ V i_ "o =)

£0"£

(600"L='Je^V) P ue°s --_N_--

(966.0=.Je^V) £ ueo S ___E__

(666"0='Je^V) _ ue°s --F--I--

(6L0"L='Je^V) L ueos --_--

stu!od etep £_ I(Je^e ioqtu/_s eu O :eto N

0£'£

LZ '6!9
1.05

_,- Q.1.00

0'7"

- 0.95

Note: One symbol every 15 data points

• Scan 1 (Average = 0.962)

-- k-I-- Scan 2 (Average = 0.955)

-- &-- Scan 3 (Average = 0.959)

X Scan 4 (Average = 0.940)

Average of four scans

0.90

0 20 40 60 80 100

Blotter Surface Distance (mm)

a. Laser Reflectometer

14500 _ Note: One symbol every 20 data points

--0-- Scan 1 (Average = 13,498)

[] Scan 2 (Average = 13,506)

--A-- Scan 3(Average = 13,515)

--X-- Scan 4(Average = 13,529)

14000 Average of four scans

v,. Q.

O':-

4. =

00 13500

_) --

13000

n_

12500

120

0 50 100 150 200 250 300 350 400 450

Blotter Surface Distance (pixels)

b. CCD Reflectometer

Fig. 72 Repeatability of data reduction systems (1999 tests).

NASA/T_2002-211700 159
-4.0

-3.5 MS 317 Airfoil

-3.0

Analysis (A.O.A. = 0 deg.)

Analysis (A.O.A. = -1.85 deg.

Experiment (A.O.A. = 0 deg.) J

0.5

1.0

0.0

-4.0

-3.5

D.

-2.5

•-_ -2.0

u

O -1.5

P

-., -1.0

(1)

_" -0.5

0.5

0.1 0.2 0.3 0.4 0.5 0.6 0.7

x/c

a. oc= 0 °, M = 0.23, Re = 4.9 million

0.8 0.9 1.0

MS 317 Airfoil

Analysis (A.O.A. -- 8.0 deg.)

Analysis (A.O.A. -- 6.1 5 deg.)

Experiment (A.O.A. -- 8 deg.)

!

t ......

I

.3.0 _----_---,_ ...............................................................

P

e

................. ;-----'-.-,-. ..................................................................................................................

0.0 ............................................................................. • • ............................................................... ---_--,,P,_w--

• ...-_-:_._--'-_- _-° - :----_......... _%._..... .__-b

1.0

Fig. 73

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9

x/c

b. oc= 8 °, M = 0.23, Re = 4.9 million

Comparison of pressure distributions for MS(1)-0317 airfoil.

1.0

NASA/T_2002-211700 160
Q.

,m

N,-

O

,=

,=

0.

-5.0

-4.5

-4.0

-3.5

Lm]_ .....

S

I I I I /

GLC-305 Airfoil "_

LEWICE2D (A.O.A. = 1.6 deg.)

Experiment (A.O.A. = 1.5 deg.)j

-3.0

-2.5

-2.0

-1.5

-1.0

-0.5

1.0

d A

- L----_ L-____ L..___ L._. _

-5.0

-4.5

-4.0

Q- -3.5

"_ -3.0

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8

X/C

a. o: = 1.5°, M = 0.23, Re = 4.83 million

L L L 1 J J L,

GLC-3O5 Airfoil

LEWICE2D (A.O.A. = 5.25 deg.)

_. • Experiment (A.O.A. = 6.0 deg.)

"G -2.5

'k -1.5

0. -0.5

0.0

I

0.5 L_ r'"

1.0

I ......-.---t

0.9 1.0

_--_ L-..__ L.."

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

b. o: = 6°, M = 0.23, Re = 4.83 million

Fig. 74 Comparison of pressure distributions for GLC-305 airfoil.

NASA/T_2002-211700 161
-5.o :j

-4.5

-4.0

es -3.5

-3.0

,m

-2.5

O -2.0

-1.5

¢_ -1.0

¢R

0.. -0.5

=_A A A A

oo r0.5

1 ! [ L_

NACA 652-415 Airfoil

LEWICE2D (A.O.A. = -0.55 deg.)

Experiment (A.O.A. = 0 deg.)

• =_ , _=- "-e..e__SL.e._

1.0

0.0

-5.0

-4.5

-4.0

es -3.5

0.1 0.2 0.3 0.4 0.5 0.6 0.7

X/C

a. o: = 0°, M = 0.23, Re = 4.85 million

NACA 652-415 Airfoil

-3.0

"G -2.s

-2.0

¢_ -1.0 ¢R

0.. -0.5

LEWICE2D (A.O.A. = 6.55 deg.)

Experiment (A.O.A. = 8 deg.)

0.8 0.9 1.0

0.0

o.s

1.0

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

b. o: = 8°, M = 0.23, Re = 4.85 million

Fig. 75 Comparison of pressure distributions for NACA 652-415 airfoil.

NASA/T_2002-211700 162
-2.0

-1.5

I IIIL__I

Commercial Transport Tail Section

LEWICE2D (A.O.A. = 0 deg.)

• Experiment (A.O.A. = 0 deg.)

Q.

L)

"_ -1.0

.m

(.)

,m

N,-

N,-

O -0.5

¢_ 0.0

0.5

1.0

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

a. o:: 0°, M : 0.23, Re : 4.84 million

-2.0 /_ 1 _ _ L L

Commercial Transport Tail Section

LEWlCE2D (A.O.A. = 4 deg.)

-1.5

_. _ • Experiment (A.O.A. = 4 deg.)

L)

"_ -1.0

o

"-

o -05 _--.._ _..., __...

-

r

0.5

1.0

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

b. o: = 4°, M = 0.23, Re = 4.84 million

Fig. 76 Comparison of pressure distributions for commercial transport horizontal tail.

NASA/T_2002-211700 163
Q.

C.)

ecD.m

CD

O

C.)

cn

cn

I:1.

J 1 L h L

36" NLF(1)-0414 Airfoil _

LEWICE2D (A.O.A. = -1.0 deg.)

Experiment (A.O.A. = 0 deg.)

1.0

-5.0

-4.5

-4.0

o.. -3.5

c.)

"_ -3.0

ecD

o -2.5

(D

o -2.0

p -1.5

u) -1.0

-0.5

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7

x/c

a. (z = 0°, M = 0.23, Re = 4.84 million

0.8 0.9 1.0

hmi .....

sJ ] i L

36" NLF(1)10414Airfoil

LEWlCE2D (A.O.A. = 5.5 deg.)

Experiment (A.O.A. = 8 deg.) ,,

. _

o.5

1.0 f

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

x/c

b. (z = 8°, M = 0.23, Re = 4.84 million

Fig. 77 Comparison of pressure distributions for 36-inch NLF(1)-0414 airfoil.

NASA/T_2002-211700 164
Q.

L)

.m

¢.)

O

L)

,=

,=

0.

-5.0

-4.5

-4.0

-3.5

-3.0

-2.5

-2.0

-1.5

-1.0

-0.5

0.0

0.5

48" NLF(1)-0414 Airfoil

LEWICE2D (A.O.A. = -0.75 deg.)

Experiment (A.O.A. = 0 deg., Main Element)

Experiment (A.O.A. = 0 deg., Flap Element) --

1.0

Q.

E_

0

0.0

-5.0

-4.5

-4.0

-3.5

-3.0

-2.5

-2.0

-1.5 ;

-1.0

-0.5

0.0

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

a. (z = 0°, M = 0.23, Re = 6.53 million

1 l [ [ L _ A L.

48" NLF(1)-0414 Airfoil

LEWICE2D (A.O.A. = 6.0 deg.)

Experiment (A.O.A. = 8.0 deg., Main Element)

Experiment (A.O.A. = 8.0 deg., Flap Element)

. _aslkl kl_ AJk' k JMk4ML

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

b. (z = 8°, M = 0.23, Re = 6.53 million

Fig. 78 Comparison of pressure distributions for 48-inch NLF(1)-0414 airfoil.

NASA/T_2002-211700 165
-3.0

-2.5

_- -2.0

O

-1.5

.m

¢.1

-1.0

O

o

•-, -0.5

Or)

Or)

_. 0,0

0.5

NACA 64A008 Finite Swept Wing Section

LEWlCE3D (A.O.A. = 0 deg., Inboard)

LEWlCE3D (A.O.A. = 0 deg., Outboard)

• Experiment (A.O.A. = 0 deg., Inboard)

• Experiment (A.O.A. = 0 deg., Outboard)

_A Ak. • L

F=--- _ _ p,._..,.,..jL

1.0

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

a. (z : 0°, M : 0.23, Re : 5.03 million

-3,0 i i i i i i i

NACA 64A008 Finite Swept Wing Section

-2.5 LEWlCE3D (A.O.A. = 6.25 deg., Inboard)

LEWlCE3D (A.O.A. = 6.25 deg., Outboard)

• Experiment (A.O.A. = 6.0 deg., Inboard)

(._ -2.0 • Experiment (A.O.A. = 6.0 deg., Outboard)

-1.5

_) -1.0

o

.o.5 ,

0.5

1.0

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

b. (z = 6°, M = 0.23, Re = 5.03 million

Fig. 79 Comparison of pressure distributions for NACA 64A008 finite swept tail.

NASA/T_2002-211700 166
Q.

¢.)

.m

O

¢.)

.=

.=

El.

-3.0

-2.5

-2.0

-1.5

-1.0

-0.5

0.0

0.5

__L__L I J__J I L_

25%-scale Business Jet Empennage

LEWlCE3D (A.O.A. = -2.0 deg.)

• Experiment (A.O.A. = -1.0 deg.)_

(.)

cO

(.)

P

P

a.

1.0

-3.0

-2.5

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9

X/C

a. _ = -1°, M = 0.23, IRe = 1.49 million

r__ 1 ! [ L L L_

25%-scale Business Jet Empennage

LEWlCE3D (A.O.A. = -7.0 deg.)

__ • Experiment (A.O.A. =-6.0 deg.)j

-2.0

-1.5 -1.0

-0.5

0.0

1.0

1,0

0.0

.......,O._ ,it-----"" _ _ • •

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

b. _ = -6 °, M = 0.23, IRe = 1.49 million

Fig. 80 Comparison of pressure distributions for 25%-scale Business Jet Empennage.

NASA/T_2002-211700 167
:Z

>

>

oo

-6.0 ] [ 1-

Three-ElementSLAT Airfoil

-5.o

Analysis (A.O.A. = 0.0 deg.)

_1 Experiment (A.O.A. = 0.0 deg.))

o. -4.0

._ -3.0 .............................................................................................................................

-2.o i •

o.O .o .............. i.............

Three-Element Airfoil

MAIN ELEMENT

I I I

O

Three-Element Airfoil

FLAP

Analysis (A.O.A. = 0.0 deg.)

Experiment (A.O.A. = 0.0 deg.)

I•

ti i i

-0.05 0.00 0.05 0.10 0.15 0.60 0.70 0.80 0.90

X/C X/C

Fig. 81 Comparison of experimental and INS2D pressure distributions for the three-element high lift system;

o_= 0°, M = 0.23, Re = 4.9 million, landing configuration, slat deflection 30 deg., flap deflection 30 deg.

1.00
Q,.

t_

o

,m

o

o

O

t_

o

1.5

1.0

0.5

0.0

-0.5

-1.0

-1.5

-2.0

S-duct Engine Inlet (axial direction, e= 0 deg.)

NPARC

• Experiment

-2.5

0

1,0 m

0.8

0.6

Q.

0.4

° 0.0 O

-0.2

= -o.4

-0.6

-0.8

-1.0

10 15 20 25 30 35 40

X (inch)

45 50

,,,,I"

f

S-duct Engine Inlet (axial direction, e= 90 deg.)

NPARC

.. • Experiment

I I I I I I I I I I I I I I I I

0 5 10 15 20 25

X (inch)

IIII

Fig. 82a Comparison of experimental and NPARC pressure distributions for the S-duct

engine inlet; V_ = 170 mph, mass flow rate = 23 Ibm/sec (Continued).

NASA/T_2002-211700 169
1.50 -

1.25

_- 1.00

(..1

e0.75

,m

¢J

o 0.50

(..1

•-, 0.25

(/)

(/)

.=

oz. 0.00

-0.25

-0.50

1.50

1.25

_- 1,00-

(..1

e0.75-

¢J

0.50

o

(..1

•-, 0.25

_. 0.00-

-0.25 -

-0.50 -

IIII

f

S-duct Engine Inlet (axial direction, e= 180 deg.)

NPARC

• Experiment ._

I I I I I I I I I I I I

_J

I I I I I I I I IIII

10 15 20 25 30

X (inch)

35

#

S-duct Engine Inlet (axial direction, e= 270 deg.)

NPARC

__ • Experiment

d

I I I I I I I I I I I I I I I I I I I I

5 10 15 20

X (inch)

25

Fig. 82b Comparison of experimental and NPARC pressure distributions for the S-duct

engine inlet; V_ = 170 mph, mass flow rate = 23 Ibm/sec (Continued).

NASA/T_2002-211700 170
1.00 - ,

Q.

0

t,J

o

0

o

In

In

o

1:1.

0.75 --

0.50

0.25 --

0.00

-0.25 _

-0.50

-0.75

-1.00

-1.25

-1.50

-1.75

-2.00

-2.25

-2.50

-2.75

-3.00

r

S-duct Engine Inlet (radial distribution at X = 37.24 in.) __

NPARC

, • Experiment

I I I I I I

3.0

2.5

2.0

1.5

Q,.

r_ 1.0

.,.2

= 0.5

CD

,m

._u 0.0

i,,i,=

i,,i,=

(_ -0.5

o

_J

-1.0

(_ -1.5

-2.0

-2.5

-3.0

-3.5

90 180

Radial Distribution, 0(degree)

S -_d u o _ J II__L_ Engine Inlet (Apex)

NPARC

• Experiment

J

J

\

270

-4.0

-8 -7 -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6

X (inch)

Fig. 820 Comparison of experimental and NPARC pressure distributions for the S-duct

engine inlet; V_ = 170 mph, mass flow rate = 23 Ibm/sec.

NASA/T_2002-211700 171
v

c

L_F_u

==

E

&

c

_E

o

0.9--

0.8--

0.7

0.6

0.5--

0.4-

o_: 0 deg., MVD : 11.5 pin

Average Maximum 13= 0.32

I Repeatability = +12%

O A_er;_;8

-- -- Run#41g

---- Run#420

-- - - Run#421

0.3- , ,

0.2

0.1

0 , i , , i , 1_'mw_'mw--'mw--

-120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface / Lower Surface -->

Surface Distance from Highlight (ram)

1-

0.9-

o.8 -

_ -

c 0.7--

.__

.--9

--U 0.6-

c

0.5-

_ 0.4 -

"7,

E

-- 0.3-

_ 0.2-

0.1-

0--t

o_= 0 deg., MVD = 21 pm Average Maximum 13= 0.52

Repeatability = ±3%

__...O A_r;g4; o

-- -- Run #431

-- - -- Run #432

- - Run #433

1--

120

Surface Distance from Highlight (ram)

-150-120-90_-60-30 - Upper Surface _ Lower30 Surface 60 -->90

150

o:= 0 deg., MVD = 92 pm

Average Maxim um 13= 0.66

0.9 - Repeatability = +9.1%

0.8 -- O Average

-- Run #434

o_ - -- -- Run #435

C 0.7- -- - -- Run #436

k_

_--u 0.6-

_ 0.5-

_ 0.4 -

"7,

E

0.3-

_ 0.2-

0.1--

0 _

-210-180-150-120 -90 -60 -30 0 30 60 90 120 150 180 210

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

c

k_

E

&

c

E

?,

...i

0.9--

0.8--

0.7--

0.6

0.5--

0.4-

0.3-

o_= 8 deg., MVD : 11.5 pm

Average Maximum 13= 0.25

I epeatability = +8.8%

-- -- Run #423

-- - -- Run #424

-- - - Run #425

0 _1 , , I , , _

-90 -60 -30 0 30 60 90 120 150

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

0.9

_.. 0.8

c 0.7

.__

o

L_

_--u 0.6

c

0.5

_0.4

"7,

E

-- 0.3

_ 0.2

0.1

0

o_= 8 deg., MVD = 21 pm

Average Maximum 13= 0.51

I epeatability = ±7.1%

-- -- Run #427

-- - -- Run #428

-- - - Run #42g

I"--"--r'--'--I ' ' I ' ' I ' ' I ' ' I ' ' I ' ' T_'-

-90 -60 -30 0 30 60 90 120 150 180

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

1 -- 1 _= 8 deg., MVD = 92 pm

Average Maximum 13= 0.61

Repeatability = +3.6%

O Average

-- Run #438

-- -- Run#43g

-- - -- Run #440

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

c

w

E

g

c

_E

?,

...i

0.9 --

0.8 --

0.7 --

0.6 --

0.5 --

0.4 --

0.3 --

0.2 --

0.1--

0--

Fig. 83 Test repeatability for MS-317 airfoil-1997 IRT tests.

NASA/T_2002-211700 172
Fig. 84

0.9

0.8

v

E 0.7

.__

.-.9

--u 0.6

=

o 0.5

E

o

ol

= 0.4

E

-- 0.3

_ 0.2

0.1

0

J Average o_= 0 deg., Maximum MMD = 13= 11 pm0.33

J Repeatability = +5.7%

-- -- Run #301

-- - -- Run #302

0.8

= 0.7-

.__

.--.9

0.6-

ILl

o 0.5-

_ 0.4 -

3.

E

-- 0.3-

_ 0.2

0.1

0

=

=

o

E

o

E

3

----Z--

-120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface / Lower Surface -->

Surface Distance from Highlight (ram)

1

I Average o_= 0 deg., Maximum MVD = 13= 21pro0,52

0.9 / Repeatability = ±3.1%

/

O A_r_g2; ,

-- -- Run #298

-- - -- Run #299

-150 -120 -90 -60 -30 0 30 60 90 120 150

<--Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

1 Average Maximum 13= 0.68

c_= 0 deg., MVD = 94 pm I

0.9 Repeatability = ±11%

0.8 O Average

-- Run #303

-- -- Run #304

0.7 -- - -- Run #305

0.6-

0.5-

0.4-

0.3-

0.2-

0.1-- __

0 ''1''1''1''1''1''1''1''1''1''1''1''1''1''

-210-180-150-120-90 -60 -30 0 30 60 90 120 150 180 210

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Test repeatability for MS-317 airfoil-1999 IRT tests.

NASA/T_2002-211700 173
0.9

o.0

E 0.7-

O

._O

0.6-

I.U

o 0.5-

_0.4-

3.

E

-- 0.3

_ 0.2-

0.1

0

3.

E

3

3.

E

3

] o_= 1.5 deg., MVD = 11.5 pm Average Maximum 13= 0.47

Repeatability = +0.7%

-- -- Run #318

-- - -- Run #320

-120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

1

Averag o:: 1.5edeg., MaximMVDum =1321= 0.66 pm

0.9 / Repeatability = ±6.6%

/

0.0 / O Average /

-- Run #305

-- -- Run #300

0.7 f*' -- - -- Run #307

0.6 _ -- - - Run #308

0.5

0.4

0.3 b

0.2

0.1

0 7

-150 -120 -90 -60 -30 0 30 60 90 120 150

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

1 1 o:= 1.5 deg., MVD = 92 pm

Average Maximum 13= 0.76

0.9 / Repeatability = +8.7%

0.8 II || O Average

-- Run #321

-- -- Run #322

0.7- -- - -- Run#323

0.6-

0.5-

0.4-

0.3

0.2

0.1o

-210-100-150-120-90 -60 -30 0 30 60 90 120 150 100 210

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

1-

0.9-

_o.0-

_ -

= 0.7--

.__

._o

--U 0.6-

=

o 0.5-

E

o

0.4-

E

-- 0.3--

o

--d 0.2

0.1-

0--

[ Average o_: 6 deg.,Maximum MVD : 11.5 13= 0.43 pm

Repeatab JlJty = +16%

-- -- Run #315

-- - -- Run#316

-90 -60 -30 0 30 60 90 120 150

<-- Upper Surface J Lower Surface -->

Surface Distance from Highlight (ram)

1

0"9 t

0.8

°.7

006

o:= 6 deg., MVD =21pm

Average M axJm um 13= 0.60

I epeatability = _.0%

-- -- Run #310

-- - -- Run#311

-- - - Run#312

I.U

=

o 0.5-

E

g

= 0.4-

E

-- 0.3-

?, -

--d 0.2--

0.1-

i

0 , , i ,-_V.n-

-90 -60 -30

<-- Upper Surface

I ''1 ''1' '1' '1' '1''

30 60 90 120 150 100

Lower Surface -->

Surface Distance from Highlight (mm)

0.9

_.. 0.8

v

c° 0.7

.__

.-.9

--u 0.6

=

o 0.5

E

o

= 0.4

E

-- 0.3

o

o

--d 0.2

0.1

o:=6 deg., MVD =92pm

Average M axim um 13= 0.72

I Repeatability = ±4.9%

O Average

_, _---_ _::##_22_ 0

---- --

-- - Run Run #328 #327

-150-120 -90 -60 -30 0 30 60 90 120 150 100 210 240 270

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

Fig. 85 Test repeatability for GLC-305 airfoil- 1997 IRT tests.

NASA/T_2002-211700 174
0.9

_. 0.8

0.7

_--u 0.6

c

_ 0.5

&

c 0.4

.EE 0.3

o

--d 0.2

0.1

0

0.9

0.8

v

c 0.7

.__

.-.9

0.6

I.U

c

0.5

E

g

c 0.4

E

-- 0.3

o

--d 0.2

0.1

0.9

0.8

c 0.7

.__

.-.9

--u 0.6

c

0.5

E

c 0.4

E

-- 0.3

o

o

•-J 0.2

0.1

o_= 0 deg., MVD = 11.5 wn

Average Maximum 13= 0.45

Repeatability = +14%

O Average

-- Run #175

-- -- Run#176

-- - -- Run#178

Run #179

.... Run #213

.... Run #214

-- -- Run #215

-120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

o:= 0 deg., MVD = 21 _n

Average Maximum 13= 0.62

Repeatability = +8.1%

O Average

-- Run #180

-- -- Run #181

-- - -- Run #182

-- - - Run #183

(

_-J_ I ' ' I ' ' ' ' ' ' I ' ' I I I1' ' I' ' I' 0

-150 -120 -90 -60 -30 0 30 60 90 120 150

<-- Upper Surface | Lower Surface -->

Surface Distance from Highlight (ram)

o:= 0 deg., MVD = 92 _m

Average Maximum 13= 0.73

/ Repeatability = ±7.0% I

O Average /--.un#1°, I

-- -- Run #164

-- - -- Run#165

-- - - Run#166

-210-180-150-120 -90 -60 -30 0 30 60 90 120 150 180 210

<--UpperSurface I LowerSurface-->

Surface Distance from Highlight (ram)

0.9-

o.5 -

_ -

C 0.7

"_,

0.6-

_ 0.5--

E

g

c 0.4-

E

-- 0.3-

?, -

--d 0.2--

1 -- - -- Run#173

o_=8 deg., MVD = 11.5 _n

Average Maximum 13= 0.30

Repeatability = +13%

O Average

-- Run #171

-- -- Run #172

0.1- _ L

0

' ' I ' ' I ' ' I ' ' I ' ' I ' ' I ' ' I ' '

-90 -60 -30 0 30 60 90 120 150

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

1 Average Maxim um 13= 0.52

o:= 0 deg., MVD = 21 HTI

0.9 i Repeatability =±11% i

_. 0.8 J 0 Average J

-- Run #184

o_ -- -- Run#185

c 0.7 -- - -- Run#186

• _ -- - - Run#187

.--.9

--U 0.6

c

0.5

E

.E 0.4

E

._ 0.3

o

--d 0.2

0.1

____/

0_1 , ,i,,i ,,i, ,i,,i ,,i, ,i,,i ,,

-90 -60 -30 0 30 60 __90> 120 150 150 <-- Upper Surface I Lower Surface

Surface Distance from Highlight (mm)

1 I o:= 0 deg., MVD = 92 _m Average Maxim um 13= 0.69

0.9 / Repeatability = ±17%

/

__ 0.8 O Average

-- Run #167

_ -- -- Run #168 0.7 -- - -- Run #169

"E,

0.6

_ 0.5

g

c 0.4

"7,

"_-E°3o

•-J 0.2

0.1

0

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

Fig. 86 Test repeatability for NACA 652-415 airfoil -1997 IRT tests.

NASA/T_2002-211700 175
0.9

_. 0.8

0.7

0.6

c

0.5

g

c 0.4

0.3

o

-a 0.2

0.1

0

o"

8

"ra

_E

o,

o_: 0 deg., MVD : 11.5 pm

Average Maximum 13= 0.47

Repeatability = +9.6%

O Average

-- Run #216

-- -- Run #217

-- - -- Run#21g

Run #244

.... Run #245

.... Run #246

-120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

o:= 0 deg., MVD = 21 pm

Average Maximum 13= 0.60

0.9 Repeatability = ±4.6%

0.5 O Average

-- Run #228

-- -- Run #229

0.7 -- - - Run #247

-- - - Run #248

.... Run #249

0.6 -- Run #251

0.5--

0.4-

0.3-

0.2--

0.1-

0--

-150 -120 -90 -60 -30 0 30 60 90 120 150

<-- Upper Surface / Lower Surface -->

Surface Distance from Highlight (mm)

1-

0.9-

o.5 -

o"

c 0.7-

.__

.-9

--U 0.6-

c

0.5-

E

g

c 0.4-

E

-- 0.3-

o

o 0.2-

0.1-

o_= 0 deg., MVD = 92 pm

Average Maximum 13= 0.76

Repeatability = +9.2%

I, 0 Average

-- Run #234

- -- Run #235

- - Run #236

0--

-210-150-150-120-90 -60 -30 0 30 60 90 120 150 150 210

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

0.9-

o.5 -

o"

c 0.7--

"_,

L_

0.6

c

0.5-

E

g

c 0.4-

E

-- 0.3-

o 0.2-

0.1--

0

o"

8

"ra

E

g

c

E

?,

..J

o_= 4 deg., MVD : 11.5 pm

Average Maximum 13= 0.41

I epeatability = +1.7%

-- - -- Run #221

-- - - Run #223

-90

1

0"9 1

0.8

0.7

0.6

0.5--

0.4-

0.3-

0.2--

0.1-

0

-90

-60 -30 0 30 60 90 120 150

<--UpperSurface I LowerSurface-->

Surface Distance from Highlight (mm)

o_= 4 deg., MVD = 21 pm

Average Maximum 13= 0.54

Repeatability = ±7.0% I

I

O Average I

-- Run #224

-- -- Run#225

-- - -- Run #226

.... Run #254

-- -- Run#227

.... Run #253

/'k_

' ' I ' ' I ' ' I ' ' I ' ' I ; ' I ' ' I ' ' I ' '

-60 -30 0 30 60 90 120 150 180

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

0.9-

o.5 -

v

o"

c 0.7--

.__

.--9

O.6-

ILl

C

0.5-

E

oJ

0.4 -

E

-- 0.3-

o

o

...a 0.2-

0.1-

1 Average M axim um 13= 0.74

o_= 4 deg., MVD = 92 pm

I Repeatability = +9.8%

O Average

-- Run #238

-- -- Run #239

-- - -- Run #240

0 ' ' I ''-P 'T .... I''1''1''1''1 IT'T''I''I ''

-150-120 -90 -60 -30 0 30 60 90 120 150 150 210 240 270

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

Fig. 87 Test repeatability for commercial transport tail section - 1997 IRT tests.

NASA/T_2002-211700 176
v

=

L_

==

3.

_E

._1

==

"E,

o_= 0 deg., MVD = 11 pm

Average Maximum 13= 0.45

Repeatability = +5.3%

0 Average

Run #382B

-- -- Run #383B

-- - -- Run #384B

0.9--

0.8 --

0.7 --

0.6 --

0.5

0,4--

0,3--

0,2--

0,1--

0 • , ..... i i i h ......

-120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

11 0.9 I Repeatability = +0.24%

0.8 O Average

-- -- -- Run #391B

-- -- Run #392B

0.7

0,6--

=

3.

_E

o,

0.9-

o.5-

_ -

= 0.7--

.__

._o

--U 0.6-

=

0.5

E

g

= 0.4-

3.

E

-- 0,3-

?,

--J 0,2-

0,1-

04

0.5

0.4-

0.3-

0.2-

0.1--

0

, , i . . i , , i , i i i i i i i i , , I , , i , ,

-150 -120 -90 -60 -30 0 30 60 90 120 150

<

-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

1-

o:= 0 deg., MVD = 94 !_n

Average Maxim um 13= 0.77

Repeatability = ±14%

O Average

_1_ -- Run #394B

---- ----- Run Run #395B #3965

-210-180-150-120 -90 -60 -30 0 30 60 90 120 150 180 210

<--Upper Surface I Lower Surface-->

Surface Distance from Highlight (ram)

Fig. 88

0.9

60.8

0.7

.__

.-.9

--u 0,6

=

0.5

E

g

= 0.4

"--_0.3

o

--J 0.2

0.1

0

0.9

60.8

0.7

.__

.-.9

--u 0,6

=

0.5

E

= 0.4

E

-- 0,3

?,

--J 0.2

0.1

0.9

0.8

= 0.7

.__

.-.9

--u 0,6

=

0.5

E

g

= 0.4

E

-- 0.3

o

_ 0.2

0.1

o_= 8 deg., MVD = 11pm Average Maximum 13= 0.37

Repeatability = ±3.8%

l O A_r;_;5 B

-- -- Run #386B

-- - -- Run #387B

-90 -60 -30 0 30 60 90 120 150

<-- Upper Surface / Lower Surface -->

Surface Distance from Highlight (ram)

1 Average Maxim um 13= 0.57

o_= 0 deg., MVD =21 prn

I Repeatability = _.3%

-- - -- Run #3gOB

-- -- Run #389B

' ' I ' ' I ' I ' ' I ' ' I ' ' I ' ' I ' ' I j j

-90 -60 -30 30 60 90 120 150 150

<-- Upper Surface Lower Surface -->

Surface Distance from Highlight (ram)

o_=8 deg., MVD = 94_n

Average Maximum 13= 0.75

I Repeatability = ±11%

_' I O A_r_;7 B

,__-- -- Run#398B

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

Test repeatability for 36-in N LF(1 )-0414 airfoil -1999 IRT tests.

NASA/T_2002-211700 177
0.9

0.8

v

E 0.7

o

"_,

L_

0.6

=

o 0.5

E

g

,_. 0.4

0.3

0.2

0.1

0

0.8

= 0.7

.__

.-.9

--u 0.6

=

o 0.5

E

g

= 0.4

E

-- 0.3

o

...a 0.2

l o_= 0 deg., _= 0 deg.

MVD =11 pm

Average Maximum 13= 0.40

J Repeatability = _.9%

l O Average

-- Run #333B

-- -- Run #334B

-- - -- Run #335B

-- - - Run #336B

-120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface J Lower Surface -->

Surface Distance from Highlight (ram)

0.9

0.8

0.7

o

._,

L_

0.6

=

o 0.5

E

g

= 0.4

0.3

o

...a 0.2

0.1

0

1 -- - - Run #353B

o_= 0 deg., 5= 0 deg.

MVD =21pro

0.9 Average Maximum 13= 0.55

Repeatability = +7.3%

O Average

-- Run #350B

-- -- Run #351B

-- - -- Run #352B

0.1

0 ''1''1''1''1''1''1''1''1' ' I''

-150 -120 -90_- Upper -60 Surface -30 3 Lower30 Surface 60 -->90 120150

Surface Distance from Highlight (ram)

1 Average M axim um 13= 0.75

t o:= 0 deg., _= 0 deg.

0.9 MVD =94pro

Repea ab y = +8. %

O.8 _ O.8

O Average

o= _ =o07 -- Run #330B

.o - -- Run #331B .--'_

- - Run #332B _ 0.6

,,_ Lu

= =

o o 0.5

E E

g g

= = 0.4

E E

-- -- 0.3

o

o o

...a ...a 0.2

-210-180-150-120-90 -60 -30 0 30 60 90 120 150 180 210

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

o_= 4 deg., _S= 0 deg.

MVD = 11pro

Average Maximum 13= 0.38

Repeatability = ±4.6%

O Average

-- Run #365B

-- -- Run #366B

-- - -- Run #367B

_./L_ -90 -60 -30 0 30 60 90 120 150

<-- U pper Surface / Lower Surface -->

Surface Distance from Highlight (ram)

1

o_= 4 deg., _= 0 deg.

AverageMVDMaximum = 21 Pm13= 0.52

I Repeatability = +8.0%

l O Average

-- Run #368B

-- -- Run #369B

-- - -- Run #370B

---- Run#371B

_''1''1''1''1''1''1''

-90< -- Upper -60 Surface -30 /0 Lower30 Surface60 --> 90 120 150 180

Surface Distance from Highlight (ram)

1

0.9

0.8

0.7

.__

._.9

_u 0.6

=

0.5

g

= 0.4

3.

0.3

o

...a 0.2

0.1

0

0.9

0.1

o_= 4 deg., _S= 0 deg.

MVD : 94pm

Average Maximum 13= 0.72

Repeatability = +0.0%

O Average

Run #372B

Run #373B

Run #374[3

''1''1''1''1''1''1''1''1''1''1''1''1''1''

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

Fig. 89a Test repeatability for 48-in NLF(1)-0414 airfoil -1999 IRT tests (Continued).

NASA/T_2002-211700 178
1

0,9

__ 0,5

v

E 0.7

.__

._o

0.6

ILl

"_ 0,5

_ 0.4

3.

E

_ 0.3

_ 0,2

0.1

0

-90

1

0"9 t

0.8

"_- !°"0.6 t

3.

E

..J

0.9-

o.5 -

_ -

= 0.7--

.__

._o

--U 0,6-

=

0.5

E

= 0.4-

E

-- 0,3-

o

_ 0,2-

o_= 8 deg., 6= O deg.

AverageMVDMaximum = 11_rnl3= 0.36

Repeatability = +,3.0%

I O Av_r;_;7 B

-- -- Run #338B

-- - -- Run #339B

'' I'' I' 'i ' ' I ' ' I ' ' I ' ' I '

-60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

150

o_= 8 deg., 6= O deg.

AverageMVDMaximum = 21 Pml3= 0.51

Repeatability = +9.7% I

I

O Average

-- Run #354B

-- -- Run #355B

- Run #362B

-- - -- Run #356B

-- - - Run#361B

0.5--

0.4--

0.3--

0.2--

0.1--

0 i i i i i i i i i i i i i

-90 -60 -30 0 30 60 90 120 150 180

<-- Upper Surface / Lower Surface -->

Surface Distance from Highlight (ram)

1 -- Average Maximum 13= 0.70

o_= 8 deg., 6= O deg.

MVD = 94 pm

I Repeatability = +9.2%

O Average

-- Run #357B

-- -- Run #358B

,__-- - -- Run #359B

o.1 - I ''" " '*,.

o ''I''I"I''_I 'I''I''I''I''I

-150-120 -90 -60 -30 30 60 90 120 150 150 210 240 270

<-- Upper Surface Lower Surface -->

Surface Distance from Highlight (mm)

0.9

0.8

0.7

.__

.-.9

--u 0.6

=

0.5

E

= 0.4

3.

.EE 0.3

-J 0.2

0.1

0

0.9

0.8

0.7

.__

o

_--u 0.6

=

_ 0,5

g

= 0.4

3.

.EE 0.3

o

-J 0.2

0.1

0

0.9

0.8

0.7

"_,

--u 0.6

=

0.5

E

g

= 0.4

E

-- 0.3

_ 0.2

0.1

o_: O deg., 6:15 deg.

MVD = 11 _n

Average Maximum 13= 0.41

Repeatab ility = +5.9%

l O Average

-- Run #340B

-- -- Run #341B

-- - -- Run #342B

-120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface / Lower Surface -->

Surface Distance from Highlight (ram)

1 [ o_=Odeg.,6= 15deg.MVD = 21 _rn

Average Maximum 13= 0.55

Repeatability = +7.9%

l O Average

-- Run #344B

-- -- Run #345B

-- - -- Run #346B

-150 -120 -90 -60 -30 0 30 60 90 120 150

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

1

o:= O deg., 6= 15 deg.

MVD = 94_n

Average Maximum 13= 0.75

/, Repeatability = +11%

O Average

-- Run #347B

-- -- Run #348B

- -- Run #349B

0

-210-180-150-120 -90 -60 -30 0 30 60 90 120 150 180 210

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

Fig. 89b Test repeatability for 48-in NLF(1)-0414 airfoil -1999 IRT tests.

NASA/T_2002-211700 179
v

=

o

E

g

=

._1

0.9 --

0.5 --

0.7 --

0.6 --

0.5 --

0.4 --

0.3 --

0.2--

0.1 --

o _

0.9

_.. 0.8

E 0.7

.__

.-.9

--u 0.6

=

o 0.5

E

g

= 0.4

E

-- 0.3

o

...a 0.2

°1t0

0.9

o_= 0 deg., MVD = 11.5 pm

Average Maximum 13= 0.45

Repeatability = ±4.9%

-- -- Run #394

-- - -- Run #395

-120 -90 -60 -30 0 30 60 90 120

<--Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

_.. 0.8

= 0.7

.__

._.9

_u 0.6

=

o 0.5

E

o

_0.4

E

-- 0.3

o

...a 0.2

0.1

0

(

(

J

,,i,,i,'r''l' I

o_= 0 deg., MVD = 21 pm

Average Maximum 13= 0.61

I epeatability = ±7.4%

-- -- Run#405

-- - -- Run#406

-- - - Run #407

L

,i,, i ,_11,,i , ,

-150 -120 -90 -60 -30 0 30 60 90 120 150

<-- Upper Surface | Lower Surface -->

Surface Distance from Highlight (ram)

Av°:era0gdeeMg;xMVuBm-- 9132= 0.'urn71

Repeatability = ±3.9%

-210-150-150-120 -90 -60 -30 0 30 60 90 120150150210

<--Upper Surface I Lower Surface-->

Surface Distance from Highlight (ram)

0.9

_.. 0.8

=o 0.7

.__

._.9

__u 0.6

=

o 0.5

E

g

= 0.4

E

-- 0.3

o

...a 0.2

0.1

o_: 6 deg., MVD : 11.5 pm

Average Maximum 13= 0.45

I epeatability : ±12%

-- -- Run #397

-- - -- Run #398

-- - - Run #399

0.9

_.. 0.8

= 0.7

.__

.--.9

--U 0.6

=

o 0.5

E

o

= 0.4

E

-- 0.3

0.2

0.1

t_

' ' I ' ' I ' ' I ' ' I ' ' I ' ' I ' ' I ' '

-90 -60 -30 0 30 60 90 120 150

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

1

o_= 6 deg., MVD = 21 pm

Average Maximum 13= 0,61

Repeatability = +8.2%

-- -- Run#401

-- - - Run#403

-- - -- Run #402

0

-90 -60 -30 0 30 60 90 120 150 150

<-- Upper Surface / Lower Surface -->

Surface Distance from Highlight (ram)

1

0.9

_.. 0.8

= 0.7

o

0.6

I.U

o 0.5

E

g

= 0.4

3.

.EE 0.3

o

...a 0.2

0.1

0

o_=6 deg., MVD = 92 pm

Average Maximum 13= 0.70

I Repeatability = ±3.2%

O Aver;4g;2

-- -- Run#413

---- -- - -- Run#415 Run #414

,,I,,i,,i,,i _

-150-120 -90 -60 -30

<-- Upper Surface

' I I I I I I I I

30 60 90 120150150210240270

Lower Surface -->

Surface Distance from Highlight (ram)

Fig. 90 Test repeatability for NACA 64A008 swept tail -1997 IRT tests.

NASA/T_2002-211700 180
==

"E,

1 Average Maximum 13= 0.60

pressure surface _ o_= -1 deg., _: 0 deg.

0.9 _ MVD = 11 pro, Inboard

suction surface Repeatab ility = ±4.0%

0.8

O Average

Run #488B

0.7 Run #489B

0.6-

I.U

C

E

g

c

E

o

._1

0.5-

0.4-

0.3-

0.2

0.1

0 ' ' I ' ' I ' ' I '

' I ' ' I ' ' I ' '

-120 -90 -60 -30 0 30 60 90 120

<--Suction Surface I Pressure Surface -->

Surface Distance from Highlight (ram)

1

0.9

0.8

v

c 0.7

.__

.-.9

0.6

I.U

c

0.5

E

g

c 0.4

E

-- 0.3

o

...I 0.2

0.1

0J

pressure surface o_: -1 deg., _: 0 deg.

MVD = 21 _rn, Inboard

Average Maximum 13= 0.70

suction surface Repeatability = +6.2%

O Average

-- - -- Run #492B

-- Run #490B

-- -- Run#491B

Ji

-150 -120 -90 -60 -30 0 30 60 90 120 150

<--Suction Surface I Pressure Surface-->

Surface Distance from Highlight (ram)

1-

0.9-

o.8 -

c 0.7-

.__

._.9

0.6-

I.U

c

0.5-

E

g

c 0.4-

E

-- 0.3-

?, -

...a 0.2--

0.1--

0-

pressure surface

suction surface

.L

o_= -1 deg., _S= 0 deg.

MVD = 94 pro, Inboard

Average Maximum 13= 0.80

Repeatability = _.9%

O Average

-- Run #493B

Run #494B

-- - -- Run #495B

-210-180-150-120-90 -60 -30 0 30 60 90 120 150 180 210

<--Suction Surface I Pressure Surface-->

Surface Distance from Highlight (ram)

1

0.9

¢_.. 0.8

0.7

"ra

p .......... face i Av_II_I dM_gx.i,m_rn0_ig0..59

MVD = 11pm, Inboard

suction surface Repeatability = +4.9%

l 0 Average

-- Run #499B

-- -- Run #500B

-- - -- Run#501B

--u 0.6

"_ 0.5

g

c 0.4

"_.

0.3

o

...a 0.2

0.1

0 L

-90 -60 -30 0 30 60 90 120 150

<--Suction Surface I Pressure Surface -->

Surface Distance from Highlight (ram)

0.9

0.8

mco>_0.7

"ra

_j 0.6

"_ 0.5

g

c 0.4

"_.

0.3

o

...a 0.2

0.1

0

pressure surface o_= -6 deg., _= O deg.

" Average Maximum 13= 0.68

MVD = 21 _m, Inboard

___ ; u_cti_°n_surface l Repeatability = +5.7%

-- -- Run#503B

i 4B

,,i,,i,71,,i,,i,,i,,i,,i,,

-90 -60 -30 0 30 60 90 120 150 180

<--Suction Surface I Pressure Surface-->

Surface Distance from Highlight (ram)

0.9

60.8

c 0.7

.-.9

0.6

I.U

c

0.5

E

g

c 0.4

E

-- 0.3

pressure surface

suction surface

o_= -6 deg., _S= 0 deg.

MVD = 94 pro, Inboard

Average Maximum 13= 0.77

Repeatability = ±7.1%

O Average

-- Run #496B

-- -- Run #497B

-- - -- Run #498B

o. 0.2

0.1

d

0

I''_''_''_''_''1''1''1''1''1''_''_''_''_''

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270

<--Suction Surface I Pressure Surface -->

Surface Distance from Highlight (ram)

Fig. 91a Test repeatability for 25%-scale Business Jet Empennage

1999 IRT tests; Inboard (Continued).

NASA/T_2002-211700 181
0.9

0.8

v

c 0.7

.__

.-.9

--u 0.6

c

o 0.5

E

g

c 0.4

E

-- 0.3

o

o

...a 0.2

0.1

pressure surface

suction surface

o_= -1 deg., 5= 0 deg.

MVD = 11 _rn, Outboard

Average Maximum 13= 0.62

Repeatability = +4.8%

O Average

-- Run #487A

-- -- Run#488A

-- - -- Run #489A

-120 -90 -60 -30 0 30 60 90 120

<--Suction Surface I Pressure Surface-->

Surface Distance from Highlight (ram)

1

0.9

0.8

0.7

.__

._o

__u 0.6

c

o 0.5

E

o

c 0.4

E

-- 0.3

o

0.2

0.1

0t

-150 -120

1-

pressure surface o_= -1 deg., 5= 0 deg.

MVD = 21 _rn, Outboard

suction surface Average M axim um 13= 0.73

Repeatability = +14%

!!Average

Run #490A

Run #491A

-- -- Run #492A

-90 -60 -30 0 30 60 90 120 150

<--Suction Surface I Pressure Surface-->

Surface Distance from Highlight (ram)

0.9-

o.8 --

-

C 0.7--

.__

O

_- 0.6--

ILl

0.5--

E

g -

c 0.4--

E

-- 0.3--

?, -

...a 0.2--

pressure surface

suction surface

o_= -1 deg., 5= 0 deg.

MVD = 94 _rn, Outboard

Average Maximum 13= 0.81

Repeatability = +,3.7%

O Average

-- Run #493A

-- -- Run #494A

-- Run #495A

-210-180-150-120 -90 -60 -30 0 30 60 90 120 150 180 210

<--Suction Surface I Pressure Surface-->

Surface Distance from Highlight (ram)

c

ILl

E

g

c

o,

c

o

L_

==

E

g

c

_E

._J

0.9--

0.8 --

0.7 --

0.6 --

0.5 --

0.4 --

0.3 --

pressure surface o_= -6 deg., 5= 0 deg.

MVD = 11_n, Outboard

Average Maximum 13= 0.62

suction surface / Repeatability = ±3.4%

q

O Average

-- Run #499A

-- -- Run #500A

-- - -- Run #501A

-90 -60 -30 0 30 60 90 120 150

<--Suction Surface I Pressure Surface -->

Surface Distance from Highlight (ram)

1 _ Average Maximum 13= 0.71

pressure surface o_= -6 deg., 5= O deg.

0.9 MVD = 21 pm, Outboard

suction surface I Repeatability = ±4.6%

0.8 I

O Average

-- Run #502A

0.7- -- -- Run#503A

- -- - -- Run #504A

0.6--

0.5 --

0.4 --

0.3 --

0.2 --

0.1--

0

'' I' ' I '

-90 -60 -30

<-- Suction Surface

1-

0.9-

6o.8 -

-

c 0.7--

o

._o

0.6-

ILl

C

o 0.5-

E

g

c

E

?,

...i

I ' ' I ' ' I ' ' I ' ' I ' ' I ' '

30 60 90 120 150 180

Pressure Surface -->

Surface Distance from Highlight (ram)

pressure surface

suction surface

0_4-

0_3-

0_2--

0_1--

0- ''1''1''1''1'

-150-120 -90 -60 -30 0

c_= -6 deg., 5= 0 deg.

MVD = 94pro, Outboard

Average Maximum 13= 0.77

Repeatability = +3.2%

O Average

-- Run #496A

-- -- Run #497A

-- - -- Run #498A

L_--

30 60 90 120 150 180 210 240 270

<--Suction Surface I Pressure Surface -->

Surface Distance from Highlight (ram)

Fig. 91b Test repeatability for 25%-scale Business Jet Empennage

1999 IRT tests; Outboard

NASA/T_2002-211700 182
0.9-

o.8 -

-

C 0.7--

.oJ

j 0.6-

0.5--

E

g

c 0.4

"7,

E

-- 0.3-

0.2-

0.1-

0

o_=1 deg., _= O deg.

Average Maximum 13= 0.44

MVD = 11 _n, Inboard

I Repeatab ility = ±4.4%

l O Average

-- - -- Run #446A

-- -- Run #447A

-- - -- Run #448A

-120 -90 -60 -30 0 30 60 90

<-- Upper Surface / Lower Surface -->

Surface Distance from Highlight (mm)

120

v

c

o

m

E

g

3

1--

0.9-

0.8--

0.7--

0.6--

0.5-

o:= 1 deg., _= 0 deg.

MVD = 94 _nn, Inboard

Average M axim um 13= 0.72

Repeatability = +8.5%

O Average

-- Run #449A

-- -- Run #450A

-- - -- Run #451A

0.4-

0.2

0.

-210-180-150-120 -90 -60 -30 0 30 60 90 120 150 180 210

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

0.9

0.8

0.7

.__

.-.9

--u 0.6

c

0.5

g

c 0.4

"_.

0.3

o

...a 0.2

0.1

0

o_= 1 deg., 5= O deg.

MVD =21 _rn, Inboard

Average Maximum 13= 0.58

Repeatability = ±1.9%

l 0 Average

-- Run #443A

-- -- Run #444A

-- - -- Run #445A

-150 -120 -90 -60 -30 0 30 60 90 120 150

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

0.9-

o.8 -

c 0.7-

.__

o

0.6-

c

0.5-

E

g

c 0.4-

E

-- 0.3-

o

...a 0.2

0.1--

0

o_= 6 deg., 8= O deg.

Average Maximum 13= 0.57

MVD = 21 _n, Inboard

I Repeatability = +8.7% I

------ Run #452A

-- -- Run #453A

-- - -- Run #454A

' ' I ' ' I ' ' I ' ' I ' ' I ' ' I ' ' I ' ' I ' '

-90 -60 -30 0 30 60 90 120 150 180

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

Fig. 92a Test repeatability for full-scale Business Jet horizontal tail - 1999 IRT tests;

Inboard (Continued).

NASA/T_2002-211700 183
0.9

0.8

v

c 0.7

.__

.-.9

--u 0.6

c

0.5

E

_0.4

"_.

0.3

o

...a 0.2

0.1

0

o_= 1 deg., _= 0 deg.

Average Maximum 13= 0.46

MMD = 11 pro, Outboard

I Repeatability = ±1.6%

Run #448B

t ' ' I ' ' I ' ' I''1''1''1' I''

-120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface / Lower Surface -->

Surface Distance from Highlight (ram)

c

._o

=

E

g

c

E

o

._J

o:= 1 deg., 8= 0 deg.

MVD = 94 _m, Outboard

0.9 Average Maximum 13= 0.75

Repeatability = +8.2% /

0.8 't O Average

0.7-- -- Run #450B

- -- Run #451B

0.6-

0.5--

0.4-

0.3-

0.2-

0.1-

0 4

-210-180-150-120 -90 -60 -30 0 30 60 90 120 150 180 210

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

1 1

0.9

_. 0.8

v

c 0.7

_u 0.6

c

0.5

E

g

c 0.4

E

m 0.3

o

o

...I

0.9

o_=1 deg., _= 0 deg.

Average Maximum 13= 0.61

MMD = 21 _n, Outboard

I Repeatability = +_.4% I

O Average ]

-- Run #443B

-- -- Run #444B

-- - -- Run #445B

J

' ' I ' ' I ' ' I ' ' I ' ' I ' ' I ' ' I ' '

150

0.8

c 0.7

.__

.-.9

--u 0.6

c

0.5

E

c 0.4

E

-- 0.3

o

o

0.2 ...a 0.2

°1t °1t

0 0 ' ' I ' ' I '

-150 -120 -90 -60 -30 0 30 60 90 120 -90 -60 -30

<-- Upper Surface I Lower Surface --> <-- Upper Surface

Surface Distance from Highlight (ram)

o_= 6 deg., 6= 0 deg.

Average Maximum 13= 0.61

MMD = 21 pm, Outboard

I Repeatability = +6.7% I

O Average

-- Run #452B

-- -- Run #453B

,_ -- - -- Run #454B

I'' I''1 ''1' '1' '1''

30 60 90 120 150 180

Lower Surface -->

Surface Distance from Highlight (ram)

Fig. 92b Test repeatability for full-scale Business Jet horizontal tail - 1999 IRT tests;

Outboard.

NASA/T_2002-211700 184
_8 [ OOL[ [ _-_O0_J#VSVN

Local Impingement Efficiency ([3)

Local Impingement Efficiency ([3)

, I, I , I, I, I ,

I,, ' o @_3,_.

_ _ _ o_m

"

Local Impingement Efficiency ([3)

o o o o o o o o o o

_o

= eo7

o..o

_ _oo_-_°_o u _ u

Local Impingement Efficiency ([3)

, ' ] 0 g_ 3=__.

_ _.?-_

_.,-=_
Z

>

bo

bo

C_

0.9

60.8

v

= 0.7

o

"_,

k_

_--u 0.5

=

o 0.5

_ 0.4

3.

E

-- 0.3

_ 0.2

0.1

0

Slat Element

o_= 0 deg., MVD = 21 _rn

8,1at = 30 deg. L. E. down

Average Maximum 13= 0.60

Repeatability = +11%

O Average

-- Run #458

/I -- -- Run #459

-- - -- Run #460

Run #461

• Run #462

-150 -120 -90 -60 -30 30 60 90 120 150

<-- Upper Surface Lower Surface -->

Surface Distance from Highlight (mm)

1--

0.9--

0.8 --

_ 0.7--

_--u 0.5--

_ 0.5--

_0.4

3.

E

0.3--

_ 0.2

0.1--

-90 -60 -30 0 30 60 90 120 150 150 210 240 270

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

l Main Element

o_= 0 deg., MVD = 21 pin

Average Maximum 13= 0.05

Repeatability = ±17%

-- -- Run#459

-- - -- Run #451

-- -- Run#462

1_- Slat El .... t I 1 T Main El .... t

I o_=4deg.,iVD=gl_tm / o_=4deg.,iVD=gl_tm

0.9 8,i.t = 30 deg. L. E. down 0.9 Average Maximum 13= 0.38

Average Maximum 13= 0.64 | Repeatability = +5.6%

_ 08 I Repeatability = +94% I ¢_.0.8 / O Average

mc°_'_ 0.7/ O Average I o>' -- Run#454

-- Run #454 [ I _ 0.7 -- -- Run #455

"_. -- -- Run #455 -- - -- Run #456

_l 0.6 -- - -- Run#456 "_'

-- - - _ 0.6

; o.5 _ o.5 ¢=

= 0.4 _ 0.4

3. "T-, _

_E 0.3 E

_ 0_

o

•J 0.2 o. 0.2

0.10 0"10

-150 -150 -120 -90 -60 -30 0 30 60 90 -90 -60 -30 30 60 90 120 150 150 210

<--UpperSurface / LowerSurface--> <--UpperSurface LowerSurface-->

Surface Distance from Highlight (mm) Surface Distance from Highlight (mm)

i , , i , , FF-_

-90 -60 -30'

<-- Upper SurFace

Flap Element

oc= 0 deg., MVD = 21 pm

_l.p = 30 deg. T. E. down

Average Maximum 13= 0.51

Repeatability = ±10%

O Average

-- Run #458

-- -- Run #460

-- - -- Run #461

Run #462

30 60 90 120 150 180 210

Lower Surface -->

Surface Distance from Highlight (mm)

Flap Element

o_: 4 deg., MVD : 21 _m

8lap : 30 deg. T. E. down

Average Maximum 13:0.53

Repeatability : +8.5%

O Average

-- Run #454

-- -- Run #455

-- - -- Run #456

-90 -60 -30 30 60 90 120 150 150 210

<-- Upper Surface Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 93b Test repeatability for three-element high lift system airfoil- 1997 IRT tests;

MVD = 21 #m (Continued).
Z

>

C/3

FO

FO

v

=

.-9

LU

=

m

E

=

o.

E

o

o

Slat Element

o_= 0 deg., MVD = 92 _rn

5slat = 30 deg. L. E. down

Average Maximum 13= 0.04

Repeatability = _.2%

O Average

-- Run #463

-- -- Run #464

-- - -- Run #465

-- - - Run #466

O

0.1

0-

-210-180-150-120-90 -60 -30 0 30 60 90 120150180210

<--UpperSurface I LowerSurface-->

Surface Distance from Highlight (ram)

t J Main Element

0. I Average o_= O deg., Maximum MVD = 9213= Nn0.04

Repeatability = N/A

0. O Average

-- Run #458

0. -- -- Run#459

-- - -- Run #461

0.

0.

0.

0.

0.

0.

i . . i . . i . . i . i . . i . . i . . i i = i =_1 i _-_m'-_--i-"P"_ =

-60 -30 0 30 60 90 120 150 180 210 240 270 300

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

1

/ i u

Slat El .... t t_ I | Main El .... t

= 4 deg., MVD = 92 _n , ' |

09--t _s,at=3Odeg. L.E. down ,' I 0. / Average _=4deg.,MVD=92_n Maximum 13= 0.30

_ Average Maximum 13= O.S2 / I I / Repeatability = +9.5%

_ 0.8 I Repeatability = ±16°/0 ,p_,, __0. | O Average _

o>_ O Average ' o>_ __----_ -- RR_ Run #467 64_i o>_

0.7 --Run#467 _ 0. -- -- Run#466

"_, -- -- Run#466 "_, -- - -- Run#469 "_,

0.6 -- - -- Run #469 -- - - Run#470

-- - - Run#470 _ 0.

_05 _0

j

3. 3. 3.

E E E

o_ f' _ o_ -

o,02 o,02 o,

0. 0.

_/''1''1''1''1''1''1''1''1''1''1_1''1''1''1

-270-240-210-180-150-120-90 -60 -30 0 30 60 90 120150 -60 -30 0 30 60 90 120 150 180 210 240 270 300

<-- U pper Surface I Lower Surface --> <-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram) Surface Distance from Highlight (ram)

Flap Element

o_= 0 deg., MVD = 92 _rn

_ap= 30 deg. T. E. down

Average Maximum 13= 0.74

, , Repeatability = +8.6%

O Average

-- Run #463

) , -- -- Run #464

, -- - -- Run #465

@

-90 -60 -30 30 60 90 120 150 180 210 240 270

<-- Upper Surface Lower Surface -->

Surface Distance from Highlight (mm)

Flap Element

o_= 4 deg., MVD = 92 _rn

_,p = 30 deg. T. E. down

Average Maximum 13= 0.78

Repeatability = +15%

O Average

-- Run #467

-- -- Run#469

-- - -- Run #476

-90 -60 -30 0 30 60 90 120 150 180 210 240 270

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (ram)

Fig. 93c Test repeatability for three-element high lift system airfoil - 1997 IRT tests;

MVD = 92 #m.
1 j MVD = 11pro, Location A Average Maximum 13= 0.36

o.9_ i Repeatability=+6.8o/o

__ 0.8 0 Average

v -- Run #548A

0.7 -- -- Run #549A

"E,

_j 0.6

"_ 0.5

g

= 0.4

3.

0.3

o

...a 0.2

0.1

0 I ' ' I ' ' I ' ' I ' ' I ' ' I ' ' I ' ' I ' ' I ' '

_.. 0.8

E 0.7-

.__

.-.9

O.6-

ILl

=

o 0.5-

E

o

=_ 0.4 -

E

-- 0.3-

0.2-

0.9

_.. 0.8

:>,

=o 0.7

.__

.-.9

--u 0.6

=

0.5

g

= 0.4

3.

0.3

o

...a 0.2

0.1

0

-150 -120 -90 -60 -30 0 30 60 90

<-- Inner Surface / Outer Surface -->

Surface Distance from Highlight (ram)

120

MVD = 21 pro, Location A

Average Maximum 13= 0.49

I Repeatab ility = ±4.6%

O A_:r;gs;gA

-- - -- Run #541A

-- -- Run #540A

''1''1'' '' '' ''1'_'1''1''1''1 ''

-180 -150 -120 -90 -60 -30 0 30 60 90 120 150

<-- Inner Surface I Outer Surface -->

Surface Distance from Highlight (ram)

Average MVD = 94pro, MaximumLocation 13= 0.58A ]

/ Repeatability = +11% /

l_O Ax:r;gs;6A t

-- -- Run #537A

-- - -- Run #538A

-210 -180 -150 -120 -90 -60 -30 30 60 90 120 150 180

<-- Inner Surface Outer Surface -->

Surface Distance from Highlight (mm)

0.9

_.. 0.8

:>,

=o 0.7

.__

(a

_--u 0.6

=

o 0.5

E

g

= 0.4

E

-- 0.3

o

o

...a 0.2

0.1

1--

0.9-

o.8 -

-

= 0.7--

.__

._o

--U 0.6-

=

o 0.5-

E

g -

= 0.4--

E

-- 0.3-

o

...a 0.2

MVD = 11 pm, Location B Average Maximum 13= 0.006

Repeatability = N/A

l O A_:r;gs;8B

-- -- Run #5498

-- - -- Run#550B

-30 0 30 60 90 120 150 180 210 240

Air Flow _

Surface Distance from Highlight (ram)

MVD =21 pin, Location B

Average Maximum 13= 0.060

Repeatability =+13%

0 Average

-- Run #5398

-- -- Run #5408

-- - -- Run #5418

0.9

_. 0.8

¢: 0.7

.__

(a

_j 0.6

=

o 0.5

E

g

= 0.4

E

-- 0.3

0.2

0.1

0

-30 0 30 60 90 120 150 180 210 240 270

Air Flow

Surface Distance from Highlight (ram)

1 I MVD =94pro, Location B

/Average Maximum 13= 0.253

Repeatability = +12%

O A_:r;gs;6B

-- -- Run #5378

-- " -- Run #5388

-30 0 30 60 90 120 150 180 210 240 270 300

Air Flow

Surface Distance from Highlight (mm)

Fig. 94 Test repeatability for S-duct engine inlet - 1999 IRT tests; V_ = 170 mph,

capture area ratio = 0.65, mass flow rate = 23 Ibm/sec.

NASA/T_2002-211700 188
_max---- 0.32 at S = -6 m m

Area of 13curve per unit span = 11.09 mm 2

1 __Total Impingement Efficiency = 0.071

Exp. Impingement Limits:

Upper Surface = -71 mm

Lower Surface = +30 mm

0.9 m

0.8 m

o 0.7 1

C

¢)

=m

¢.)

=m

'_- 0.6--

UJ

C

¢_ 0.5--

E

¢)

¢- 0.4--

=m

¢:)..

E

m

m 0.3--

¢.)

O

0.2--

0.1 m

__

-120

t1-_-- m __ __

MS(1)-317 Airfoil

_= 0 deg., MVD = 11.5

Analysis (LEWlCE)

O Test Data (Laser System)

[] Test Data (CCD Camera)

I I I

I I I

_____ ______

(}1

I I

I I

TT_ • •

I I

I I

I I

T T

I I

-90 -60 -30 0 30 60 90

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 95a Impingement efficiency distribution for MS(1)-0317 airfoil;

1997 IRT tests, c = 36-in, Voo = 176 mph, (z=0 °, MVD =11.5 #m (Continued).

120

NASA/T_2002-211700 189
I_max = 0.50 at S = -1 m m

Area of 13curve per unit span = 26.43 mm 2

Total Impingement Efficiency = 0.170

Exp. Impingement Limits:

Upper Surface = -90 mm

Lower Surface = +45 mm

©

O

MS(1)-317 Airfoil

_= 0 deg., MVD = 21 pm

Analysis (LEWlCE)

O Test Data (Laser System)

[] Test Data (CCD Camera)

I I

I I

I I

I I

I I

T d

I

I

I I I

I I I

-150 -120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface-->

150

Surface Distance from Highlight (mm)

Fig. 95b Impingement efficiency distribution for MS(1)-0317 airfoil;

1997 IRT tests, c = 36-in, Voo = 176 mph, (z=0 °, MVD =21 #m (Continued).

NASA/T_2002-211700 190
_max---- 0.68 at S = -4 m m

Area of 13curve per unit span = 49.53 mm 2

Total Impingement Efficiency = 0.319

Exp. Impingement Limits:

Upper Surface = -240 mm

Lower Surface = +149 mm

_2

I

I I

I I

I__/

I I

I I

I I

÷ I

I

I

I

[

I

I

I +

[]

®

i[3

I

I

I

I

MS(1)-0317 Airfoil

(_= 0 deg., MVD = 92 _m

Analysis (LEWICE)

Test Data O

(Laser System)

Test Data []

(CCD Camera)

I ÷ I

I I

I I

I I

I •

I

I

I

-210-180-150-120 -90 -60 -30 0 30 60 90 120 150 180 210

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 95c Impingement efficiency distribution for MS(1)-0317 airfoil;

1997 IRT tests, c = 36-in, Voo = 176 mph, (z=0 °, MVD =92 #m (Continued).

NASA/T_2002-211700 191
_max = 0.25 at S = +16 mm

Area of 13curve per unit span = 7.69 mm 2

Total Impingement Efficiency = 0.041

Exp. Impingement Limits:

Upper Surface = -15 mm

Lower Surface = +66 mm

0.9 --

0.8 --

c__

m

o 0.7--

C

(1)

=m

¢.)

=m

'_- 0.6--

UJ

..I,-I

C

¢_ 0.5--

E

(1)

03

¢- 0.4--

=m

¢:)..

E

m

m 0.3--

¢.)

O

m

0.2

0.1

0-_

-90

_-- m m m

MS(1)-0317 Airfoil

O;= 8 deg., MVD = 11.5

Analysis (LEWICE)

© Test Data (Laser System)

I I I

I I I

I I I

__ +_____

_-- m m m

-60 -30 0 30 60

<-- Upper Surface I Lower Surface-->

m m m __ ......

I

I

I

__ +_____

I I I

i (/ ",_ i i

90

T--Tr--TTTTTT

120 150

Surface Distance from Highlight (mm)

Fig. 95d Impingement efficiency distribution for MS(1)-0317 airfoil;

1997 IRT tests, c = 36-in, Voo = 176 mph, (z=8 °, MVD =11.5 #m (Continued).

NASA/T_2002-211700 192
_max = 0.51 at S = +12 mm

Area of 1_curve per unit span = 33.43 mm 2

Total Impingement Efficiency = 0.179

Exp. Impingement Limits:

Upper Surface = -34 mm

Lower Surface = +185 mm

0.9 --

÷

I

I

I

I

MS(1)-317 Airfoil

(_= 8 deg., MVD = 21

Analysis (LEWlCE)

© Test Data (Laser System)

-90 -60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 95e Impingement efficiency distribution for MS(1)-0317 airfoil;

1997 IRT tests, c = 36-in, Voo = 176 mph, (z=8 °, MVD =21 #m (Continued).

150 180

NASA/T_2002-211700 193
_max = 0.76 at S = +8 m m

Area of 13curve per unit span = 67.41 mm 2

Tota Impingement Efficiency=0.361

I

I

I

I

+

I

I

I

I

I

I I

I I

+ I

I

I

I

Exp. Impingement Limits:

Upper Surface = -60 mm

Lower Surface = +300 mm

MS(1)-317 Airfoil

_= 8 deg., MVD = 92

Analysis (LEWlCE)

Test Data

©

(Laser System)

I I I

I I I

I I I

I

I

I

I I

I I

I I

I

I

I

0

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 95f Impingement efficiency distribution for MS(1)-0317 airfoil;

1997 IRT tests, c = 36-in, Voo = 176 mph, (z=8 °, MVD =92 #m.

NASA/T_2002-211700 194
13max -- 0.33 at S = -6 m m

Area of 13curve per unit span = 12.08 mm 2

Total Impingement Efficiency = 0.078

..............

Exp. Impingement Limits:

Upper Surface = -62 mm

Lower Surface = +30 mm

0.9 m

0.8 m

m

o 0.7--

C

=m

O

=m

'_- 0.6--

UJ

C

(_ 0.5--

E

(!_

¢- 0.4--

=m

E

m

m 0.3--

O

O

0.2--

0.1 m

04 . v yr.- v...i-_v

I

I

I

b

I

I

I

L ...........

I I

I I

' '

t- _ --

I

I

-90 -60 -30

<-- Upper Surface

MS(1)-317 Airfoil

(_= 0 deg., MVD = 11 pm

Analysis (LEWlCE)

© Test Data (Laser System)

[] Test Data (CCD Camera)

I I I

I I I

÷ + H

D

q

. i-- v _1-_v.

-120 0 30 60 90

I Lower Surface -->

120

Surface Distance from Highlight (mm)

Fig. 96a Impingement efficiency distribution for MS(1)-0317 airfoil;

1999 IRT tests, c = 36-in, Voo = 176 mph, (z=0 °, MVD =11 #m (Continued).

NASA/T_2002-211700 195
_max = 0.50 at S = 0 m m

Area of _curve per unit span = 29.84 mm 2

Total Impingement Efficiency = 0.192

Exp. Impingement Limits:

Upper Surface = -89 mm

Lower Surface = +63 mm

I

I

I

MS(1)-317 Airfoil

(_= 0 deg., MVD = 21

Analysis (LEWlCE)

© Test Data (Laser System)

[] Test Data (CCD Camera)

I

I

I

I

I

T

I

I

I I I I

I I I I

0

-150 -120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface J Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 96b Impingement efficiency distribution for MS(1)-0317 airfoil;

1999 IRT tests, c = 36-in, Voo = 176 mph, (z=0 °, MVD =21 #m (Continued).

150

NASA/T_2002-211700 196
_max---- 0.68 at S = -2 m m

Area of 13curve per unit span = 50.17 mm 2

Impingement Efficiency = 0.322

+ I I + I I

I

C

0

Exp. Impingement Limits"

Upper Surface = -164 mm

Lower Surface = +117 mm

MS(1).0317 Airfoil

(_= 0 deg., MVD = 94 _Ltrn

Analysis (LEWICE)

Test Data O

(Laser System)

Test Data []

(CCD Camera)

I ¢ I I

[]

O

I I

I I

I

-210-180-150 -120 -90 -60 -30 0 30 60 90 120 150 180 210

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 96c Impingement efficiency distribution for MS(1)-0317 airfoil;

1999 IRT tests, c = 36-in, Voo = 176 mph, (z=0 °, MVD =94 #m.

NASA/T_2002-211700 197
0.9 m

0.8 m

>" 0.7 m

f.)

¢-

(D

=m

f.)

0.6--

N,=

uJ

C

¢_ 0.5--

E

ID

e-

•-- 0,4--

E

O

._!

0.3 m

0.2--

0.1 --

0--,

-120

I

I

I

I

I

I

J_ __ __ __

I

I

I

h

I

I

I

I

I

I

I

-90

MS(1)-317 Airfoil

(_= 0 deg., MVD = 11,11.5

Analysis (LEWlCE)

© 1997 Test Data (Laser System)

A 1999 Test Data (Laser System)

J

-60 -30

<-- Upper Surface

D

-- -- -- J---_- -- _- 4

I I I

I I I

0 30 60

I Lower Surface -->

P_

90 120

Surface Distance from Highlight (mm)

Fig. 97a Comparison of 1997 and 1999 impingement efficiency test results for

MS(1)-0317 airfoil; c = 36-in, Vo_ = 176 mph, o_=0°, MVD =11, 11.5 t_m. (Continued).

NASA/T_2002-211700 198
I I I

0

MS(1)-317 Airfoil

(_= 0 deg., MVD = 21 _Ltm

Analysis (LEWlCE)

1997 Test Data (Laser System)

1999 Test Data (Laser System)

I

I

I

I

I

I

-150 -120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 97b Comparison of 1997 and 1999 impingement efficiency test results for

MS(1)-0317 airfoil; c = 36-in, Vo_ = 176 mph, o_=0°, MVD =21 t_m (Continued).

150

NASA/T_2002-211700 199
I I I I I I I

0

I

' MS(1).0317 Airfoil I

I 0{= 0 deg., MVD = 92, 94

Analysis (LEWICE)

1997 Test Data O

(Laser System)

1999 Test Data A

(Laser System

I

I

I

I •

I I

I I

I I

-I--1-

I I

I I

I I

I--+

I I

I I

I I

--I--4-

I I

I I

I I

I I

I I

I I

I I

I I I I I

I I I I I

I I I I I

I I I I

I I I I

I I I I I

J-- _- -I-- _- - -

I I I I

I I I I

I I I

-210-180-150-120-90 -60 -30 0 30 60 90 120 150 180 210

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 97c Comparison of 1997 and 1999 impingement efficiency test results for

MS(1)-0317 airfoil; c = 36-in, Vo_= 176 mph, 0{=0°, MVD =92, 94 t_m.

NASA/T_2002-211700 200
_max = 0.0.47 at S = +1 mm

Area of 13curve per unit span = 9.25 mm 2

Total Impingement Efficiency = 0.117

Exp. Impingement Limits:

Upper Surface = -26 mm

Lower Surface = +34 mm

0.9 --

0.8

_0.7

__. 0.6

ILl

0.5

E=

_0.4

_E

-_ 0.3

o

0.2

O

i i

I I I I

t------- _------- ÷ -- +------ +

I I I I /

I I I I I

I I I I I

r ........ T -- T------T T

I I I I i

I I I I I

I I I I I

F ........ T - T_--T T

I I (_J I I

|/

//

-120

G LC 305 Airfoil

(_= 1.5 deg., MVD = 11.5

Analysis (LEWlCE)

Test Data (Laser System)

I

I

I

m m m _-

-90 -60 -30 0 30 60

<-- Upper Surface I Lower Surface-->

90 120

Surface Distance from Highlight (mm)

Fig. 98a Impingement efficiency distribution for GLC-305 airfoil;

c = 36-in, Vo_ = 176 mph, 0_=1.5 °, MVD =11.5 t_m (Continued).

NASA/T_2002-211700 201
>,,

¢-

(LI

=m

=m

UJ

,,,I,-I

¢-

(LI

E

(LI

03

¢-

=m

E

m

1

0.9--

0.8--

0.7

0.6 ....

0.5---

0.4--

_max-- 0.66 at S = +2 mm

Area of 13curve per unit span = 16.34 mm 2

Total Impingement Efficiency = 0.206

÷

Exp. Impingement Limits"

Upper Surface = -42 mm

Lower Surface = +55 mm

GLC 305 Airfoil

_= 1.5 deg., MVD = 21 _lm

Analysis (LEWlCE)

O Test Data (Laser System)

I I I I I

I I I I I

I I I I I

+ _ I I +

m 0.3--

0

._I

0.2 m

m

0.1

0

-150

I

I

I

I

I

I

C

I

I_

-120 -90 -60 -30 0 30

<-- Upper Surface I

60 90 120

Lower Surface -->

150

Surface Distance from Highlight (mm)

Fig. 98b Impingement efficiency distribution for GLC-305 airfoil;

c = 36-in, Vo_ = 176 mph, 0_=1.5°, MVD =21 t_m (Continued).

NASA/T_2002-211700 202
_max = 0.76 at S = +2 mm Exp. Impingement Limits:

Area of 13curve per unit span = 26.08 mm 2 Upper Surface = -153"* mm

Total Impingement Efficiency = 0.328 Lower Surface = +229** mm

1 --

m

0.9

0.8

o_ 0.7

__ 0.6

ILl

0.5

E=

_0.4

_E

-_ 0.3

o

0.2

0.1

0

**end of blotter strip I GLC 305 Airfoil

i i I

I I (_= 1.5deg.,MVD=92 _m Y T T--

I = t I ...... Analysis (LEWICE)

i i [ | _. Test Data

+ I_ __u- (Laser System)

I I i I I I I I I

I I Id I I I I I

I I I I I I I| I I I I I I

I I I I I I I| I I I I I I

I I I I I I (_1 ] I I I I I I

- -- T -- --I I-- -- m -- --I I-- -- ]_(,_l _ _ --I-- -- T -- 7 -- --I-- -- ]- --

I I I I I I I| I I I I I I

I I I I I I I1 I I I I I I

,•,,•

I I I I I I I ("_ I I I I I I

' ' ' '/| ' ' '

• l l • l l JL l_ l • • l •

I I I I I I l_l F_I I I I I I

I I I I I I ] I _II I I I I I

I I I I I I _ I_ I I I I I

I I I I I I I I_ I I I I I

l l l l l l 15 l _l l l l l l

I I I I I I, I O\ I I I I I

• I I • I I/ • 3\ I • • I •

l l l l l _. l -- _ l l l l l

l l l l II /lO l ("_L_ \ II l l l l

l l Jl _ j I (_ l _'_.._ l l

-210-180-150-120-90 -60 -30 0 30 60 90 120 150 180

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 98c Impingement efficiency distribution for GLC-305 airfoil;

c = 36-in, Vo_ = 176 mph, 0_=1.5 °, MVD =92 t_m (Continued).

210

NASA/T_2002-211700 203
_max---- 0.43 at S = +6 m m

Area of 13curve per unit span = 8.96 mm 2

Total Impingement Efficiency = 0.078

Exp. Impingement Limits:

Upper Surface = -14 mm

Lower Surface = +60 mm

0.9 m

0.8 m

c__

o 0.7--

C

¢)

=m

¢.)

=m

'_- 0.6--

UJ

C

¢_ 0.5--

E

¢)

¢- 0.4--

=m

¢:)..

Em

m 0.3--

¢.)

O

0.2--

0.1 m

el

-90

GLC 305 Airfoil

_= 6 deg., MVD = 11.5

Analysis (LEWlCE)

O Test Data (Laser System)

I I I

I I I

I I I

(q L"_

I

I

I

-60 -30 0 30 60

<-- Upper Surface I Lower Surface-->

I

I

I

90 120 150

Surface Distance from Highlight (mm)

Fig. 98d Impingement efficiency distribution for GLC-305 airfoil;

c = 36-in, Vo_ = 176 mph, 0_=6°, MVD =11.5 t_m (Continued).

NASA/T_2002-211700 204
0.9 --

0.8 m

c__

o 0.7 ....

¢-

(1)

mm

(.)

mm

"- 0.6--

UJ

¢-

¢_ 0.5--

E

¢)

03

¢- 0.4--

=m

¢:)..

E -

m

m 0.3--

¢.)

O

0.2 m

0.10

_max = 0.60 at S = +6 m m

Area of 13curve per unit span = 25.81 mm 2

Total Impingement Efficiency = 0.224

m m m __ ......

-90 -60 -30 0

<-- Upper Surface I

Exp. Impingement Limits"

Upper Surface = -22 mm

Lower Surface = +322 mm

GLC 305 Airfoil

_= 6 deg., MVD = 21

Analysis (LEWlCE)

O Test Data (Laser System)

I

I

_ m m

I

I

I

+

I

I

I

T

I

I

i I

m[_i'm[_ 1-

30 60 90 120

Lower Surface -->

150 180

Surface Distance from Highlight (mm)

Fig. 98e Impingement efficiency distribution for GLC-305 airfoil;

c = 36-in, Vo_ = 176 mph, 0_=6°, MVD =21 t_m (Continued).

NASA/T_2002-211700 205
_max---- 0.72at S = +4 m m

Area of 13curve per unit span = 46.75 mm 2

Total Impingement Efficiency = 0.406

I I ÷

I

I

I

I ÷ I

Exp. Impingement Limits"

Upper Surface = -25 mm

Lower Surface = +526 mm

G LC 305 Airfoil

_= 6 deg., MVD = 92 _m

Analysis (LEWlCE)

Test Data

O

(Laser System)

I I I I I

I I I I I

I I I I I

I ÷ _ I

D

÷ I

I I

I I

I

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 98f Impingement efficiency distribution for GLC-305 airfoil;

c = 36-in, Vo_ = 176 mph, 0_=6°, MVD =92 t_m.

NASA/T_2002-211700 206
_max = 0.45 at S = +1 mm

Area of 13curve per unit span = 8.26 mm 2

Total Impingement Efficiency = 0.059

Exp. Impingement Limit:

Upper Surface = -48 mm

Lower Surface = +40 mm

0.9 m

0

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

NACA 652-415 Airfoil

(_= 0 deg., MVD = 11.5 IJm

Analysis (LEWlCE)

O Test Data (Laser System)

I I

I I

I

-120 -90 -60 -30 0 30 60 90

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 99a Impingement efficiency distribution for NACA 652-415 airfoil;

c = 36-in, Voo = 176 mph, o_=0°, MVD =11.5 #m (Continued).

120

NASA/T_2002-211700 207
m

_max = 0.62 at S = 0 m m

Area of 13curve per unit span = 19.51 mm 2

Total Impingement Efficiency = 0.140

Exp. Impingement Limits:

Upper Surface = -140 mm

Lower Surface = +75 mm

m

0.9 m

0.8 m

m

o 0.7

C

(3)

¢.)

"=- 0.6 ....

N,=

uJ

C

¢_ 0.5--

E

¢- 0.4--

¢:)..

E

m 0,3

¢.)

O

+ _ I

+---t---I--- FI

I

NACA 652-415 Airfoil

(_= 0 deg., MVD = 21 _m

Analysis (LEWICE)

O Test Data (Laser System)

I

I

I

+

I

I

I

I

) I

I

I

-+

I I I I

I I I I

I I I I

I

I

-I---I-----

._1 I

0.2 m

_ I ©

i©

0.1 .... I I I - - I_. -

I I I U

0

-150 -120 -90 -60 -30

<-- Upper Surface

I

I

I

0 30 60 90

I Lower Surface -->

120 150

Surface Distance from Highlight (mm)

Fig. 99b Impingement efficiency distribution for NACA 652-415 airfoil;

c = 36-in, Voo = 176 mph, o_=0°, MVD =21 #m (Continued).

NASA/T_2002-211700 208
_max-- 0.73 at S = -2 m m

Area of 13curve per unit span = 36.48 mm 2

Total Impingement Efficiency = 0.262

Exp. Impingement Limits:

Upper Surface = -195 mm

Lower Surface = +150 mm

0.9

0.8

c__

c'_ 0.7

¢)

__ 0.6

ILl

,,,I,-I

0.5

E=

cO_0. 4

"3.

_E

-_ 0.3

o

0.2

0.1

0

-210-180-150-120 -90 -60 -30

<-- Upper Surface

Surface Distance from Highlight (mm)

Fig. 99c Impingement efficiency distribution for NACA 652-415 airfoil;

c = 36-in, V_ = 176 mph, 0{=0 °, MVD =92 t_m (Continued).

NASA/T_2002-211700 209
_max = 0.30 at S = +11 m m

Area of 13curve per unit span = 7.90 mm 2

Total Impingement Efficiency = 0.045

Exp. Impingement Limits:

Upper Surface = -15 mm

Lower Surface = +135 mm

0.9 --

0.8 --

>,,

o 0.7--

C

(LI

O

'_- 0.6--

UJ

..I,-I

C

0.5--

E

(LI

03

¢- 0.4--

E -

m 0,3--

O

O

0.2 --

0.1--

-90

J_ __ m m _-- __ __ __

NACA 652-415 Airfoil

(_= 8 deg., MVD = 11.5

Analysis (LEWlCE)

© Test Data (Laser System)

I

I

I

I

I

I

I

I

I

I

I

I

-tI

I

I

ip_ i i

i/ h i i

iI _l i

-60 -30 0 30 60 90

<-- Upper Surface I Lower Surface-->

120

Surface Distance from Highlight (mm)

Fig. 99d Impingement efficiency distribution for NACA 652-415 airfoil;

c = 36-in, Voo = 176 mph, o_=8°, MVD =11.5 #m (Continued).

150

NASA/T_2002-211700 210
_max = 0.52 at S = +11 m m

Area of _curve per unit span = 22.04 mm 2

Total Impingement Efficiency = 0.125

Exp. Impingement Limits:

Upper Surface = -20 mm

Lower Surface = +227 mm

0.9 --

0.8 m

o 0.7--

C

(1)

=m

O

=m

'_- 0.6--

UJ

C

0.5--

E

(:1)

¢- 0.4--

=m

E -

m

m 0.3--

O

O

0.2--

0.1 --

0

-90

m m m __ ......

I

I

I

I

0

%

I

I

-60 -30 30 60

<-- Upper Surface I Lower Surface-->

Surface Distance from

NACA 652-415 Airfoil

(_= 8 deg., MVD = 21

Analysis (LEWlCE)

© Test Data (Laser System)

I

I

I

+

T

I

I

I

90 120 150

Highlight (ram)

Fig. 99e Impingement efficiency distribution for NACA 652-415 airfoil;

c = 36-in, Voo = 176 mph, o_=8°, MVD =21 #m (Continued).

180

NASA/T_2002-211700 211
J_max-- 0.69 at S = +8 mm

Area of [_curve per unit span = 61.63 mm 2

Total Impingement Efficiency = 0.35

I

++ end of blotter strip I

I I I

I

I

I

I

I

I

I

I

I

I

I

I

Exp. Impingement Limits:

Upper Surface = -100"* mm

Lower Surface = +407** mm

NACA 652-415 Airfoil

(_= 8 deg., MVD = 92

Analysis (LEWlCE)

Test Data O

(Laser System)

I I I I I I

I I I I I I

©

I + I

I

I

I

I

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 99f Impingement efficiency distribution for NACA 652-415 airfoil;

c = 36-in, Voo = 176 mph, (z=8 °, MVD =92 #m.

270

NASA/T_2002-211700 212
¢-

(13

=m

=m

UJ

,,,I,-I

¢-

(13

E

(13

¢- 0.4

E

_ 0.3

0

_J

0.2

1

0.9--

0.8--

0.7--

0.6--

0.5--

0.1

_max-- 0..47 at S = -1 m m

Area of 13curve per unit span = 9.05 mm 2

Total Impingement Efficiency = 0.110

__ __ m m

Exp. Impingement Limits:

Upper Surface = -41 mm

Lower Surface = +25 mm

Commercial Transport

Tail Section

(_= 0 deg., MVD = 11.5

Analysis (LEWlCE)

© Test Data (Laser System)

I I I

I I I

__ _______

+

I

i

I

I

I

i

I

i O

-120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 100a Impingement efficiency distribution for commercial transport tail section;

c = 36-in, Vo_ = 176 mph, o_=0°, MVD =11.5 t_m (Continued).

NASA/T_2002-211700 213
_max = 0.60 at S = -1 m m

Area of 13curve per unit span = 17.76 mm 2

Total Impingement Efficiency = 0.217

Exp. Impingement Limits:

Upper Surface = -82 mm

Lower Surface = +52 mm

Commercial Transport

Tail Section

_= 0 deg., MVD = 21

Analysis (LEWlCE)

O Test Data (Laser System)

-150 -120 -90 -60 -30 0 30 60 90 120 150

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 100b Impingement efficiency distribution for commercial transport tail section;

c = 36-in, Vo_ = 176 mph, o_=0°, MVD =21 t_m (Continued).

NASA/T_2002-211700 214
0.9 --

_max---- 0.76 at S = -1 m m

Area of 13curve per unit span = 29.81 mm2

Total Impingement Efficiency = 0.363

Exp. Impingement Limits"

Upper Surface = -130 mm

Lower Surface = +100 mm

I

I

I

I

I

I

I

I

I

-210-180-150-120 -90 -60 -30

<-- Upper Surface

Commercial Transport

Tail Section

(_= 0 deg., MVD = 92 _m

O

I

I I

I I

Analysis (LEWlCE)

Test Data

(Laser System)

.... L _ _L _ _1_ _ I_ _

I I I I

I I I I

I I I I

I _ _ I I

I I

-- I ....

0 30 60 90 120 150 180 210

I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 100c Impingement efficiency distribution for commercial transport tail section;

c = 36-in, Vo_ = 176 mph, o_=0°, MVD =92 t_m (Continued).

NASA/T_2002-211700 215
_max = 0.41 at S = +4 m m

Area of 1_curve per unit span = 8.96 mm 2

Total Impingement Efficiency = 0.091

Exp. Impingement Limits"

Upper Surface = -23 mm

Lower Surface = +55 mm

0.9 m

0

I

I

I

H

Commercial Transport

Tail Section

(_= 4 deg., MVD = 11.5

Analysis (LEWlCE)

© Test Data (Laser System)

I

I

I

I

I

m

I

I

I

+

I

I

I

T

-90 -60 -30 0 30 60 90 120 150 180

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 100d Impingement efficiency distribution for commercial transport tail section;

c = 36-in, Vo, = 176 mph, o_=4°, MVD =11.5 #m (Continued).

NASA/T_2002-211700 216
0.9 --

0

-90

_max = 0.54 at S = +4 m m

Area of J3curve per unit span =

Total Impingement Efficiency =

÷

I

I

I

I

I

I

I

/

I

I

I

I

I

I

I

I

I

I

I

19.03 mm 2

0.192

Exp. Impingement Limits:

Upper Surface = -40 mm

Lower Surface = +175 mm

Commercial Transport

Tail Section

(_= 4 deg., MVD = 21 l_n

O

Analysis (LEWICE)

Test Data (Laser System)

I

I

I

I

t

30 60

Lower Surface -->

-60 -30 0 90 120 150 180

<-- UpperSurface I

Surface Distance from Highlight (mm)

Fig. 100e Impingement efficiency distribution for commercial transport tail section;

c = 36-in, Vo_ = 176 mph, 0_=4°, MVD =21 t_m (Continued).

NASA/T_2002-211700 217
_max-- 0.74 at S = +2 mm Exp. Impingement Limits:

Area of 13curve per unit span = 42.06 mm 2 Upper Surface = -80 mm

Total Impingement Efficiency = 0.425 Lower Surface = +371"* mm

++ end of blotter strip

I

I

I

I

I

I

I

-- _ I I ÷ I

I

I

O

Commercial Transport

Tail Section

(_= 4 deg., MVD = 92

Analysis (LEWlCE)

Test Data

©

(Laser System)

I I I I I I

I

I

I

I

I

I

I

I

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 100f Impingement efficiency distribution for commercial transport tail section;

c = 36-in, Vo_ = 176 mph, 0_=4°, MVD =92 t_m.

NASA/T_2002-211700 218
c__

¢.)

¢-

(13

=m

f.)

=m

UJ

¢-

(13

E

(13

¢- 0.4

¢)..

E

m 0.3

O

O

_J

0.2

1

0.9--

0.8--

0.7--

0.6--

0.5--

0.1

_max-- 0.45 at S = -3 m m

Area of 13curve per unit span = 9.71 mm 2

Total Impingement Efficiency = 0.074

I

I

I

Exp. Impingement Limits"

Upper Surface = -35 mm

Lower Surface = +33 mm

m m m __ m m m

NLF(1)-0414 Airfoil

(_= 0 deg., MVD = 11

Chord Length = 36"

Analysis (LEWlCE)

O Test Data (Laser System)

I I I

I I I

__ __________

-120 -90 -60 -30 0 30 60 90

<-- Upper Surface J Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 101a Impingement efficiency distribution for NLF(1)-0414 airfoil;

c = 36-in, Voo = 176 mph, o_=0°, MVD =11 t_m (Continued).

120

NASA/T_2002-211700 219
_max = 0.60 at S = -2 m m

Area of _curve per unit span = 20.45 mm 2

Total Impingement Efficiency = 0.157

1--

0.9 m

Exp. Impingement Limits:

Upper Surface = -76 mm

Lower Surface = +79 mm

NLF(1)-0414 Airfoil

(_= 0 deg., MVD = 21

Chord Length = 36"

Analysis (LEWlCE)

© Test Data (Laser System)

I

I

I

I

I

0

-150 -120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 101 b Impingement efficiency distribution for NLF(1)-0414 airfoil;

c = 36-in, Voo = 176 mph, o_=0°, MVD =21 t_m (Continued).

150

NASA/T_2002-211700 220
_max = 0.77 at S = -2 m m

Area of 13curve per unit span = 35.26 mm 2

Total Impingement Efficiency = 0.270

++ end of blotter strip I

I

I I I

Exp. Impingement Limits:

Upper Surface = -230** mm

Lower Surface = +180 mm

NLF(1)-0414 Airfoil

(_= 0 deg., MVD = 94 _m

Chord Length = 36"

Analysis

(LEWICE)

Test Data ©

(Laser System)

-210-180-150-120-90 -60 -30 0 30 60 90 120 150 180

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 101c Impingement efficiency distribution for NLF(1)-0414 airfoil;

c = 36-in, Voo = 176 mph, (z=O°, MVD =94 #m (Continued).

1

210

NASA/T_2002-211700 221
_max = 0.37 at S = +5 m m

Area of 1_curve per unit span = 10.79 mm 2

Total Impingement Efficiency = 0.057

Exp. Impingement Limits:

Upper Surface = -22 mm

Lower Surface = +100 mm

0.9 m

0.8 m

c__

o 0.7 1

c

¢)

¢.)

'_- 0,6--

uJ

-,I,--I

c

¢_ 0.5--

E

¢)

03

¢- 0.4--

C)..

E -

m 0,3--

¢.)

O

-90

I

I I I I I

I I I I I

.... t------- +---------------- ---------F------

NLF(1)-0414 Airfoil

_= 8 deg., MVD = 11 _m

Chord Length = 36"

Analysis (LEWlCE)

O Test Data (Laser System)

I

, ;@

/P I i

q, \Oi I

I-- -_®T T - -

/ \Oi i

-60 -30 0 30 60

<-- Upper Surface I Lower Surface-->

90 120 150

Surface Distance from Highlight (mm)

Fig. 101d Impingement efficiency distribution for NLF(1)-0414 airfoil;

c = 36-in, Voo = 176 mph, o{=8 °, MVD =11 t_m (Continued).

NASA/T_2002-211700 222
0.9

0.8

o_ 0.7

__. 0.6

UJ

0.5

E=

cO_0. 4

_E

-_ 0.3

o

0.2

0.1

0_

_max---- 0.57 at S = +8 m m

Area of 13curve per unit span = 36.85 mm 2

otal Impingement Efficiency = 0.195

-90

Exp. Impingement Limits"

Upper Surface = -20 mm

Lower Surface = +400 mm

NLF(1)-0414 Airfoil

_= 8 deg., MVD = 21 pm

Chord Length = 36"

- - Analysis (LEWlCE)

-- -- -- © Test Data S (Laser ystem)

I I I

I I I

--- + .... I--- + -- I-

/ I I I

I I I I

I I I I

--- T .... I----- T -- I--

/ I I I

I I I I

I I I I

---T .... I---T- iI I I I

I I I I

___ / / .... I___ / __ I_

/ I I I I

I _ I I I

I _ I I I

cI I _ I + I

I _ ) I I

p- I • . I I

\ 5

(_ I I

",,2 I

_ l--"l 1---'l _ _ I

-60 -30 0 30 60 90 120 150

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (m m)

Fig. 101e Impingement efficiency distribution for NLF(1)-0414 airfoil;

c = 36-in, Voo= 176 mph, o_=8°, MVD =21 t_m (Continued).

180

NASA/T_2002-211700 223
_max---- 0.75 at S = +8 m m

Area of 13curve per unit span = 61.48 mm 2

Total Impingement Efficiency = 0.324

Exp. Impingement Limit:

Upper Surface = -30 mm

Lower Surface = +465** mm

++ end of blotter strip NLF(1)-0414 Airfoil

-150-120-90 -60 -30 0 30 60 90 120 150

<-- Upper Surface I Lower Surface-->

(_= 8 deg., MVD = 94 _m

Chord Length = 36"

Analysis

(LEWICE)

Test Data

©

(Laser System)

I I

I I

I I

I

I

I

I

I

I

I I

I I

180 210 240 270

Surface Distance from Highlight (mm)

Fig. 101f Impingement efficiency distribution for NLF(1)-0414 airfoil;

c = 36-in, Voo = 176 mph, (z=8 °, MVD =94 #m.

NASA/T_2002-211700 224
0.9 --

0.8 --

o 0.7--

c

(9

=m

O

=m

'_- 0.6--

UJ

..i,-i

C

0.5--

E

1:9

03

¢- 0.4--

=m

E -

m

m 0.3--

O

O

0.2--

0.1 --

0--C

_max = 0.40 at S = -2 m m

Area of 13curve per unit span = 10.32 mm 2

Total Impingement Efficiency = 0.059

-- F

m m m W ........

I I

I I

I I

t- t

W ........

I I

I I

I I

1- t

I

I

I

Exp. Impingement Limits:

Upper Surface = -35mm

Lower Surface = +45 mm

NLF(1)-0414 Airfoil

_= 0 deg., _= 0 deg., MVD = 11

Chord Length = 48"

Analysis (LEWlCE)

4-

1- G

O Test Data (Laser System)

I I I I

I I I I

÷ ÷ ÷---_

-120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 102a Impingement efficiency distribution for NLF(1)-0414 airfoil; c = 48-in,

25%-chord full-span flap, Voo = 176 mph, o_=0°, 8=0 °, MVD =11 t_m (Continued).

NASA/T_2002-211700 225
_max = 0.55 at S = -2 m m

Area of 13curve per unit span = 22.81 mm 2

Total Impingement Efficiency = 0.131

Exp. Impingement Limits"

Upper Surface = -95 mm

Lower Surface = +84 mm

NLF(1)-0414 Airfoil

_= 0 deg., (3= 0 deg., MVD = 21

Chord Length = 48"

Analysis (LEWlCE)

O Test Data (Laser System)

I

I

¢

I

I

I

I I I I

I I I I

I

I

I

-150 -120 -90 -60 -30 0 30 60 90 120 150

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 102b Impingement efficiency distribution for NLF(1)-0414 airfoil; c = 48-in,

25%-chord full-span flap, Voo = 176 mph, o_=0°, 8=0 °, MVD =21 t_m (Continued).

NASA/T_2002-211700 226
_max = 0.75 at S = -2 m m

Area of 1_curve per unit span = 44.98 mm 2

Total Impingement Efficiency = 0.259

I

I

0.9 i

I

0.8 - -- I±\ --

__ 0.6_ • I I • I I }T I

I

I l

0"51 i i i i i i /7- i

E 4 ' ' '(I

"_. =0'

_E , o

0.3

0.2 • I;

I I

I I

I I

0.1 T - -i "

I I

o

(

Exp. Impingement Limits:

Upper Surface = -200 mm

Lower Surface = +180 mm

NLF(1)-0414 Airfoil

(_= 0 deg., (3= 0 deg.

MVD = 94

Chord Length = 48"

Analysis

(LEWICE)

Test Data ©

(Laser System)

-210 -180-150 -120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface -->

I

I

I

I

I

I

I

150 180 210

Surface Distance from Highlight (mm)

Fig. 102c Impingement efficiency distribution for NLF(1)-0414 airfoil; c = 48-in,

25%-chord full-span flap, Voo = 176 mph, o_=0°, 8=0 °, MVD =94 #m (Continued).

NASA/T_2002-211700 227
_max = 0.38 at S = +10 mm

Area of 13curve per unit span = 10.19 mm 2

Total Impingement Efficiency = 0.053

c

Exp. Impingement Limits"

Upper Surface = -25 mm

Lower Surface = +65 mm

T

0.9 --

0.8 --

o 0.7--

C

(1)

=m

¢.)

=m

'_- 0.6--

UJ

..I,-I

C

¢_ 0.5--

E

(:1)

03

¢- 0.4--

=m

¢:)..

E -

m

m 0.3--

¢.)

O

.2 .....

0.1--

0_

-90 -60 -30

<-- Upper Surface

NLF(1)-0414 Airfoil

_= 4 deg., (3= 0 deg., MVD = 11

Chord Length = 48"

Analysis (LEWlCE)

© Test Data (Laser System)

I I

I I

¢ ÷

I I

I I

I

I

I

+

,I \0 ,

_ .... _

' ' I ' ' I ........

0 30 60 90 120 150

I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 102d Impingement efficiency distribution for NLF(1)-0414 airfoil; c = 48-in,

25%-chord full-span flap, Voo = 176 mph, o_=4°, 8=0 °, MVD =11 t_m (Continued).

NASA/T_2002-211700 228
_max---- 0.52 at S = +8 mm

Area of 13curve per unit span = 31.46 mm 2

Total Impingement Efficiency = 0.162

Exp. Impingement Limits"

Upper Surface = -40 mm

Lower Surface = +340 mm

0.9 --

+

NLF(1)-0414 Airfoil

(_= 4 deg., 5= 0 deg., MVD = 21

Chord Length = 48"

Analysis (LEWlCE)

© Test Data (Laser System)

I

I

+

÷

I

I

I

I

I

I

I

I

I

o 1

-90 -60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface -->

150 180

Surface Distance from Highlight (m m)

Fig. 102e Impingement efficiency distribution for NLF(1)-0414 airfoil; c = 48-in,

25%-chord full-span flap, Voo = 176 mph, o_=4°, 8=0 °, MVD =21 t_m (Continued).

NASA/T_2002-211700 229
0.9

0.8

0.7

__. 0.6

ILl

0.5

E=

_0.4

_E

-_ 0.3

o

0.2

0.1

0-_

_max-- 0.72 at S = +7 mm Exp. Impingement Limits"

Area oflBcurve per unit span = 55.71mm 2 Upper Surface =-60 mm

Total Impingement Efficiency = 0.288 Lower Surface = +446 mm

-150 -120 -90 -60 -30

<-- Upper Surface

Surface Distance from Highlight (mm)

Fig. 102f Impingement efficiency distribution for NLF(1)-0414 airfoil; c = 48-in,

25%-chord full-span flap, Voo = 176 mph, o{=4°, 8=0°, MVD =94 t_m (Continued).

NASA/T_2002-211700 230
0.9 --

0.8 m

c__

o 0.7--

c

(3)

=m

¢.)

=m

'_- 0.6--

U.I

C

¢_ 0.5--

E

¢- 0.4--

=m

¢:)..

E -

m

m 0.3--

¢.)

O

0.2 m

0.1--

0_

-90

_max = 0.36 at S = +16 mm

Area of 13curve per unit span = 11.22 mm 2

Total Impingement Efficiency = 0.044

I

I

I

Exp. Impingement Limits:

Upper Surface = -10 mm

Lower Surface = +98 mm

NLF(1)-0414 Airfoil

(_= 8 deg., 8= 0 deg., MVD =11

Chord Length = 48"

Analysis (LEWlCE)

O Test Data (Laser System)

I

I

I

+

I

I

I

-60 -30 0 30 60

<-- Upper Surface I Lower Surface-->

I I I

I I I

I I I

I

% T

--_-2T 6 T - -

I _0 '

.... I ' ' I ......

90 120 150

Surface Distance from Highlight (mm)

Fig. 102g Impingement efficiency distribution for NLF(1)-0414 airfoil; c = 48-in,

25%-chord full-span flap, Voo = 176 mph, o{=8 °, 8=0 °, MVD =11 t_m (Continued).

NASA/T_2002-211700 231
_max-- 0.51 at S = +11 mm

Area of _curve per unit span = 36.87 mm 2

Total Impingement Efficiency = 0.146

]

Exp. Impingement Limits:

Upper Surface = -28 mm

Lower Surface = +370 mm

NLF(1)-0414 Airfoil

(_= 8 deg., 8= 0 deg., MVD = 21

Chord Length = 48"

Analysis (LEWlCE)

O Test Data (Laser System)

I

I

I

I

+

-90

m[_l'ml_l'm1_Im'r_[ I

-60 -30 0 30 60 90 120 150

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 102h Impingement efficiency distribution for NLF(1)-0414 airfoil; c = 48-in,

25%-chord full-span flap, Voo = 176 mph, o_=8°, 8=0 °, MVD =21 t_m (Continued).

180

NASA/T_2002-211700 232
_max---- 0.70 at S = +7 m m

Area of 13curve per unit span = 78.30 mm 2

Total Impingement Efficiency = 0.310

Exp. Impingement Limits"

Upper Surface = -42 mm

Lower Surface = +750 mm

NLF(1)-0414 Airfoil

_= 8 deg., 8= 0 deg., MVD = 94

Chord Length = 48"

Analysis (LEWlCE)

O Test Data (Laser System)

i i i

i i i

i + d

i

i

i

i

i

i i i i i

i i i i i

i ÷ d i

©

©

I I

I

I

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 102i Impingement efficiency distribution for NLF(1)-0414 airfoil; c = 48-in,

25%-chord full-span flap, Voo = 176 mph, o_=8°, 8=0 °, MVD =94 t_m (Continued).

NASA/T_2002-211700 233
_max = .41 at S = +7 m m

Area of l_curve per unit span = 12.13"* mm 2

Total Impingement Efficiency = 0.057**

Exp. Impingement Limits"

Upper Surface = -33 mm**

Lower Surface = +70 mm**

0.9 m

0.8 m

o 0.7--

c

¢)

=m

¢.)

=m

'_- 0.6--

UJ

C

¢_ 0.5--

E

(l)

¢- 0.4--

=m

1:2.

E -

m

m 0.3--

¢.)

O

0.2 m

0.1--

04--

-120

** impingement properties on

the main element only. Blue

dye was observed again on

the lower surface of the flap

element (near the end of the

blotter strip at surface distance

+1049 mm ~ +1131 mm). The

im pingem ent efficiency of the

flap element near the trailling

edge can be found in the next

graph.

I I

_ __ __ _ _ ___ __ _

NLF(1)-0414 Airfoil

(_= 0 deg., (5= 15 deg., MVD = 11 _Ltrn

Chord Length = 48"

Analysis (LEWlCE)

© Test Data (Laser System)

I I I I

I I I I

-- - - - --- -- -- - - - -F -- -

.... _ m m __

I (

i C

I

-90 -60 -30 0

<-- Upper Surface I

©

I

30 60

Lower Surface -->

4

90 120

Surface Distance from Highlight (mm)

Fig. 102j Impingement efficiency distribution for NLF(1)-0414 airfoil; c =48-in,

25%-chord full-span flap, Voo = 176 mph, o_=0°, 8=15 °, MVD =11 t_m (Continued).

NASA/T_2002-211700 234
0.9 --

0.8 --

_

o 0"71

¢-

(D

=m

¢.)

0.6--

UJ

C

¢_ 0.5--

E

(3)

.c_ 0.4--

Em

m

O

O

ml

m

0.3--

0.2--

0.1--

0--_

900

I I

I I

I I

•___J___

I I

I I

I I

• l

I I

I I

I I

•___J___

I I

I I

I I

•___J___

I I

I I

I I

• l

I I

I I

I I

•___J___

I I

I I

I I

• l

I I

I I

I I

•___J___

I I

I I

I I

• l

I I

I I

NLF(1)-0414 Airfoil

Flap Element

(Lower Surface)

(_= 0 deg., 8= 15 deg., MVD = 11

Chord Length = 48"

O Test Data (Laser System)

I I

_ _ _ ± _ _ _J _ _ _

I I

I I

I I

_ _ _ ± _ _ _J _ _ _

I I

I I

I I

• J

I I

I I

I I

_ _ _ ± _ _ _J _ _ _

I I

I I

I I

• J

I I

I I

I I

_ _ _ ± _ _ _1 _ _ _

I I

I I

I I

• J

I I

I I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

930 960 990 1020 1050 1080 1110 1140 1170 1200

<--Highlight I Trailing Edge-->

Surface Distance from Highlight (mm)

Fig. 102k Impingement efficiency distribution for NLF(1)-0414 flap element; c =48-in,

25%-chord full-span flap, Voo = 176 mph, o_=0°, 8=15 °, MVD =11 pm (Continued).

NASA/T_2002-211700 235
_max-- 0.55 at S = +8 m m

Area of _curve per unit span = 27.29** mm 2

Total Impingement Efficiency = 0.129"*

Exp. Impingement Limits:

Upper Surface = -50 mm**

Lower Surface = +180 mm**

impingement properties on

the main element only. Blue

dye was observed again on

the lower surface of the flap

element (near the end of the

blotter strip at surface distance

+1092 mm ~ +1186 mm). The

im pingem ent efficiency of the

flap element near the trailling

edge can be found in the next

graph.

NLF(1)-0414 Airfoil

_= 0 deg., 8= 15 deg., MVD = 21

Chord Length = 48"

Analysis (LEWlCE)

O Test Data (Laser System)

I I I I I

I I I I I I I I I

I

I

I

)

.150 .120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface -->

150

Surface Distance from Highlight (mm)

Fig. 1021 Impingement efficiency distribution for NLF(1)-0414 airfoil; c =48-in,

25%-chord full-span flap, Voo= 176 mph, o_=0°, 8=15 °, MVD =21 t_m (Continued).

NASA/T_2002-211700 236
Z>

FO

FO

FO
_max = 0.75 at S = +6 m m

Area of 13curve per unit span = 51.81"* mm 2

Total Impingement Efficiency = 0.244**

-- -i

** impingement properties on

the main element only. Blue

dye was observed again on

the lower surface of the flap

element (near the end of the

blotter strip at surface distance

+1059 mm ~ +1191 mm). The

im pingem ent efficiency of the

flap element near the trailling

edge can be found in the next

graph.

I I I I I

-- + I _ + I

Exp. Impingement Limits:

Upper Surface = -110 mm**

Lower Surface = +300 mm**

NLF(1)-0414 Airfoil

(_= 0 deg., (3= 15 deg.

MVD = 94

Chord Length = 48"

Analysis

(LEWICE)

Test Data ©

(Laser System)

• •

0 30 60 90 120 150 180 210

I Lower Surface -->

0.2 --

0.1--

0-_

-210-180-150-120 -90 -60 -30

<-- Upper Surface

Surface Distance from Highlight (mm)

Fig. 102n Impingement efficiency distribution for NLF(1)-0414 airfoil; c =48-in,

25%-chord full-span flap, Voo = 176 mph, o_=0°, 8=15 °, MVD =94 t_m (Continued).

NASA/T_2002-211700 238
0.9 --

0.8 --

c%. _

>,,

0 0.7--

¢-

(D

=m

0

0.6--

UJ

c

¢_ 0.5--

E

(D

.c_ 0.4 --

¢Z

Em

m

0.3--

¢.)

o

0,2--

I I

I I

I I

• J

I I

I I

I I

_ _ / _ _ _J

I I

I I

I I

_ _ / _ _ _J

I I

I I

I I

• J

I I

I I

I I

_ _ / _ _ _J

I I

I I

I I

_ _ / _ _ _J

I I

I I

I I

_ _ / _ _ _J

I I

I I

I I

• J

I I

I I

I I

NLF(1)-0414 Airfoil

Flap Element

(Lower Surface)

(_= 0 deg., (5= 15 deg., MVD = 94

Chord Length = 48"

0 Test Data (Laser System)

I I

I I

I I

I I

• [

I I

I I

I I

I I

I I

I I

_ _ _ / _ _ _L _ _ _

I I

I I

I I

_ _ _ / _ _ _L _ _ _

I I

I I

I I

• l

I I

I I

I I

I I

___1___ /___

I I

I I

I I

• •

I I

I I

I I

___L___ /___

I I

I I

I I

___L___ I___

I I

I I

I I

___/__/___

I I

I I

I I

I I

I I

I I

/ i i i i

-t i i i i

o

900 930 960 990 1020 1050 1080 1110 1140 1170 1200

<--Highlight I Trailing Edge-->

Surface Distance from Highlight (mm)

Fig. 102o Impingement efficiency distribution for NLF(1)-0414 flap element;

c =48-in, 25%-chord full-span flap, Voo = 176 mph, (z=O°, 8=15 °, MVD =94 #m.

NASA/T_2002-211700 239
_max = 0.45 at S = 0 m m

Area of 13curve per unit span = 5.97 mm 2

Total Impingement Efficiency = 0.078

Exp. Impingement Limit:

Upper Surface = -25 mm

Lower Surface = +25 mm

0.9 m

0.8 m

c__

m

o 0.7--

C

=m

¢.)

=m

'_- 0.6--

U.I

C

¢_ 0.5--

E

¢- 0.4--

=m

¢)..

E

m

m 0.3--

¢.)

O

0.2--

0.1 m

0--_

-120

I

I

I

.... J_

NACA 64A008 Finite Swept Tail

(_= 0 deg., MVD = 11.5 _LIm, Inboard

Analysis (LEWlCE3D, Inboard)

Analysis (LEWlCE3D, Outboard)

O Test Data (Laser System)

I I

I I

+___+___

I

I

I

I

I

I

I

[ •

-60 -30

<-- Upper Surface

m m

+

0 30 60

I Lower Surface -->

I

I

-90 90 120

Surface Distance from Highlight (mm)

Fig. 103a Impingement efficiency distribution for NACA 64A008 finite swept tail;

c = 45.75-in, Voo = 176 mph, (z=0°, MVD =11.5 #m (Continued).

NASA/T_2002-211700 240
_max = 0.61 at S = +2 m m

Area of 13curve per unit span = 13.86 mm 2

Total Impingement Efficiency = 0.181

Exp. Impingement Limit:

Upper Surface = -80 mm

Lower Surface = +80 mm

NACA 64A008 Finite Swept Tail

(_= 0 deg., MVD = 21 _LIm, Inboard

Analysis (LEWlCE3D, Inboard)

Analysis (LEWlCE3D, Outboard)

© Test Data (Laser System)

I I I I I I

I I I I I I

-120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface J Lower Surface -->

150

Surface Distance from Highlight (mm)

Fig. 103b Impingement efficiency distribution for NACA 64A008 finite swept tail;

c = 45.75-in, Voo = 176 mph, (z=0 °, MVD =21 #m (Continued).

NASA/T_2002-211700 241
_[_max---- 0.71 at S = 0 mm

Area of 13curve per unit span = 23.08 mm 2

Total Impingement Efficiency = 0.302

Exp. Impingement Limit"

Upper Surface = -180 mm

Lower Surface = +180 mm

-- + I I ÷ I I

NACA 64A008

Finite Swept Tail

(_= 0 deg., MVD = 92 _Llm,

Inboard

0.2 m

0.I--

04

-210-180-150-120 -90 -60 -30

<-- Upper Surface

Analysis

(LEWICE3D, Inboard)

..... Analysis

(LEWICE3D, Outboard)

Test Data

(3

(Laser System)

Surface Distance from Highlight (mm)

Fig. 103c Impingement efficiency distribution for NACA 64A008 finite swept tail;

c = 45.75-in, Voo = 176 mph, (z=0 °, MVD =92 #m (Continued).

NASA/T_2002-211700 242
_max = 0.45 at S = +6 m m

Area of 13curve per unit span = 8.789 mm 2

Total Impingement Efficiency = 0.076

Exp. Impingement Limit:

Upper Surface = -5 mm

Lower Surface = +80 mm

0.9 --

0.8 --

o 0.7 1

C

¢)

,m

¢.)

,m

'_- 0.6--

UJ

..I,-I

C

¢_ 0.5--

E

¢)

03

¢- 0.4--

,m

1:2.

E -

m

-- 0.3--

¢.)

O

0.2--

0.1--

0--_

-90

NACA 64A008 Finite Swept Tail

Inboard

_= 6 deg., MVD = 11.5

Analysis (LEWlCE3D, Inboard)

Analysis (LEWlCE3D, Outboard)

O Test Data (Laser System)

I I

.... +___+___

I I

I I

I I

]-------T-----

I

I

I I I

+---- 4------- _------

I

IIID

I

I

I

0 + +

I I

,,

( I I

A - _ T

-60 -30 0 30 60 90

<-- Upper Surface I Lower Surface-->

120 150

Surface Distance from Highlight (mm)

Fig. 103d Impingement efficiency distribution for NACA 64A008 finite swept tail;

c = 45.75-in, Voo = 176 mph, 0{=6 °, MVD =11.5 #m (Continued).

NASA/T_2002-211700 243
_max = 0.61 at S = +5 m m

Area of 13curve per unit span = 26.23 mm 2

Total Impingement Efficiency = 0.226

Exp. Impingement Limit:

Upper Surface = -10 mm

Lower Surface = +310 mm

0.9 --

0.8 --

>,,

o 0.7--

C

(LI

=m

O

=m

'_- 0.6--

UJ

..I,-I

C

0.5--

E

(LI

03

¢- 0.4--

=m

E -

m

m 0.3--

O

O

0.2--

0.1--

0--(

-90

÷

m _ m

-60 -30 0

<-- Upper Surface I

NACA 64A008 Finite Swept Tail

O

Analysis

Analysis

Test Data

Inboard

(_= 6 deg., MVD = 21

LEWlCE3D, Inboard)

LEWlCE3D, Outboard)

Laser System)

O

O

-- Q .... + ------

--'_ ---

30 60 90 120

Lower Surface -->

I

+

150 180

Surface Distance from Highlight (mm)

Fig. 103e Impingement efficiency distribution for NACA 64A008 finite swept tail;

c = 45.75-in, Voo = 176 mph, (z=6 °, MVD =21 #m (Continued).

NASA/T_2002-211700 244
J_max---- 0.70 at S = +3 m m

Area of J3curve per unit span = 41.69 mm 2

Total Impingement Efficiency = 0.359

Exp. Impingement Limit:

Upper Surface = -20 mm

Lower Surface = +400 mm

NACA 64A008

Finite Swept Tail

(Inboard)

_= 6 deg., MVD = 92

Analysis

(LEWlCE3D, Inboard)

Analysis

(LEWlCE3D, Outboard)

Test Data

©

(Laser System)

I

I

I

+ I

I I I

I

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 103f Impingement efficiency distribution for NACA 64A008 finite swept tail;

c = 45.75-in, Voo = 176 mph, (z=6 °, MVD =92 #m.

270

NASA/T_2002-211700 245
_max = 0.60 at S = 0 m m

Area of 13curve per unit span = 7.47 mm 2

Total Impingement Efficiency = 0.257

Exp. Impingement Limits:

Suction Surface = -20 mm

Pressure Surface = +20 mm

0.9 m

0.8 m

m

o 0.7--

C

(D

=m

O

=m

'_- 0.6--

UJ

..I,-I

C

(9 0.5--

E

(D

03

¢- 0.4--

=m

E

m

m 0.3--

O

O

0.2--

0.1 m

25% Scale Business Jet Empennage

(Inboard)

(_=-1 deg.,8= 0 deg. MVD =11 _m

Analysis (LEWlCE3D)

© Test Data (Laser System)

I I I I I

I I I I I

_______________ ____ _

I

I

I

C

-120 -90 -60 -30 0 30 60 90 120

<--Suction Surface I Pressure Surface -->

Surface Distance from Highlight (mm)

Fig. 104a Impingement efficiency distribution for 25%-scale Business Jet Empennage;

Inboard, Voo = 176 mph, o_= -1 °, 8=0 °, MVD =11 #m (Continued).

NASA/T_2002-211700 246
_max-- 0.70 at S = 0 mm Exp. Impingement Limits"

Area of 13curve per unit span = 11.74 mm2Suction Surface = -40 mm

Total Impingement Efficiency = 0.404 Pressure Surface = +50 mm

25% Scale Business Jet Empennage

(Inboard)

(_= -1 deg., 8= 0 deg. MVD = 21

Analysis (LEWlCE3D)

O Test Data (Laser System)

I I

i i

I F

I I I I

i i i i

C

!

-150 -120 -90 -60 -30 0 30 60 90 120 150

<--Suction Surface I Pressure Surface -->

Surface Distance from Highlight (mm)

Fig. 104b Impingement efficiency distribution for 25%-scale Business Jet Empennage;

Inboard, Voo = 176 mph, o_= -1 °, 8=0 °, MVD =21 #m (Continued).

NASA/T_2002-211700 247
0.9 m

_max = 0.80 at S = +1 mm

Area of 13curve per unit span = 13.33 mm 2

Total Impingement Efficiency = 0.459

Exp. Impingement Limits:

Suction Surface = -40 mm

Pressure Surface = +50 mm

I I ÷ I I

(

25% Scale

Business Jet

Empennage

(Inboard)

_= -1 deg., 8= 0 deg.

MVD = 94

Analysis

(LEWICE3D)

Test Data ©

(Laser System)

Surface Distance from Highlight (m m)

Fig. 104c Impingement efficiency distribution for 25%-scale Business Jet Empennage;

Inboard, Vo_ = 176 mph, o_= -1 °, 8=0 °, MVD =94 t_m (Continued).

NASA/T_2002-211700 248
_max---- 0.59 at S = +3 mm Exp. Impingement Limits:

Area of 13curve per unit span = 10.13 mm2Suction Surface = -10 mm

Total Impingement Efficiency = 0.224 PressureSurface = +80 mm

0.9 --

0.8 m

c__

o 0.7--

C

¢)

=m

¢.)

=m

'_- 0.6--

UJ

C

¢_ 0.5--

E

¢)

¢- 0.4--

=m

¢:)..

E -

m

m 0.3--

¢.)

O

0.2--

0.1 --

0 -_

25 %Scale Business Jet Empennage

(Inboard)

_= -6 deg., (3= 0 deg., MVD = 11

Analysis (LEWlCE3D)

C) Test Data (Laser System)

I

I

tI

I

I

C

©

m m

-©-- +---

©

I I I I

I I I I

_____ +________ _

+ _ __ __ _ _ _ _

-90 -60 -30 0 30 60 90

<--Suction Surface I Pressure Surface-->

120 150

Surface Distance from Highlight (mm)

Fig. 104d Impingement efficiency distribution for 25%-scale Business Jet Empennage;

_6 ° Inboard, Voo = 176 mph, o_= ,8=0 °, MVD =11 #m (Continued).

NASA/T_2002-211700 249
_max = 0.68 at S = +3 m m

Area of l_curve per unit span = 15.42 mm 2

Total Impingement Efficiency = 0.341

Exp. Impingement Limits:

Suction Surface = -15 mm

Pressure Surface = +150 mm

0.9 --

0.8 --

c__

o 0.7--

C

(3)

=m

¢.)

=m

'_- 0.6--

U.I

C

¢_ 0.5--

E

¢- 0.4--

=m

¢:)..

E

m

-- 0.3--

¢.)

O

I

I

I

I

I

I

I

+

25% Scale Business Jet Empennage

(Inboard)

(_= -6 deg., (3= 0 deg., MVD = 21

©

0.2--

0.1 --

-90 -60 -30 0

<--Suction Surface I

Analysis (LEWICE3D)

Test Data (Laser System)

©

©

I

I

I

I

I

+

I

--R t _--[--T--r--

30 60 90

Pressure Surface -->

120 150 180

Surface Distance from Highlight (mm)

Fig. 104e Impingement efficiency distribution for 25%-scale Business Jet Empennage;

_6 ° Inboard, Voo = 176 mph, o_= ,8=0 °, MVD =21 #m (Continued).

NASA/T_2002-211700 250
0.9 --

_max = 0.77 at S = +3 mm

Area of 13curve per unit span = 15.94 mm 2

Total Impin! ement Efficiency = 0.352

Exp. Impingement Limits"

Suction Surface = -20 mm

Pressure Surface = +150 mm

O I

©l

25% Scale Business Jet

Empennage

(Inboard)

_=- 6 deg., (3= 0 deg., MVD = 94

Analysis (LEWlCE3D)

© Test Data (Laser System)

I I I I I I

I ÷ I I _ _ I

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270

<--Suction Surface I Pressure Surface -->

Surface Distance from Highlight (mm)

Fig. 104f Impingement efficiency distribution for 25%-scale Business Jet

Empennage; Inboard, Voo = 176 mph, o_= -6 °, 8=0 °, MVD =94 #m (Continued).

NASA/T_2002-211700 251
J_max = 0.62 at S = 0 m m

Area of [3 curve per unit span = 6.79 mm 2

Total Impingement Efficiency = 0.292

Exp. Impingement Limits:

Suction Surface = -20 mm

Pressure Surface = +25 mm

0.9 --

0.8 --

c__

>,,

o 0.7--

C

(1)

=m

¢.)

=m

'_- 0.6--

UJ

..I,-I

C

¢_ 0.5--

E

(1)

¢- 0.4--

=m

¢:)..

E -

m

m 0.3--

¢.)

O

0.2--

0.1--

0--(

-120

I

I

I

25% Scale Business Jet Empennage

(Outboard)

_= -1 deg., (3= 0 deg. MVD = 11

Analysis (LEWlCE3D)

© Test Data (Laser System)

I I I I

I I I I

I I I I

I

I

I

I

I

I

I

I

I

T

-90 -60 -30 0 30 60 90 120

<--Suction Surface I Pressure Surface-->

Surface Distance from Highlight (mm)

Fig. 104g Impingement efficiency distribution for 25%-scale Business Jet Empennage;

Outboard, Voo = 176 mph, o_=-1 °, 8=0 °, MVD =11 #m (Continued).

NASA/T_2002-211700 252
_max = 0.73 at S = 0 mm Exp. Impingement Limits:

Area of 13curve per unit span = 11.87 mm 2 Suction Surface = -35 mm

Total Impingement Efficiency = 0.511 Pressure Surface = +40 mm

25% Scale Business Jet Empennage

(Outboard)

(_= -1 deg., (3= 0 deg., MVD = 21

Analysis (LEWlCE3D)

© Test Data (Laser System)

©

----4

I

I

I

I

I

I

I

I I

I

0

-150 -120 -90 -60 -30 0 30 60 90 120

<--Suction Surface I Pressure Surface -->

150

Surface Distance from Highlight (mm)

Fig. 104h Impingement efficiency distribution for 25%-scale Business Jet Empennage;

Outboard, Voo = 176 mph, o_= -1 °, 8=0 °, MVD =21 #m (Continued).

NASA/T_2002-211700 253
0.9 m

0

_max = 0.81 at S = +1 mm

Area of 13curve per unit span = 10.99 mm 2

Total Impingement Efficiency = 0.473

+ I I + I I

+ I I + I I

Exp. Impingement Limits"

Suction Surface = -40 mm

Pressure Surface = +45 mm

25% Scale

Business Jet

Empennage

(Outboard)

_= -1 deg., (3= 0 deg.

MVD = 94

Analysis

(LEWICE3D)

Test Data ©

(Laser System)

I

I

I

I I + _ I

I I

I I

I I

I •

I I

I I

i ©

-210-180-150-120-90 -60 -30 0 30 60 90 120 150 180 210

<--Suction Surface I Pressure Surface -->

Surface Distance from Highlight (mm)

Fig. 104i Impingement efficiency distribution for 25%-scale Business Jet

Empennage; Outboard, Voo = 176 mph, (z= -1°, 8=0 o, MVD =94 #m (Continued).

NASA/T_2002-211700 254
_max-- 0.62 at S = +2 m m

Area of 13curve per unit span = 10.27 mm 2

Total Impingement Efficiency = 0.283

Exp. Impingement Limits:

Suction Surface = -10 mm

PressureSurface = +70 mm

0.9 --

0.8 m

>,,

o 0.7--

C

(LI

=m

O

=m

'_- 0.6--

UJ

..I,-I

C

0.5--

E

(LI

03

¢- 0.4--

=m

Em

m 0.3--

O

O

0.2--

0.1 --

25% Scale Business Jet Empennage

(Outboard)

(_= -6 deg., _= 0 deg., MVD =11

I

I

©

I

I

I

©

Analysis (LEWICE3D)

Test Data (Laser System)

I I

I I

+ +

I

I

©

d +

©

I I I

I I I

r i

-90 -60 -30 0 30 60 90

<--Suction Surface I Pressure Surface -->

120 150

Surface Distance from Highlight (m m)

Fig. 104j Impingement efficiency distribution for 25%-scale Business Jet

Empennage; Outboard, Voo = 176 mph, o_=-6°, 8=0 °, MVD =11 #m (Continued).

NASA/T_2002-211700 255
_max---- 0.71 at S = +3 mm Exp. Impingement Limits:

Area of 13curve per unit span = 17.48 mm 2 Suction Surface = -15 mm

Total Impingement Efficiency = 0.482 Pressure Surface = +150 mm

0.9 --

0.8 m

c__

o 0.7--

C

¢)

=m

¢.)

=m

'_- 0.6--

UJ

C

¢_ 0.5--

E

¢)

¢- 0.4--

=m

¢:)..

E -

m

m 0.3--

¢.)

O

0.2--

0.1--

25% Scale Business

Jet Empennage

(Outboard)

_= -6 deg., (3= 0 deg., MVD = 21 _m

--- m m m

__ _ _ m

©

Analysis (LEWICE3D)

Test Data (Laser System)

__ ÷

I

I

I

TI

I

•

© I I

0 -___

-90 -60 -30 0 30 60 90 120 150 180

<-- Suction Surface I Pressure Surface -->

Surface Distance from Highlight (mm)

Fig. 104k Impingement efficiency distribution for 25%-scale Business Jet Empennage;

Outboard, Voo = 176 mph, o_=-6°, 8=0 °, MVD =21 #m (Continued).

NASA/T_2002-211700 256
_max-- 0.77 at S = +2 mm Exp. Impingement Limits:

Area of 13curve per unit span = 13.19 mm2Suction Surface = -20 mm

Total Impingement Efficiency = 0.364 Pressure Surface = +150 mm

25% Scale Business Jet

Empennage

(Outboard)

(_= -6 deg., 8= 0 deg., MVD = 94

Analysis (LEWlCE3D)

O Test Data (Laser System)

I I I I I I I I

-- - -- - -I- -I- - -- I- - -- - -I- -I- - + - -I - -I- - _- - -

I

I

I

I

I

I

I

÷ I

I

I

I

I

I ¢ _ I

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270

<--Suction Surface I Pressure Surface -->

Surface Distance from Highlight (mm)

Fig. 1041 Impingement efficiency distribution for 25%-scale Business Jet

Empennage; Outboard, Voo = 176 mph, o_=-6°, 8=0 °, MVD =94 #m.

NASA/T_2002-211700 257
_max = 0.44 at S = -1 m m

Area of 13curve per unit span = 7.71 mm 2

Total Impingement Efficiency = 0.108

Exp. Impingement Limits"

Upper Surface = -35 mm

Lower Surface = +30 mm

0.9 --

0.8 --

>,,

o 0.7--

C

(!.)

=m

¢.)

=m

'_- 0.6--

UJ

..I,-I

C

0.5--

E

(!.)

03

¢- 0.4--

=m

E -

m

m 0.3--

O

O

0.2--

0.1--

0 '

-120

I

I

I

Full Scale Business

Jet Horizontal Tail

(Inboard)

(_= 1 deg., 8= 0 deg. MVD = 11 Um

Analysis (LEWlCE3D)

© Test Data (Laser System)

÷-----÷------_

m m m

:l Jr- .....

I

I

I

_ m m

)

÷ -- __ __

)

-90 -60 -30 0 30 60

<-- Upper Surface I Lower Surface -->

90 120

Surface Distance from Highlight (mm)

Fig. 105a Impingement efficiency distribution for full-scale Business Jet horizontal tail;

Inboard, Vo_ = 176 mph, 0_=1°, 8=0 °, MVD =11 t_m (Continued).

NASA/T_2002-211700 258
_max = 0.58 at S = 0 m m

Area of 13curve per unit span = 16.30 mm 2

Total Impingement Efficiency = 0.229

Exp. Impingement Limits:

Upper Surface = -70 mm

Lower Surface = +45 mm

Full Scale Business

Jet Horizontal Tail

(Inboard)

_= 1 deg., (3= 0 deg. MVD = 21

Analysis (LEWlCE3D)

© Test Data (Laser System)

O

-150 -120 -90 -60 -30 0 30 60 90 120 150

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 105b Impingement efficiency distribution for full-scale Business Jet horizontal tail;

Inboard, Vo_ = 176 mph, 0_=1°, 8=0 °, MVD =21 t_m (Continued).

NASA/T_2002-211700 259
_max = 0.72 at S = -1 m m

Area of 13curve per unit span = 21.21 mm 2

Total Impingement Efficiency = 0.298

O

O

b

©

I

-210 -180-150-120 -90 -60 -30

<-- Upper Surface

Exp. Impingement Limits:

Upper Surface = -120 mm

Lower Surface = +110 mm

Full Scale

Business Jet

Horizontal Tail

(Inboard)

(_= 1 deg., (3= 0 deg.

MVD = 94

Analysis

(LEWICE3D)

Test Data ©

(Laser System)

Surface Distance from Highlight (mm)

Fig. 105c Impingement efficiency distribution for full-scale Business Jet horizontal tail;

Inboard, Vo_ = 176 mph, 0_=1°, 8=0 °, MVD =94 t_m (Continued).

NASA/T_2002-211700 260
_max---- 0.57 at S = +5 m m

Area of 13curve per unit span = 18.57 mm 2

Total Impingement Efficiency = 0.156

T

Exp. Impingement Limits:

Upper Surface = -35 mm

Lower Surface = +305 mm

0.9 m

0.8 m

c__

o 0.7--

C

¢)

=m

¢.)

=m

'_- 0.6--

UJ

C

¢_ 0.5--

E

¢)

¢- 0.4--

=m

¢:)..

Em

m 0.3--

¢.)

O

0.2--

0.1 --

04

-90

÷

--- __ m

C

C

-60 -30

<-- U pper Surface

Full Scale Business

Jet Horizontal Tail

(Inboard)

_= 6 deg., (3= 0 deg., MVD = 21

Analysis (LEWlCE3D)

© Test Data (Laser System)

I

I

I

©

I

÷

I

I

I

I

I

I

I

30 60 90 120 150 180

Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 105d Impingement efficiency distribution for full-scale Business Jet horizontal tail;

Inboard, Vo_ = 176 mph, 0_=6°, 8=0 °, MVD =21 t_m (Continued).

NASA/T_2002-211700 261
0.9 --

_max = 0.46 at S = 0 m m

Area of 13curve per unit span = 8.66 mm 2

Total Impingement Efficiency = 0.132

Exp. Impingement Limits:

Upper Surface = -35 mm

Lower Surface = +30 mm

I

I

Full-Scale Business Jet

Horizontal Tail

(Outboard)

(_= 1 deg., 8= 0 deg. MVD = 11 _Ltm

Analysis (LEWlCE3D)

© Test Data (Laser System)

-120 -90 -60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 105e Impingement efficiency distribution for full-scale Business Jet horizontal tail;

Outboard, Vo_ = 176 mph, 0_=1°, 8=0 °, MVD =11 t_m (Continued).

NASA/T_2002-211700 262
_max = 0.61 at S = -1 mm Exp. Impingement Limits:

Area of 13curve per unit span = 15.87 mm 2 Upper Surface = -70 mm

Total Impingement Efficiency = 0.242 Lower Surface = +45 mm

Full-Scale Business Jet

Horizontal Tail

(Outboard)

(_= 1 deg., (3= 0 deg. MVD = 21

Analysis (LEWlCE3D, Outboard)

O Test Data (Laser System, Outboard)

+

I I I

I _ +

I _

I I

I I

I I

...... FI I

I I

I I

I I

I ÷

I ÷

-150 -120 -90 -60 -30 0 30 60 90 120 150

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 105f Impingement efficiency distribution for full-scale Business Jet horizontal tail;

Outboard, Vo_ = 176 mph, 0_=1°, 8=0 °, MVD =21 t_m (Continued).

NASA/T_2002-211700 263
0.9

0.8

o>_0.7

"G

__. 0.6

U.I

0.5

_0.4

_E

-_ 0.3

o

0.2

0.1

0--{

_max-- 0.75 at S = 0 m m

Area of 13curve per unit span = 23.66 mm 2

Total Impingement Efficiency = 0.360

Exp. Impingement Limits"

Upper Surface = -120 mm

Lower Surface = +110 mm

Full-Scale

Business Jet

Horizontal Tail

(Outboard)

...... . O_= 1 deg., 6= 0 deg.

) MVD = 94

--..--I I------I I--H --I- _Analysis

I I I I I I _1 I (LEWICE3D)

I I I I I I Jl I 0 Test Data

! ! _ I, ! J_ I, (Laser System)

' YI ' ' ' '

- " - - - - ± - -' - J _6 -' - - " - " - -'- - _--

' T I ' ' ' '

- - " - -' '-- " - -' '-I-÷ I -'--'-- ÷ - _ - -'-- _ - -

' ' ' ' ' '/o l' ' ' ' ' '

• ' ' • ' / o V ' • • ' •

, , , , ,/ 6_ 0% , , , , ,

__2__' '--2 ./ _ - -' X- _2_J__'__L__

' ' ' /' A5 o' x,. ' ' ' '

-210-180-150-120-90 -60 -30 0 30 60 90 120 150 180 210

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 105g Impingement efficiency distribution for full-scale Business Jet horizontal tail;

Outboard, Voo= 176 mph, o{=1°, 8=0°, MVD =94 #m (Continued).

NASA/T_2002-211700 264
_max---- 0.61 at S = +3 mm

Area of 13curve per unit span = 22.78 mm 2

Total Impingement Efficiency = 0.186

1 --

Full-Scale Business Jet

Horizontal Tail Section

(Outboard)

_= 6 deg., (3= 0 deg., MVD = 21 _m

+

0

0

0

0

0

Oi

0

0

©

0

I

I

I

I

I

30 60

Exp. Impingement Limits"

Upper Surface = -35 mm

Lower Surface = +305 mm

Analysis (LEWICE3D)

Test Data (Laser System)

I

+

+

I

I

I

I

I

I

I

I

-90 -60 -30 0 90 120 150 180

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 105h Impingement efficiency distribution for full-scale Business Jet horizontal tail;

Outboard, Vo_ = 176 mph, 0_=6°, 8=0 °, MVD =21 t_m.

NASA/T_2002-211700 265
_max = 0.35 at S = -5 m m

Area of _curve per unit span = 9.29 mm 2

Total Impingement Efficiency = 0.040

Exp. Impingement Limits"

Upper Surface = -71 mm

Lower Surface = +15 mm

Three-element High Lift System

Slat Element

(_= 0 deg., (_slat = 30 deg., L. E. down

MVD = 11.5 _Ltm

Analysis (LEWlCE3D)

© Test Data (Laser System)

I I

I I

I I

-150 -120 -90 -60 -30 0 30 60

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 106a Impingement efficiency distribution for three-element high lift system;

slat element, LE down, Voo = 176 mph, (z=0 °, 8slat=30 °,

90

MVD =11.5 #m (Continued).

NASA/T_2002-211700 266
_max = 0.60 at S = -7 mm Exp. Impingement Limits:

Area of13curve per unit span = 27.46 mm 2 Upper Surface=-142 ÷÷mm

Total Impingement Efficiency = 0.119 Lower Surface = +20 mm

-- F T T I I T

_ Three-element High Lift System

Slat Element

(_= 0 deg., (_slat = 30 deg., L. E. down

MVD = 21

Analysis (LEWlCE3D)

0 Test Data (Laser System)

0.9 --

I

I

I

++ end of blotter strip

I _ I I ÷

-180 -150 -120 -90 -60 -30 0 30 60 90

<--Upper Surface I Lower Surface-->

120

Surface Distance from Highlight (mm)

Fig. 106b Impingement efficiency distribution for three-element high lift system;

slat element, LE down, Voo = 176 mph, (z=0 °, 8slat=30 °, MVD =21 #m (Continued).

NASA/T_2002-211700 267
_max = 0.84 at S = -7 m m

Area of 13curve per unit span = 60.23 mm 2

Total Impingement Efficiency = 0.260

I

Exp. Impingement Limit:

Upper Surface = -142"* mm

Lower Surface = +25 mm

Three-element

High Lift System

Slat Element

_= 0 deg.

= 30 deg., L. E. down

MVD = 92

Analysis

(LEWICE3D)

Test Data

©

(Laser System)

++ end of blotter strip

I I

I

I

I

I

I

I

I

I

I

I

I

I

÷

O

I

I

-210 -180 -150 -120 -90 -60 -30 0 30 60 90 120 150

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 106c Impingement efficiency distribution for three-element high lift system;

slat element, LE down, Vo_ = 176 mph, o_=0°, 8stat=30 °, MVD =92 t_m (Continued).

NASA/T_2002-211700 268
0.9 m

0.8 --

o 0.7----

¢-

(D

=m

=m

"- 0.6--

UJ

¢-

m 0.5--

E

(D

03

¢- 0.4--

=m

E -

m

m 0.3

O

O

_max = 0.05 at S = +35 mm

Area of 13curve per unit span = 1.46 mm 2

otal Impingement Efficiency = 0.006

t----I----I------

-- _ I _ ÷

Exp. Impingement Limits"

Upper Surface = 0 mm

Lower Surface = +110 mm

0.2 --

0.1--

0--

-120 -90 -60 -30

<-- Upper Surface

__ m Im

I

I

I

Three-Element

High Lift System

Main Element

(_= 0 deg., MVD = 11.5 _Ltm

Analysis (LEWlCE)

O Test Data (Laser System)

II

I

I ÷ I

I

I

I

I

I

I

I

I

_J

0 30 60 90 120 150 180 210 240 270 300

I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 106d Impingement efficiency distribution for three-element high lift system;

main element, Voo = 176 mph, (z=0 °, MVD =11.5 #m (Continued).

NASA/T_2002-211700 269
1

0.9 --

0.8 m

c__

o 0.7

C

(1)

=m

¢.)

=m

'_- 0.6--

UJ

..i,-i

C

¢_ 0.5--

E

(1)

03

¢- 0.4--

=m

¢:)..

E -

m

m 0.3

¢.)

O

_max = 0.04 at S = +21 mm

Area of l_curve per unit span = 4.76 mm 2

otal Impingement Efficiency = 0.021

0.2 --

-- + I _ + I

Exp. Impingement Limits"

Upper Surface = 0 mm

Lower Surface = +275 mm

-- _ I _ + I

°1-1- ' ' I-

-I i i i i_

-120 -90 -60 -30 0 30

<-- Upper Surface

Three-Element

High Lift System

Main Element

_= 0 deg., MVD = 21

Analysis (LEWlCE)

© Test Data (Laser System)

I I

I + I

I I

I + I I +

I I I I

I I I I

I I I I

-- -- T -- --I .... T -- -1 -- --

I

I

I

I

I

I

I

I

I

I

\-'-Yi-\ ,F 7

60 90 120 150 180 210 240 270 300

I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 106e Impingement efficiency distribution for three-element high lift system;

main element, Voo = 176 mph, (z=0 °, MVD =21 #m (Continued).

NASA/T_2002-211700 270
0.9 --

.8 ....

c__

o 0.7

c

¢)

=m

¢.)

=m

'_- 0.6--

UJ

-,I,--I

C

¢_ 0.5--

E

¢)

03

¢- 0.4 ....

=i

¢:)..

E -

i

m 0.3--

¢.)

O

0.2--

_max = 0.04 at S = +204 mm Exp. Impingement Limits"

Area of l_curve per unit span = 1.18 mm 2 Upper Surface = NA

Total Impingement Efficiency=0.005 Lower Surface= +160-370mm

Three-Element

High Lift System

Main Element

_= 0 deg., MVD = 92

Analysis (LEWlCE)

© Test Data (Laser System)

I I I

+ I I _ _ I

_ _ I

I

+ I I

I I

I I I

I I I

1 • I

I I I

I I I

-60 -30 0 30 60 90 120 150 180 210 240 270

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 106f Impingement efficiency distribution for three-element high lift system;

main element, Voo = 176 mph, (z=0 °, MVD =92 #m (Continued).

i i / i i /

300

NASA/T_2002-211700 271
_max = 0.29 at S = +14 mm

Area of 13curve per unit span = 11.81 mm 2

Total Impingement Efficiency = 0.051

Exp. Impingement Limits"

Upper Surface = -4 mm

Lower Surface = +286** mm

0.9 --

0.8 --

c__

o 0.7--

C

¢)

=m

¢.)

=m

'_- 0.6--

UJ

..i,-i

C

¢_ 0.5--

E

¢)

03

¢- 0.4--

=m

1:2.

E -

m

m 0.3--

¢.)

O

0.2 --

0.1--

0--

-90

m m __ ---

Three-element High Lift System

Flap Element

_= 0 deg., (_flap = 30 deg., T. E. down

MVD : 1 1.5

O

Analysis (LEWICE3D)

Test Data (Laser System)

i •

++ end of blotter strip

- ],

i 0 ....i i

I

I I I

T

I

-60 -30 0 30 60 90 120

<-- Upper Surface I Lower Surface -->

150 180

Surface Distance from Highlight (mm)

Fig. 106g Impingement efficiency distribution for three-element high lift system; flap

element, TE down, Voo = 176 mph, (z=0 °, 8f_ap=30°, MVD =11.5 #m (Continued).

NASA/T_2002-211700 272
J_max = 0.51 at S = +24 mm Exp. Impingement Limits:

Area of [3curve per unit span = 47.96 mm 2 Upper Surface = -4 mm

Total Impingement Efficiency = 0.207 Lower Surface = +286** mm

1--

0.9 --

Three-element High Lift System

Flap Element

(_= 0 deg., _lap = 30 deg., T. E. down

MVD = 21

Analysis (LEWlCE3D)

© Test Data (Laser System)

I _

I

I

I

I

I

I

I

I

O

I I

I I

I I

+ I I

++ end of blotter strip

I

I

I

I

I

I

I

I

-90 -60 -30 0 30 60 90 120 150 180 210 240

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 106h Impingement efficiency distribution for three-element high lift system;

flap element, TE down, Voo = 176 mph, (z=0 °, 8f_ap=30°, MVD =21 #m (Continued).

270

NASA/T_2002-211700 273
_max = 0.74 at S = +24 m m

Area of 13curve per unit span = 96.72 mm 2

Total Impingement Efficiency = 0.418

1--

0.9 --

.8 ....

>,,

o 0.7

c

(LI

=m

o

=m

'_- 0.6--

UJ

-,I,--I

c

0.5--

E

(LI

03

¢- 0.4 ....

=m

E -

m

m 0.3--

o

O

Exp. Impingement Limits:

Upper Surface = -4 mm

Lower Surface = +286** mm

0.2 --

0.1--

0

-- -- --I- m

I

-90 -60 -30

<-- Upper Surface

_ ---- t- _-_-- --

OI

O

IO

- - ±O -

I

I

I

IO

I

Three-element

High Lift System

Flap Element

(_= 0 deg., _lap = 30 deg., T. E. down

O

MVD = 92

Analysis (LEWlCE3D)

Test Data (Laser System)

++ end of blotter strip

O

O

I

0 30 60 90 120 150 180 210 240 270

I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 106i Impingement efficiency distribution for three-element high lift system;

flap element, TE down, Voo = 176 mph, (z=0 °, 8f_ap=30°, MVD =92 #m (Continued).

NASA/T_2002-211700 274
0.9 --

0.8 --

c__

o 0.7--

¢-

(D

=_

0

0.6--

UJ

c

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E

(D

•_ 0.4--

E

0.3--

t.)

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0.2--

f

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Highlight for cove region

\

Cove region

Three-element

High Lift System

Cove Region

(_= 0 deg., (_flap = 30 deg.,

T. E. down

MVD = 11.5

O Test Data (Laser System)

I

I

0.1 -- • 0

o r

0 30 60 90 120 150

Surface Distance from Highlight (mm)

Fig. 106j Impingementefficiency distributionforthree-element high liftsystem;

T_

180

cove region, TE down, Voo= 176 mph, o_=0°, 8flap=30 °, MVD =11.5 pm (Continued).

NASA/T_2002-211700 275
0.9 m

0.8 m

o 0.7--

¢-

(D

=m

O

0.6--

UJ

C

0.5--

E

(D

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E -

m

m

¢_ 0.3--

0

0

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0.2--

0.1--

f

J_

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Highlight for cove region

\

Cove region

[ .....

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Three-element

High Lift System

Cove

O_= 0 deg., (_flap = 30 deg.,

T. E. down

MVD = 21 _Ltm

180

O Test Data (Laser System)

I

0

T TO 30 60 90 120 150

Surface Distance from Highlight (mm)

Fig. 106k Impingement efficiency distribution for three-element high lift system;

cove region, TE down, Voo = 176 mph, o_=0°, 8flap=30 °, MVD =21 pm (Continued).

NASA/T_2002-211700 276
_max---- 0.35 at S = +2 m m

Area of 13curve per unit span = 7.70 mm 2

Total Impingement Efficiency = 0.026

Exp. Impingement Limits:

Upper Surface = -35 mm

Lower Surface = +30 mm

0.9 m

0.8 m

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0.2 m

0.1---

0--

-150 -120

Three-element High Lift System

Slat Element

_= 4 deg., (_slat = 30 deg., L. E. down

MVD = 11.5

O Test Data (Laser System) I

I

I

'[= Note: analysis data not available

_ m m __ m m _

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0 30 60

I Lower Surface -->

.60 .30

<-- Upper Surface

90

Surface Distance from Highlight (mm)

Fig. 1061 Impingement efficiency distribution for three-element high lift system;

slat element, LE down, Voo= 176 mph, o_=4°, 8slat=30 °, MVD =11.5 t_m (Continued).

NASA/T_2002-211700 277
c__

¢.)

¢-

(13

=m

¢.)

=m

UJ

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E

(13

03

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¢)..

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_max = 0.64 at S = +2 mm Exp. Impingement Limits:

Area of 13curve per unit span = 22.12 mm2 Upper Surface = -142÷÷mm

Total Impingement Efficiency = 0.076 Lower Surface = +37 mm

1

0.9--

0.8 ....

0.7

0.6

0.5--

0.4 m

m 0.3

0

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0,2 ....

__ m __ m

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Three-element High Lift System

Slat Element

_= 4 deg., (_slat = 30 deg., L. E. down

MVD = 21

© Test Data (Laser System)

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Note: analysis data

not available

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++ end of blotter strip

m m Y -- -- m

P

- © 0

0.1

0

.180 .150 .120 .90 .60 .30 0 30 60 90 120

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 106m Impingement efficiency distribution for three-element high lift system;

slat element, LE down, Voo = 176 mph, (z=4 °, 8slat=30 °, MVD =21 #m (Continued).

NASA/T_2002-211700 278
0.9 --

0.8 --

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¢)

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¢.)

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0.2 ....

0.1 --

_max = 0.82 at S = +1 mm

Area of 13curve per unit span = 43.62 mm2

Total Impingement Efficiency = 0.149

Three-element

High Lift System

Slat Element

_= 4 deg.

(_slat = 30 deg., L. E. down

MVD = 92

Test Data ©

(Laser System)

Note: analysis data

not available

I I

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Exp. Impingement Limits:

Upper Surface = -142"* mm

Lower Surface = +40 mm

++ end of blotter strip

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-210 90 120 150

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-180 -150 -120 -90 -60 -30 0 30 60

<-- Upper Surface I

Surface Distance from Highlight (mm)

Fig. 106n Impingement efficiency distribution for three-element high lift system;

slat element, LE down, Voo= 176 mph, o_=4°, 8slat=30 °, MVD =92 t_m (Continued).

NASA/T_2002-211700 279
m

_max = 0.40 at S = +20 m m

Area of 1_curve per unit span = 14.94 mm 2

Total Impingement Efficiency = 0.051

Exp. Impingement Limits"

Upper Surface = NA mm

Lower Surface = +130 mm

0.9 --

0.8 --

c__

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C

(3)

=m

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0.2--

0.1--

0--

-90

I

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Three-element High Lift System

Main Element

(_= 4 deg., MVD = 11.5

© Test Data (Laser System)

.... L __ m __

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-60 -30

<-- Upper Surface

+

Note: analysis data not available

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÷ ÷

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i O i

I I

O i

I

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I

I

5

I

0 30 60 90 120 150

I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 106o Impingement efficiency distribution for three-element high lift system;

main element, Voo = 176 mph, (z=4 °, MVD =11.5 #m (Continued).

NASA/T_2002-211700 280
m

J_max = 0.38 at S = +24 m m

Area of J3curve per unit span = 33.41 mm 2

Total Impingement Efficiency = 0.114

Exp. Impingement Limits:

Upper Surface = 0 mm

Lower Surface = +300 mm

0.9

0.8

0.7

__. 0.6

uJ

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0.5

c°10. 4

_E

-_ 0.3

o

0.2

0.1

0

Three-element High Lift System

Main Element

(_= 4 deg., MVD = 21 l[lm

© Test Data (Laser System)

i ! Note: analysis data not available

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-90 -60 -30 0 30 60 90 120 150 180 210 240

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 106p Impingement efficiency distribution for three-element high lift system;

main element, Voo = 176 mph, o{=4 °, MVD =21 #m (Continued).

270

NASA/T_2002-211700 281
_max = 0.30 at S = +85 mm

Area of _curve per unit span = 42.47 mm 2

Total Impingement Efficiency = 0.145

Exp. Impingement Limits:

Upper Surface = NA mm

Lower Surface = +420 mm

t_

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(3)

=i

t_

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E

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0.9 m

0.8 ....

0.7

0.6 m

0.5 m

0.4 ....

I-- -- -I-- -- --I-- - --

Three-element High Lift System

Main Element

(_= 4 deg., MVD = 92

© Test Data (Laser System)

I I Note: analysis data not available

I I

I I I I I I I

I- - -I- - -I- - -I- - -I- - -I- - -t - - -

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0,1 i i _l _ i i i

-4 i i N_ i i_ i i

0

-100 -50 0 50 100 150 200 250 300 350 400 450

<-- Upper Surface I Lower Surface-->

Surface Distance from Highlight (mm)

Fig. 106q Impingement efficiency distribution for three-element high lift system;

main element, Voo = 176 mph, (z=4 °, MVD =92 t_m (Continued).

NASA/T_2002-211700 282
c__

¢.)

¢-

(13

=m

¢.)

=m

UJ

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¢-

(13

E

(13

03

¢-

=m

¢)..

Em

1

0.9--

0.8--

0.7

0.6

0.5--

0.4--

_max-- 0.23 at S = +15 mm

Area of 13curve per unit span = 9.42 mm 2

Total Impin! ement Efficiency = 0.032

----I---_-- _---

Exp. Impingement Limits"

Upper Surface = -4 mm

Lower Surface = +286** mm

Three-element High Lift System

Flap Element

_= 4 deg., _lap = 30 deg., T. E. down

MVD = 11.5

O Test Data (Laser System)

I

++ end of blotter strip

m 0.3----

0

._I

0.2 --

0.1

o

--I-- ---_ -- -- _- -- --

-90 -60 -30 0

<-- Upper Surface I

---- -I-- -- -- .... I-- -- --I -- -- -- t- -- --I-- -- -

I I

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• I I [

I I

I I

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(_ I(_ I I I I I I I

30 60 90 120 150 180 210 240 270

Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 106r Impingement efficiency distribution for three-element high lift system;

flap element, TE down, Voo = 176 mph, (z=4 °, 8f_ap=30°, MVD =11.5 #m (Continued).

NASA/T_2002-211700 283
_max = 0.53 at S = +16 mm

Area of l_curve per unit span = 51.37 mm 2

Total Impingement Efficiency = 0.176

1--

Exp. Impingement Limits:

Upper Surface = -4 mm

Lower Surface = +286** mm

0.9 --

0.8 --

o 0.7--

C

(1)

¢.)

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---I----4---

Three-element High Lift System

Flap Element

_= 4 deg., (_flap = 30 deg., T. E. down

MVD = 21

© Test Data (Laser System)

t Note: analysis data n£t available

I

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0.2--

0.1 t I

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-90 -60 -30 0

<-- Upper Surface I

O

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'(3

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' " "1"1" "1"1" "

30 60 90 120 150 180 210 240 270

Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 106s Impingement efficiency distribution for three-element high lift system;

flap element, TE down, Voo = 176 mph, (z=4 °, 8f_ap=30°, MVD =21 #m (Continued).

NASA/T_2002-211700 284
0.9 --

0.8 ....

0.7

_max = 0.78 at S = +22 mm Exp. Impingement Limits:

Area of 13curve per unit span = 110.9 mm 2 Upper Surface = -4 mm

Total Impingement Efficiency = 0.379 Lower Surface = +286** mm

++ end of blotter strip

i

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_ _ _L _ _

I

I

I

I _OQ

_flap

Three-element

High Lift System

Flap Element

C_= 4 deg.

= 30 deg., T. E. down

MVD = 92

0 Test Data (Laser System)

Note: analysis data not available

¢-

(D

=m

=m

'_- 0.6--

ILl

¢-

0.5--

E

(D

¢- 0.4--

=m

E

m

m 0.3

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0.2--

0.1--

Im m Jr m m

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0--

-90 -60 -30 0 30 60 90 120 150 180 210 240 270

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 106t Impingement efficiency distribution for three-element high lift system; flap

element, TE down, Voo = 176 mph, (z=4 °, 8f_ap=30°, MVD =92 #m (Continued).

NASA/T_2002-211700 285
0.9 --

0.8 --

c__ _

>,,

0 0.7--

¢-

(D

me

0

0.6--

UJ

C

¢_ 0.5--

E

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0.3--

t.)

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0.2--

0.1 --

f

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I

Highlight for cove region

Cove regmn

Three-element

High Lift System

Cove

(_= 4 deg., (_flap = 30 deg.,

T. E. down

MVD = 11.5

C) Test Data (Laser System)

I

I

0 30 60 90 120 150

Surface Distance from Highlight (mm)

Fig. 106u Impingement efficiency distribution for three-element high lift system;

180

cove region, TE down, Voo = 176 mph, (z=4°, 8f_ap=30°, MVD =11.5 #m (Continued).

NASA/T_2002-211700 286
0.9 --

0.8 m

c__ _

o 0.7--

¢-

(D

¢.)

0.6--

UJ

C

¢_ 0.5--

E

(D

•_ 0.4--

E

O

O

ml

f

/(

0.3--

0.2 m

0.1 m0

Highlight for cove region

r""----

Cove region

t J

I I

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[ J

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[ ..... ±

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[ ..... ±

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Three-element

High Lift System

Cove

(_= 4 deg., (_flap = 30 deg.,

T. E. down

MVD = 21

C) Test Data (Laser System)

30 60 90 120 150

Surface Distance from Highlight (mm)

m

180

Fig. 106v Impingement efficiency distribution for three-element high lift system;

cove region, TE down, Voo = 176 mph, (z=4°, 8f_ap=30°, MVD =21 #m (Continued).

NASA/T_2002-211700 287
0.9 m

0.8 m

I I

I I

I I

I I

& I

S-Duct Engine Inlet

Locations A and B

MVD = 11 t_n, V_= 170 mph

Capture Area Ratio = 0.65

Mass Flow Rate = 23 Ibm/sec

Analysis (LEWICE3D)

1999 Test Data (Laser System)

(location A)

1999 Test Data (Laser System)

(location B)

I

I

I

1-

I

I

I

÷

I

I

I

I

I

I

100 200 300 400 500 600 700

<-- Outer Surface I Inner Surface -->

Surface Distance from Highlight (mm)

Fig. 107a Impingement efficiency distribution for S-duct engine inlet;

locations A and B, Voo= 170 mph, (z=0°, CAR=0.65, MVD =11 #m (Continued).

NASA/T_2002-211700 288
0.9 --

0.8 m

>', 0.7 --

¢-

(1)

=m

0.6--

UJ

..i,-i

¢-

0.5--

E

(:1)

C

•-- 0.4--

E -

m

m

0.3--

O

0.2 --

0.1 m

m

I

I

I

I

&

S-Duct Engine Inlet

Locations A and B

MVD = 21 _m, V_= 170 mph

Capture Area Ratio = 0.65

Mass Flow Rate = 23 Ibm/sec

I

I

I

I

I

I

I

I

I

Analysis (LEWICE3D)

1999 Test Data (Laser System)

(location A)

1999 Test Data (Laser System)

(location B)

I

I

I

+

I

I

I

I

I

-200 -100 0 100 200 300 400 500 600

<-- Outer Surface I Inner Surface -->

Surface Distance from Highlight (mm)

Fig. 107b Impingement efficiency distribution for S-duct engine inlet;

locations A and B, Voo= 170 mph, o_=0°, CAR=0.65, MVD =21 #m (Continued).

700

NASA/T_2002-211700 289
i i

0.9 m

0.8 m

I

I

I

©

I

I

I

S-Duct Engine Inlet

Locations A and B

MVD = 94 pm, V_= 170 mph

Capture Area Ratio = 0.65

Mass Flow Rate = 23 Ibm/sec

Analysis (LEWICE3D)

1999 Test Data (Laser System)

(location A)

1999 Test Data (Laser System)

(location B)

I

I

I

I

[] i

[] i

+

I

-200 -100 0 100 200 300

<-- Outer Surface I Inner Surface -->

400 500 600 700

Surface Distance from Highlight (mm)

Fig. 107c Impingement efficiency distribution for S-duct engine inlet;

locations A and B, Voo= 170 mph, o_=0°, CAR=0.65, MVD =94 #m (Continued).

NASA/T_2002-211700 290
I r _ ? r --

.9 mm m

0.8 --

>, 0.7 --

C

=m

0.6--

ILl

C

¢_ 0.5--

E

(l)

e-

•-- 0.4--

E

m

m

O

_J

0.3

0.2

I I I I

I I I I

I I I I

_-- _-- _--I--

--- _-- _-- d--I--

I I I I

I I I I

I I I I

--- _------_--I--

I I I I

I I I I

S-Duct Engine Inlet

Location C

MVD = 11 _m, V_= 170 mph

Capture Area Ratio = 0.65

Mass Flow Rate = 23 Ibm/sec

O

Analysis (LEWICE3D)

1999 Test Data (Laser System)

I I I

I I I

I I I

I I I I I I I I I

I I I I I I I I I

I I I I I I I I I

I I I I I I I I

I I I I I I I I

I I I I _ I I I I I I I

0.1 _- - _- - _ - -I _ _-0- "_T _- - 4 - -I- -I I- - 4- - 4-

, , , , A % _ , , , , , ,

' ' ' ' L_' "0 _ ' ._'-'_--_

0

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270 300

<-- Inlet Flange I Scavenge Duct-->

Surface Distance from Highlight (mm)

Fig. 107d Impingement efficiency distribution for S-duct engine inlet;

location C, Voo = 170 mph, cz=0°, CAR=0.65, MVD =11 t_m (Continued).

NASA/T_2002-211700 291
I I I I

I I I I

I I I I

I I I I

S-Duct Engine Inlet

Location C

MVD = 21 _m, V_= 170 mph

Capture Area Ratio = 0.65

Mass Flow Rate = 23 Ibm/sec

O

Analysis (LEWICE3D)

1999 Test Data (Laser System)

©

OO

0

...... I--- --T--

I I

I I

I I

I _

I I I I I

I I I I I

I I I I I I

I I I I I I

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O I

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270 300

<-- Inlet Flange I Scavenge Duct-->

Surface Distance from Highlight (mm)

Fig. 107e Impingement efficiency distribution for S-duct engine inlet;

location C, Voo = 170 mph, o_=0°, CAR=0.65, MVD =21 #m (Continued).

NASA/T_2002-211700 292
I r l T r

I I I I

I I I I

I I I I

_ _ I

0

I

I

I

0

0

S-Duct Engine Inlet

Location C

MVD = 94 _m, V_= 170 mph

Capture Area Ratio = 0.65

Mass Flow Rate = 23 Ibm/sec

O

Analysis (LEWICE3D)

1999 Test Data (Laser System)

I

I

I I I

I 0

i i 0

I

I I

I I

I

I I I I I I I I I('-h_

I I I I I I I I I

I I I I I I I I I

-150-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270 300

<--Inlet Flange I Scavenge -->

Surface Distance from Highlight (mm)

Fig. 107f Impingement efficiency distribution for S-duct engine inlet;

location C, Voo = 170 mph, (z=0°, CAR=0.65, MVD =94 #m (Continued).

NASA/T_2002-211700 293
i i i

0.9 --

0.8 --

0.1 --

S-Duct Engine Inlet

MVD = 11 tArn, V_= 170 mph

Capture Area Ratio = 0.65

Mass Flow Rate = 23 Ibm/sec

Analysis (LEWICE3D)

O 1999 Test data (Laser System)

O

o

o

o

0

Io

I Ol

I

0

I I I

I I I

I I I

-270 -240 -210 -180 -150 -120 -90 -60 -30

Air Flow

Surface Distance from Highlight (mm)

Fig. 107g Impingement efficiency distribution for S-duct engine inlet;

location D, Voo = 170 mph, o_=0°, CAR=0.65, MVD =11 #m (Continued).

30

NASA/T_2002-211700 294
__

0.9 --

0.8 --

S-Duct Engine Inlet

MVD = 21 I.lrn, Voo= 170 mph

Capture Area Ratio = 0.65

Mass Flow Rate = 23 Ibm/sec

0

Analysis (LEWICE3D)

1999 Test data (Laser System)

0

o

I r

I

I

I

II

I

I

I

I I

I I

¢

I

I

I

I

I

I

¢

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0.1 --

0

I I

I I

I I

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I

I

I

I

I I

I I

I I

0 I

I

I I

I I 0

-270 -240 -210 -180 -150 -120 -90 -60 -30 0

Air Flow

Surface Distance from Highlight (mm)

Fig. 107h Impingement efficiency distribution for S-duct engine inlet;

location D, Vo_ = 170 mph, o_=0°, CAR=0.65, MVD =21 t_m (Continued).

30

NASA/T_2002-211700 295
I _ r _ r

J S-Duct Engine Inlet

| MVD = 94 tJrn, V_= 170 mph i i i

0.9 Capture Area Ratio = 0.65 _- _ *

_1 Mass Flow Rate = 23 Ibm/sec

q

/ ,.., I I I

| _ Analysis (LEWICE3D) _C) I • •

• • OC) l I I

0.8 -tq O 1999 Test data (Laser System_ n_ I I

o_

_ °'7 -I T • , • , , _ ,

4 o o

/ i i i i i i I. i

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0.2 Jr---+--C_---I---_---+/--_---I-\--_---+-(3--

/ , o, , , / , ,\, , o_

-I i ol i i / i i

/ i o i i i / i i i

o.iI _ ' ' '/ ' ' '

-I 2g" i i /r i i i

0

-270 -240 -210 -180 -150 -120 -90 -60 -30

Air Flow

Surface Distance from Highlight (mm)

Fig. 107i Impingement efficiency distribution for S-duct engine inlet;

location D, Vo_ = 170 mph, cz=0°, CAR=0.65, MVD =94 t_m (Continued).

0 30

NASA/T_2002-211700 296
I I

0.9 --

0.8 --

>" 0.7 --

t.)

¢-

(D

=i

t.)

0.6--

NI--

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C

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C

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¢:)..

E -

m

m

¢_ 0.3--

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O

0.2--

0.1

0

I I

I I

I I

---4----IS-Duct Engine Inlet

Locations A and B

MVD = 21 tam, V_= 130 mph

Capture Area Ratio = 0.84

Mass Flow Rate = 23 Ibm/sec

Oi

Oi

OI

0 i

I

0

I

0

0 ÷

I

8o

0 i

1999 Test Data (Laser System)

(location A)

1999 Test Data (Laser System)

(location B)

-200 -100 0 100 200 300 400 500 600 700

T

I

I

I

?

I

I

I

+

I

I

I

_ _ _ 4- _ _ _

I

I

I

<-- Outer Surface I Inner Surface -->

Surface Distance from Highlight (mm)

Fig. 107j Impingement efficiency distribution for S-duct engine inlet;

locations A and B, Voo = 130 mph, (z=0 °, CAR=0.84, MVD =21 #m (Continued).

NASA/T_2002-211700 297
0.9 --

0.8 --

>" 0.7 --

t_

¢-

(:D

=m

t_

0.6--

UJ

¢-

0.5--

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(:D

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t_

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0

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D

S-Duct Engine Inlet

Locations A and B

MVD = 94 tam, V_= 130 mph

Capture Area Ratio = 0.84

Mass Flow Rate = 23 Ibm/sec

.200 .100 0 100 200

<-- Outer Surface [ Inner Surface -->

1999 Test Data (Laser System)

(location A)

1999 Test Data (Laser System)

location B)

300 400 500 600 700

Surface Distance from Highlight (mm)

Fig. 107k Impingement efficiency distribution for S-duct engine inlet;

locations A and B, V_ = 130 mph, o_=0°, CAR=0.84, MVD =94 _m (Continued).

NASA/T_2002-211700 298
.9 mm __

0.8 --

>', 0.7 m

¢.)

¢-

(!)

=m

¢.)

k_ 0.6--

U.I

C

¢_ 0.5--

E

1_ -

e"

•-- 0.4--

E

¢J

O

_,1

m _

0.3

0.2

0.1 m

I I I I I

I I I I I

I I I I I

I I I I I

S-Duct Engine Inlet

Location C

MVD = 21 t_n, V_= 130 mph

Capture Area Ratio = 0.84

O

Io

©

I

1- _- - N - -I I- -

= = i = Q

I I I I I

I I I I I

I I I I I

i i i i_l

I I I I I

= = i =_ i

Mass Flow Rate = 23 Ibm/sec

O 1999 Test Data (Laser System)

4%

[

i O

_-- _-- ¢-- _-- II -I-O _

i i i _ i Oi i i

I I I I_ I I I I

i i i I _hl 0 I OI i

i i i i i i i © i

I I I I I I I I I

i i i i i i i IO i

I I I I I I I I

--I ' ' ' 0 ' ' ' ' ' ' ' ' '

0

.150.120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270 300

<--Inlet Flange I Scavenge Duct -->

Surface Distance from Highlight (mm)

Fig. 1071 Impingement efficiency distribution for S-duct engine inlet;

location C, Voo = 130 mph, (z=0°, CAR=0.84, MVD =21 #m (Continued).

NASA/T_2002-211700 299
I T" 7 T T" 1

.9 mm --

0.8 m

0.7 --

0

.m

0

0.6--

UJ

C

¢_ 0.5--

E

1_ -

e"

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O

O

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m m

m

0.3

0.2

0.1 --

0

-1

I I I I I

I I I I I

I I I I I

S-Duct Engine Inlet

Location C

MVD = 94 t_n, V_= 130 mph

Capture Area Ratio = 0.84

Mass Flow Rate = 23 Ibm/sec

O

I I

I I

I I

1999 Test Data (Laser System)

I I

, ,o

I I I "-1 I(- 3

-- -- -- C] ...... _- -- -] -- --I-- --I-- -- I-- -- ]- --

I I I I I I

I I I I I I

I I I I I I

-- v ¢ _ '0 ' P u ¢ _ , , , < 0 _

I I I I I I I I I I I I I i

I I I I I I I I I I I I I I

I I I I I I I I I I I I I I

-- + + H _ I _ 9 + 4 I I I 9 ÷

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4__ =_ ____, ,__ __ ___ _L_ 4__,__, ,___-_®

I I I _ I I I I I I I I I I I

50-120 -90 -60 -30 0 30 60 90 120 150 180 210 240 270 300

<--Inlet Flange I Scavenge -->

Surface Distance from Highlight (mm)

Fig. 107m Impingement efficiency distribution for S-duct engine inlet;

location C, Voo = 130 mph, (z=0°, CAR=0.84, MVD =94 #m (Continued).

NASA/T_2002-211700 300
i i i

0.9 --

0.8 --

>', 0.7 --

olD

=m

_,_ 0.6--

ILl

C

0.5--

E

1_ -

.E o.4-

E

O

.-1

0.3 ±--

I

- I

I

0.2-- +

I

I

S-Duct Engine Inlet

Location D

MVD = 21 tam, V_= 130 mph

Capture Area Ratio = 0.84

Mass Flow Rate = 23 Ibm/sec

o 1999 Test data (Laser System)

-- _ 01- -- _

I 0 I

I 0 I

I 0 I

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0

-270 -240 -210 -180 -150 -120 -90 -60 -30 0 30

Air Flow

Surface Distance from Highlight (mm)

Fig. 107n Impingement efficiency distribution for S-duct engine inlet;

location D, Voo = 130 mph, (z=0°, CAR=0.84, MVD =21 #m (Continued).

NASA/T_2002-211700 301
0.9 --

0.8 --

>', 0.7 -

¢-

(D

=i

_,_ 0.6-

LLI

C

0.5-

E

e,-

•- 0.4-

E

i

i

_ 0.3-

O

--J

0.2 -

0.1 -

S-Duct Engine Inlet

Location D

MVD = 94 lain, V_o= 130 mph

Capture Area Ratio = 0.84

Mass Flow Rate = 23 Ibm/sec

o 1999 Test data (Laser System)

©

i

I

I

I

O

I

O

I

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a

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-270 -240 -210 -180 -90

i @l

O©l

I

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I

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i

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Q m

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I

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I

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+

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o

0 30

Air Flow

Surface Distance from Highlight (mm)

Fig. 107o Impingement efficiency distribution for S-duct engine inlet;

location D, Voo = 130 mph, o_=0°, CAR=0.84, MVD =94 #m (Continued).

NASA/T_2002-211700 302
>-

0.25

0.2

0.15

0.1

0.05

0

-0.05

-0.1

-0.15

-0.2

-0.25

Z

_LU

/

_TFffFr]'_IIIIIIIIIIIIIIIIIIIII

0.1 0.2 0.3

Location of Maximum Thickness

MVD:11.5 Mrn

MVD:21 Mrn

......................................... MVD:92 Mrn

I'"'"'"1'"'"'"1'"'"'"1'"'"'"1'""'"'1'"'"'"

0.4 0.5 0.6 0.7 0.8 0.9

X/C

a. AOA = 0 deg.

0.25

0.2

0.15

0.1

0.05

o 0--

>-

-0.05

-0.1 --

-0.15 --

-0.2 --

-0.25 -

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

__ _J________

Z,o

III1(11111111111111111111111111111111

0 0.1 0.2 0.3

Location of Maximum Thickness

MVD:11.5 Mrn

MVD:21 Mrn

...................... MVD:92

IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII

0.4 0.5 0.6 0.7 0.8 0.9

X/C

b. AOA = 8 deg.

Fig. 108 Experimental impingement limits for MS-317 airfoil - 1997 IRT tests

(Continued).

NASA/T_2002-211700 303
0.25 --_

0.2 --

0.15 --

0.1

0.05 --

0 -

>-

-0.05 --

-0.1

-0.15

-0.2 --

-0.25

Fig. 108

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

I

Location of Maximum Thickness

..__-

_TTTTTT'I'IIIIIIIIIIIIIIIIIIIIIIIIIII

0.1 0.2 0.3

MVD=11

MVD=21 pm

.......................................... MVD=94 pm

0.4 0.5 0.6 0.7 0.8 0.9 1

X/C

c. AOA = 0 deg.

Experimental impingement limits for MS-317 airfoil - 1999 IRT tests.

NASA/T_2002-211700 304
>-

0.25

0.2

0.15

0.1

0.05

0--_

-0.05

-0.1 --

-0.15 --

Z

-0.2

-0.25

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

'''''''_'''''''''_'''''''''_'''''''''_'''''''''_'''''''''_'''''''''_'''''''''_'''''''''_'''''''''_

End of Blotter Strip Reached

Location of Maximum Thickness

.,...-_

End of Blotter

Strip Reached

0.1 0.2 0.3

MVD:11.5 Mm

--- MVD:21 I..tm

..................... MVD:92 I..tm

IIIIIIIIIJlllllllllJlllllllllJlllllllllJlllllllllJlllllllll

0.4 0.5 0.6 0.7 0.8 0.9

X/C

a. AOA = 1.5 deg.

o

>-

0.25

0.2

0.15

0.1

0.05

0

-0.05

-0.1

-0.15

-0.2

-0.25

Z

Z

Z

Fig. 109

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

________j_________j_________j_________j_________j_________j_________j_________j_________j_________j

Location of Maximum Thickness

IIIIII IlJlllllllllJlllllllllJlllllllll

0.1 0.2

End of Blotter Strip Reached

MVD:I 1.5 I..tm

--- MVD:21 I..tm

.......................................... MVD:92 I..tm

Illllllllllllllllllllllllllllllllllllllllllllllllllllllllll I

0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

X/C

b. AOA = 6 deg.

Experimental impingement limits for GLC-305 airfoil - 1997 IRT tests.

NASA/T_2002-211700 305
0.25

0.2 -

0.15 -

0,1 --

0.05

o -f

__ 0 "

-0.05 I

-0.1

-0.15

-0.2

-0.25

z

MVD:11.5 Mrn

--- MVD:21 Mrn

...................... MVD:92 Mrn

"'""'1'"'"'"1'"'"'"1'"'"'"1'"'"'"1'""'"'

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9

X/C

a. AOA = 0 deg.

0.25

0.2

0.15

0.1

0.05

__ 0

-0.05 -_-

-0.1 -

-0.15 -

-0.2 -

-0.25

Fig. 110

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

_______'___________________________________________________________________________________________

End of Blotter Strip Reached

Location of Maximum Thickness

0

End of Blotter Strip Reached

MVD:I 1.5

--- MVD:21

........................................ MVD:92

rrrrrmg 

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

X/C

b. AOA = 8 deg.

Experimental impingement limits for NACA 652-415 airfoil - 1997 IRT tests.

NASA/T_2002-211700 306
>-

0.25

0.2

0.15

0.1

0.05

0

-0.05

-0.1

-0.15

-0.2

-0.25

Z

m

m

m

Z

m

m

Z

m

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

___i_i______i_i_______i______i_i__________i_i______i_________i________i______i_________i__i___i_i__

I Location of Maximum Thickness

I(111111111111111111111111111111

0.1 0.2 0.3

MVD:11.5 pm

--- MVD:21pm

........................................... MVD:92 pm

Illllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllll

0.4 0.5 0.6 0.7 0.8 0.9

X/C

a. AOA = 0 deg.

0.25

Z

0.2 --

0.15 --

0.1

0.05 --

o 0 =

>-

-0.05 --

=

-0.1

-0.15

-0.2 --

-0.25 -

Fig. 111

v

Illlllllllllllllllllllllllllllll

0.1 0.2 0.3

Location of Maximum Thickness

MVD:11.5 pm

---- MVD:21pm

...................... MVD:92 pm

iiiilllllllllllllllllllllllllllllllllllllllllllllllllllllllllllll

0.4 0.5 0.6 0.7 0.8 0.9

x/c

b. AOA = 4 deg.

Experimental impingement limits for commercial transport tail section

1997 IRT tests.

NASA/T_2002-211700 307
>-

0.25

0.2

0.15

0.1

0.05

0

-0.05

-0.1

-0.15

-0.2

-0.25

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

Location of Maximum Thickness

a. AOA = 0 deg.

>-

0.25

0.2

0.15

0.1

0.05

0

-0.05

-0.1

-0.15

-0.2

-0.25

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

Fig. 112

Location of Maximum Thickness

End of Blotter Strip Reached

MVD:11.5 pm

---- MVD:21 pm

.......................................... MVD:92 pm

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

X/C

b. AOA = 6 deg.

Experimental impingement limits for NACA 64A008 tail section -

1997 IRT tests.

NASA/T_2002-211700 308
>-

0.25

0.2 --

0.15 -

0.1 --

0.05

O--__-

Z

-0.05

-0.1

-0.15 --

-0.2 --

-0.25 "-

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

___________________________________________________________________________________________________

Location of Maximum Thickness

 lllllllillllllllllllllllllllllllllllllll

0.1 0.2 0.3 0.4

MVD:I 1 I.trn

MVD:21 I.trn

......................................... MVD:94 I.trn

0.5 0.6 0.7 0.8 0.9

X/C

a. AOA = 0 deg.

>-

0.25

0.2

0.15

0.1

0.05

0

-0.05

-0.1

-0.15

-0.2

-0.25

Z

m

Z

Z

Z

Location of Maximum Thickness

IIIIIIII IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII

0.1 0.2 0.3 0.4

MVD=I 1 I.trn

MVD=21 I.trn

MVD=94 I.trn

Ill Illllllllllllllllllllllllllllllllllllllllllllllll I

0.5 0.6 0.7 0.8 0.9 1

X/C

b. AOA = 8 deg.

Fig. 113 Experimental impingement limits for 36-in NLF(1)-0414 airfoil -

1999 IRT tests.

NASA/T_2002-211700 309
0.25

0.2 --

0.15 -

0.1 --

0.05

0

__ 0

-0.05

-0.25

-0.1

-0.15

-0.2

0 0.1

U_IIIIIIIIIII

_:i11111111111111111111111111111111

0 0.1 0.2 0.3 0.4

0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

___________________________________________________________________________________

Location of Maximum Thickness

MVD:I 1

MVD:21

........................................ MVD:94

"'1'"'"'"1'"'"'"1'"'"'"1'"'"'"1'"'"'"1

0.5 0.6 0.7 0.8 0.9 1

X/C

a. AOA = 0 deg., 8 = 0 deg.

o

>-

0.25

0.2

0.15

0.1

0.05

0

-0.05

-0.1

-0.15

-0.2

-0.25

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

-_

'"'"'"1'""'"'1'"'"'"1'"'"'"1'""

0.1 0.2 0.3 0.4

Location of Maximum Thickness

MVD:I 1

MVD:21

.......................................... MVD:94

"'1'"'"'"1'"'"'"1'"'"'"1'"'"'"1'"'"'"1

0.5 0.6 0.7 0.8 0.9 1

X/C

b. AOA = 4 deg., 8 = 0 deg.

Fig. 114 Experimental impingement limits for 48-in NLF(1)-0414 airfoil -

1999 IRT tests (Continued).

NASA/T_2002-211700 310
>- _ •

Z

-0.05 --

-0.1

-0.15 --

-0.2 --

m

-0.25 -

IIII

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

__________________________________________________________________________________________________

Location of Maximum Thickness

MVD:I 1 I.tm

MVD:21 I.tm

.......................................... MVD:94 I.tm

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

X/C

C. AOA = 8 deg., 8 = 0 deg.

-0.1 "

-0.15 --

-0.2 " I

-0.25 -

Location of Maximum Thickness

IIIl'illllllllilllllllllilllllllllllllllllllll

0 0.1 0.2 0.3 0.4

MVD:I 1 I.tm

MVD:21 I.tm

.......................................... MVD:94 I.tm

0.5 0.6 0.7 0.8 0.9

X/C

d. AOA = 0 deg., 8 = 15 deg.

Fig. 114 Experimental impingement limits for 48-in NLF(1)-0414 airfoil -

1999 IRT tests.

NASA/T_2002-211700 311
o

>-

0.25

0.2

0.15

0.1

0.05

0

-0.05

-0.1

-0.15

-0.2

-0.25

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

*Note the pressure side impingement limit of MVD-21 and MVD-94 are on the same point

Pressure Side

Suction Side

=llllllllll lllllllllllllllllllllllllllll

0

Location of Maximum Thickness

MVD:I 1 pm

MVD:21 pm

......................................... MVD:94 pm

Illllllllllllllllllllllllllllllllllllllllllllllllllllllllll I

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

X/C

a. AOA = -1 deg., 8 = 0 deg.

0.25

Z

0.2 --

0.15 --

0.1

0.05 --

0 -

>-

-0.05 -

-0.1

-0.15 -

-0.2

-0.25 _-

Fig. 115

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

Pressure Side

!l Location of Maximum Thickness

_ Suction Side

!_ MVD=11 p_m

il MVD=21 pm

i_ ........................................ MVD:94 pm

=

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

X/C

b. AOA = -6 deg., 8 = 0 deg.

Experimental impingement limits for 25%-scale Business Jet Empennage,

Inboard, 1999 IRT tests (Continued).

NASA/T_2002-211700 312
>-

0.25

0.2

0.15

0.1

0.05

0

-0.05

-0.1

-0.15

-0.2

-0.25

0 0.1

IIIIIIIIIIIIIII

0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

_____________________________________________________________________________________

Pressure Side

Suction Side

IIIII1_1111111]1111111111111111111111111

0

Location of Maximum Thickness

MVD:I 1 pm

MVD:21 pm

.......................................... MVD:94 pm

'"'"'"1'"'""'1"'"'"'1'"'"'"1'"'"'"1'"'"'"1

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

X/C

a. AOA = -1 deg., 6 = 0 deg.

o

>-

0.25

0.2

0.15 -

0.1 --

0.05 -

0

-0.05 --_

-0.1 --

-0.15 --

-0.2 --

Z

-0.25 -

Suction Side

0 0.1 0.2

,,lill,i,lllll,,i,llil,I

Z

Pressure Side

0 0.1

0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII

Location of Maximum Thickness

MVD:I 1 pm

MVD:21 pm

........................................... MVD:94 pm

I'"'"'"1"'"'"'1'"'"'"1'"'"'"1'"'"'"1'""'"'

0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9

X/C

b. AOA = -6 deg., 6 = 0 deg.

Fig. 115 Experimental impingement limits for 25%-scale Business Jet

Empennage; Outboard, 1999 IRT tests.

NASA/T_2002-211700 313
o

>-

0.25

0.2

0.15

0.1

0.05

0

-0.05

-0.1

-0.15

-0.2

-0.25

m

I

0.1 0.2 0.3

"t---------

I

 lllllllll

0.1

0.4 0.5 0.6 0.7 0.8 0.9 1

IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII

AOA:I °, MVD:111.trn

-- -- AOA:I °, MVD:21 I.trn

................. AOA:I °, MVD:94 I.trn

......... AOA=6 °, MVD=21 I.trn

Location of Maximum Thickness

tnd of Blotter Strip Reached

______________________________________________________________

0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

X/C

a. 8 = 0 deg., Inboard

o

>-

0.25

0.2

0.15

0.1

0.05

0

-0.05

-0.1

-0.15

-0.2

-0.25

0

III

= I

= I

= I

z

0 0.1

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

i________________________________________________________________________________________________

iiiiilllllllllllllllllll_llll

0.2

Location of Maximum Thickness

AOA:I °, MVD:11 I.trn

-- -- AOA:I °, MVD:211.trn

................. AOA:I °, MVD:94 I-tin

..................... AOA=6 °, MVD=21 I.trn

,llllllllllllllllllllllllllllllllllllllllllllllllllllllllll I

0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

X/C

b. 8 = 0 deg., Outboard

Fig. 116 Experimental impingement limits for full-scale Business Jet horizontal

tail- 1999 IRT tests.

NASA/T_2002-211700 314
MVD = 11.5 urn

MVD = 21 urn

......................................... MVD = 92 urn

a. AOA = 0 deg.

MVD = 11.5

MVD = 21 I.=m

.......................................... MVD = 92 I.=m

b. AOA = 8 deg.

Fig. 117 Experimental impingement efficiency surface distribution for MS(1)-0317

airfoil - 1997 IRT tests (Continued).

NASA/T_2002-211700 315
MVD = 11

MVD = 21

........................................... MVD = 94

J

c. AOA : 0 deg.

Fig. 117 Experimental impingement efficiency surface distribution for MS(1)-0317

airfoil - 1999 IRT tests.

NASA/T_2002-211700 316
MVD = 11.5 I.[m

MVD = 21 I.[m

........................................ MVD = 92 I.[m

a. AOA = 1.5 deg.

MVD = 11.5 I.[m

MVD = 21 I.[m

.......................................... MVD = 92 I.[m

b. AOA = 6 deg.

Fig. 118 Experimental impingement efficiency surface distribution for GLC-305

airfoil - 1997 IRT tests.

NASA/T_2002-211700 317
MVD = 11.5 I.[m

MVD = 21 I.[m

.......................................... MVD = 92 I.[m

a. AOA = 0 deg.

MVD = 11.5 I.[m

MVD = 21 I.[m

.......................................... MVD = 92 I.[m

b. AOA = 8 deg.

Fig. 119 Experimental impingement efficiency surface distribution for NACA 652-415

airfoil -1997 IRT tests.

NASA/T_2002-211700 318
MVD = 11.5 I.[m

MVD = 21 lam

....................................... MVD = 92 lam

a. AOA = 0 deg.

MVD = 11.5 I.[m

MVD = 21 I.[m

.......................................... MVD = 92 I.[m

b. AOA = 4 deg.

Fig. 120 Experimental impingement efficiency surface distribution for commercial

transport tail section - 1997 IRT tests.

NASA/T_2002-211700 319
MVD = 11

MVD = 21

.......................................... MVD = 94

a. AOA = 0 deg.

MVD = 11 lam

MVD = 21 lam

........................................... MVD = 94 lam

b. AOA = 8 deg.

Fig. 121 Experimental impingement efficiency surface distribution for 36-in

NLF(1)-0414 airfoil - 1999 IRT tests.

NASA/T_2002-211700 320
MVD = 11

MVD = 21

........................................ MVD = 94

a. AOA = 0 deg., 8 = 0 deg.

MVD = 11

MVD = 21

.......................................... MVD = 94

b. AOA = 4 deg., 8 = 0 deg.

Fig. 122 Experimental impingement efficiency surface distribution for 48-in

NLF(1)-0414 Airfoil -1999 IRT tests (Continued).

NASA/T_2002-211700 321
MVD = 11 lam

MVD = 21 lam

........................................ MVD = 94 lam

c. AOA = 8 deg., 8 = 0 deg.

MVD = 11 lam

MVD = 21 lam

.......................................... MVD = 94 lam

d. AOA = 0 deg., 8 = 15 deg.

Fig. 122 Experimental impingement efficiency surface distribution for 48-in

NLF(1 )-0414 Airfoil -1999 IRT tests.

NASA/T_2002-211700 322
MVD = 11.5 I.[m

MVD = 21 lam

........................................ MVD = 92 lam

_............................ ......... i.....

a. AOA = 0 deg.

MVD = 11.5 I.[m

MVD = 21 I.[m

......................................... MVD = 92 I.[m

b. AOA = 6 deg.

Fig. 123 Experimental impingement efficiency surface distribution for NACA 64A008

tail section - 1997 IRT Tests.

NASA/T_2002-211700 323
MVD = 11 lam

MVD = 21 lam

......................................... MVD = 94 lam

..................

a. AOA = -1 deg., 8 = 0 deg., Inboard

J

J

MVD = 11 lam

MVD = 21 lam

......................................... MVD = 94 lam

b. AOA = -6 deg., 8 = 0 deg., Inboard

Fig. 124 Experimental impingement efficiency surface distribution for 25%-scale

Business Jet Empennage - 1999 IRT tests (Continued).

NASA/T_2002-211700 324
MVD = 11 lam

MVD = 21 lam

......................................... MVD = 94 lam

::_ -_ _.._ _:::s_+_,_+:+_+ _,,,

c. AOA = -1 deg., 8 = 0 deg., Outboard

MVD = 11 lam

MVD = 21 lam

................... MVD = 94 lam

d. AOA = -6 deg., 8 = 0 deg., Outboard

Fig. 124 Experimental impingement efficiency surface distribution for 25%-scale

Business Jet Empennage - 1999 IRT tests.

NASA/T_2002-211700 325
MVD = 11 I.=m

MVD = 21 I.=m

........................................... MVD = 94 I.=m

a. AOA = 1 deg., 8 = 0 deg., Inboard

MVD = 211.=m

b. AOA = 6 deg., 8 = 0 deg., Inboard

Fig. 125 Experimental impingement efficiency surface distribution for full-scale

Business Jet horizontal tail -1999 IRT tests (Continued).

NASA/T_2002-211700 326
MVD = 11 lam

MVD = 21 lam

MVD = 94 lam

c. AOA = 1 deg., 8 = 0 deg., Outboard

MVD = 211am

d. AOA = 6 deg., 8 = 0 deg., Outboard

Fig. 125 Experimental impingement efficiency surface distribution for full-scale

Business Jet horizontal tail - 1999 IRT tests.

NASA/T_2002-211700 327
MS(1)-317 Airfoil

O_= 0 deg., MVD = 92 ILtrn

0.9

-- LEWlCE (MVD = 94)

0.8-- I A ..... LEWICE (MVD = 60)

J I'.1 O 1997 Test Data (Laser)

0.7_ /l' t _ 1999 Test Data (Laser)

__ 0.6

_ 0.5

_ 0.4

'7,

E

_ 0.3

o,

0.2

0.1

0

.__

._

LU

C

.E

_E

o

_1

-210-180-150-120 -90 -60 -30 O 30 60 90 120 150 180 210

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 126 Comparison of LEWICE results

for MVD = 92 and 60 t_m with

experimental data; MS(1)-317, o_= 0°,

MVD = 92 t_m.

NACA 652-415 Airfoil

O_= 0 deg., MVD =92 _m

-- LEWICE (MVD = 92)

..... LEWICE (MVD = 60)

O 1997 Test Data (Laser)

-210-100-150-120 -90 -60 -30 0 30 60 90 120 150 100 210

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 128 Comparison of LEWICE results

for MVD = 92 and 60 t_m with

experimental data;

NACA 652-415, o_= 0 °, MVD = 92 t_m.

GLC 305 Airfoil

O_= 1.5 deg., MVD = 92 ILtrn

-- LEWlCE (MVD = 92)

..... LEWlCE (MVD = 60)

O 1997 Test Data (Laser)

-210-100-150-120 -90 -60 -30 0 30 60 90 120 150 100 210

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 127 Comparison of LEWICE results

for MVD = 92 and 60 t_m with

experimental data; GLC 305, o_= 1.5 °,

MVD = 92 t_m.

NACA 652-415 Airfoil

O_= 8 deg., MVD = 92 _n

A -- LEWICE (MVD = 92)

/_ ..... LEWlCE (MVD = 60)

!_ O 1997 Test Data (Laser)

-150-120 -90 -60 -30 0 30 60 90 120 150 100 210 240 270

<-- Upper Surface I Lower Surface -->

Surface Distance from Highlight (mm)

Fig. 129 Comparison of LEWICE

results for MVD = 92 and 60 t_m with

experimental data;

NACA 652-415, o_= 8°, MVD = 92 t_m.

NASA/T_2002-211700 328
368?

6 80 22? 30g

UM

Fig. 130 Droplet distribution near LE of NACA-0012 airfoil; c=21-in, Vo_=175 mph,

o_= 0°, MVD = 104 um.

-35,0 -6.3 22,, 5 .3 80. O

Veloeit_ i _/s

Fig. 131 Droplet velocity distribution near LE of NACA-O012 airfoil; c=21-in,

Vo_=175 mph, o_= 0°, MVD = 104 pm.

o

i Group of small

_-2,,5_4 ,'_,.... _-;ol_ets with ne ative

ii, .... _ P g

1

_35, _0

velocity

Fig. 132 Velocity versus droplet size near LE of NACA-0012 airfoil; c = 21-in,

Vo_ = 175 mph, o_= 0°, MVD = 104 pm.

NASA/T_2002-211700 329

Appendix A: Summary of Experimental and LEWICE

Impingement Data

Ot,=O °

Or,=8 °

MVD=11-11.5pm

1

o.o

i1,111,111,1,1,

i1,111,111,1,1, .i,,,111,,111,1,

o._ - o._ -

IIlllllllllllll IIIllllllllllll

. .i,,,111,,111,1,

iiiiiiiiiiiiiii

0.7 0.7-

IIIIIIIIIIIIIII IIIIIIIIIIIIIII

...... T-T-F-T-T-T-T-T-T-T-]-7-]-]-q ...... _-_-_-_-_-_-_-_-_-_-_-_-_-_-_

--_-_-_-_-_-_-' +-_-+-4-4-4-4-4-.

--r-r-r-r-r-r- -T--T-T-T-_-1-_-"

I:IIII °II IIIII

"I"I"I"I_"I"I"I"I"I"T_"I"I"

ii,iii,iii,i,i,

ii,iii,iii,i,i,

...... _-_-_-_-_-_-_-+-_-_-_-_-_-_-q ......

......____________;________________ ......

iiiiiiiiiiiiiii

o.1 -_-_-_-_-_-_- ____4_4_4_4_q_.o. 1 _

o ,, ,, ,, ,, ,, ,, ,, ,, o

MVD = 21 #m MVD = 92-94 #m

1 1

o.o - o.o

, i i i , i i i , , i i i , i

i i i i i i i i i i i i i i

....iiiiii iiiiiiii

0.7- F F F T I T T T T T ] T ] ]

I = = = I = I I = = = I =

o.s- -r-T-T-T-T-T T-T-T-_-%-%-_-

I I I I I I I I I I I I I

0.4-

I I I I I I I I I I I

0,_-

0,2-

0.I- i

-210-180-150-120_0 -60 -30 0 3o 60 oo 120150180 210 240 270 -210-180-150-120-00 -60 -30 0 3o 60 oo 120150180 210 240 270 .210.180.150.120.00 .60 .30 0 3o 60 oo 120150180 210 240 270

MVD = 11-11.5 gm MVD = 21 gm MVD = 92 gm

-- Analysis (LEWlCE)

O 1997 Test Data (Laser System)

Z_ 1999 Test Data (Laser System)

0.2 --

0.1

Y/C o.o

-o.1

Highlight

I at x/c=O

-o.2 ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

Fig. A1 Impingement data for MS(1)-0317 airfoil.

NASA/T_2002-211700 331
O{=0 °

0{=6 °

1 1 , 1

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tiiii;ii

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........ -i;;;i; ;i;iiiii _ ............. bbb[[f; 4}_}4444 ....

Illlll Illlllll

o I",',",",",'_"l"

I I I I I I I I I I I I I

I I I I I I I I I I I I I I

I I I I I I I I I I I I I

i i i i i i i i

l i i l l i l i i i l i i

i i i i i i i i

-- i--+- -_--_-- _- ÷ -_ +-+-+-+-+-4--+--_--

i i i i i i i i

..... i4i ........

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Illlll Illlllll Illlll

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IIIIIIIR Illllll Illlll

i....... iii............. Ill I ,I

-210-180-150-120-90-60-30 30 60 O0 120150180210240270 -210-180-150-120-00-60-30 30 60 O0 120150180210240270 -210-180-150-120-00-60-30 0 30 60 O0 120150180210240270

MVD = 11.5 #m MVD = 21 #m MVD = 92 #m

1 1 1-

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............... I i i i i i i

0.6 Ii F _ Ii Ii _ f f Ii _ f Ii Ii _ _ 0.6 -F-F-T-T-T-T .............. T-T-T-7-_-_-_-q 0 ...............

...............

...... k-b-_-bl--_--' -+-+-+-4-4-4-4-_ ......... r F r r r ] T T 7 ] 7 ] q

O.4 _ ; _ _ _ _ ,_f _ ; _ _ _ _ _ ..............l l l l l l

i i i i i i i i i i i i i i i i i i i

i i i i i i i i i i i i i M i i i i i i

i i i i i i i i i i i i i i i i i i i

O._

i i i i i i i i i i i i i i i i i i i

i i i i i i i i i i i i i I i i i i i i

i i i i i i i i i i i i i _ I i i i i i 0.2 - o_

i i i i i i i i i i i i i i i i i i i i i i i i i

I I I I I I I I I I I I I _ ', ', I ', ', ', I ', I ', I ',

o.1 o.1 -

...... _',', I I ', ', I I ......

o ,,1,,1,,1,,i,,_ ,,1,,1,,I ....

-210-180-150-120-90-60-30 3O 60 9O 120150180210240270 -210-180-150-120-90-60-30 0 3O 60 9O 120150180210240270 -210-180-150-120-90-60-30 0 3O 60 9O 120150180210240270

MVD = 11.5 gm MVD = 21 gm MVD = 92 gm

i

i

i i i i i i i o.4- i i i i i i i i i i i i i

i i i i i i i

i I i i i i i

0.2-

-- Analysis (LEWICE)

0 Test Data (Laser System) 0.2 I

0.1

Y/C o.o

1

10.1

10.2

I Highlight

at x/c=O

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8

i I i I i I i I i I i I i I i I i I i I

0.9 1.0

Fig. A2 Impingement data for GLC 305 airfoil.

NASA/T_2002-211700 332
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-210-180-150-120-90-60-30 3O 6O 9O 120150180 210 240 270 -210-180-150-120-90-60-30 0 3O 6O 9O 120150180 210 240 270 -210-180-150-120-90-60-30 0 3O 6O 9O 120150180 210 240 270

MVD = 11.5 l_m MVD = 21 l_m MVD = 92 l_m

1 1 , 1 ,

o._ - i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i o._ --I i i i i i i i i i i i i i i i

- : " " " : " : " : : : " " : : J-" " : " " " : " " " : " " " : _ " : : " " :t" " : : " " : :

...... _-_-,_-,_- f- f- f- f- f- f- f-_,- _,-I-I ......................................... ,_-_-f-f-,_-f--f-f-f-f-_,-_,-1-1-.

_ i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

o.7 i iiiiiiiiiiiiii o.,J--i-i-i-i-i-i-i-i-i-i-i-4-4-i-i..... J................................

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.... _ ,, ,, ,, _ ,, _ ,, _ _ _ ,, ,, _ _ o., ,, ,, _,, ,, ,, ,, ,, ,,_ ,, ,, ,,_ o.,

o.s ----F-r-T-T-T-T-" - :""":":":::"":: -T-T-T-T-]-]-G-G-" o.s _ .....LLiLL-" LT-T-T-T-]-]-]- """:""": _ - o.s _--_-_-_-_-_-__-+-,-_-_-_-_-_-.

0.4--

0._--

0.2--

0.1--

0

-210-180-150-120 -90 -60 -30

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OA ....... T--T--T-_--_-_-_-0,4 --F-F-T-T-T-TTm-T-T--_-_-_-_--_-.

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IIIIIIIIIIIIIII

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.... r-_-t-t- -I-I-I-Iiiiii1_11111111

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30 60 90 120150180210240270 -210-180-150-120-90-60-30

IIIII

iiiiiii iiiii

-+--+--÷-+--+-4-_-

IIIIIII

30 60 90 120150180210240270 -210-180-150-120-90-60-30 0 30 60 90 120150180210240270

MVD=11.5pm MVD = 21 #m MVD = 92 #m

o

-- Analysis (LEWICE) I

TestData(L .... System) Highlight I

at x/c=0 I

0,2 m

0,1

Y/C o.o

-0,1

-0.2 ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

Fig. A4 Impingement data for Commercial Jet Transport Tail.

NASA/T_2002-211700 334
1 1 . 1

iiiiiiiiiiiiiii iiiiiiiiiiiiiii iiiiiiiiiiiiiii

o,o:::::::::::::::: o,o_LLiiLLiiiiiiiii o,o::::::::::::::::

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iiiiii iiiiiiii

.............................. i;iiii_;i;iiiii

0,_I.-L-L-L-L-:-L-=--Z-Z--Z--_-_-Z-_-_--0,_ -L-L-L-L-L-L-Z-Z-Z--Z--_-_-_--J-J-.O.8--L--L-L--L-L--=--Z-Z-Z-Z-Z-_-_-J--

......................................... _-_-_-_-_-_-+-_-t-_-_-_-_-_-_ ...................................

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0"6--111111111111111 0"6 rFTTTT TTT_3q o.6-

_lllllllllllllll

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lllll

...... _-_-_-_-_-_-_-+-+-_-4-4-4-4-_ ...... _-_-_-_-_-_ -t-_-_-_-_-_-_-_ ....... _-_-_-_-_-_-'+-_-_-_-_-4-4-4-

_:oo ,,,,,,............... ,,,,,,,, !!!!!!!!!!!!!!!

0.4 -r-r-r-r-r-T --T-T--T--T-_-T-_-_- 0.4 -r-r-r-r-r-r T-T--T--T-T-_--_-_ -'0.4-

iiiiii iiiiiiii iiiiii iiiiiiii iiiii iiiiiiiii

........................ ,,,,,,,, ,,,,,,, !!!!!_t:!T!!!!!o

0,2 kFkkk_ ++++_ 0,2 Fkkk_k+ ++++_ 0,2-- IIIIIOIo IIIIIII

..................... I..... iiiiii !i!i iiiiiiii................................ ,1111_ !11111 ,,,,,o,,o, J-iL ,,,,,, o ,,I,,I,,i,,i,, I.... i,,i,,i,,I,,I,,I,,I ..... ,,,,,,,,,,,,,,,I,,I, ,,,,,,,,,,,,,,,,,.,,,, o m,,,H_,,i,,I,,I,,I,,I,,i,,_,,_,,,,,,,,_,,I,,

-210-1_0-150-120-90-60-30 0 30 60 90 1201501_0 210 240 270 -210-1_0-150-120-90-60-30 0 60 90 1201501_0 210 240 270 -210-1_0-150-120 _0-60-30 0 30 60 90 1201501_0 210 240 270

MVD = 11 gm MVD = 21 gm MVD = 94 gm

1 1 , 1

................ _LL!!L!!L!!!!!!! ................

iiiiiiiiiiiiiii iiiiiiiiiiiiiii

o.9-111111111111111 o_ ................. o.9- iiiiiiiiiiiiiii iiiiiiiiiiiiiii

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- !!!!!!!!!!!!!!! _::::::::::::::: ...............................

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.... ....

OA rrrTrT TTT_qq 1.......................

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o_ LL_LL_ _ I_ .......... 0.2 --_--F--_--F--_--_-- -+-+-_-_-_-_-_-- 0.2-

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o.1 _ _4_44 Ol L L L L L L,_ L L I I I 3 J o.1-

o .......................... o _I '' 'I

-210-180-150-120-90-60-30 0 30 60 90 120150180210240270 -210-180-150-120-90-60-30 30 60 90 120150180210240270 -210-180-150-120-90-60-30 0 30 60 90 120150180210240270

MVD = 11 #m MVD = 21 #m MVD = 94 #m

-- Analysis (LEWICE,36")

O 1999Test Data (LaserSystem)

0,2 m

0,1

Y/C o.o

-0,1

-0,2

Highlight

Iat x/c=0

f

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8

X/C

' I ' I ' I ' I ' I ' I ' I ' I ' I ' I

0.9 1.0

Fig. A5 Impingement data for NLF-414 36" airfoil.

NASA/T_2002-211700 335
9_ 00L[ [ _-_00_L/VSVN

(q.uoo) I!O,.u!e,, 817PI,P--IqN JOj.e].ep ].uewe6u!dwl e9v 6!-I

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I , I , I , I , I , I , I ,

J

£'0 _'0 I,'0 0'0

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(,,817'331M3-1) s!s/_leuv --

0

wfl #6 = GAIAI wfl _8 = OAIAI wfl I, I, = OAIAI

oO = £

o0=_0
0C=4 °

6= 0 °

0C=8 °

6= 0 °

1

0.9-

o.8-

0.7-

o.si,,,,,11,,,,,

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.............. glllllll

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MVD= 11pm MVD=21pm

1 ,

............. 0,9 2!:..................... L!! !!! L!! !!

.............

i i i i i i i i i i i i i

o_ .....................

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o,o i i i i i i i i i

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-150 -120 -90 -S0 -30

MVD = 11 pm MVD = 21 pm MVD = 94 pm

o

-- Analysis (LEWICE,48")

1999 Test Data(LaserSystem) 0.2 --

0.1

Y/C o.o-_

-0.I

Highlight

at x/c=O

-0.2 ' I ' I ' I ' I

O.O 0.1 0.2 0.3 0.4

f

' I ' I ' I ' I ' I ' I

0.5 0.6 0.7 0.8 0.9 1.0

X/C

Fig. A6b Impingement data for NLF-414 48 "airfoil.

NASA/T_2002-211700 337
0_=0°

0_=6°

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l l l l l l l l l l l l l l

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I I I I I I I I I I I I I I

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o ..i..i.i..i..i..i ...... _ti ..i..i..i..i..i..i..i.. ....... oi i i i i i i i i i i i i i

i i i i i i i i i i i i i i

i l l l i l l l l i i l l l i l

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i l l l i o l } i i l l l i l

o.1-

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MVD=11.5pm MVD=21pm MVD=92pm

.... iiiiii iiiiiiii ............... !!!!!!!!!1!111

::::: !!!!!!!!!!!!!!! !!!!!!!!!!!!!!!

!!!!!!!!!!!!!!!

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IIIIIIIIIIIIIII

..................... L_L_L_L_L_L ........ 0._- iiiiiiiiiiiiiii 0.6- IIIIIIII

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o.s ....... I oisI IITITI_I_I_I_I_II

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--i-i-i-i-i-i- _ i-i-i-i-i-i-i-i-- o4

l I l I l I l I l I l I l

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0.5- -F-r-r-r-rl l l I l l

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i i i i i i i i i i i i i i

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o.1-

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30 60 g0 120150180210240270 -210-180-150-120-00-60-30 0 30 60 O0 120150180210240270 -210-180-150-120-00-60-30 0 30 60 O0 120150180210240270

O.4-

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-210-180-150-120 -90 -60 -30

llllll llllllll

MVD=11.5#m MVD = 21 #m MVD = 92 _m

o

-- Analysis (Lswics3D, Inboard)

Analysis (Lswics3D, Outboard)

Test Data (Laser System)

0.2 m

0.i

Y/C o.o

-O.i

-0.2

/l

Highlight

at x/c=O

0.0 0.I 0.2 0.3 0.4 0.5 0.6 0.7 0.8

X/C

i I i I i I i I i I i I i I i I i I i I

0.9 1.0

Fig. A7 Impingement data for NACA 64A008 airfoil.

NASA/T_2002-211700 338
1 1 , 1

iiiiiiiiiiiiiii iiiiiiiiiiiiiii iiiiiiiiiiiiiii

oo: ::::::::::::::: oo_iLiLiLiiiiiiiii oo: :::::::::::::::

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= 1 ° _' .............. _ .............. ..............

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I I I I I I _ I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

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................

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............................. :,,,,,,,,,,,,,,,,,',1,'_,,,,,,_?,,,,,,,,,,,,,,

-210-180-150-120-90-60-30 30 60 90 120150180210240270 -210-180-150-120-90-60-30 0 30 60 90 120150180210240270 -210-180-150-120-90-60-30 0 30 60 90 120150180210240270

MVD = 11 gm MVD = 21 gm MVD = 94 gm

-iiiiiiiiiiiiiii -iiiiiiiiiiiiiii iiiiiiiiiiiiiii

o.o - 04 - o.o-

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0.8 -- 0_ -- 0.8-

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30 60 90 120150180210240270 -210-180-150-120-90-60-30 o 30 60 90 120150180210240270 -210-180-150-120-90-60-30 30 60 90 120150180210240270

MVD = 11 l_m MVD = 21 l_m MVD = 94 #m

o

[]

-- Analysis(LEWICE3D,Inboard)

..... Analysis(LEWICE3D,Outboard)

1999 Test Data

(LaserSystem, Inboard)

1999 Test Data

(LaserSystem, Outboard

0,2 --

0.1

Y/C o.o '

-0,1

Highlight I

at x/c=O

pressure surface

suction surface

-0.2 ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

Fig. A8 Impingement data for 25% scale Business Jet Empanage.

NASA/T_2002-211700 339
C_=1 °

C_=6 °

1

o.oo.8-

o.7-

o.so.so.4-

o.3-

o.2-

o,1-

o '

-210-180-150-120 -O0 -SO -30

MVD = 11 gm

MVD = 21 #m

O

[]

__ Analysis

(LEWICE3D, Inboard)

..... Analysis

(LEWICE3D, Outboard)

1999 Test Data

(Laser System, Inboard)

1999 Test Data

(Laser System, Outboard)

Y/C o.o

-0,1

Highlight

at x/c=0

-o,2 ' I ' I ' I ' I ' I ' I ' I ' I

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8

X/C

Fig. A9 Impingement data for Full Scale Business Jet Horizontal Tail.

' I

0,9

' I

1,0

NASA/T_2002-211700 340
[ 17_ 00L [ [ C-C00C_L/VSVN

•(;UeLUele;els) ;UeLUele-S OR JOle;ep ;UeLUe6U!dLUl eoLv '6M

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Z'O ( I11$:15_ s JeSe']) e%eo %se 1

(391M3"1) s!sAleuv --

0

wfl _6 = GAIAI wfl L8 = OAR wflg'LL =OAR

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i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

........................... i i i i i i i i i i i i i

0_7 • _ • • • • • • _ • • _ • 0_7 - _ _-_-_L_ ±_ _-L _±_ _- J _-_ 0_7

o_ i! ii!'ii !ii !i o_ _:: :_: : : _: : : _: : :, ; o___i__i__i_i__i__i__i_i__i__i_i__i__i

o.s o.s .......................... i! ;i! !ii !ii !L o.s ............. i i i i i i i i i i i i i

i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i , i i i i i i i i

........................... !! !!" "!! !;! !! o.. " ............ I ''' ''' I '' : " o.. i i Li" ;;i i;i ii

• i i Li" "ii i;i ii !! !!! !!! !!! !L ............. , , , e,_ e,_ e,_ -

................................. i i Li" "ii iii ii ,--,--,-,-,--,-,-,--,--,-,--,--, .......................... ..... " I " " " " " " I " " I "

o.1 - --_--i--I-- J_- _--I-- 4--_--i--4--4--i-- _-- o.1 o.1 - ____1__1-_ J__ ____-_ 4.____1__4._4__1__ _-_

o , , ; , , ; ,,,,.T._,_ , i , , i , , i_r_ , i , , i , , i , , i , , _- o , , i , , i ,._..,v, i , , i_ o

-120 -9O -60 -30 0 30 60 9O 120 150 180 210 240 270 300 -120 -9O -60 -30 0 30 60 9O 120 150 180 210 240 270 300 -120 -9O -60 -30 0 30 60 9O 120 150 180 210 240 270 300

MVD = 11.5 gm MVD = 21 gm MVD = 92 gm

1 1 , 1

0.9 - .............. 0.9 J_!" ..................... !!; "!!!!! !! 0.9 - .............

0.8 • J L ± J L ± J I _ J I J- 0.8 -

o._- ._Z_J__L_Z_ J__I__L__I I I I J__L_Z_J__I__:_ I I I I I I I I I -- i- i--i -- i- i--i -- i -- i--i-- i -- i--i--i -. _Z__I__L_X_ J__L_Z_J__I__Z_J__I__:_I I I I I I I I I I I I I

_ I I I I I I I I I I I I I _ I I I I I I I I I I I I I I I I I I I I I I I I I I

I I I I I I I I , I I I I i I I I , I I I I I I I I I I I I I , I I I I I I I I

0.7 -- ._,_.__,_,_,__,_,_,__,__,_,__,__,__ 0.7 Jr ___ J__L_$_ J__L_ __ J__l___._J__l__J-_. 0.7 - _,__,__,_,_.__._,_,__,__,_,__,__,_

i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i

...... ,--,--,-,--,--,--,-,--,--,-,--,--, ..... ,-,--,--,-,--,--,--,-,--,--,-,--,--, ....... ,--,--,-,--,--,--,-,--,--,-,--,--,-

............ .... ........

! - ! g-! ! ! ! ! ! ! ! ! .... -_4__._,_4__-_._4__:__-_.__:__; ......

0,4 ...........................................

- I I I _I I I I I I I I I I I I I I I I I I I I .............

.... o......... ', ', I ', ', ', ', I I l i il 1

.... '"" _ i2 :ii i .-+-_--_-+- -_- + - _--i-- ,- M--I--, -- 0.2 -+-_--p-+-_-- +- _--i--+-_--i--_-. 0.2 -

i i i i i i i i i i i

...... o............... o--,,1..,.., Ll,,I,,I,,I,,I,,I,,i,,i..,..,.. ,, ........... o,,i,,_,_-_l,,i,,i,,i,,i,,i,,i,,i,,i,,i,,i

-120 -90 -60 -3O 0 30 60 9O 120 1so 180 210 240 270 300 -120 -90 -60 -30 0 30 60 9O 120 1so 180 210 240 270 300 -120 -90 -60 -30 0 30 60 9O 120 1so 180 210 240 270 300

MVD = 11.5 l_m MVD = 21 l_m MVD : 92 l_m

-- Analysis (LEWICE)

0 Test Data (Laser System) 0,2 --

0,1

Y/C o.o

-0.1

Highlight x/c=0.0438 at I

/ f J-- L \

/I \2

-o,2 ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I

-0.2 -0.1 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2

X/C

Fig. A10b Impingement data for MD 3-element (main element).

NASA/T_2002-211700 342
C_=0 °

C_=4 °

1 1- 1.

iiiiiiiiiii iiiiiiiiiii iiiiiiiiiii

o._ -::::::::::: o._- ''...........'' ''''' o._ _!!!!!!L_!L! ........................

iiiiiiiiiii iiiiiiiiiii iiiiiiiiiii

.lllllllllll illllllllll _lllllllllll

iiiiiiiiiii iiiiiiiiiii iiiiiiiiiii

.... , .......... o................. ........... _ I I _ I •......... ._ ,I

iiiiiiiiiii

i i i i i i i i i i i

0.7 .... I__ J_ _ L_ _1_ _ J__ 1_ _L_ J__ ___ L__I_ _. I I I I I I I I I I I

I I I I I I I I I I I

I I I I I I I I I I I

0.6-- , I I , I I , I I , I

I I I I I I I I I I I

. , I I I I I I I I I I

, I I , I I , I I , I

I I I I I I I I I I I

o.s .... ,--,-- T--r -q--,--r-,--,--,--,--

i i i i i i i i i i i

i i i i i i i i i i i

o,4 .... i-- l- - _- -i- - 7-- T- -r- _-- T--- r---i- -.

I I I I I I I I I I I

- , I I , I I , I I , I

I I I I I I I I I I I

oI...........

o._ I I P I t ,_ I t ,_ :

0. ----_

-9O -6O -30 0 30 6O 9O 120 1so 18o 210 24O 27O

MVD = 11.5 pm

1

........... ii iii ii i i i i i i i i , i i

i i i i i i i i i i i

o.7 - i ] F i q T C i _ r i o.7

i i i i i i i i i i i

....... ! i i !i i "! i i! -_ ,,', ', ,o_ " o ',....... ', ', ', " ', ',

i i i i i i i i i i i i i i iO i i i i i i i

.... ', ', "_1 ', " ', ', ', ', ', ', ', : o', ', ', ', : ', ', i i i i i i i i i i o.s i q T C_3 T r i _ r i

o._ I " ' ' " F" " " '

.... I ] F I T Fq ] [ I l l l l l l l

i i i i i i i i i i i i i i i i i

.... ..................... i i X _ _ i i i o._ i i In i i

0.2 .... ,--4--_ - +--_-_--+--F--_-- I I m I I I I I m I I

....... ,, ,, _ ', ,, ,, ,, ,, : ', ,,

o.1 - o.1 i 4 _ i 4 * _ _ _ _ i

..... i,_------_,,i,,i,,i,,i,,i,,i,,i,,i,,

-90 -60 -30 0 30 6O 90 120 1so 18o 210 240 270 -90 -60 -30 0 30 6O 90 120 1so 18o 210 240 270

MVD = 21 pm MVD = 92 pm

iiiiiiiiiii iiiiiiiiiii iiiiiiiiiii

0.9- 0.9- 0.9 --

lllllllllll lllllllllll II_IIIII_II

lllllllllll lllllllllll IIIIIIIIIII

IIIIIIIIIII IIIIIIIIIII lllllllllll

0.8-- 0.8- 0.8-- I_LIJ_LIILI I I I I I I I I I I I I I I I I I I I I I I

0.7 .... I__ J_ _ L_ _l_ _ J__ I__L_ J__ ___ L__I_ _. 0.7 .... I__ J __ L_ _l_ _ J__ $ __L_ J_ _ ___ L__I_ _

I I m I I I I I m I I I I I I I m I I I I I

I I I I I I I I I I I I I I I I I I I I I I

: : : : : : : : : : : ........... i i i i i m i i i i i

0.6 - I 7 T i 7 T r i 7 r I 0.6 - I 7 r i 7 T r _ 7 r

i i m i i i i i m i i i i i i i m i i i i i

,, ,, : ', ,, ,, ,, ,, : ', ,, ,, ,, ,,_,, ,, : ', : ', ,, :

.......,__,__,__,__,__,__,_.__,__,__, ....... i i io_ i i i i i i i

--i-- 7 --I- - - 7-- T --I-- 7- - T-- r--i- -

.... ', " " ', " " "" " " ', .... , • • o .......

- i i i i i i i i i i i i i i i_i i i i i i i

........ : I , 1o1 T F 7 _ F :

i!

........ !!_! !''!L

i i mOO i i i i m i i

.... ! ! __! ! '' ! !! ....

..................... i ,--_r,,,,_l , , i , , i , , i , , i , , i , , i , , i , , i , ,

-9O -60 -30 0 30 60 9O 120 ISO I_0 210 240 270

.... : • ..o • • : : • • :

i i i _ i i i i i i i

i i i0 0 i i i i i i i

.......,--,--,--,.-,--,--,---,--,--,--,-

i i ',o:o: : : : ', : :

O.S i 7 r i 7 T I I T r I

I I I I I I I I I I I

...., o.s ...... | ....

° ,,i,,,_-n ,,i, ,i,, i,,i, ,i,,i ,,i, ,i,,

-90 -60 -30 0 30 60 90 120 150 180 210 240 270 4%0 -60 -30 0 30 60 90 120 150 180 210 240 270

MVD = 11.5 pm MVD = 21 pm MVD = 92 pm

-- Analysis (LEWICE)

O Test Data (Laser System)

0,2 --

0,1

Y/C o.o

Highlight at

x/c=0.8715

/I

-0.1 r.

-0.2 ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I

-0.2 -0.1 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2

X/C

Fig. A10c Impingement data for MD 3-element (flap element).

NASA/T_2002-211700 343

Z

>

>

bO

bO

4_

Y/C

0.2

-0.1

-0.2

m

0.0

' I ' I ' I ' I ' I ' I ' I ' I ' I

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9

X/C

I

1.0

"0

"0

¢D

Q.

m|

x

O0

0

0

0

Q.

m|

¢D

0

m|

0

m|

m

¢D

m|

0

Fig. B-1 MS(1)-0317 Airfoil
Table B-1 Coordinates of MS(1)-0317 Airfoil

Lower Surface

x/c y/c

1 -0.0024

0.9848 -0.0007

0.9725 0.0002

0.9603 0.0007

0.9469 0.0007

0.9332 0.0002

0.9193 -0.0006

0.9051 -0.0017

0.8907 -0.0032

0.8760 -0.0050

0.8612 -0.0070

0.8460 -0.0093

0.8304 -0.0119

0.8145 -0.0147

0.7981 -0.0177

0.7812 -0.0210

0.7640 -0.0244

0.7443 -0.0283

0.7249 -0.0323

0.7061 -0.0361

0.6903 -0.0392

0.6732 -0.0425

0.6576 -0.0454

0.6433 -0.0479

0.6273 -0.0507

0.6112 -0.0533

0.5956 -0.0557

0.5802 -0.0578

0.5648 -0.0597

0.5488 -0.0615

0.5328 -0.0632

0.5172 -0.0646

0.5014 -0.0658

0.4851 -0.0669

0.4690 -0.0679

0.4529 -0.0687

0.4367 -0.0693

0.4202 -0.0698

0.4061 -0.0701

0.3966 -0.0702

0.3824 -0.0703

0.3655 -0.0703

0.3487 -0.0702

0.3317 -0.0699

x/c y/c

0.3147 -0.0695

0.2977 -0.0690

0.2811 -0.0684

0.2643 -0.0676

0.2473 -0.0667

0.2306 -0.0657

0.2145 -0.0645

0.1982 -0.0631

0.1814 -0.0616

0.1657 -0.0600

0.1502 -0.0582

0.1348 -0.0562

0.1199 -0.0540

0.1055 -0.0516

0.0911 -0.0489

0.0772 -0.0459

0.0640 -0.0427

0.0496 -0.0385

0.0394 -0.0350

0.0323 -0.0321

0.0273 -0.0298

0.0238 -0.0280

0.0213 -0.0267

0.0196 -0.0257

0.0179 -0.0247

0.0162 -0.0236

0.0145 -0.0225

0.0129 -0.0213

0.0113 -0.0201

0.0098 -0.0188

0.0083 -0.0175

0.0070 -0.0160

0.0056 -0.0145

0.0044 -0.0129

0.0034 -0.0112

0.0024 -0.0095

0.0016 -0.0076

0.0010 -0.0057

0.0005 -0.0038

0.0002 -0.0018

0.0000 0.0002

x/c y/c x/c y/c

0.0000 0.0022

0.0001 0.0042

0.0004 0.0062

0.0008 0.0081

0.0013 0.0101

0.0018 0.0120

0.0025 0.0139

0.0032 0.0157

0.0040 0.0176

0.0049 0.0193

0.0059 0.0211

0.0068 0.0229

0.0079 0.0246

0.0090 0.0262

0.0101 0.0279

0.0113 0.0295

0.0126 0.0311

0.0138 0.0326

0.0152 0.0341

0.0165 0.0355

0.0180 0.0370

0.0194 0.0383

0.0209 0.0397

0.0224 0.0410

0.0245 0.0428

0.0276 0.0453

0.0320 0.0485

0.0384 0.0527

0.0479 0.0579

0.0588 0.0628

0.0708 0.0671

0.0835 0.0709

0.0967 0.0743

0.1103 0.0774

0.1245 0.0802

0.1391 0.0828

0.1541 0.0852

0.1690 0.0873

0.1843 0.0892

0.2001 0.0910

0.2156 0.0925

0.2313 0.0939

0.2473 0.0952

0.2633 0.0962

Upper Surface

x/c y/c

0.2795 0.0972

0.2959 0.0980

0.3118 0.0986

0.3251 0.0990

0.3375 0.0993

0.3527 0.0996

0.3690 0.0997

0.3854 0.0997

0.4020 0.0995

0.4183 0.0992

0.4341 0.0988

0.4498 0.0983

0.4658 0.0975

0.4818 0.0966

0.4971 0.0956

0.5129 0.0943

0.5290 0.0929

0.5446 0.0913

0.5601 0.0896

0.5755 0.0877

0.5908 0.0857

0.6063 0.0836

0.6223 0.0812

0.6383 0.0787

0.6545 0.0760

0.6713 0.0730

0.6871 0.0701

0.7018 0.0673

0.7178 0.0639

0.7353 0.0602

0.7518 0.0565

0.7687 0.0528

0.7858 0.0489

0.8025 0.0451

0.8211 0.0407

0.8389 0.0365

0.8565 0.0324

0.8758 0.0278

0.8946 0.0233

0.9130 0.0189

0.9312 0.0145

0.9486 0.0103

0.9658 0.0062

0.9827 0.0020

x/c

1

y/c

-0.0024

NASA/T_2002-211700 346
Z

>

t_

t_

0.2

Y/C

0.1

0.0

-0.1

-0.2

0.0

' I ' I ' I ' I ' I ' I ' I ' I ' I ' I

0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

X/C

Fig. B-2 GLC 305 Airfoil
Table B-2 Coordinates of GLC 305 Airfoil

Lower Surface Upper Surface

x/c y/c

1 -0.0003

0.9832 -0.0016

0.9676 -0.0027

0.9491 -0.0041

0.9304 -0.0054

0.9106 -0.0069

0.8918 -0.0083

0.8726 -0.0097

0.8535 -0.0111

0.8370 -0.0123

0.8242 -0.0133

0.8114 -0.0142

0.7985 -0.0152

0.7857 -0.0161

0.7664 -0.0175

0.7492 -0.0188

0.7325 -0.0201

0.7200 -0.0210

0.7048 -0.0221

0.6889 -0.0233

0.6729 -0.0244

0.6576 -0.0255

0.6448 -0.0265

0.6329 -0.0273

0.6214 -0.0281

0.6096 -0.0289

0.5976 -0.0297

0.5854 -0.0304

0.5733 -0.0312

0.5611 -0.0319

0.5492 -0.0326

0.5375 -0.0332

0.5256 -0.0338

0.5136 -0.0344

0.5019 -0.0349

0.4906 -0.0354

0.4793 -0.0358

0.4680 -0.0362

0.4568 -0.0365

0.4456 -0.0368

0.4345 -0.0369

0.4234 -0.0371

0.4122 -0.0372

x/c y/c

0.4008 -0.0372

0.3893 -0.0372

0.3778 -0.0371

0.3662 -0.0370

0.3542 -0.0369

0.3421 -0.0367

0.3299 -0.0365

0.3177 -0.0363

0.3052 -0.0361

0.2930 -0.0358

0.2809 -0.0356

0.2689 -0.0353

0.2565 -0.0350

0.2437 -0.0347

0.2314 -0.0343

0.2197 -0.0339

0.2079 -0.0335

0.1958 -0.0331

0.1841 -0.0326

0.1728 -0.0321

0.1610 -0.0315

0.1476 -0.0308

0.1338 -0.0301

0.1214 -0.0295

0.1094 -0.0289

0.0977 -0.0282

0.0865 -0.0275

0.0758 -0.0268

0.0655 -0.0260

0.0553 -0.0251

0.0457 -0.0241

0.0366 -0.0229

0.0290 -0.0217

0.0236 -0.0206

0.0198 -0.0197

0.0171 -0.0190

0.0152 -0.0184

0.0133 -0.0178

0.0114 -0.0171

0.0095 -0.0164

0.0077 -0.0156

0.0060 -0.0146

0.0044 -0.0134

x/c y/c

0.0030 -0.0119

0.0019 -0.0103

0.0010 -0.0085

0.0003 -0.0066

0.0000 -0.0046

x/c y/c

0.0000 -0.0026

0.0003 -0.0007

0.0009 0.0012

0.0018 0.0030

0.0029 0.0047

0.0042 0.0062

0.0057 0.0075

0.0074 0.0086

0.0092 0.0096

0.0110 0.0104

0.0128 0.0112

0.0147 0.0120

0.0165 0.0127

0.0184 0.0134

0.0211 0.0142

0.0248 0.0154

0.0301 0.0170

0.0375 0.0189

0.0480 0.0214

0.0580 0.0235

0.0678 0.0254

0.0776 0.0271

0.0876 0.0288

0.0980 0.0304

0.1085 0.0319

0.1191 0.0333

0.1298 0.0346

0.1405 0.0359

0.1512 0.0371

0.1620 0.0382

0.1726 0.0393

0.1828 0.0402

0.1938 0.0412

0.2051 0.0421

0.2164 0.0430

0.2274 0.0438

0.2383 0.0445

0.2492 0.0452

0.2605 0.0458

0.2721 0.0464

0.2838 0.0470

0.2952 0.0475

0.3064 0.0480

x/c y/c

0.3178 0.0484

0.3288 0.0487

0.3398 0.0490

0.3506 0.0493

0.3614 0.0494

0.3726 0.0495

0.3841 0.0496

0.3955 0.0496

0.4069 0.0495

0.4187 0.0495

0.4303 0.0494

0.4414 0.0493

0.4524 0.0491

0.4637 0.0489

0.4753 0.0486

0.4868 0.0483

0.4979 0.0480

0.5090 0.0476

0.5202 0.0471

0.5314 0.0465

0.5428 0.0459

0.5535 0.0453

0.5642 0.0447

0.5748 0.0441

0.5859 0.0433

0.5968 0.0426

0.6083 0.0417

0.6200 0.0408

0.6319 0.0399

0.6441 0.0389

0.6563 0.0378

0.6681 0.0368

0.6795 0.0358

0.6910 0.0348

0.7022 0.0338

0.7139 0.0326

0.7261 0.0314

0.7381 0.0302

0.7494 0.0291

0.7601 0.0279

0.7710 0.0267

0.7823 0.0255

0.7942 0.0241

x/c y/c

0.8092 0.0224

0.8206 0.0211

0.8345 0.0195

0.8488 0.0178

0.8627 0.0162

0.8749 0.0148

0.8892 0.0132

0.9061 0.0112

0.9209 0.0095

0.9351 0.0078

0.9495 0.0062

0.9621 0.0047

0.9801 0.0026

1 0.0003

NASA/T_2002-211700 348
Z

>

t_

t_

0.2 m

m

0.1

Y/C o.o-_

m

-0.1 m

-0.2

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

×/C

Fig. B-3 NACA 652-415 Airfoil
Table B-3 Coordinates of NACA 652-415 Airfoil

Lower Surface Upper Surface

x/c y/c

1 0.0000

0.9942 0.0004

0.9898 0.0007

0.9856 0.0009

0.9816 0.0011

0.9779 0.0013

0.9742 0.0015

0.9708 0.0017

0.9674 0.0018

0.9641 0.0019

0.9612 0.0020

0.9582 0.0020

0.9551 0.0021

0.9520 0.0021

0.9490 0.0021

0.9460 0.0020

0.9432 0.0019

0.9404 0.0019

0.9372 0.0017

0.9340 0.0016

0.9307 0.0014

0.9274 0.0012

0.9239 0.0010

0.9204 0.0007

0.9167 0.0005

0.9129 0.0002

0.9090 -0.0002

0.9047 -0.0006

0.9003 -0.0010

0.8956 -0.0014

0.8914 -0.0018

0.8865 -0.0023

0.8818 -0.0027

0.8773 -0.0032

0.8726 -0.0037

0.8679 -0.0042

0.8632 -0.0047

0.8586 -0.0052

0.8540 -0.0057

0.8495 -0.0062

0.8462 -0.0066

0.8425 -0.0070

0.8398 -0.0074

x/c y/c

0.8358 -0.0078

0.8311 -0.0084

0.8264 -0.0090

0.8215 -0.0096

0.8164 -0.0103

0.8112 -0.0110

0.8061 -0.0117

0.8011 -0.0123

0.7960 -0.0130

0.7906 -0.0137

0.7851 -0.0145

0.7798 -0.0152

0.7741 -0.0160

0.7685 -0.0168

0.7618 -0.0177

0.7555 -0.0186

0.7498 -0.0194

0.7438 -0.0202

0.7377 -0.0211

0.7317 -0.0219

0.7257 -0.0227

0.7196 -0.0236

0.7136 -0.0244

0.7076 -0.0253

0.7016 -0.0261

0.6955 -0.0270

0.6895 -0.0278

0.6841 -0.0286

0.6796 -0.0292

0.6742 -0.0300

0.6695 -0.0306

0.6651 -0.0312

0.6614 -0.0317

0.6574 -0.0323

0.6529 -0.0329

0.6490 -0.0334

0.6438 -0.0341

0.6390 -0.0347

0.6341 -0.0354

0.6289 -0.0361

0.6237 -0.0367

0.6183 -0.0374

0.6132 -0.0380

x/c y/c

0.6080 -0.0387

0.6030 -0.0393

0.5981 -0.0399

0.5939 -0.0404

0.5902 -0.0408

0.5849 -0.0414

0.5830 -0.0417

0.5817 -0.0418

0.5805 -0.0420

0.5786 -0.0422

0.5739 -0.0427

0.5701 -0.0431

0.5661 -0.0436

0.5617 -0.0440

0.5574 -0.0445

0.5533 -0.0449

0.5492 -0.0453

0.5447 -0.0458

0.5401 -0.0462

0.5355 -0.0467

0.5310 -0.0471

0.5266 -0.0475

0.5221 -0.0479

0.5177 -0.0482

0.5133 -0.0486

0.5090 -0.0489

0.5046 -0.0493

0.5004 -0.0496

0.4960 -0.0499

0.4917 -0.0502

0.4874 -0.0505

0.4830 -0.0507

0.4786 -0.0510

0.4743 -0.0512

0.4699 -0.0515

0.4655 -0.0517

0.4612 -0.0519

0.4568 -0.0521

0.4524 -0.0523

0.4481 -0.0525

0.4438 -0.0526

0.4395 -0.0528

0.4351 -0.0529

x/c y/c

0.0000 0.0003

-0.0002 0.0013

-0.0002 0.0023

-0.0002 0.0033

-0.0001 0.0043

0.0001 0.0053

0.0003 0.0062

0.0006 0.0072

0.0010 0.0081

0.0014 0.0090

0.0018 0.0099

0.0023 0.0108

0.0028 0.0117

0.0034 0.0125

0.0040 0.0133

0.0047 0.0140

0.0054 0.0147

0.0061 0.0155

0.0068 0.0161

0.0075 0.0168

0.0083 0.0175

0.0091 0.0181

0.0098 0.0187

0.0106 0.0194

0.0114 0.0200

0.0122 0.0205

0.0131 0.0211

0.0139 0.0217

0.0147 0.0222

0.0155 0.0228

0.0164 0.0233

0.0172 0.0239

0.0181 0.0244

0.0190 0.0249

0.0202 0.0256

0.0219 0.0266

0.0243 0.0279

0.0266 0.0291

0.0290 0.0304

0.0315 0.0316

0.0340 0.0328

0.0365 0.0340

0.0390 0.0352

x/c y/c

0.0416 0.0363

0.0443 0.0375

0.0470 0.0386

0.0497 0.0398

0.0525 0.0409

0.0554 0.0420

0.0582 0.0431

0.0612 0.0442

0.0642 0.0453

0.0672 0.0464

0.0704 0.0474

0.0735 0.0485

0.0768 0.0496

0.0800 0.0506

0.0833 0.0517

0.0866 0.0527

0.0899 0.0537

0.0933 0.0547

0.0967 0.0557

0.1000 0.0567

0.1034 0.0577

0.1069 0.0586

0.1103 0.0596

0.1138 0.0605

0.1173 0.0614

0.1209 0.0623

0.1244 0.0632

0.1280 0.0641

0.1316 0.0649

0.1353 0.0658

0.1389 0.0666

0.1426 0.0674

0.1463 0.0683

0.1500 0.0691

0.1539 0.0699

0.1577 0.0707

0.1615 0.0715

0.1654 0.0723

0.1693 0.0730

0.1732 0.0738

0.1772 0.0745

0.1811 0.0753

0.1851 0.0760

x/c y/c

0.1891 0.0767

0.1931 0.0774

0.1971 0.0781

0.2011 0.0787

0.2052 0.0794

0.2093 0.0800

0.2133 0.0807

0.2174 0.0813

0.2216 0.0819

0.2257 0.0825

0.2298 0.0831

0.2339 0.0837

0.2381 0.0843

0.2422 0.0848

0.2464 0.0853

0.2504 0.0858

0.2544 0.0863

0.2585 0.0868

0.2626 0.0873

0.2667 0.0878

0.2708 0.0882

0.2749 0.0887

0.2790 0.0891

0.2832 0.0895

0.2873 0.0899

0.2913 0.0903

0.2951 0.0907

0.2992 0.0910

0.3034 0.0914

0.3077 0.0918

0.3119 0.0921

0.3162 0.0924

0.3205 0.0928

0.3248 0.0931

0.3291 0.0934

0.3333 0.0936

0.3376 0.0939

0.3419 0.0942

0.3462 0.0944

0.3505 0.0947

0.3548 0.0949

0.3590 0.0951

0.3633 0.0953

NASA/T_2002-211700 350
x/c y/c

0.4307 -0.0530

0.4263 -0.0531

0.4219 -0.0532

0.4175 -0.0533

0.4132 -0.0534

0.4087 -0.0535

0.4043 -0.0535

0.4001 -0.0536

0.3957 -0.0536

0.3912 -0.0536

0.3866 -0.0536

0.3820 -0.0536

0.3774 -0.0536

0.3727 -0.0536

0.3680 -0.0536

0.3633 -0.0535

0.3585 -0.0535

0.3537 -0.0534

0.3489 -0.0533

0.3441 -0.0532

0.3395 -0.0531

0.3348 -0.0530

0.3301 -0.0529

0.3253 -0.0528

0.3206 -0.0527

0.3158 -0.0525

0.3110 -0.0524

0.3063 -0.0522

0.3015 -0.0520

0.2968 -0.0519

0.2920 -0.0517

0.2872 -0.0515

0.2824 -0.0512

0.2775 -0.0510

0.2727 -0.0508

0.2678 -0.0505

0.2630 -0.0503

0.2582 -0.0500

0.2534 -0.0498

0.2486 -0.0495

0.2439 -0.0492

0.2391 -0.0489

0.2344 -0.0486

Lower Surface Upper Surface

x/c y/c

0.2296 -0.0483

0.2249 -0.0479

0.2202 -0.0476

0.2155 -0.0473

0.2109 -0.0469

0.2062 -0.0465

0.2017 -0.0462

0.1971 -0.0458

0.1926 -0.0454

0.1880 -0.0450

0.1835 -0.0446

0.1789 -0.0441

0.1744 -0.0437

0.1699 -0.0433

0.1654 -0.0428

0.1609 -0.0423

0.1564 -0.0419

0.1520 -0.0414

0.1477 -0.0409

0.1433 -0.0404

0.1390 -0.0399

0.1348 -0.0394

0.1306 -0.0389

0.1265 -0.0383

0.1224 -0.0378

0.1183 -0.0373

0.1143 -0.0367

0.1103 -0.0362

0.1064 -0.0356

0.1025 -0.0350

0.0987 -0.0344

0.0949 -0.0338

0.0911 -0.0332

0.0873 -0.0326

0.0835 -0.0319

0.0797 -0.0312

0.0759 -0.0306

0.0722 -0.0299

0.0686 -0.0292

0.0651 -0.0285

0.0618 -0.0279

0.0584 -0.0272

0.0552 -0.0265

x/c y/c

0.0520 -0.0258

0.0489 -0.0250

0.0458 -0.0243

0.0428 -0.0236

0.0399 -0.0228

0.0370 -0.0220

0.0341 -0.0213

0.0313 -0.0205

0.0286 -0.0196

0.0259 -0.0188

0.0234 -0.0180

0.0208 -0.0171

0.0189 -0.0164

0.0176 -0.0159

0.0167 -0.0155

0.0158 -0.0151

0.0149 -0.0147

0.0139 -0.0143

0.0130 -0.0139

0.0121 -0.0134

0.0113 -0.0130

0.0104 -0.0125

0.0095 -0.0120

0.0087 -0.0114

0.0079 -0.0109

0.0071 -0.0102

0.0063 -0.0096

0.0056 -0.0090

0.0048 -0.0083

0.0041 -0.0075

0.0035 -0.0068

0.0028 -0.0060

0.0023 -0.0052

0.0017 -0.0044

0.0012 -0.0035

0.0008 -0.0026

0.0004 -0.0017

0.0002 -0.0007

0.0000 0.0003

x/c y/c

0.3676 0.0955

0.3718 0.0956

0.3761 0.0958

0.3803 0.0959

0.3845 0.0961

0.3886 0.0962

0.3928 0.0963

0.3969 0.0964

0.4009 0.0964

0.4050 0.0965

0.4090 0.0965

0.4130 0.0965

0.4170 0.0966

0.4210 0.0966

0.4251 0.0965

0.4291 0.0965

0.4331 0.0965

0.4371 0.0964

0.4411 0.0964

0.4451 0.0963

0.4491 0.0962

0.4531 0.0961

0.4570 0.0960

0.4609 0.0958

0.4649 0.0957

0.4689 0.0955

0.4729 0.0953

0.4769 0.0951

0.4809 0.0949

0.4849 0.0947

0.4888 0.0945

0.4928 0.0942

0.4967 0.0940

0.5006 0.0937

0.5045 0.0934

0.5084 0.0931

0.5122 0.0928

0.5161 0.0925

0.5201 0.0921

0.5240 0.0918

0.5280 0.0914

0.5320 0.0910

0.5361 0.0906

x/c y/c

0.5400 0.0902

0.5440 0.0898

0.5481 0.0894

0.5522 0.0889

0.5564 0.0884

0.5603 0.0880

0.5646 0.0874

0.5681 0.0870

0.5723 0.0865

0.5766 0.0859

0.5810 0.0854

0.5854 0.0848

0.5898 0.0842

0.5943 0.0835

0.5987 0.0829

0.6029 0.0823

0.6071 0.0817

0.6114 0.0810

0.6158 0.0804

0.6201 0.0797

0.6243 0.0790

0.6287 0.0783

0.6329 0.0777

0.6369 0.0770

0.6412 0.0763

0.6457 0.0755

0.6500 0.0748

0.6544 0.0740

0.6590 0.0732

0.6635 0.0724

0.6680 0.0716

0.6726 0.0708

0.6772 0.0700

0.6818 0.0691

0.6865 0.0682

0.6909 0.0674

0.6955 0.0665

0.7002 0.0656

0.7048 0.0647

0.7089 0.0639

0.7132 0.0631

0.7172 0.0623

0.7217 0.0614

x/c y/c

0.7255 0.0606

0.7295 0.0598

0.7335 0.0590

0.7389 0.0579

0.7427 0.0571

0.7452 0.0566

0.7489 0.0558

0.7536 0.0548

0.7583 0.0538

0.7630 0.0528

0.7678 0.0518

0.7721 0.0509

0.7770 0.0498

0.7820 0.0487

0.7870 0.0476

0.7920 0.0465

0.7970 0.0454

0.8021 0.0443

0.8071 0.0432

0.8121 0.0420

0.8171 0.0409

0.8221 0.0398

0.8272 0.0387

0.8322 0.0375

0.8377 0.0363

0.8434 0.0350

0.8486 0.0338

0.8547 0.0324

0.8600 0.0312

0.8655 0.0299

0.8715 0.0285

0.8787 0.0268

0.8845 0.0255

0.8899 0.0243

0.8952 0.0230

0.9003 0.0219

0.9055 0.0207

0.9108 0.0195

0.9164 0.0182

0.9218 0.0170

0.9270 0.0158

0.9321 0.0146

0.9370 0.0135

NASA/T_2002-211700 351
x/c y/c

Lower Surface Upper Surface

x/c y/c x/c y/c x/c y/c

0.9421 0.0124

0.9472 0.0113

0.9519 0.0103

0.9562 0.0093

0.9607 0.0083

0.9654 0.0073

0.9701 0.0063

0.9745 0.0054

0.9796 0.0043

0.9850 0.0032

0.9911 0.0019

0.9964 0.0007

1 0.0000

X/C y/c x/c y/c

NASA/T_2002-211700 352
IIIII I

ro

>..

|

m

D

B

B

B

m

B

B

B

B

m

B

B

B

D

m

B

B

D

D

m

B

D

D

D

m

D

D

D

D

m

D

D

D

B

m

D

D

B

B

|

b,,

,,., ro

x

e--

(D.m

¢.D

F--

(D

e--

F--

E

E

(D

O

m

1.1..

NASA/T_2002-211700 353
Table B-4 Coordinates of Commercial Transport Tail Section

Lower Surface Upper Surface

x/c y/c

1.0000 -0.0096

0.9908 -0.0105

0.9811 -0.0113

0.9709 -0.0122

0.9602 -0.0132

0.9491 -0.0142

0.9377 -0.0153

0.9258 -0.0164

0.9137 -0.0175

0.9013 -0.0187

0.8886 -0.0199

0.8758 -0.0212

0.8628 -0.0225

0.8498 -0.0237

0.8366 -0.0250

0.8233 -0.0264

0.8100 -0.0277

0.7967 -0.0290

0.7833 -0.0303

0.7699 -0.0317

0.7565 -0.0330

0.7430 -0.0343

0.7296 -0.0356

0.7162 -0.0369

0.7027 -0.0381

0.6893 -0.0393

0.6759 -0.0405

0.6624 -0.0417

0.6490 -0.0428

0.6356 -0.0439

0.6221 -0.0450

0.6087 -0.0460

0.5953 -0.0469

0.5818 -0.0479

0.5684 -0.0487

0.5550 -0.0495

0.5415 -0.0503

0.5281 -0.0510

0.5147 -0.0516

0.5012 -0.0522

0.4878 -0.0528

0.4743 -0.0533

0.4609 -0.0538

x/c y/c

0.4474 -0.0542

0.4340 -0.0545

0.4205 -0.0548

0.4071 -0.0551

0.3936 -0.0553

0.3802 -0.0555

0.3667 -0.0557

0.3533 -0.0557

0.3399 -0.0558

0.3265 -0.0558

0.3131 -0.0558

0.2998 -0.0558

0.2865 -0.0557

0.2733 -0.0557

0.2602 -0.0555

0.2472 -0.0553

0.2342 -0.0549

0.2214 -0.0544

0.2087 -0.0539

0.1962 -0.0532

0.1838 -0.0525

0.1717 -0.0516

0.1598 -0.0508

0.1482 -0.0498

0.1369 -0.0487

0.1260 -0.0476

0.1154 -0.0464

0.1053 -0.0451

0.0957 -0.0437

0.0865 -0.0422

0.0778 -0.0406

0.0695 -0.0390

0.0617 -0.0373

0.0544 -0.0354

0.0476 -0.0335

0.0412 -0.0315

0.0352 -0.0294

0.0297 -0.0273

0.0245 -0.0250

0.0198 -0.0227

0.0155 -0.0202

0.0117 -0.0175

0.0083 -0.0148

x/c y/c

0.0054 -0.0118

0.0031 -0.0089

0.0014 -0.0057

0.0003 -0.0027

x/c y/c

0.0000 0.0003

0.0006 0.0034

0.0026 0.0066

0.0055 0.0086

0.0091 0.0106

0.0131 0.0124

0.0175 0.0140

0.0222 0.0155

0.0273 0.0168

0.0328 0.0180

0.0386 0.0192

0.0448 0.0203

0.0514 0.0214

0.0585 0.0224

0.0660 0.0234

0.0739 0.0243

0.0823 0.0252

0.0912 0.0261

0.1006 0.0269

0.1105 0.0277

0.1208 0.0284

0.1315 0.0291

0.1427 0.0297

0.1542 0.0303

0.1661 0.0308

0.1782 0.0313

0.1906 0.0317

0.2033 0.0320

0.2161 0.0323

0.2291 0.0326

0.2422 0.0328

0.2554 0.0330

0.2687 0.0332

0.2821 0.0334

0.2955 0.0336

0.3089 0.0337

0.3224 0.0338

0.3359 0.0339

0.3494 0.0339

0.3629 0.0339

0.3764 0.0339

0.3900 0.0338

0.4042 0.0336

x/c y/c

0.4170 0.0334

0.4306 0.0332

0.4441 0.0330

0.4576 0.0326

0.4712 0.0323

0.4847 0.0319

0.4982 0.0314

0.5117 0.0309

0.5252 0.0303

0.5387 0.0297

0.5523 0.0290

0.5658 0.0283

0.5793 0.0275

0.5928 0.0267

0.6063 0.0258

0.6198 0.0248

0.6333 0.0239

0.6468 0.0228

0.6604 0.0218

0.6739 0.0207

0.6874 0.0196

0.7009 0.0184

0.7144 0.0172

0.7280 0.0160

0.7415 0.0148

0.7550 0.0135

0.7685 0.0123

0.7820 0.0110

0.7954 0.0097

0.8089 0.0085

0.8223 0.0072

0.8356 0.0060

0.8489 0.0047

0.8620 0.0035

0.8751 0.0023

0.8880 0.0011

0.9007 0.0000

0.9132 -0.0012

0.9254 -0.0023

0.9373 -0.0033

0.9488 -0.0043

0.9600 -0.0053

0.4170 0.0334

x/c y/c

0.9810 -0.0071

0.9907 -0.0079

1.0000 -0.0086

NASA/T_2002-211700 354
:Z

>

>

,--]

bO

bO

L,,o

Y/C

0,2 m

X/C

Fig. B-5 NLF(1)-0414 Airfoil (c = 36 in.)
Table B-5 Coordinates of 36-inch NLF,

Lower Surface

x/c y/c

1.0000 -0.0275

0.9943 -0.0271

0.9886 -0.0269

0.9829 -0.0267

0.9771 -0.0265

0.9714 -0.0263

0.9657 -0.0262

0.9600 -0.0260

0.9542 -0.0259

0.9485 -0.0258

0.9428 -0.0257

0.9371 -0.0256

0.9314 -0.0256

0.9256 -0.0255

0.9199 -0.0255

0.9142 -0.0256

0.9085 -0.0256

0.9027 -0.0257

0.8970 -0.0258

0.8913 -0.0260

0.8856 -0.0262

0.8799 -0.0264

0.8741 -0.0267

0.8684 -0.0269

0.8627 -0.0273

0.8570 -0.0276

0.8513 -0.0280

0.8456 -0.0285

0.8399 -0.0290

0.8342 -0.0295

0.8285 -0.0300

0.8228 -0.0306

0.8171 -0.0312

0.8114 -0.0318

0.8057 -0.0325

0.8001 -0.0332

0.7944 -0.0339

0.7887 -0.0347

0.7830 -0.0355

0.7774 -0.0363

0.7717 -0.0372

0.7661 -0.0381

0.7604 -0.0391

-0414 Airfoil

x/c y/c

0.7548 -0.0401

0.7492 -0.0412

0.7436 -0.0423

0.7380 -0.0435

0.7324 -0.0448

0.7268 -0.0460

0.7212 -0.0472

0.7156 -0.0483

0.7100 -0.0494

0.7043 -0.0503

0.6987 -0.0511

0.6930 -0.0519

0.6873 -0.0525

0.6816 -0.0532

0.6759 -0.0537

0.6702 -0.0543

0.6645 -0.0548

0.6588 -0.0553

0.6531 -0.0557

0.6474 -0.0561

0.6417 -0.0565

0.6360 -0.0569

0.6303 -0.0572

0.6246 -0.0575

0.6188 -0.0578

0.6131 -0.0580

0.6074 -0.0583

0.6017 -0.0585

0.5960 -0.0587

0.5902 -0.0589

0.5845 -0.0590

0.5788 -0.0592

0.5731 -0.0593

0.5674 -0.0595

0.5616 -0.0596

0.5559 -0.0597

0.5502 -0.0598

0.5445 -0.0599

0.5388 -0.0599

0.5330 -0.0600

0.5273 -0.0600

0.5216 -0.0600

0.5159 -0.0600

x/c y/c x/c y/c

0.5101 -0.0600 0.0000 0.0008

0.5044 -0.0600 0.0001 0.0018

0.4987 -0.0600 0.0002 0.0028

0.4930 -0.0600 0.0004 0.0038

0.4872 -0.0599 0.0006 0.0048

0.4815 -0.0599 0.0008 0.0057

0.4758 -0.0598 0.0011 0.0067

0.4701 -0.0597 0.0014 0.0076

0.4644 -0.0597 0.0018 0.0086

0.4586 -0.0596 0.0021 0.0095

0.4529 -0.0595 0.0026 0.0104

0.4472 -0.0594 0.0031 0.0113

0.4415 -0.0593 0.0036 0.0121

0.4357 -0.0592 0.0041 0.0130

0.4300 -0.0590 0.0047 0.0138

0.4243 -0.0589 0.0053 0.0146

0.4186 -0.0587 0.0059 0.0153

0.4129 -0.0586 0.0066 0.0161

0.4071 -0.0584 0.0073 0.0168

0.4014 -0.0582 0.0080 0.0175

0.3957 -0.0580 0.0087 0.0182

0.3900 -0.0578 0.0095 0.0189

0.3843 -0.0576 0.0102 0.0195

0.3785 -0.0574 0.0110 0.0202

0.3728 -0.0571 0.0118 0.0208

0.3671 -0.0569 0.0126 0.0214

0.3614 -0.0566 0.0134 0.0220

0.3557 -0.0564 0.0142 0.0225

0.3500 -0.0561 0.0151 0.0231

0.3442 -0.0558 0.0159 0.0236

0.3385 -0.0555 0.0168 0.0241

0.3328 -0.0552 0.0176 0.0246

0.3271 -0.0549 0.0185 0.0251

0.3214 -0.0545 0.0194 0.0256

0.3157 -0.0542 0.0206 0.0263

0.3100 -0.0539 0.0223 0.0272

0.3042 -0.0535 0.0248 0.0285

0.2985 -0.0532 0.0282 0.0301

0.2928 -0.0528 0.0335 0.0325

0.2871 -0.0524 0.0403 0.0352

0.2814 -0.0520 0.0450 0.0370

0.2757 -0.0516 0.0496 0.0386

0.2700 -0.0512 0.0566 0.0409

Upper Surface

x/c y/c

0.0617 0.0425

0.0667 0.0440

0.0717 0.0454

0.0768 0.0467

0.0818 0.0480

0.0869 0.0493

0.0932 0.0508

0.0996 0.0523

0.1088 0.0542

0.1191 0.0563

0.1301 0.0584

0.1418 0.0605

0.1543 0.0626

0.1639 0.0641

0.1721 0.0653

0.1844 0.0671

0.1938 0.0684

0.2061 0.0700

0.2200 0.0717

0.2329 0.0731

0.2468 0.0745

0.2561 0.0754

0.2658 0.0762

0.2803 0.0774

0.2955 0.0785

0.3092 0.0794

0.3237 0.0802

0.3390 0.0809

0.3543 0.0815

0.3701 0.0820

0.3836 0.0823

0.3945 0.0825

0.4056 0.0826

0.4164 0.0827

0.4279 0.0827

0.4451 0.0825

0.4632 0.0822

0.4839 0.0816

0.4993 0.0810

0.5205 0.0800

0.5375 0.0789

0.5578 0.0774

0.5763 0.0758

x/c y/c

0.6008 0.0733

0.6185 0.0712

0.6303 0.0697

0.6454 0.0675

0.6602 0.0651

0.6750 0.0625

0.6903 0.0594

0.7053 0.0560

0.7188 0.0525

0.7347 0.0477

0.7528 0.0416

0.7746 0.0337

0.7971 0.0254

0.8208 0.0170

0.8434 0.0094

0.8672 0.0020

0.8950 -0.0058

0.9263 -0.0135

0.9629 -0.0211

1.0000 -0.0271

NASA/T_2002-211700 356
x/c y/c

0.2643 -0.0508

0.2586 -0.0504

0.2529 -0.0499

0.2472 -0.0495

0.2415 -0.0490

0.2358 -0.0486

0.2300 -0.0481

0.2243 -0.0476

0.2186 -0.0471

0.2129 -0.0466

0.2072 -0.0461

0.2015 -0.0455

0.1959 -0.0450

0.1902 -0.0444

0.1845 -0.0438

0.1788 -0.0432

0.1731 -0.0426

0.1674 -0.0420

0.1617 -0.0414

0.1560 -0.0407

0.1503 -0.0401

0.1446 -0.0394

0.1390 -0.0387

0.1333 -0.0380

0.1276 -0.0372

0.1219 -0.0365

0.1163 -0.0357

0.1106 -0.0349

0.1049 -0.0341

0.0993 -0.0332

0.0936 -0.0323

0.0875 -0.0314

0.0814 -0.0304

0.0753 -0.0293

0.0693 -0.0282

0.0632 -0.0271

0.0571 -0.0259

0.0511 -0.0246

0.0451 -0.0233

0.0390 -0.0219

0.0331 -0.0203

0.0279 -0.0189

0.0242 -0.0178

Lower Surface Upper Surface

x/c y/c

0.0216 -0.0170

0.0197 -0.0164

0.0184 -0.0159

0.0174 -0.0156

0.0165 -0.0152

0.0156 -0.0149

0.0146 -0.0145

0.0137 -0.0142

0.0128 -0.0138

0.0119 -0.0134

0.0110 -0.0130

0.0101 -0.0125

0.0092 -0.0121

0.0083 -0.0116

0.0074 -0.0111

0.0065 -0.0106

0.0057 -0.0101

0.0049 -0.0095

0.0041 -0.0089

0.0033 -0.0083

0.0026 -0.0076

0.0020 -0.0068

0.0014 -0.0060

0.0010 -0.0051

0.0006 -0.0041

0.0004 -0.0032

0.0002 -0.0022

0.0001 -0.0012

0.0000 -0.0002

x/c y/c x/c y/c x/c y/c x/c y/c

NASA/T_2002-2ll700 357
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NASA/T_2002-211700 358
Table B-6a Coordinates of 48-in NLF(1)-0414 Airfoil (Main Element)

Lower Surface Upper Surface

x/c y/c

0.7830 -0.0355

0.7499 -0.0411

0.7249 -0.0464

0.6999 -0.0509

0.6749 -0.0539

0.6499 -0.0560

0.6248 -0.0575

0.5999 -0.0586

0.5500 -0.0598

0.4999 -0.0600

0.4500 -0.0595

0.4001 -0.0582

0.3500 -0.0561

0.3000 -0.0533

0.2500 -0.0497

0.1999 -0.0454

0.1501 -0.0400

0.1001 -0.0334

0.0750 -0.0293

0.0600 -0.0265

0.0500 -0.0244

0.0400 -0.0221

0.0301 -0.0196

0.0250 -0.0181

0.0201 -0.0165

0.0151 -0.0147

0.0101 -0.0126

0.0053 -0.0099

0.0019 -0.0067

0.0001 -0.0019

x/c y/c x/c y/c x/c y/c

0.0001 0.0022

0.0019 0.0090

0.0052 0.0144

0.0101 0.0195

0.0150 0.0231

0.0201 0.0261

0.0251 0.0287

0.0301 0.0310

0.0400 0.0351

0.0500 0.0387

0.0600 0.0420

0.0751 0.0463

0.1000 0.0524

0.1500 0.0619

0.2000 0.0693

0.2500 0.0749

0.3000 0.0789

0.3500 0.0814

0.4000 0.0826

0.4500 0.0825

0.5000 0.0810

0.5501 0.0781

0.6000 0.0735

0.6250 0.0704

0.6500 0.0668

0.6750 0.0626

0.7000 0.0573

0.7250 0.0508

0.7500 0.0426

0.7836 0.0303

x/c y/c x/c y/c

NASA/T_2002-211700 359
Table B-6b Coordinates of 48-in NLF(1)-0414 Airfoil (Flap Element)

Lower Surface Upper Surface

x/c y/c

1.0000 -0.0273

0.9700 -0.0269

0.9625 -0.0266

0.9500 -0.0263

0.9370 -0.0260

0.9208 -0.0259

0.9000 -0.0260

0.8789 -0.0267

0.8638 -0.0274

0.8499 -0.0283

0.8420 -0.0289

0.8263 -0.0304

0.8112 -0.0319

0.8000 -0.0333

0.7889 -0.0347

0.7830 -0.0355

0.7748 -0.0344

0.7671 -0.0313

0.7659 -0.0335

0.7604 -0.0265

0.7551 -0.0201

0.7477 -0.0046

0.7531 -0.0214

0.7516 -0.0126

0.7501 -0.0045

x/c y/c x/c y/c x/c y/c

0.7510 0.0058

0.7531 0.0166

0.7551 0.0153

0.7604 0.0216

0.7659 0.0286

0.7671 0.0265

0.7748 0.0296

0.7836 0.0303

0.7903 0.0280

0.8001 0.0244

0.8123 0.0201

0.8274 0.0148

0.8274 0.0148

0.8410 0.0103

0.8500 0.0074

0.8674 0.0021

0.8807 -0.0017

0.9000 -0.0068

0.9210 -0.0119

0.9345 -0.0149

0.9500 -0.0181

0.9613 -0.0202

0.9700 -0.0218

1.0000 -0.0273

x/c y/c x/c y/c

NASA/T_2002-211700 360
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NASA/T_2002-211700 361
Table B-7 Coordinates of NACA 64A008 Finite Swept Tail

Lower Surface Upper Surface

x/c y/c

1.0000 -0.0018

0.9943 -0.0020

0.9888 -0.0023

0.9834 -0.0025

0.9782 -0.0028

0.9731 -0.0030

0.9681 -0.0033

0.9633 -0.0036

0.9585 -0.0038

0.9537 -0.0041

0.9491 -0.0044

0.9448 -0.0048

0.9402 -0.0051

0.9358 -0.0055

0.9315 -0.0058

0.9267 -0.0062

0.9216 -0.0067

0.9164 -0.0071

0.9104 -0.0077

0.9045 -0.0082

0.8993 -0.0086

0.8941 -0.0091

0.8889 -0.0095

0.8837 -0.0100

0.8785 -0.0104

0.8737 -0.0108

0.8683 -0.0113

0.8624 -0.0118

0.8562 -0.0123

0.8501 -0.0128

0.8450 -0.0132

0.8410 -0.0135

0.8362 -0.0139

0.8315 -0.0143

0.8262 -0.0148

0.8205 -0.0152

0.8150 -0.0157

0.8094 -0.0162

0.8039 -0.0167

0.7983 -0.0171

0.7928 -0.0176

x/c y/c

0.7872 -0.0181

0.7817 -0.0185

0.7761 -0.0190

0.7703 -0.0195

0.7658 -0.0199

0.7603 -0.0203

0.7542 -0.0208

0.7485 -0.0213

0.7427 -0.0218

0.7371 -0.0222

0.7313 -0.0227

0.7257 -0.0232

0.7198 -0.0236

0.7139 -0.0241

0.7081 -0.0246

0.7027 -0.0250

0.6971 -0.0254

0.6915 -0.0259

0.6858 -0.0263

0.6800 -0.0268

0.6743 -0.0272

0.6687 -0.0276

0.6630 -0.0280

0.6576 -0.0284

0.6522 -0.0288

0.6469 -0.0292

0.6414 -0.0296

0.6360 -0.0300

0.6305 -0.0303

0.6249 -0.0307

0.6193 -0.0311

0.6138 -0.0315

0.6082 -0.0318

0.6028 -0.0322

0.5974 -0.0325

0.5921 -0.0328

0.5866 -0.0332

0.5811 -0.0335

0.5756 -0.0338

0.5701 -0.0341

0.5645 -0.0345

x/c y/c

0.5590 -0.0348

0.5535 -0.0351

0.5481 -0.0353

0.5428 -0.0356

0.5374 -0.0359

0.5319 -0.0362

0.5265 -0.0364

0.5211 -0.0367

0.5157 -0.0369

0.5103 -0.0371

0.5049 -0.0374

0.4995 -0.0376

0.4943 -0.0378

0.4890 -0.0380

0.4839 -0.0382

0.4789 -0.0384

0.4736 -0.0385

0.4682 -0.0387

0.4631 -0.0389

0.4579 -0.0390

0.4531 -0.0391

0.4480 -0.0393

0.4428 -0.0394

0.4376 -0.0395

0.4323 -0.0396

0.4271 -0.0397

0.4219 -0.0398

0.4167 -0.0398

0.4116 -0.0399

0.4064 -0.0399

0.4013 -0.0400

0.3961 -0.0400

0.3910 -0.0400

0.3857 -0.0400

0.3805 -0.0400

0.3753 -0.0400

0.3701 -0.0399

0.3649 -0.0399

0.3596 -0.0398

0.3543 -0.0398

0.3490 -0.0397

x/c y/c

0.0000 0.0004

0.0003 0.0014

0.0007 0.0023

0.0012 0.0031

0.0019 0.0039

0.0026 0.0046

0.0033 0.0053

0.0041 0.0059

0.0049 0.0064

0.0058 0.0069

0.0067 0.0074

0.0076 0.0078

0.0085 0.0082

0.0094 0.0086

0.0103 0.0090

0.0113 0.0094

0.0122 0.0097

0.0132 0.0101

0.0141 0.0104

0.0150 0.0107

0.0160 0.0110

0.0169 0.0113

0.0179 0.0116

0.0189 0.0119

0.0202 0.0123

0.0221 0.0128

0.0248 0.0135

0.0285 0.0144

0.0326 0.0153

0.0367 0.0162

0.0410 0.0170

0.0453 0.0178

0.0498 0.0186

0.0543 0.0193

0.0587 0.0201

0.0631 0.0207

0.0678 0.0214

0.0722 0.0221

0.0770 0.0227

0.0817 0.0233

0.0865 0.0240

x/c y/c

0.0913 0.0246

0.0961 0.0251

0.1009 0.0257

0.1058 0.0262

0.1107 0.0268

0.1156 0.0273

0.1206 0.0278

0.1256 0.0283

0.1307 0.0288

0.1358 0.0292

0.1409 0.0297

0.1461 0.0301

0.1512 0.0306

0.1563 0.0310

0.1614 0.0314

0.1666 0.0318

0.1717 0.0322

0.1768 0.0326

0.1820 0.0329

0.1871 0.0333

0.1921 0.0336

0.1972 0.0340

0.2024 0.0343

0.2076 0.0346

0.2128 0.0349

0.2181 0.0352

0.2234 0.0355

0.2287 0.0358

0.2340 0.0361

0.2393 0.0363

0.2446 0.0366

0.2499 0.0368

0.2551 0.0370

0.2604 0.0373

0.2657 0.0375

0.2709 0.0377

0.2762 0.0379

0.2815 0.0381

0.2867 0.0382

0.2920 0.0384

0.2972 0.0386

x/c y/c

0.3025 0.0387

0.3078 0.0389

0.3132 0.0390

0.3186 0.0391

0.3239 0.0393

0.3292 0.0394

0.3346 0.0395

0.3400 0.0396

0.3454 0.0397

0.3507 0.0397

0.3560 0.0398

0.3613 0.0399

0.3665 0.0399

0.3717 0.0399

0.3769 0.0400

0.3821 0.0400

0.3873 0.0400

0.3925 0.0400

0.3976 0.0400

0.4026 0.0400

0.4077 0.0399

0.4127 0.0399

0.4179 0.0398

0.4230 0.0398

0.4282 0.0397

0.4384 0.0395

0.4333 0.0396

0.4435 0.0394

0.4486 0.0392

0.4538 0.0391

0.4590 0.0390

0.4637 0.0388

0.4683 0.0387

0.4735 0.0385

0.4787 0.0384

0.4835 0.0382

0.4885 0.0380

0.4933 0.0378

0.4981 0.0376

0.5034 0.0374

0.5085 0.0372

NASA/T_2002-211700 362
x/c y/c

0.3436 -0.0396

0.3382 -0.0395

0.3328 -0.0394

0.3275 -0.0393

0.3221 -0.0392

0.3168 -0.0391

0.3114 -0.0390

0.3061 -0.0388

0.3007 -0.0387

0.2954 -0.0385

0.2902 -0.0384

0.2849 -0.0382

0.2797 -0.0380

0.2744 -0.0378

0.2691 -0.0376

0.2637 -0.0374

0.2585 -0.0372

0.2532 -0.0370

0.2480 -0.0367

0.2426 -0.0365

0.2214 -0.0354

0.2161 -0.0351

0.2109 -0.0348

0.2057 -0.0345

0.2005 -0.0342

0.1953 -0.0338

0.1902 -0.0335

0.1850 -0.0332

0.1798 -0.0328

0.1747 -0.0324

0.1695 -0.0320

0.1644 -0.0316

0.1592 -0.0312

0.1541 -0.0308

0.1489 -0.0304

0.1438 -0.0299

0.1387 -0.0295

0.1336 -0.0290

0.1285 -0.0286

0.1235 -0.0281

0.1185 -0.0276

0.1136 -0.0271

0.1087 -0.0266

0.1038 -0.0260

Lower Surface Upper Surface

x/c y/c x/c

0.0989 -0.0255

0.0941 -0.0249

0.0893 -0.0243

0.0846 -0.0237

0.0798 -0.0231

0.0751 -0.0225

0.0706 -0.0218

0.0661 -0.0212

0.0620 -0.0206

0.0575 -0.0199

0.0530 -0.0191

0.0486 -0.0184

0.0443 -0.0176

0.0400 -0.0168

0.0358 -0.0160

0.0317 -0.0151

0.0277 -0.0142

0.0240 -0.0133

0.0213 -0.0126

0.0194 -0.0121

0.0181 -0.0117

0.0171 -0.0114

0.0162 -0.0111

0.0152 -0.0108

0.0143 -0.0105

0.0133 -0.0101

0.0124 -0.0098

0.0115 -0.0094

0.0105 -0.0091

0.0096 -0.0087

0.0087 -0.0083

0.0078 -0.0079

0.0069 -0.0075

0.0060 -0.0070

0.0051 -0.0065

0.0043 -0.0060

0.0035 -0.0054

0.0027 -0.0047

0.0020 -0.0040

0.0013 -0.0033

0.0008 -0.0024

0.0003 -0.0016

0.0001 -0.0006

y/c x/c y/c

0.5137 0.0370

0.5190 0.0368

0.5241 0.0365

0.5293 0.0363

0.5345 0.0360

0.5397 0.0358

0.5448 0.0355

0.5499 0.0352

0.5542 0.0350

0.5594 0.0347

0.5648 0.0344

0.5701 0.0341

0.5755 0.0338

0.5809 0.0335

0.5858 0.0332

0.5912 0.0329

0.5965 0.0326

0.6015 0.0322

0.6068 0.0319

0.6123 0.0316

0.6177 0.0312

0.6231 0.0308

0.6286 0.0305

0.6340 0.0301

0.6396 0.0297

0.6449 0.0293

0.6501 0.0290

0.6554 0.0286

0.6610 0.0282

0.6664 0.0278

0.6718 0.0274

0.6774 0.0270

0.6830 0.0265

0.6884 0.0261

0.6939 0.0257

0.6992 0.0253

0.7047 0.0248

0.7104 0.0244

0.7163 0.0239

0.7219 0.0235

0.7278 0.0230

0.7340 0.0225

0.7399 0.0220

0.7460 0.0215

x/c y/c

0.7520 0.0210

0.7574 0.0206

0.7627 0.0201

0.7683 0.0196

0.7738 0.0192

0.7794 0.0187

0.7850 0.0182

0.7906 0.0178

0.7962 0.0173

0.8018 0.0168

0.8075 0.0164

0.8131 0.0159

0.8187 0.0154

0.8255 0.0148

0.8310 0.0144

0.8360 0.0139

0.8416 0.0135

0.8474 0.0130

0.8530 0.0125

0.8587 0.0121

0.8642 0.0116

0.8698 0.0111

0.8748 0.0107

0.8801 0.0103

0.8857 0.0098

0.8909 0.0094

0.8960 0.0089

0.9014 0.0085

0.9068 0.0080

0.9142 0.0073

0.9195 0.0068

0.9247 0.0064

0.9293 0.0060

0.9335 0.0056

0.9378 0.0053

0.9422 0.0050

0.9465 0.0046

0.9506 0.0043

0.9553 0.0040

0.9600 0.0037

0.9648 0.0035

0.9697 0.0032

0.9746 0.0030

0.9794 0.0027

x/c y/c

0.9845 0.0025

0.9897 0.0022

0.9950 0.0020

1.0000 0.0018

NASA/T_2002-211700 363
I ' I

r,D

>--

| |

p,,,,

r,D

X

F--

e-

(D

N

-r-

(D

-1-

(D

(D

e-

-3

m

b_

c_

c_

HI

NASA/T_2002-211700 364
Table B-7 Coordinates of Business Jet Horizontal Tail

Lower Surface Upper Surface

x/c y/c

1.0000 0.0000

1.0000 -0.0001

1.0000 -0.0002

0.9999 -0.0002

0.9998 -0.0002

0.9997 -0.0002

0.9996 -0.0002

0.9994 -0.0002

0.9993 -0.0002

0.9991 -0.0003

0.9990 -0.0003

0.9988 -0.0003

0.9986 -0.0003

0.9984 -0.0003

0.9982 -0.0003

0.9980 -0.0003

0.9978 -0.0004

0.9975 -0.0004

0.9972 -0.0004

0.9969 -0.0004

0.9966 -0.0005

0.9963 -0.0005

0.9959 -0.0005

0.9956 -0.0006

0.9951 -0.0006

0.9947 -0.0006

0.9942 -0.0007

0.9937 -0.0007

0.9932 -0.0008

0.9926 -0.0008

0.9920 -0.0009

0.9914 -0.0009

0.9907 -0.0010

0.9899 -0.0010

0.9891 -0.0011

0.9883 -0.0012

1.0000 0.0000

1.0000 -0.0001

1.0000 -0.0002

0.9999 -0.0002

0.9998 -0.0002

0.9997 -0.0002

0.9996 -0.0002

x/c y/c

0.9874 -0.0012

0.9864 -0.0013

0.9853 -0.0014

0.9842 -0.0015

0.9830 -0.0016

0.9817 -0.0017

0.9804 -0.0018

0.9789 -0.0020

0.9773 -0.0021

0.9756 -0.0022

0.9739 -0.0024

0.9719 -0.0025

0.9699 -0.0027

0.9677 -0.0029

0.9653 -0.0031

0.9628 -0.0033

0.9601 -0.0035

0.9573 -0.0038

0.9542 -0.0040

0.9509 -0.0043

0.9474 -0.0046

0.9436 -0.0049

0.9395 -0.0053

0.9352 -0.0056

0.9306 -0.0060

0.9257 -0.0064

0.9204 -0.0069

0.9147 -0.0073

0.9086 -0.0079

0.9021 -0.0084

0.8952 -0.0090

0.8877 -0.0096

0.8798 -0.0103

0.8713 -0.0110

0.8621 -0.0118

0.8523 -0.0126

0.9874 -0.0012

0.9864 -0.0013

0.9853 -0.0014

0.9842 -0.0015

0.9830 -0.0016

0.9817 -0.0017

0.9804 -0.0018

x/c y/c

0.8419 -0.0135

0.8306 -0.0144

0.8186 -0.0154

0.8057 -0.0165

0.7919 -0.0177

0.7771 -0.0189

0.7613 -0.0202

0.7443 -0.0216

0.7260 -0.0231

0.7065 -0.0247

0.6855 -0.0263

0.6630 -0.0280

0.6389 -0.0298

0.6129 -0.0315

0.5851 -0.0333

0.5551 -0.0350

0.5230 -0.0366

0.4884 -0.0380

0.4512 -0.0391

0.4112 -0.0398

0.3712 -0.0401

0.3379 -0.0401

0.3096 -0.0399

0.2853 -0.0396

0.2641 -0.0393

0.2456 -0.0389

0.2292 -0.0385

0.2145 -0.0381

0.2013 -0.0378

0.1893 -0.0374

0.1785 -0.0370

0.1685 -0.0366

0.1594 -0.0362

0.1509 -0.0358

0.1431 -0.0354

0.1358 -0.0351

0.8419 -0.0135

0.8306 -0.0144

0.8186 -0.0154

0.8057 -0.0165

0.7919 -0.0177

0.7771 -0.0189

0.7613 -0.0202

x/c y/c

0.0102 0.0010

0.0122 0.0020

0.0142 0.0029

0.0163 0.0038

0.0184 0.0046

0.0205 0.0054

0.0227 0.0062

0.0249 0.0069

0.0272 0.0076

0.0295 0.0083

0.0319 0.0090

0.0343 0.0096

0.0368 0.0103

0.0393 0.0110

0.0419 0.0116

0.0445 0.0122

0.0472 0.0129

0.0500 0.0135

0.0529 0.0141

0.0558 0.0147

0.0589 0.0153

0.0620 0.0160

0.0653 0.0166

0.0687 0.0172

0.0722 0.0178

0.0758 0.0185

0.0796 0.0191

0.0835 0.0197

0.0876 0.0204

0.0920 0.0210

0.0965 0.0217

0.1012 0.0224

0.1063 0.0231

0.1115 0.0238

0.1172 0.0245

0.1231 0.0252

0.0102 0.0010

0.0122 0.0020

0.0142 0.0029

0.0163 0.0038

0.0184 0.0046

0.0205 0.0054

0.0227 0.0062

x/c y/c

0.1294 0.0259

0.1362 0.0267

0.1435 0.0275

0.1512 0.0283

0.1597 0.0291

0.1688 0.0300

0.1787 0.0308

0.1895 0.0317

0.2014 0.0326

0.2146 0.0336

0.2293 0.0345

0.2457 0.0355

0.2642 0.0365

0.2853 0.0375

0.3096 0.0384

0.3379 0.0393

0.3712 0.0398

0.4112 0.0399

0.4512 0.0392

0.4885 0.0380

0.5232 0.0366

0.5555 0.0349

0.5857 0.0332

0.6137 0.0315

0.6399 0.0297

0.6643 0.0279

0.6870 0.0262

0.7082 0.0246

0.7280 0.0230

0.7464 0.0215

0.7636 0.0200

0.7796 0.0187

0.7945 0.0174

0.8084 0.0163

0.8214 0.0152

0.8335 0.0142

0.1294 0.0259

0.1362 0.0267

0.1435 0.0275

0.1512 0.0283

0.1597 0.0291

0.1688 0.0300

0.1787 0.0308

x/c y/c

0.8448 0.0132

0.8554 0.0123

0.8652 0.0115

0.8743 0.0107

0.8829 0.0100

0.8909 0.0093

0.8983 0.0087

0.9052 0.0081

0.9117 0.0076

0.9177 0.0071

0.9233 0.0066

0.9286 0.0062

0.9335 0.0058

0.9380 0.0054

0.9423 0.0050

0.9463 0.0047

0.9500 0.0044

0.9534 0.0041

0.9566 0.0038

0.9596 0.0036

0.9625 0.0033

0.9651 0.0031

0.9675 0.0029

0.9698 0.0027

0.9719 0.0025

0.9739 0.0024

0.8448 0.0132

0.8554 0.0123

0.8652 0.0115

0.8743 0.0107

0.8829 0.0100

0.8909 0.0093

0.8983 0.0087

0.9052 0.0081

0.9117 0.0076

0.9177 0.0071

0.9233 0.0066

0.9286 0.0062

0.9335 0.0058

0.9380 0.0054

0.9423 0.0050

0.9463 0.0047

0.9500 0.0044

NASA/T_2002-211700 365
×/c y/c

0.1290 -0.0347

0.1227 -0.0343

0.1167 -0.0340

0.1110 -0.0336

0.1057 -0.0333

0.1007 -0.0329

0.0959 -0.0325

0.0913 -0.0322

0.0870 -0.0318

0.0828 -0.0315

0.0788 -0.0311

0.0750 -0.0308

0.0713 -0.0304

0.0678 -0.0301

0.0644 -0.0297

0.0611 -0.0294

0.0579 -0.0290

0.0548 -0.0286

0.0518 -0.0283

0.0489 -0.0279

0.0461 -0.0275

0.0433 -0.0271

0.0406 -0.0267

0.0380 -0.0263

0.0354 -0.0259

0.0329 -0.0255

0.1290 -0.0347

0.1227 -0.0343

0.1167 -0.0340

0.1110 -0.0336

0.1057 -0.0333

0.1007 -0.0329

0.0959 -0.0325

0.0913 -0.0322

0.0870 -0.0318

0.0305 -0.0251

0.0280 -0.0246

0.0257 -0.0241

0.0233 -0.0236

0.0211 -0.0231

0.0188 -0.0225

0.0166 -0.0219

0.0144 -0.0213

Lower Su#ace Upper Su#ace

x/c x/c x/c x/c y/c

0.0123 -0.0206

0.0102 -0.0198

0.0082 -0.0190

0.0062 -0.0180

0.0044 -0.0168

0.0027 -0.0154

0.0013 -0.0137

0.0003 -0.0118

0.0000 -0.0097

0.0006 -0.0076

0.0017 -0.0057

0.0031 -0.0039

0.0047 -0.0025

0.0064 -0.0012

0.0083 -0.0001

y/c

0.9757

0.9775

0.9791

0.9806

0.9820

0.9833

0.9845

0.9856

0.9867

0.9877

0.9886

0.9894

0.9902

0.9910

0.9917

0.9923

0.9929

0.9935

0.9940

0.9945

0.9950

0.9954

0.9958

0.9962

0.9965

0.9969

0.9972

0.9975

0.9977

0.9980

0.9982

0.9984

0.9986

0.9988

0.9990

0.9993

0.9994

0.9996

0.9997

0.9998

0.9999

1.0000

1.0000

y/c

0.0022

0.0021

0.0019

0.0018

0.0017

0.0016

0.0015

0.0014

0.0013

0.0012

0.0011

0.0011

0.0010

0.0009

0.0009

0.0008

0.0008

0.0007

0.0007

0.0006

0.0006

0.0006

0.0005

0.0005

0.0005

0.0004

0.0004

0.0004

0.0004

0.0004

0.0003

0.0003

0.0003

0.0003

0.0003

0.0002

0.0002

0.0002

0.0002

0.0002

0.0002

0.0002

0.0001

x/c y/c

1.0000 0.0000

y/c

NASA/T_2002-211700 366
Z

>

r.z3

>

bO

bO

L,o

"-,4

Y/C

0.2

0.1

0.0

-0.1

-0.2

m

m

m

m

-0.2

I

0.1

I

0.2

I I I I I I I I I I

0.3 0.4 0.5 0.6 0.7

X/C

I I I I I I I I I

0.8 0.9 1.0 1.1 1.2

Fig. B-8 Three-element High Lift System
TableB-8aThree-elementHighLift System

LowerSurface

x/c y/c

0.0188 0.0051

0.0184 0.0047

0.0181 0.0043

0.0177 0.0040

0.0173 0.0035

0.0169 0.0031

0.0165 0.0027

0.0160 0.0022

0.0156 0.0017

0.0151 0.0012

0.0146 0.0006

0.0141 0.0001

0.0136 -0.0005

0.0130 -0.0011

0.0124 -0.0018

0.0118 -0.0024

0.0112 -0.0031

0.0105 -0.0038

0.0098 -0.0046

0.0091 -0.0053

0.0083 -0.0061

0.0075 -0.0069

0.0067 -0.0078

0.0058 -0.0087

0.0049 -0.0096

0.0039 -0.0106

0.0029 -0.0116

0.0018 -0.0126

0.0007 -0.0137

-0.0004 -0.0148

-0.0016 -0.0160

-0.0028 -0.0172

-0.0041 -0.0185

-0.0055 -0.0198

-0.0069 -0.0212

-0.0083 -0.0227

-0.0098 -0.0242

-0.0113 -0.0258

-0.0129 -0.0275

-0.0145 -0.0293

-0.0162 -0.0313

-0.0179 -0.0333

-0.0196 -0.0355

Slat Element Coordinates

Upper Surface

x/c y/c

-0.0213 -0.0377

-0.0230 -0.0401

-0.0246 -0.0424

-0.0262 -0.0447

-0.0278 -0.0471

-0.0293 -0.0495

-0.0307 -0.0518

-0.0321 -0.0543

-0.0334 -0.0567

-0.0347 -0.0591

-0.0359 -0.0616

-0.0371 -0.0641

-0.0381 -0.0666

-0.0391 -0.0692

-0.0400 -0.0717

-0.0408 -0.0743

-0.0415 -0.0769

-0.0421 -0.0795

-0.0426 -0.0821

-0.0431 -0.0847

-0.0433 -0.0873

-0.0433 -0.0899

-0.0432 -0.0926

-0.0428 -0.0951

-0.0421 -0.0976

-0.0411 -0.1000

-0.0399 -0.1023

-0.0383 -0.1043

-0.0363 -0.1059

-0.0341 -0.1071

-0.0317 -0.1079

-0.0292 -0.1084

-0.0267 -0.1087

-0.0291 -0.1094

-0.0314 -0.1100

-0.0336 -0.1106

-0.0357 -0.1112

-0.0376 -0.1117

-0.0395 -0.1122

-0.0413 -0.1126

-0.0429 -0.1130

-0.0445 -0.1134

-0.0461 -0.1137

x/c y/c

-0.0475 -0.1140

-0.0489 -0.1142

-0.0502 -0.1145

-0.0514 -0.1147

-0.0526 -0.1149

-0.0537 -0.1150

-0.0548 -0.1152

-0.0558 -0.1153

-0.0567 -0.1154

-0.0577 -0.1155

-0.0585 -0.1156

-0.0593 -0.1156

-0.0601 -0.1157

-0.0609 -0.1157

-0.0616 -0.1157

-0.0622 -0.1157

-0.0628 -0.1157

-0.0634 -0.1157

-0.0640 -0.1157

-0.0645 -0.1157

-0.0651 -0.1157

-0.0656 -0.1157

-0.0662 -0.1157

-0.0668 -0.1157

-0.0674 -0.1156

-0.0680 -0.1156

-0.0686 -0.1155

-0.0692 -0.1155

-0.0698 -0.1154

-0.0704 -0.1153

-0.0711 -0.1151

-0.0717 -0.1150

-0.0724 -0.1148

-0.0731 -0.1147

-0.0737 -0.1145

-0.0744 -0.1142

-0.0751 -0.1140

-0.0758 -0.1137

-0.0765 -0.1134

-0.0772 -0.1131

-0.0779 -0.1127

-0.0785 -0.1123

-0.0792 -0.1119

x/c y/c

-0.0853 -0.0985

-0.0852 -0.0974

-0.0850 -0.0964

-0.0848 -0.0954

-0.0845 -0.0944

-0.0842 -0.0932

-0.0838 -0.0920

-0.0832 -0.0908

-0.0827 -0.0894

-0.0820 -0.0880

-0.0812 -0.0864

-0.0802 -0.0848

-0.0792 -0.0831

-0.0780 -0.0813

-0.0767 -0.0793

-0.0752 -0.0772

-0.0735 -0.0751

-0.0716 -0.0727

-0.0695 -0.0703

-0.0672 -0.0677

-0.0647 -0.0650

-0.0619 -0.0620

-0.0588 -0.0589

-0.0554 -0.0556

-0.0517 -0.0521

-0.0476 -0.0484

-0.0431 -0.0444

-0.0382 -0.0401

-0.0329 -0.0356

-0.0280 -0.0315

-0.0236 -0.0278

-0.0195 -0.0245

-0.0157 -0.0215

-0.0123 -0.0188

-0.0092 -0.0163

-0.0063 -0.0141

-0.0037 -0.0121

-0.0014 -0.0103

0.0008 -0.0086

0.0028 -0.0071

0.0046 -0.0057

0.0062 -0.0045

0.0077 -0.0033

x/c y/c

0.0091 -0.0023

0.0103 -0.0014

0.0114 -0.0005

0.0124 0.0003

0.0134 0.0010

0.0142 0.0016

0.0150 0.0022

0.0157 0.0027

0.0163 0.0032

0.0169 0.0037

0.0175 0.0041

0.0179 0.0044

0.0184 0.0048

0.0188 0.0051

x/c y/c

NASA/T_2002-211700 368
x/c y/c

-0.0799 -0.1114

-0.0806 -0.1109

-0.0812 -0.1103

-0.0818 -0.1097

-0.0824 -0.1090

-0.0830 -0.1083

-0.0834 -0.1075

-0.0839 -0.1067

-0.0843 -0.1059

-0.0846 -0.1050

-0.0849 -0.1040

-0.0851 -0.1030

-0.0853 -0.1020

-0.0854 -0.1009

-0.0854 -0.0996

Lower Surface Upper Surface

x/c x/c x/c y/c x/c y/c y/c x/c y/c y/c

NASA/T_2002-2ll700 369
Table B-8b Three-element Hic

Lower Surface

x/c y/c

0.8740 0.0309

0.8729 0.0310

0.8716 0.0311

0.8702 0.0311

0.8686 0.0312

0.8669 0.0313

0.8650 0.0314

0.8628 0.0314

0.8604 0.0315

0.8578 0.0316

0.8549 0.0317

0.8516 0.0318

0.8480 0.0318

0.8440 0.0319

0.8395 0.0319

0.8346 0.0320

0.8291 0.0320

0.8230 0.0320

0.8163 0.0320

0.8088 0.0320

0.8004 0.0320

0.7912 0.0320

0.7826 0.0320

0.7746 0.0320

0.7672 0.0320

0.7603 0.0320

0.7539 0.0320

0.7480 0.0320

0.7424 0.0320

0.7373 0.0320

0.7325 0.0320

0.7281 0.0320

0.7240 0.0320

0.7201 0.0320

0.7166 0.0320

0.7133 0.0320

0.7102 0.0320

0.8740 0.0309

0.8729 0.0310

0.8716 0.0311

0.8702 0.0311

0.8686 0.0312

0.8669 0.0313

- Main Element Coordinates

Upper Surface

x/c y/c

0.7073 0.0320

0.7047 0.0320

0.7022 0.0320

0.6999 0.0320

0.6999 0.0297

0.6999 0.0273

0.6999 0.0246

0.6999 0.0218

0.6999 0.0188

0.6999 0.0156

0.6999 0.0122

0.6999 0.0085

0.6999 0.0050

0.6999 0.0017

0.6999 -0.0015

0.6999 -0.0045

0.6999 -0.0073

0.6999 -0.0100

0.6999 -0.0125

0.6999 -0.0149

0.6999 -0.0172

0.6977 -0.0176

0.6951 -0.0181

0.6921 -0.0187

0.6886 -0.0193

0.6845 -0.0201

0.6798 -0.0210

0.6744 -0.0220

0.6682 -0.0231

0.6609 -0.0245

0.6525 -0.0260

0.6428 -0.0278

0.6315 -0.0298

0.6184 -0.0321

0.6033 -0.0346

0.5858 -0.0373

0.7073 0.0320

0.7047 0.0320

0.7022 0.0320

0.6999 0.0320

0.6999 0.0297

0.6999 0.0273

0.6999 0.0246

x/c y/c x/c y/c

0.5654 -0.0404 0.0497 0.0000

0.5419 -0.0436 0.0504 0.0010

0.5145 -0.0466 0.0513 0.0020

0.4828 -0.0497 0.0522 0.0032

0.4459 -0.0521 0.0533 0.0044

0.4033 -0.0540 0.0545 0.0056

0.3538 -0.0544 0.0558 0.0070

0.3113 -0.0540 0.0573 0.0084

0.2747 -0.0531 0.0590 0.0098

0.2433 -0.0515 0.0609 0.0114

0.2163 -0.0500 0.0630 0.0130

0.1930 -0.0483 0.0653 0.0147

0.1731 -0.0466 0.0679 0.0165

0.1559 -0.0450 0.0708 0.0183

0.1412 -0.0435 0.0740 0.0202

0.1285 -0.0420 0.0775 0.0222

0.1176 -0.0407 0.0814 0.0242

0.1083 -0.0394 0.0857 0.0263

0.1003 -0.0383 0.0904 0.0285

0.0933 -0.0374 0.0957 0.0307

0.0874 -0.0365 0.1014 0.0330

0.0823 -0.0357 0.1077 0.0353

0.0779 -0.0349 0.1146 0.0376

0.0742 -0.0343 0.1221 0.0399

0.0709 -0.0337 0.1304 0.0422

0.0681 -0.0332 0.1395 0.0445

0.0658 -0.0328 0.1495 0.0467

0.0637 -0.0324 0.1604 0.0483

0.0619 -0.0320 0.1724 0.0496

0.0604 -0.0317 0.1855 0.0508

0.0591 -0.0315 0.1997 0.0521

0.0580 -0.0312 0.2152 0.0533

0.0567 -0.0310 0.2320 0.0546

0.0555 -0.0307 0.2503 0.0558

0.0543 -0.0303 0.2702 0.0570

0.0532 -0.0299 0.2919 0.0581

0.5654 -0.0404 0.3155 0.0592

0.5419 -0.0436 0.3412 0.0601

0.5145 -0.0466 0.3691 0.0609

0.4828 -0.0497 0.3995 0.0615

0.4459 -0.0521 0.4326 0.0619

0.4033 -0.0540 0.4686 0.0619

0.3538 -0.0544 0.5017 0.0616

x/c y/c

0.5322 0.0610

0.5603 0.0602

0.5862 0.0592

0.6100 0.0582

0.6320 0.0570

0.6522 0.0558

0.6708 0.0546

0.6879 0.0533

0.7037 0.0521

0.7183 0.0509

0.7316 0.0496

0.7439 0.0484

0.7553 0.0473

0.7657 0.0462

0.7753 0.0451

0.7842 0.0441

0.7923 0.0431

0.7998 0.0422

0.8068 0.0413

0.8131 0.0404

0.8190 0.0396

0.8244 0.0389

0.8293 0.0382

0.8339 0.0375

0.8381 0.0369

0.8420 0.0364

0.8456 0.0358

0.8489 0.0353

0.8519 0.0348

0.8547 0.0344

0.8572 0.0339

0.8596 0.0335

0.8618 0.0332

0.8638 0.0328

0.8656 0.0325

0.8673 0.0322

0.8689 0.0319

0.8703 0.0316

0.8717 0.0314

0.8729 0.0312

0.8740 0.0309

x/c y/c

NASA/T_2002-211700 370
x/c y/c

0.0521 -0.0294

0.0511 -0.0288

0.0502 -0.0282

0.0493 -0.0276

0.0484 -0.0269

0.0476 -0.0260

0.0468 -0.0250

0.0460 -0.0239

0.0454 -0.0228

0.0449 -0.0216

0.0445 -0.0204

0.0442 -0.0192

0.0439 -0.0179

0.0438 -0.0167

0.0439 -0.0154

0.0440 -0.0142

0.0441 -0.0129

0.0443 -0.0117

0.0446 -0.0105

0.0448 -0.0093

0.0452 -0.0082

0.0456 -0.0071

0.0461 -0.0060

0.0466 -0.0049

0.0472 -0.0039

0.0477 -0.0029

0.0484 -0.0019

0.0490 -0.0010

Lower Surface Upper Surface

x/c x/c x/c y/c x/c y/c y/c x/c y/c y/c

NASA/T_2002-211700 371
Table B-8c Three-element Hi(

Lower Surface

x/c y/c

1.1283 -0.1458

1.1280 -0.1455

1.1276 -0.1453

1.1272 -0.1451

1.1268 -0.1447

1.1264 -0.1444

1.1260 -0.1440

1.1255 -0.1436

1.1250 -0.1432

1.1245 -0.1427

1.1239 -0.1422

1.1232 -0.1417

1.1226 -0.1411

1.1218 -0.1405

1.1211 -0.1398

1.1202 -0.1391

1.1193 -0.1383

1.1183 -0.1375

1.1173 -0.1366

1.1161 -0.1356

1.1149 -0.1346

1.1136 -0.1335

1.1121 -0.1324

1.1106 -0.1312

1.1089 -0.1298

1.1071 -0.1284

1.1051 -0.1269

1.1030 -0.1253

1.1007 -0.1236

1.0983 -0.1218

1.0956 -0.1198

1.0927 -0.1177

1.0896 -0.1155

1.0863 -0.1131

1.0827 -0.1105

1.0788 -0.1078

1.0745 -0.1049

1.0700 -0.1019

1.0650 -0.0987

1.0596 -0.0953

1.0537 -0.0917

1.0474 -0.0880

1.0405 -0.0841

x/c y/c

1.0331 -0.0800

1.0250 -0.0757

1.0162 -0.0712

1.0068 -0.0664

0.9978 -0.0621

0.9894 -0.0582

0.9814 -0.0546

0.9739 -0.0513

0.9669 -0.0482

0.9603 -0.0454

0.9540 -0.0429

0.9481 -0.0405

0.9426 -0.0383

0.9375 -0.0362

0.9326 -0.0344

0.9280 -0.0326

0.9237 -0.0310

0.9197 -0.0295

0.9159 -0.0281

0.9124 -0.0268

0.9090 -0.0256

0.9059 -0.0245

0.9030 -0.0234

0.9002 -0.0224

0.8977 -0.0214

0.8953 -0.0204

0.8931 -0.0195

0.8910 -0.0185

0.8891 -0.0175

0.8874 -0.0165

0.8859 -0.0155

0.8844 -0.0145

0.8831 -0.0135

0.8820 -0.0125

0.8809 -0.0115

0.8800 -0.0105

0.8791 -0.0096

0.8783 -0.0087

0.8776 -0.0079

0.8770 -0.0070

0.8764 -0.0062

0.8759 -0.0055

0.8754 -0.0048

x/c y/c

0.8749 -0.0040

0.8745 -0.0033

0.8740 -0.0025

0.8736 -0.0017

0.8732 -0.0009

0.8728 0.0000

0.8725 0.0009

0.8722 0.0018

0.8719 0.0027

0.8717 0.0037

0.8716 0.0047

0.8715 0.0058

- Flap Element Coordinates

Upper Surface

x/c

0.8715

0.8716

0.8717

0.8719

0.8721

0.8724

0.8727

0.8731

0.8735

0.8740

0.8745

0.8751

0.8757

0.8764

0.8771

0.8779

0.8788

0.8797

0.8807

0.8818

0.8829

0.8840

0.8853

0.8865

0.8879

0.8892

0.8906

0.8921

0.8936

0.8952

0.8968

0.8984

0.9001

0.9019

0.9037

0.9055

0.9074

0.9093

0.9113

0.9134

0.9155

0.9177

0.9199

y/c

0.0067

0.0077

0.0087

0.0096

0.0105

0.0114

0.0122

0.0130

0.0138

0.0145

0.0152

0.0159

0.0166

0.0172

0.0179

0.0185

0.0191

0.0196

0.0201

0.0205

0.0209

0.0213

0.0215

0.0218

0.0219

0.0220

0.0221

0.0221

0.0221

0.0220

0.0219

0.0217

0.0215

0.0212

0.0209

0.0205

0.0201

0.0196

0.0191

0.0185

0.0179

0.0172

0.0165

x/c y/c

0.9222 0.0157

0.9245 0.0148

0.9269 0.0139

0.9294 0.0130

0.9319 0.0119

0.9345 0.0108

0.9372 0.0097

0.9399 0.0085

0.9428 0.0071

0.9456 0.0058

0.9486 0.0043

0.9516 0.0028

0.9547 0.0011

0.9579 -0.0006

0.9612 -0.0024

0.9646 -0.0042

0.9680 -0.0062

0.9716 -0.0083

0.9752 -0.0105

0.9789 -0.0128

0.9828 -0.0151

0.9867 -0.0177

0.9907 -0.0203

0.9948 -0.0230

0.9990 -0.0259

1.0034 -0.0289

1.0078 -0.0321

1.0123 -0.0354

1.0169 -0.0389

1.0217 -0.0425

1.0262 -0.0460

1.0306 -0.0495

1.0348 -0.0528

1.0388 -0.0560

1.0426 -0.0591

1.0463 -0.0622

1.0499 -0.0651

1.0533 -0.0679

1.0566 -0.0706

1.0598 -0.0733

1.0628 -0.0759

1.0657 -0.0783

1.0685 -0.0807

x/c

1.0712

1.0738

1.0763

1.0786

1.0809

1.0831

1.0852

1.0873

1.0892

1.0911

1.0929

1.0946

1.0962

1.0978

1.0993

1.1008

1.1022

1.1035

1.1048

1.1061

1.1073

1.1084

1.1095

1.1106

1.1117

1.1127

1.1136

1.1145

1.1154

1.1163

1.1171

1.1179

1.1187

1.1194

1.1201

1.1208

1.1215

1.1221

1.1227

1.1233

1.1239

1.1244

1.1250

y/c

-0.0831

-0.0853

-0.0875

-0.0896

-0.0917

-0.0937

-0.0956

-0.0974

-0.0992

-0.1009

-0.1026

-0.1043

-0.1058

-0.1074

-0.1088

-0.1103

-0.1116

-0.1130

-0.1142

-0.1155

-0.1167

-0.1178

-0.1190

-0.1200

-0.1211

-0.1221

-0.1230

-0.1240

-0.1248

-0.1257

-0.1265

-0.1273

-0.1281

-0.1288

-0.1296

-0.1302

-0.1309

-0.1315

-0.1322

-0.1328

-0.1333

-0.1339

-0.1344

NASA/T_2002-211700 372
Lower Surface Upper Surface

x/c y/c x/c y/c x/c y/c x/c y/c x/c x/c

1.1255 -0.1349

1.1260 -0.1354

1.1265 -0.1359

1.1269 -0.1363

1.1274 -0.1368

1.1278 -0.1372

1.1282 -0.1376

1.1286 -0.1380

1.1290 -0.1384

1.1293 -0.1388

1.1297 -0.1391

1.1300 -0.1395

1.1303 -0.1398

1.1306 -0.1401

1.1309 -0.1405

y/c y/c

NASA/T_2002-211700 373

Appendix C: Derivation of equation (5-3) - reflectivity

curve error analysis

C. 1 Derivation of equation (5-3)

Consider the system of linear differential equations

di

- ai + j

Sdx

dj

- aj+i (C-1)

Sdx

S+K

Where aS

with boundary conditions,

x=O, r=Rg

x=X, r=R

(C-2)

i

Letting r = L and differentiating with respect to x,

i

idj jdi

dr_ dx dx

dx i 2

(C-3)

Dividing both sides of Equation (C-3) by S,

idj jdi

dr _ Sdx Sdx

Sdx i 2

Using Equations (C-1)

NASA/T_2002-211700 375
dr _ i(-aj + i) + j(-ai + j)

Sdx i 2

_aij +i 2 + j2 -aij

i 2

(C-4)

= 1 + r 2 _ 2ar

Integrating (B-4),

X R (Jr

sl dX = I r2 _ 2ar + 1

o Rg

From Reference 27, page 296, integral 110,

- 2 tanh_ _ 2r - 2a

S[X-O]= -4(1-a2) _/-4(1-a2) Rg

Let b=_-_-I (b 2=a 2-1,a 2=b 2+1)

SX = -1 tanh__ r - a R

b

b Rg

SX = -1 tanh_ _ R - a tanh- _ Rg - a.

b b

From Reference 27, page 233,

_/

Using the above result

r R_ -a /] - l tanh-, l bb__ . b _

SZ= b I1 _R-a_Rg-a

L -L_k _

NASA/T_2002-211700 376
tanh(bSX) =

(R-Rg)/b

[b 2 -(R-a)(Rg -a)]/b 2

b(R-Rg)

b 2 -(R-a)(Rg -a)

tanh(bSX) b 2 - (RRg - R a - Rga + a 2) = -b(R - Rg )

tanh(bSX) b 2 - (RRg + R a + Rga - a 2) = -b(R - Rg)

tanh(bSX) (a 2 - 1 - RRg + Ra + Rga - a 2) = -b(R - Rg )

tanh(bSX) (Rga + R(a - Rg) -1) = -bR + bRg

tanh(bSX) (Rga - 1) - bRg = -bR - R(a - Rg) tanh(bSX)

R = - bRg + tanh(bSX)(Rga - 1)

- (b + (a - Rg)tanh(bSX))

R = Rg(-b + a tanh(bSX) - tanh(bSX)

- (b + (a - Rg) tanh(bSX))

dividing by tanh(bSX),

R = Rg (-b coth(bSX) + a) - 1

- (a + b coth(bSX) - Rg)

R

1 - Rg (a - b coth(bSX))

a + b coth(bSX) - Rg

C. 2 Reflectivity Curve error analysis

Let K = acwhere c is the dye concentration and a is a constant. Using the

above equation for K,

ac+S

a - (C-5)

S

b = _/ac(ac + 2S)

SX

Let R = N where,

D

N = 1 - Rg (a - b coth(bSX)) (C-6)

D = a + b coth(bSX) - Rg

NASA/T_2002-211700 377
Differentiating R with respect to c,

D dN _ N dD

dR_ dc dc _ 1 dN N dD

dc D2 D dc D2 dc

-F(c)

where,

dN

dc -- - 0 - Rg dadc- coth(bSX) d---cdb _ J-_coth(bSX)

dD da

dc dc

db

{-coth(bSX)-:- + coth(bSX) - 0

ac dc

da a

dc S

db 1 a(ac + 2S) + a2c a(ac + S)

dc S 2_ac(ac + 2S) S_ac(ac + 2S)

d coth(bSX) - d(bSX) csc h 2(bSX) =

dc dc

- SX db

sinh(bSX) dc

(C-7)

Multiplying both sides of Equation (C-7)

dR c c

- F(c)

dc R R

Rearranging

dR c dc

- F(c)--

R R c

where dc/c is the relative error in dye concentration due to an error in the value of

reflectivity.

Solving for dc/c and normalizing the reflectance with respect to e, the

reflectance value corresponding to c = 0, (zero dye concentration) yields

dc

C

Where,

m

R 1 dR

_c F(c) R

2 - Rg

(c-8)

NASA/T_2002-211700 378
Z

>

r./3

>

Date

FO

PBAR

DYE CONCENTRATION

_- PSYCHROMETER READINGS :

_ :

: August 1, 1997

: 14.40 psia

: 0.0002 grams/cc

L,O

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME

PRESSURE

RUN Run I.D. Air TAS p_ PRESS D C Humidity PAin PAin PWATER PAin PWATER SPRAY SPRAY MVD

NO TEMP (MPH) (PSIA) TOTAL grams/cc % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

FJ (PSIA)

1 wir0001 448 178 13838 14367 0002 8033 0294118 20 88 20 88 30 10:13 20 IRT air off, r11all.pmi

2 wir0002 438 178 13838 14367 0002 807 0294118 20 88 20 88 30 10:18 20 IRT air off, r11all.pmi (redo wir0001)

3 wir0003 414 178 13838 14367 0002 838 0294118 20 88 20 88 30 10:10 20 IRT air off, r11all.pmi

4 wir0004 430 178 13838 14367 0002 6404 0294118 20 88 20 88 30 10:21 20 IRT air on (80 Ibs pressure)

8 wir0005 481 178 13838 14367 0002 8123 0294118 20 88 20 88 30 10:23 20 IRT air on (80 Ibs pressure)

8 wir0006 44 2 178 13 838 14 387 o 002 54 08 o 834021 40 83 40 83 30 10:37 12 IRT air on (80 Ibs pressure)

7 wir0007 43 178 13 838 14 387 o 002 87 87 o 834021 40 83 40 83 30 10:40 12 IRT air on (80 Ibs pressure)

8 wir0008 442 178 13838 14367 0002 5401 0834021 40 83 40 83 30 10:43 12 IRT air off

0 wir0009 421 178 13838 14367 0002 818 0834021 40 83 40 83 30 10:48 12 IRT air off

REMARKS

10 wir0010 481 178 13838 14367 0002 6438 0181818 8

11 wir0011 444 178 13838 14367 0002 8823 0181818 8

12 wir0012 308 178 13838 14367 0002 8728 0181818 8

13 wir0013 438 178 13838 14367 0002 8172 0181818 8

14 wir0014 433 178 13838 14367 0002 8038 0181818 8

18 wir0015 404 178 13838 14367 0002 83 0181818 8

18 wir0016 444 178 13838 14367 0002 888 0181818 8

17 wir0017 473 178 13838 14367 0002 8208 0181818 8

33 8 33 30 10:87 120 IRT air off

33 8 33 30 10:88 120 IRT air off

33 8 33 30 20:02 120 IRT air on (80 Ibs pressure)

33 8 33 30 20:10 120 IRT air on (80 Ibs pressure)

33 8 33 4 20:18 120 IRT air on (80 Ibs pressure)

33 8 33 4 20:42 120 IRT air on (80 Ibs pressure), Penetration Test

33 8 33 4 20:87 120 IRT air off

33 8 33 8 21:47 120 IRT air on (80 Ibs pressure)

18 wir0018 302 178 13838 14367 0002 8433 0294118 20 88 20 88 8 22:02 20 IRT air on (80 Ibs pressure)

10 wir0019 41 8 178 13838 14367 0002 884 0294118 20 88 20 88 4 22:13 20 IRT airon (80 Ibs pressure)

20 wir0020 42 7 178 13 838 14 387 o 002 88 81 o 834021 40 83 40 83 4 22:23 12 IRT air on (80 Ibs pressure)

21 wir0021 488 178 13838 14367 0002 7217 0181818 8 33 8 33 4 22:48 120 IRT air on (80 Ibs pressure)

"O

Q,.

.u.

==

(.Q

==

-I
Z

>

r.z3

>

bO

bO

Date : August 4, 1997

PBAR " 14.30 psia

DYE CONCENTRATION : 0.0002 grams/cc

PSYCHROMETER READINGS :

L,O

OO

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME

PRESSURE

RUN Run I.D. Air TAS p_ PRESS D C Humidity PAin PAin PWATER PAin PWATER SPRAY SPRAY MVD

NO TEMP (MPH) (PSIA) TOTAL grams/cc % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F3

1 wir0022 44 6 176

2 wir0023 48 6 176

3 wir0024 43 9 176

4 wir0025 41 4 176

6 wir0026 43 9 176

6 wir0027 39 1 176

7 wir0028 41 176

8 wir0029 44 7 176

9 wir0030 42 6 176

10 wir0031 42 7 177

(PSIA) (°F)

1376 1428 0002 585 0151515 5 33 4 39

1376 14291 0002 613 0151515 5 33 4 39

1377 14307 0002 716 0151515 5 33 4 39

1377 14307 0002 706 0294118 20 68 22 74

1377 14307 0002 64 0634921 40 63 435 67

13 77 14 307 O 002 73 05 O 634921 40 63 44 67

1377 143 0002 643 0634921 40 63 44 67

1377 143 0002 7156 0634921 40 63 44 67

1377 143 0002 6589 0294118 20 68 22 74

1377 143 0002 6201 0151515 5 33 4 39

REMARKS

RT air set to 80 Ibs unless otherwise specified

4 20:36 120 RT air on; all nozzles on; blotter squares used

4 20:56 120 RT air on; all nozzles on; blotter strips used

4 21:17 120 RT air on; all nozzles on; blotter squares used

4 21:46 20 RT air on; all nozzles on except 11

4 22:04 12 RT air on; all nozzles on

6 22:13 12 ={epeat of wir0026; not enough dye on blotters.

12 22:25 12 RT air on; all nozzles on except 11 ;12 seconds to accumulate dye

10 22:36 12 RT air on; all nozzles on; using thin collector strips; strip 33V left on

4 22:51 20 RT air on; all nozzles on; using thin collector strips

4 23:06 120 RT air on; all nozzles on; using thin collector strips
Z

>

>

_o

_o

L,O

Oo

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READINGS

: August 5, 1997

: 14.35 psia

: 0.0002 grams/cc

: 12345 °F DB

• 12345 °F DB

Note:

1. MVDmeasurementmethodology:

a) OpticalArrayProb(OAP)

b)ForwardScratteringSpectrometerProbe(FSSP)

2.47 MVDis the largestdropletsizefor FSSPsystem

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME

PRESSURE

RUN Run I.D. Air TAS p_ PRESS D C Humidity PAin PAin PWATER PAin PWATER SPRAY SPRAY MVD

NO TEMP (MPH) (PSIA) TOTAL grams/cc % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA)

1 wir0032 388 178 1382 14352 0002 8042 0834921 40

2 wir0033 431 177 13838 1438 0002 5358 0834921 40

3 wir0034 436 176 13819 14362 0002 5391 0634921 40

4 wir0035 41 8 176 13793 14353 0002 5225 0634921 40

5 wir0036 423 178 13813 14348 0002 4885 0294118 20

8 wir0037 432 178 13838 1438 0002 5995 0294118 20

7 wir0038 385 175 13838 14362 0002 573 0151515 5

8 wir0039 442 178 13808 14353 0002 5498 0151515 5

9 wir0040 441 178 13818 14358 0002 5789 0294118 20

10 wir0041 439 178 13823 14361 0002 8108 0294118 20

11 wir0042 439 178 13823 14361 0002 8108 0294118 20

12 wir0043 427 174 13835 14364 0002 5784 0294118 20

13 wir0044 439 174 13832 14364 0002 4828 0151515 5

14 wir0045 403 175 13819 14354 0002 5828 0151515 5

15 wir0056** 399 178 13815 14388 0002 8140 0834921 40

18 wir0057 407 177 13819 14364 0002 8184 0834921 40

17 wir0058 438 178 13843 14368 0002 575 0834921 40

18 wir0059 41 5 178 13828 14371 0002 5423 0834921 40

19 wir0060 444 178 13831 14371 0002 5181 0834921 40

20 wir0061 439 174 13828 14389 0002 4810 0294118 20

21 wir0062 453 175 13823 14362 0002 4900 0294118 20

22 wir0063 438 175 13821 1438 0002 5073 0151515 5

23 wir0064 432 178 1389 14368 0002 5044 0151515 5

24 wir0065 44 8 178 13 828 14 384 0 002 47 4 #VALU E!

25 wir0066 43 9 177 13 839 14 367 0 002 47 63 #VALU E!

REMARKS

[IRT air pressure is set to 80 Ibs)

83 43 5 87 120 18:28 12 klozzle #11 off, IRT air off, FSSP -- average MVD 12

83 43 5 87 120 18:34 12 klozzle #11 off, IRT air on, FSSP -- average MVD 11.9

83 44 87 120 18:38 12 _,11Nozzles on, I RT air on, FSSP -- average MVD 11.7

83 44 87 120 18:43 12 _,11Nozzles on, I RT air off, FSSP -- average MVD 11.8

88 22 74 120 18:50 20 klozzle #11 off, IRT air off, FSSP -- average MVD 21.1

88 22 74 120 18:57 20 klozzle #11 off, IRT air on, FSSP -- average MVD 21.1

33 4 39 120 19:08 120 _,11Nozzles on, I RT air on, FSSP -- average MVD (not available for FSSP system)

33 4 39 120 19:13 120 _,11Nozzles on, I RT air off, FSSP -- average MVD (not available for FSSP system)

88 22 74 120 19:19 20 klozzle #11 off, IRT air off, FSSP -- average MVD 20.8

88 22 74 120 19:50 20 klozzle #11 off, IRT air off, OAP

88 22 74 120 19:55 20 klozzle #11 off, IRT air off, OAP (repeat Runt #41)

68 22 74 120 20:02 20 'qozzle #11 off, I RT air on, OAP

33 4 39 120 20:12 120 _,11Nozzles on, IRT air on, OAP -- average MVD 106

33 4 39 120 20:18 120 _,11Nozzles on, I RT air off, OAP -- average MVD 111

83 44 87 120 22:08 12 klozzle #11 off, IRT air off, LWC test -- average LWC = 0.05 grams/m s (0.04 -- 0.06)

63 44 67 120 22:13 12 _,11Nozzles on, I RT air off, LWC test -- average LWC = 0.045 grams/m s (0.04 -- 0.05)

63 44 67 120 22:18 12 _,11Nozzles on, IRT air on, LWC test -- average LWC = (fail to record the reading)

83 44 87 120 22:24 12 ={epeat Run #58, LWC test -- average LWC = 0.025 grams/m s (0.02 -- 0.03)

83 44 87 120 22:29 12 klozzle #11 off, IRT air on, LWC test -- average LWC = 0.015 grams/m s (0.01 -- 0.02)

68 22 74 120 22:34 20 klozzle #11 off, IRT air on, LWC test -- average LWC = 0.095 grams/m s (0.08 -- 0.011 )

88 22 74 120 22:41 20 klozzle #11 off, IRT air off, LWC test -- average LWC = 0.14 grams/m s (0.09 -- 0.18)

33 4 39 120 22:49 120 _,11Nozzles on, I RT air off, LWC test -- average LWC = 0.20 grams/m s (0.16 -- 0.26)

33 4 39 120 22:53 120 _,11Nozzles on, I RT air on, LWC test -- average LWC = 0.16 grams/m s (0.14 -- 0.18)

2 8 40 28 120 23:00 high _,11Nozzles on, I RT air on, LWC test -- average LWC = 0.18 grams/m s (0.14-0.21)

2 40 120 23:05 higher _,11Nozzles on, I RT air on, LWC test -- average LWC = 0.16 grams/m s (0.13-0.19)

** Thereare 10trialruns (#46- #55) whichare notrecordedinthis table,buttheycan befoundin the dailybackupdisk(Zip disk-- NASA#2)
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Date : August 6, 1997

PBAR " 14.40 psia

DYE CONCENTRATION : 0.0002 grams/cc

PSYCHROMETER READINGS :

Note :

1. TestModel: MS317

2.Verigood100 NewandWhatman3MM papersstripsare used.

3. IRTairremainedon at 20Ibs to preventthewaterleaking

from someIRT'snozzleswhen thetunnelwasdown.

4. MS317 pressuredatawastakenbyIRT'ssystem

(record#2176-- #2193,seeColin'snotesinAug.7's folder)

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION PRESSURE INDICATOR TANK TIME

PRESSURE

RUN Run I.D. Air TAS p_ PRESS D C Humidity PAin PAin PWATER PAin PWATER SPRAY SPRAY MVD

NO TEMP (MPH) (PSIA) TOTAL grams/cc % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA)

1 wir0067 41 8 177 13818 14362 0002 8728 0292517 2238 7644 22 74

2 wir0068 41 7 178 13 888 14 408 O 002 48 O287484 22 08 78 7 22 74

3 wir0069 43 176 13 83 14 401 O 002 84 71 O 378449 28 8 76 1 22 74

4 wir0070 48 8 178 13 88 14 409 O 002 8742 O293034 22 42 78 81 22 74

8 wir0071 40 8 176 13 861 14 408 O 002 82 2 O 28987 21 92 78 62 22 74

8 wir0072 408 178 13868 14418 0002 8088 0103832 42 4048 4 39

7 wir0073 427 176 13916 14429 0002 887 0104223 422 4049 4 39

8 wir0074 408 1388 14418 0002 4488 0102888 412 4013 4 39

REMARKS

_* IRT 80 Ibs air

RT air set to 80 Ibs unless otherwise specified

4 18:38 22 'qozzle#11 off, IRTairon, flow rate 0.31 galons/min (darker than the cllector)

4 20:42 22 'qozzle #11 off, IRT air on,

4 21:03 22 'qozzle #11 off, IRT air on

4 21:21 22 'qozzle #11 off, IRT air on

4 21:34 22 'qozzle #11 off, IRT air off

4 22:21 92 _,11Nozzles on, IRT air on (see Note #3)

4 22:49 92 _,11Nozzles on, IRT air on

4 23:00 92 _,11Nozzles on, IRT air on
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PBAR

DYE CONCENTRATION

PSYCHROMETER READINGS

: August 7, 1997

: 13.90 psia

: 0.0002 & 0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION PRESSURE INDICATOR TANK TIME

PRESSURE

RUN Run I.D. Air TAS p_ PRESS D C Humidity PAin PAin PWATER PAin PWATER SPRAY SPRAY MVD

NO TEMP (MPH) (PSIA) TOTAL grams/cc % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA)

1 wir0075 469 176 13894 14436 0002 5475 0291159 22 7556 22 74

2 wir0076 43 7 177 13 902 14 435 0 002 5344 0 294821 22 2 75 3 22 74

3 wir0077 46 4 176 13 886 14 436 0 002 60 08 0 294651 22 09 74 97 22 74

4 wir0078 38 6 176 13 891 14 437 0 002 63 79 0 296791 22 2 74 8 22 74

5 wir0079 41 8 176 13896 14432 0002 6379 0294094 21 96 7467 22 74

6 wir0080 46 0 175 13 894 14 435 0 002 57 76 0 292279 21 88 74 86 22 74

7 wir0081 46 0 175 13 894 14 435 0 002 57 76 0 292279 21 88 74 86 22 74

8 wir0082 42 8 177 13 881 14 43 0 002 5845 0 290495 21 7 74 7 22 74

9 wir0083 448 174 13912 14433 0002 5078 0290551 21 71 7472 22 74

10 wir0084 39 4 176 13 886 14 429 0 002 60 16 0 292464 21 85 74 71 22 74

11 wir0085 394 176 13894 14429 0002 5322 0627197 4317 6883 44 67

12 wir0086 40 6 176 13 89 14 429 0 002 59 79 0 635327 43 45 68 39 44 67

13 wir0087 44 9 176 13 887 14 425 0 002 52 49 0 625942 43 19 69 44 67

14 wir0088 40 8 175 13 885 14 43 0 002 65 79 0 642433 43 3 67 4 44 67

15 wir0089 425 174 13895 14427 0002 5537 0351032 238 678 44 67

16 wir0090 432 177 1389 14127 0002 5281 0640343 433 6762 44 67

17 wir0091 441 175 13888 14426 0002 50103 0632051 437 6914 44 67

18 wir0092 46 175 13894 14427 0002 4946 0286013 21 88 765 22 74

19 wir0093 398 176 13889 1443 0002 668 0291503 223 765 22 74

20 wir0094 43 1 174 13 89 14 427 0 002 56 0 294654 22 6 76 7 22 74

21 wir0095 41 9 176 13897 14429 0002 61 108 0290743 223 767 22 74

22 wir0096 41 176 13 881 14 427 0 002 65 01 0 109696 4 48 40 84 4 39

23 wir0097 358 175 13887 1443 0002 772 0108115 441 4079 4 39

24 wir0098 395 175 13885 14424 0002 5994 0107711 44 4085 4 39

25 wir0099 463 175 13891 1443 0003 5605 0104028 421 4047 4 39

26 wir0100 489 176 13904 14436 0003 5901 0104294 425 4075 4 39

27 wir0101 47 8 175 13 895 14 434 0 003 56 05 0 288626 22 23 77 02 22 74

28 wir0102 47 1 174 13 901 14 435 0 003 48 0 290062 22 3 76 88 22 74

29 wir0103 483 176 13903 14436 0003 4937 0633577 434 685 44 67

30 wir0104 506 177 13905 14435 0003 5371 0634111 435 686 44 67

31 wir0105 498 174 1391 14436 0003 498 0633382 4345 686 44 67

Note:

1. WIR0075--WIR0084 arethe flow visualizationversus

AOATest, imagefiles were saved

2. Concentrationwas changedfrom 0.0002grams/ccto

0.0003grams/ccat20:20 - 21:20(fromWIR0099)

3. BothVerigood100NewandWhatman3MMpaperwere

used

4. Test Model:MS317

REMARKS

_* IRT 80 Ibs air when tunnel was in operating condition

_* IRT 20 Ibs air when tunnel was in idle condition

30 16:54 22 'qozzle #11 off, IRT air on, AOA = -4.0 deg., filename: am4.pmi

30 17:04 22 'qozzle #11 off, IRT air on, AOA = 0 deg., file name: a0.pmi

30 17:07 22 'qozzle #11 off, IRT air on, AOA = 4.0 deg., filename: ap4.pmi

30 17:10 22 'qozzle #11 off, IRT air on, AOA = 8.0 deg., filename: ap8.pmi

30 17:13 22 'qozzle #11 off, IRT air on, AOA = 10.0 deg. filename: apl0.pmi

30 17:16 22 Dnly Nozzle #12, #10, and #2 are on, IRT air on, AOA = 10.0 deg. filename: R80.pmi

30 17:21 22 "epeat WlR0080, filename: R81.pmi

30 17:24 22 Dnly Nozzle #1, #4, and #10 are on, IRT air on, AOA = 10.0 deg, filename: R82.pmi

30 17:28 22 Dnly Nozzle #1, #4, and #10 are on, IRT air on, AOA = 0.0 deg, filename: R83.pmi

30 17:30 22 Dnly Nozzle #12, #10, and #2 are on, IRT air on, AOA = 0.0 deg. filename: R84.pmi

10 17:46 12 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

10 17:59 12 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

15 18:08 12 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

20 18:18 12 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

20 18:32 12 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

20 18:42 12 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

20 18:51 12 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

4 19:03 22 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

4 19:17 22 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

8 19:24 22 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

8 19:33 22 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

3 19:50 92 _,11Nozzles on, IRT air on, AOA = 8.0 deg.

4 20:00 92 _,11Nozzles on, IRT air on, AOA = 8.0 deg.

3 20:10 92 _,11Nozzles on, IRT air on, AOA = 8.0 deg.

3 22:01 92 _,11Nozzles on, I RT air on, AOA = 8.0 deg. (concentration 0.0003 from this run)

3 22:11 92 _,11Nozzles on, IRT air on, AOA = 8.0 deg.

4 22:22 22 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

8 22:29 22 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

15 22:39 12 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

20 22:46 12 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

20 22:57 12 'qozzle #11 off, IRT air on, AOA = 0.0 deg.
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Date : August 8, 1997

PBAR : 14.40 psia

DYE CONCENTRATION : 0.0003 grams/cc

PSYCHROMETER READINGS :

Note:

1. Test Model: MS 317

2. Continuation from August 7, 1997

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION PRESSURE READING TANK TIME REMARKS

PRESSURE

RUN Run I.D. Air TAS p_ PRESS D C Humidity PAin PAin PWATER PAin PWATER SPRAY SPRAY MVD

NO TEMP (MPH) (PSIA) TOTAL grams/cc % PWATER Display Display Gauge Gauge (SEC) TIME _* IRT 80 Ibs air when tunnel was in operating condition

(°F) (PSIA) (psig) (psig) (psig) (psig) _* IRT 20 Ibs air when tunnel was in idle condition

1 wir0106 42 2 177 13 879 14 403 o 0003 58 62 o 62789 43 45 69 2 44 67 60 17:39 12 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

2 wir0107 37 174 13853 144 00003 7053 0629443 4374 6949 44 67 50 17:48 12 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

3 wir0108 442 176 13871 14396 00003 5808 061516 422 686 44 67 40 17:56 12 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

4 wir0109 47 174 13879 14338 00003 5471 0634182 4386 6916 44 67 30 18:04 12 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

5 wir0110 459 176 13866 14395 00003 5492 0292375 227 7764 22 74 4 18:16 22 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

6 wir0111 478 176 13864 144 00003 5127 0302477 232 767 22 74 6 18:25 22 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

7 wir0112 457 174 13875 144 00003 5327 0300952 2308 7669 22 74 8 18:33 22 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

8 wir0113 476 176 13865 14397 00003 4951 0304639 2318 7609 22 74 6 18:40 22 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

9 wir0114 474 176 1386 14398 00003 5002 0308594 237 768 22 74 6 18:49 22 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

10 wir0115 467 176 13859 14402 00003 50 0309694 238 7685 22 74 6 18:56 22 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

11 wir0116 475 176 13866 14398 00003 48 0309292 238 7695 22 74 6 19:02 22 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

12 wir0117 471 176 13868 14396 00003 47396 0295573 227 768 22 74 6 19:09 22 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

13 wir0118 473 175 1386 14395 00003 438 0296489 228 769 22 74 6 19:17 22 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

14 wir0119 446 175 13862 14392 00003 50 0296345 227 766 22 74 6 19:24 22 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

15 wir0120 40 5 175 13 857 14 399 o 0003 58 394 o 643068 43 6 67 8 44 67 30 19:56 12 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

16 wir0121 42 9 175 13 855 14 397 o 0003 51 56 o 645066 43 8 67 9 44 67 30 20:03 12 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

17 wir0122 472 175 13871 14395 00003 5459 0636989 435 6829 44 67 30 20:11 12 'qozzle #11 off, IRT air on, AOA = 8.0 deg.

18 wir0123 434 177 13853 14393 00003 5544 0642647 437 68 44 67 30 20:19 12 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

19 wir0124 455 176 13849 14392 00003 498 0638734 436 6826 44 67 30 20:26 12 'qozzle #11 off, IRT air on, AOA = 0.0 deg.

20 wir0125 45 8 177 13 862 14 396 o 0003 48 o 109877 4 45 40 5 4 39 3 20:41 92 _,11Nozzles on, IRT air on, AOA = 0.0 deg.

21 wir0126 47 5 177 13 852 14 393 o 0003 50 07 o 108374 4 4 40 6 4 39 3 20:52 92 _,11Nozzles on, IRT air on, AOA = 0.0 deg.

22 wir0127 47 7 175 13 865 14 389 o 0003 50 51 o 112887 4 59 40 66 4 39 3 20:59 92 _,11Nozzles on, IRT air on, AOA = 0.0 deg.

23 wir0128 47 2 176 13 86 14 392 o 0003 4016 o 108374 4 4 40 6 4 39 3 21:09 92 _,11Nozzles on, IRT air on, AOA = 8.0 deg.

24 wir0129 46 9 176 13 86 13 39 o 0003 41 9 o 107658 4 4 40 87 4 39 3 21:17 92 _,11Nozzles on, IRT air on, AOA = 8.0 deg.

25 wir0130 475 175 13859 14392 00003 437 0108241 44 4065 4 39 3 21:25 92 _,11Nozzles on, IRT air on, AOA = 8.0 deg.
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Date : August 11, 1997

PBAR : 14.40 psia

DYE CONCENTRATION : 0.0003 grams/cc

PSYCHROMETER READINGS :

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION PRESSURE READING TANK TIME

Disk Digital Display Reading PRESSURE

RUN Run I.D. Air TAS A.O.A p_ PRESS Humidity PAin PAin PWATER PAin PWATER SPRAY CLOCK MVD

NO TEMP (MPH) (deg.) (PSIA) TOTAL % PWATER Display Display Gauge Gauge (SEC) TIME

(°F) (PSIA) (psig) (psig) (psig) (psig)

Note:

1, WIR0131--WIR0142 arethe flowvisulizationtests:

a) with empty test section (Run #131 -- #136)

b) with collector mechanism in test section (Run #137 ~~ #142)

2, Image exposure time is 10 seconds,

3, Laser system power setting is 6 Watts

4, Test model : Collector Mechanism

REMARKS

_* IRT 80 Ibs air when tunnel was in operating condition

_* IRT 20 Ibs air when tunnel was in idle condition

1 wir0131 48 4 174 ** 1g 87 14 411 N/A 0 112889 4 6 40 75 4 39 g0 17:20 92 _,11Nozzles on, IRT air on, Empty Tunnel, filename: r131 .pmi

2 wir0132 471 176 ** 1987 14412 N/A 0107527 44 4092 4 39 go 17:21 92 :lepeat WIR0131, filename: r132.pmi

g wir0133 466 176 ** 19874 14419 N/A 0645185 4955 675 44 67 g0 17:90 12 klozzle #11 off, IRT air on, Empty Tunnel, filename: r133.pmi

4 wir0134 475 175 ** 13868 14411 N/A 0643068 436 678 44 67 g0 17:99 12 :lepeat WIR0133, filename: r134.pmi

5 wir0135 463 176 ** 19871 14411 N/A 0296945 227 766 22 74 g0 17:99 22 klozzle #11 off, IRT air on, Empty Tunnle, filename: r135.pmi

8 wir0136 452 176 ** 19875 14411 N/A 0294271 226 768 22 74 g0 17:42 22 :lepeat WIR0135, filename: r136.pmi

7 wir0137 48 0 177 0.0 1 g 897 14 406 N/A 0 299794 22 5 76 6 22 74 g0 18:42 22 klozzle #11 off, I RT air on, Collector Mechansim in Test Section, filename: r137.pmi

8 wir0138 482 176 0.0 19879 1441 N/A 0294654 226 767 22 74 g0 18:44 22 :lepeat WIR0137, filename: r138.pmi

9 wir0139 47 4 176 0.0 13 874 14 412 N/A 0 104423 425 40 7 4 39 go 18:52 92 _,11Nozzles on, IRT air on, Collector Mechanixm in Test Section, filename: r139.pmi

10 wir0140 474 176 0.0 19879 14411 N/A 0106158 431 406 4 39 g0 18:54 92 :lepeat WIR0139, filename: r140.pmi

11 wir0141 44 8 176 0.0 1 g 875 14 411 N/A 0 641064 43 4 67 7 44 67 g0 18:59 12 klozzle #11 off, I RT air on, Collector Mechanism in Test Section, filename: r141 .pmi

12 wir0142 461 175 0.0 13876 14409 N/A 0643594 437 679 44 67 g0 19:01 12 :lepeat WIR0141, filename: r142.pmi

13 wir0143 474 176 0.0 19881 144 61 18 0642121 436 679 44 67 g0 20:21 12 klozzle #11 off, IRT air on, Verigood 100

14 wir0144 48 175 0.0 19871 14415 592 0638705 434 6795 44 67 g0 20:91 12 klozzle #11 off, IRT air on, Verigood 100

15 wir0145 47 176 0.0 19881 14412 5479 0642963 434 675 44 67 g0 20:40 12 klozzle #11 off, IRT air on, Verigood 100

16 wir0146 451 175 0.0 1988 14415 5981 0640648 435 679 44 67 g0 20:50 12 klozzle #11 off, IRT air on, Whatman 3MM

17 wir0147 463 176 0.0 19884 14419 5242 0641176 436 680 44 67 g0 20:59 12 klozzle #11 off, IRT air on, Whatman 3MM

18 wir0148 471 175 0.0 19884 14412 5181 0294271 226 768 22 74 6 21:11 22 klozzle #11 off, IRT air on, Verigood 100

19 wir0149 464 177 0.0 19885 14419 5959 0295812 226 764 22 74 6 21:22 22 klozzle #11 off, IRT air on, Verigood 100

20 wir0150 466 176 0.0 19879 1441 4800 0299578 224 763 22 74 6 21:91 22 klozzle #11 off, IRT air on, Verigood 100

21 wir0151 48 1 175 0.0 1 g 884 14 411 52 61 o 295099 22 6 76 6 22 74 6 21:39 22 klozzle #11 off, IRT air on, Whatman 3MM

22 wir0152 479 176 0.0 19888 14412 5088 0291129 223 766 22 74 6 21:49 22 klozzle #11 off, IRT air on, Whatman 3MM

23 wir0153 457 175 0.0 19881 14412 534 0105727 432 4086 4 39 g 22:o4 92 _,11Nozzles on, IRT air on, Verigood 100

24 wir0154 478 175 0.0 1988 14412 5408 0105651 43 407 4 39 g 22:13 92 _,11Nozzles on, IRT air on, Verigood 100

25 wir0155 464 175 0.0 13886 14415 5447 0105651 43 407 4 39 g 22:22 92 _,11Nozzles on, IRT air on, Verigood 100

28 wir0156 468 175 0.0 19885 14407 5029 0112745 46 408 4 39 g 22:g0 92 _,11Nozzles on, IRT air on, Whatman 3MM

27 wir0157 495 175 0.0 19871 1441 5005 0107606 44 4089 4 39 g 22:37 92 _,11Nozzles on, IRT air on, Whatman 3MM

28 wir0158 472 176 8.0 1989 1442 53 0299194 224 764 22 74 6 23:04 22 klozzle #11 off, IRT air on, Verigood 100

29 wir0159 451 175 8.0 19877 14421 5986 029281 224 765 22 74 6 29:12 22 klozzle #11 off, IRT air on, Verigood 100

g0 wir0160 455 176 8.0 13886 14429 5229 029281 224 765 22 74 6 29:21 22 klozzle #11 off, IRT air on, Verigood 100

31 wir0161 473 175 8.0 13886 14416 5181 0295958 227 767 22 74 6 29:28 22 klozzle #11 off, IRT air on, Whatman 3MM

32 wir0162 482 175 8.0 13886 14417 5022 0292969 225 768 22 74 6 29:95 22 klozzle #11 off, IRT air on, Whatman 3MM
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AVERAGE PBAR

DYE CONCENTRATION

PSYCHROMETER READINGS

: August 12, 1997

: 14.30 psia

: 0.0003 grams/cc

Note:

1.StripA (Verigood100)is 36"abovethefloor, strip B (3MM)is

38.5"abovethefloor.

2. Average8 minutesperrun

3.Pressuredataof NACA652-415wastakenby IRT'sElectro

ScannedPressuresystem.(Record#2215~~ #2244)

4. TestModel: NACA652-415

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION DISK DISPLAY TANK TIME

PRESSURE READING PRESSURE

RUN Run I.D. Air TAS A.O.A p_ PRESS Humidity PAin PAin PWATER PAin PWATER SPRAY CLOCK MVD

NO TEMP (MPH) (deg.) (PSIA) TOTAL % PWATER Display Display Gauge Gauge TIME TIME

(°F)

1 wir0163 448 174

2 wir0164 478 176

3 wir0165 426 178

4 wir0166 44 176

8 wir0167 478 178

8 wir0168 81 1 178

7 wir0169 807 174

8 wir0170 498 178

9 wir0171 494 178

10 wir0172 807 178

11 wir0173 497 178

12 wir0174 477 178

13 wir0175 493 178

14 wir0176 488 178

18 wir0177 474 174

18 wir0178 489 178

17 wir0179 484 174

18 wir0180 471 178

19 wir0181 491 178

20 wir0182 487 176

21 wir0183 477 178

22 wir0184 490 178

23 wir0185 492 178

24 wir0186 490 178

28 wir0187 494 177

(PSIA) (psig) (psig) (psig) (psig) (sec)

0.0 13 781 14 31 83 1 0 108374 4 4 40 8 4 39

0.0 13714 14313 82 0105392 43 408 4 39

0.0 13783 14319 7307 0107711 433 402 4 39

0.0 13778 14313 87 0107978 44 4078 4 39

8.0 13709 14309 88 0108883 438 408 4 39

8.0 13782 14304 8821 0106388 433 407 4 39

8.0 1379 14309 84 0107011 438 4088 4 39

8.0 13781 14307 66 0104186 426 409 4 39

8.0 13797 14311 8194 0633751 430 8788 44 87

8.0 14702 14311 8889 0841893 438 878 44 87

8.0 1379 1431 88 0643491 438 878 44 87

8.0 13788 14308 8807 0841178 438 880 44 87

0.0 13781 14308 884 0631732 434 887 44 87

0.0 13787 14307 888 0843879 433 8728 44 87

0.0 13778 14309 81 0 0842647 437 880 44 87

0.0 13771 14308 832 0838643 433 878 44 87

0.0 13778 14308 8903 0643068 438 878 44 87

0.0 13771 143 8223 0299213 228 782 22 74

0.0 13764 14298 8818 0298177 229 788 22 74

0.0 13 774 14 299 82 74 0 296654 22 7 78 82 22 74

0.0 13761 14298 8801 0297262 228 787 22 74

8.0 1378 14297 820 029788 228 788 22 74

8.0 13778 14288 800 0298878 228 788 22 74

8.0 1377 14292 800 0298878 228 788 22 74

8.0 13754 14291 490 0284238 220 774 22 74

REMARKS

_* IRT 80 Ibs air when tunnel was in operating condition

_* IRT 20 Ibs air when tunnel was in idle condition

3 19:49 92 _,11Nozzles on, IRT air on

3 19:88 92 _,11Nozzles on, IRT air on

3 20:05 92 _,11Nozzles on, IRT air on

3 20:12 92 _,11Nozzles on, IRT air on

3 20:20 92 _,11Nozzles on, IRT air on

3 20:28 92 _,11Nozzles on, IRT air on

3 20:35 92 _,11Nozzles on, IRT air on

3 20:43 92 _,11Nozzles on, IRT air on

30 20:83 12 'qozzle #11 off, I RT air on

30 21:02 12 'qozzle #11 off, I RT air on

30 21:10 12 'qozzle #11 off, IRT air on

30 21:18 12 'qozzle #11 off, IRT air on

30 21:28 12 'qozzle #11 off, I RT air on

30 21:34 12 'qozzle #11 off, I RT air on

30 21:42 12 'qozzle #11 off, IRT air on (results are not good, verigood 100 paper looks bad)

30 21:54 12 'qozzle #11 off, I RT air on

30 22:04 12 'qozzle #11 off, I RT air on

6 22:17 22 'qozzle #11 off, IRT air on

8 22:24 22 'qozzle #11 off, IRT air on

8 22:31 22 'qozzle #11 off, IRT air on

8 22:37 22 'qozzle #11 off, I RT air on

8 22:48 22 'qozzle #11 off, I RT air on

8 22:81 22 'qozzle #11 off, IRT air on

8 22:89 22 'qozzle #11 off, I RT air on

8 23:08 22 'qozzle #11 off, I RT air on
2:

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"-4

Date : August 13, 1997

AVERAGE PBAR : 14.30 psia

DYE CONCENTRATION : 0.0003 grams/cc

PSYCHROMETER READINGS :

Note:

1. Idealcondition:a) southventdooropenhalfinches

b) totaltemperature45-- 50deg.

c) humidityfrom 75%to 85%

2. Test Model:NACA652-415

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION DISK DISPLAY TANK TIME REMARKS

PRESSURE READING PRESSURE

RUN Run I.D. Air TAS A.O.A p_ PRESS Humidity PAIn PAIn PWATER PAIn PWATER SPRAY CLOCK MVD

NO TEMP (MPH) (deg.) (PSIA) TOTAL % PWATER Display Display Gauge Gauge TIME TIME _* IRT 80 Ibs air when tunnel was in operating condition

(°F) (PSIA) (psig) (psig) (psig) (psig) (sec) _* IRT 20 Ibs air when tunnel was in idle condition

1 wir0188 492 174 8.0 13772 14299 729 0645066 438 679 44 67 30 16:42 12 'qozzle #11 off, IRT air on

2 wir0189 462 178 8.0 13779 143 6587 0639461 4317 6751 44 67 30 16:81 12 'qozzle #11 off, IRT air on

3 wir0190 489 178 8.0 13778 14301 648 0627224 423 6744 44 67 30 17:00 12 _lozzle #11 off, IRT air on

4 wir0191 471 178 8.0 13781 14303 8783 0844444 438 878 44 87 30 17:08 12 _lozzle #11 off, IRT air on

8 wir0192 483 174 8.0 13778 14298 7207 0641893 438 678 44 67 30 17:16 12 _lozzle #11 off, IRT air on

8 wir0193 462 178 8.0 13787 14302 8841 0646972 438 677 44 67 30 17:23 12 _lozzle #11 off, IRT air on

7 wir0194 477 178 8.0 13778 14298 880 0844788 4388 877 44 87 30 17:31 12 _lozzle #11 off, IRT air on

8 wir0195 484 172 8.0 13777 143 6468 0644018 436 677 44 67 30 17:38 12 _lozzle #11 off, IRT air on

9 wir0196 476 174 8.0 13781 14299 6848 0641176 436 680 44 67 30 17:48 12 _lozzle #11 off, IRT air on

10 wir0197 491 178 8.0 13788 14304 8094 0643917 434 874 44 87 30 17:83 12 _lozzle #11 off, IRT air on

11 wir0198 810 178 8.0 13788 14303 8177 0640761 4348 8781 44 87 30 18:39 12 _lozzle #11 off, IRT air on

12 wir0199 370 178 8.0 13773 143 800 #VALUE! ** 44 87 30 19:28 92 _lozzle #11 off, IRT air on

13 wir0200 388 174 8.0 13788 14303 8838 0646018 438 878 44 87 30 19:49 92 _lozzle #11 off, IRT air on

14 wir0201 397 173 8.0 13771 14304 7878 0844543 437 878 44 87 30 19:88 12 _lozzle #11 off, IRT air on

18 wir0202 388 174 8.0 13778 14303 978 0839083 432 878 44 87 30 20:07 12 _lozzle #11 off, IRT air on

18 wir0203 384 174 8.0 13788 14298 9819 084497 438 878 44 87 30 20:17 12 _lozzle #11 off, IRT air on

17 wir0204 423 174 8.0 13788 14312 8577 0638002 4388 8828 44 87 30 21:28 12 _lozzle #11 off, IRT air on

18 wir0205 489 178 8.0 13778 14308 810 0839824 4354 8808 44 87 30 21:37 12 _lozzle #11 off, IRT air on (south vent door has half inches gap)

19 wir0206 483 172 8.0 13808 14312 880 0834841 4322 8808 44 87 20 21:47 12 _lozzle #11 off, IRT air on (south vent door has half inches gap)

20 wir0207 80 1 174 8.0 13 788 14 308 7812 O 844874 43 4 87 3 44 87 28 21:87 12 _lozzle #11 off, IRT air on (south vent door has half inches gap)

21 wir0208 48 8 178 8.0 13 79 14 31 89 04 O 115196 4 7 40 8 4 39 3 22:13 92 _,11Nozzles on, IRT air on (south vent door has half inches gap)

22 wir0209 47 2 178 8.0 13 778 14 313 80 7 O 110294 4 8 40 8 4 39 3 22:20 92 _,11Nozzles on, IRT air on (south vent door has half inches gap)

23 wir0210 407 174 8.0 13772 14311 880 0640351 438 684 44 67 28 22:38 12 _lozzle #11 off, IRT air on

24 wir0211 484 178 8.0 13788 14318 920 0844444 438 878 44 87 28 22:43 12 _lozzle #11 off, IRT air on

28 wir0212 429 177 8.0 13791 14319 882 084848 437 878 44 87 28 22:80 12 _lozzle #11 off, IRT air on

28 wir0213 488 174 0.0 1379 14309 770 0848088 438 879 44 87 28 23:00 12 _lozzle #11 off, IRT air on

27 wir0214 447 174 0.0 13794 14318 822 0646972 438 877 44 87 28 23:07 12 _lozzle #11 off, IRT air on

28 wir0215 488 178 0.0 1379 1432 801 0643382 4378 880 44 87 28 23:13 12 _lozzle #11 off, IRT air on

(both vent doors opened about 2' each, cloud observed)

(south vent door open for 8", no cloud observed)

(vent doors are closed), 3M M penetrated

(both vent doors opened about 2' each, cloud observed)

(both vent doors opened about 2' each, cloud observed)

(both vent doors opened about 2' each, cloud observed)

(both vent doors opened about 2' each, cloud observed)

(both vent doors opened about 2' each, cloud observed)

(both vent doors opened about 2' each, cloud observed)
:Z

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Date : August 14, 1997

AVERAGE PBAR : 14.30 psia

DYE CONCENTRATION : 0.0003 grams/cc

PSYCHROMETER READINGS : Note:

1. Test Model:Boeing757TailplaneAirfoil(stall@-9 deg.)

2. Pressuredatawas takenfrom IRT'sESPsystem

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION DISK DISPLAY TANK TIME

PRESSURE READING PRESSURE

RUN Run I.D. Air TAS A.O.A p_ PRESS Humidity PAIn PAIn PWATER PAIn PWATER SPRAY CLOCK MVD

NO TEMP (MPH) (deg.) (PSlA) TOTAL % PWATER Display Display Gauge Gauge TIME TIME

(°F) (PSIA) (psig) (psig) (psig) (psig) (sec)

1 wir0216 474 176 0.0 13792 14271 736 0643594 437 679 44 67 25 19:40 12 'qozzle #11 off, IRT air on

2 wir0217 484 176 0.0 13741 14276 787 0645066 438 679 44 67 25 19:54 12 'qozzle #11 off, IRT air on

3 wir0218 460 176 0.0 13745 14236 8064 0646539 439 679 44 67 25 20:03 12 'qozzle #11 off, IRT air on

4 wir0219 462 175 0.0 13751 14277 767 0646539 439 679 44 67 25 20:10 12 'qozzle #11 off, IRT air on

5 wir0220 451 174 4.0 13747 14276 7817 0627507 438 698 44 67 25 20:27 12 klozzle #11 off, IRT air on

6 wir0221 445 176 4.0 13755 14279 806 0640118 434 678 44 67 25 20:35 12 'qozzle #11 off, IRT air on

7 wir0222 462 175 4.0 13745 14277 724 0639053 432 676 44 67 25 20:47 12 'qozzle #11 off, IRT air on

8 wir0223 441 174 4.0 1376 14277 822 0645803 4385 679 44 67 25 20:54 12 klozzle #11 off, IRT air on

9 wir0224 464 175 4.0 13748 14278 785 0292555 224 764 22 74 6 21:12 22 'qozzle #11 off, IRT air on

10 wir0225 407 174 4.0 1375 1428 766 0293045 225 7678 22 74 6 21:23 22 klozzle #11 off, IRT air on

11 wir0226 405 174 4.0 13746 14288 788 0311111 238 765 22 74 6 21:31 22 'qozzle #11 off, IRT air on

12 wir0227 434 174 4.0 1374 1428 703 0294654 226 767 22 74 6 21:41 22 'qozzle #11 off, IRT air on

13 wir0228 479 175 0.0 13744 1428 705 0291287 224 769 22 74 6 21:53 22 'qozzle #11 off, IRT air on

14 wir0229 444 176 0.0 13743 14278 743 0292428 224 766 22 74 6 22:01 22 'qozzle #11 off, IRT air on

15 wir0230 431 177 0.0 13729 14277 787 029765 228 766 22 74 6 22:07 22 'qozzle #11 off, IRT air on

16 wir0231 456 177 0.0 13746 14277 720 0290314 2218 764 22 74 6 22:13 22 'qozzle #11 off, IRT air on

REMARKS

_* IRT 80 Ibs air when tunnel was in operating condition

_* IRT 20 Ibs air when tunnel was in idle condition

(south vent door opens 13 inches)

(south vent door opens 16 inches)

(south vent door opens 21 inches)

(south vent door opens 21 inches)

(south vent door opens 31 inches)

(south vent door opens 31 inches)

(south vent door opens 31", north vent door opens 12")

(south vent door opens 31", north vent door opens 12")

(south vent door opens 31", north vent door opens 12")

(both vent doors closed -- due to heavy cloud observed)

(vent doors were closed)

(south vent door opens 7")

(south vent door opens 17")

(south vent door opens 31")

(south vent door opens 31")

(south vent door opens 31")

17 wir0232 43 1 177 0.0 13 749 14 285 75 7 o 104218 4 25 40 78 4 39 3 22:29 92 _,11Nozzles on, IRT air on ( both vent doors closed)

18 wir0233 450 176 0.0 13736 14276 706 010489 429 409 4 39 3 22:38 92 _,11Nozzles on, IRT air on ( south vent door opens 22")

19 wir0234 469 176 0.0 1374 1428 710 0103704 42 406 4 39 3 22:45 92 _,11Nozzles on, IRT air on ( south vent door opens 14")
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Date

AVERAGE PBAR

DYE CONCENTRATION

PSYCHROMETER READINGS

: August 18, 1997

: 13.82 psia

: 0.0003 grams/cc

Note:

1. TestModel:Collector

2. AngleOfAttackin thisrecordwasreferto IRT'sAOA setting

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION DISK DISPL&Y TANK TIME

PRESSURE READING PRESSURE

RUN Run I.D. Air TAS A.O.A p_ PRESS Humidity PAin PAin PWATER PAin PWATER SPRAY CLOCK MVD

NO TEMP (MPH) (deg.) (PSIA) TOTAL % PWATER Display Display Gauge Gauge TIME TIME

(°F)

1 wir0258 46.7 175

2 wir0259 47.4 175

3 wir0260 45.4 175

4 wirO261 45.7 178

5 wirO262 50.7 175

6 wirO263 52.7 176

7 wirO264 46.5 176

8 wirO265 42.7 175

9 wirO266 50.6 175

10 wirO267 39.4 173

11 wirO268 43.2 175

12 wirO269 44.1 176

13 wirO270 43.4 175

14 wirO271 49.8 176

15 wirO272 51.6 176

16 wirO273 50.9 177

17 wirO274 47.7 175

18 wirO275 51.1 176

19 wirO276 46.2 176

20 wirO277 45.6 175

21 wirO278 45.1 176

22 wirO279 42.2 176

IRT (psia) (psig) (psig) (psig) (psig) (sec)

O.O 13.82 14.362 84.1 0.2937 22.5 76.6 22 74

O.O 13.84 14.36 82.2 0.2947 22.4 76.0 22 74

O.O 13.82 14.362 87.7 0.2943 22.6 76.8 22 74

O.O 13.82 14.36 97.0 0.2913 22.4 76.9 22 74 6

O.O 13.82 14.36 87.0 0.2992 22.8 76.2 22 74

O.O 13.81 14.35 72.0 0.6412 43.6 68.0 44 67

O.O 13.82 14.36 73.9 0.6435 43.5 67.6 44 67

O.O 13.82 14.35 83.0 0.6421 43.6 67.9 44 67

O.O 13.83 14.36 75.5 0.6382 43.4 68.0 44 67

O.O 13.83 14.36 85.0 0.644 43.6 67.7 44 67

O.O 13.83 14.36 83.4 0.105 4.23 40.3 4 39

O.O 13.82 14.36 74.7 0.1059 4.3 40.6 4 39

O.O 13.83 14.36 73.7 0.101 4.1 40.6 4 39

O.O 13.82 14.36 66.2 0.1027 4.2 40.9 4 39

O.O 13.84 14.37 69.0 0.1078 4.4 40.8 4 39

O.O 13.83 14.37 62.0 0.2995 23.0 76.8 22 74

O.O 13.87 14.37 70.0 0.2889 22.3 77.20 22 74

-8.0 13.84 14.36 74.5 0.292 22.4 76.7 22 74

-8.0 13.84 14.36 73.6 0.2961 22.8 77.0 22 74

-8.0 13.83 14.36 70.6 0.3059 23.4 76.5 22 74

-8.0 13.82 14.36 73.6 0.2917 22.4 76.8 22 74

-8.0 13.83 14.36 81.6 0.2939 22.6 76.9 22 74

REMARKS

_* IRT 80 Ibs air when tunnel was in operating condition

_* IRT 20 Ibs air when tunnel was in idle condition

6 18:08 22 klozzle #11 off, IRT air on, Verigood 100 paper (south vent door opens 31")

6 18:18 22 klozzle #11 off, IRT air on, Verigood 100 paper (south vent door opens 31")

6 18:27 22 klozzle #11 off, IRT air on, Verigood 100 paper (south vent door opens 31")

22 klozzle #11 off, IRT air on, Whatman 3MM (south vent door opens 31")

6 18:48 22 klozzle #11 off, IRT air on, Whatman 3MM (south vent door opens 9")

25 19:22 12 klozzle #11 off, IRT air on, Verigood 100 paper (south vent door opens 9")

25 19:37 12 klozzle #11 off, IRT air on, Verigood 100 paper (south vent door opens 17")

25 19:44 12 klozzle #11 off, IRT air on, Verigood 100 paper (vent doors closed)

25 19:52 12 klozzle #11 off, IRT air on, Whatman 3MM (vent doors close)

25 20:01 12 klozzle #11 off, IRT air on, Whatman 3M M (vent doors closed)

3 20:38 92 _,11Nozzles on, IRT air on, Verigood 100 paper (vent doors closed)

3 20:45 92 _,11Nozzles on, IRT air on, Verigood 1OO paper (vent doors closed)

3 20:54 92 _,11Nozzles on, IRT air on, Verigood 100 paper (vent doors closed)

3 21:02 92 _,11Nozzles on, IRT air on, Whatman 3MM paper (vent doors closed)

3 21:10 92 _,11Nozzles on, IRT air on, Whatman 3MM paper (vent doors closed)

6 21:27 22 klozzle #11 off, IRT air on, Verigood 100 paper ( vent doors closed)

6 21:43 22 klozzle #11 off, IRT air on, Verigood 100 paper ( vent doors closed)

6 22:13 22 klozzle #11 off, IRT air on, Verigood 100 paper (south vent door opens 12")

6 22:20 22 klozzle #11 off, IRT air on, Verigood 100 paper (south vent door opens 12")

6 22:36 22 klozzle #11 off, IRT air on, Verigood 100 paper (south vent door opens 25")

6 22:44 22 klozzle #11 off, IRT air on, Whatman 3MM paper (south vent door opens 25")

6 22:52 22 klozzle #11 off, IRT air on, Whatman 3MM paper (south vent door opens 25")
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Date : August 19, 1997

AVERAGE PBAR : 13.80 psia

DYE CONCENTRATION : 0.0003 grams/cc

PSYCHROMETER READINGS :

Note:

1.Test Model:Collector

2. AngleOfAttackin thisrecordwasreferto IRT'sAOAsetting

3. Humidityon IRTwas low,all10 IRT'sspray barsweresetto

sprayto increasethe humidityinsidetheIRT

4.Pre-spraythetunnelfor about1.5 minto 2. minbeforeplacing

thestripson thecollector-- to increasethehumidityin IRT

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION DISK DISPLAY TANK TIME

PRESSURE READING PRESSURE

RUN Run I.D. Air TAS IBm p_ PRESS Humidity PAIn PAIn PWATER PAIn PWATER SPRAY CLOCK MVD

NO TEMP (MPH) A.O.A. (psia) TOTAL % PWATER Display Display Gauge Gauge TIME TIME

(°F) (deg) (psia) (psig) (psig) (psig) (psig) (sec)

REMARKS

_* IRT 80 Ibs air when tunnel was in operating condition

_* IRT 20 Ibs air when tunnel was in idle condition

bad wir280-a 44.2 177 -8.0 13.7 14.3 76.0 0.6381 43.2 67.7 44 67 25 18:02 12 qozzle #11 off, I RT air on, Verigood 100 paper (vent doors closed), trial run

1 wir0280 46.2 176 -8.0 13.79 14.33 81.5 0.6392 43.4 67.9 44 67 25 18:26 12 klozzle #11 off, IRT air on, Verigood 100 paper (vent doors closed)

2 wir0281 48.6 175 -8.0 13.81 14.33 80.5 0.6368 43.3 68.0 44 67 25 18:34 12 klozzle #11 off, IRT air on, Verigood 100 paper (vent doors closed)

3 wir0282 49.2 177 -8.0 13.81 14.33 69.9 0.6368 43.3 68.0 44 67 25 18:42 12 klozzle #11 off, IRT air on, Verigood 100 paper (IRT spray for 7 min., vent doors closed)

4 wir0283 49.1 176 -8.0 13.81 14.32 77.8 0.6436 43.7 67.9 44 67 25 19:03 12 klozzle #11 off, IRT air on, Whatman 3MM paper (vent doors closed)

5 wir0284 50.1 176 -8.0 13.8 14.33 67.0 0.6431 43.6 67.8 44 67 25 19:11 12 klozzle #11 off, IRT air on, Whatman 3MM paper (vent doors closed)

6 wir0285 49.2 178 -8.0 13.79 14.33 73.2 0.1098 4.5 41.0 4 39 3 19:29 92 _,11Nozzles on, IRT air on, Verigood 100 paper (IRT spray for 3 min, vent doors closed)

7 wirO286 50.9 175 -8.0 13.8 14.33 67.9 0.1027 4.2 40.9 4 39 3 19:37 92 _,11Nozzles on, IRT air on, Verigood 100 paper (vent doors closed)

8 wirO287 50.4 176 -8.0 13.8 14.33 59.4 0.1051 4.3 40.9 4 39 3 19:45 92 _,11Nozzles on, IRT air on, Verigood 100 paper (vent doors closed)

9 wirO288 49.6 176 -8.0 13.79 14.32 79.2 0.1073 4.4 41 .O 4 39 3 20:02 92 _,11Nozzles on, IRT air on, Whatman 3MM paper (IRT spray for 7 min, vent doors closed)

10 wir0289 50.5 176 -8.0 13.8 14.32 64.1 0.1073 4.4 41.0 4 39 3 20:10 92 _,11Nozzles on, IRT air on, Whatman 3MM paper (vent doors closed)

11 wir0290 48.8 176 +8.0 13.79 14.32 76.0 0.1037 4.2 40.5 4 39 3 20:39 92 _,11Nozzles on, IRT air on, Verigood 100 paper (IRT spray for 8 min, vent doors closed)

12 wir0291 51.2 176 +8.0 13.79 14.32 72.5 0.1073 4.4 41.0 4 39 3 20:46 92 _,11Nozzles on, IRT air on, Verigood 1 O0 paper (vent doors closed)

13 wirO292 51.2 175 +8.0 13.79 14.36 59.9 0.1051 4.3 40.9 4 39 3 20:53 92 _,11Nozzles on, IRT air on, Verigood 100 paper (vent doors closed)

14 wirO293 47.7 175 +8.0 13.8 14.32 75.7 0.1078 4.4 40.8 4 39 3 21:10 92 _,11Nozzles on, IRT air on, Whatman 3MM paper (IRT spray for 8 min, vent doors closed)

15 wirO294 49.3 175 +8.0 13.8 14.32 66.5 0.1073 4.4 41.0 4 39 3 21:16 92 _,11Nozzles on, IRT air on, Whatman 3MM paper (vent doors closed)

16 wirO295 47.3 176 +8.0 13.79 14.32 74.0 0.6362 43.31 68.08 44 67 25 21:33 12 klozzle #11 off, IRT air on, Verigood lOO paper (IRT spray for 10 min, vent doors closed)

17 wirO296 50.2 175 +8.0 13.8 14.32 91.5 0.6346 43.6 68.70 44 67 25 21:48 12 klozzle #11 off, IRT air on, Verigood lOO paper (IRT spray for 10 min, vent doors closed)

18 wirO297 50.1 176 13.8 13.79 14.32 72.5 0.637 43.7 68.6 44 67 25 21:55 12 klozzle #11 off, IRT air on, Verigood 100 paper (vent doors closed)

19 wirO298 49.9 176 +8.0 13.81 14.32 62.8 0.6332 43.11 68.1 44 67 25 22:01 12 klozzle #11 off, IRT air on, Verigood 100 paper (vent doors closed)

20 wirO299 50.6 175 +8.0 13.8 14.32 76.3 0.6406 43.5 67.9 44 67 25 22:08 12 klozzle #11 off, IRT air on, Verigood 100 paper (Colin Bidwell Humidity Technique, see note 4)

21 wirO3OO 50.0 176 +8.0 13.8 14.32 73.0 0.289 22.26 77.02 22 74 6 22:17 22 klozzle #11 off, IRT air on, Verigood 100 paper (Colin Bidwell Humidity Technique, see note 4)

22 wirO3Ol 49.9 177 +8.0 13.78 14.32 80.0 0.2927 22.3 76.2 22 74 6 22:25 22 klozzle #11 off, IRT air on, Verigood 100 paper (Colin Bidwell Humidity Technique, see note 4)

23 wirO3O2 50.1 176 +8.0 13.8 14.32 68.2 0.298 22.8 76.5 22 74 6 22:32 22 klozzle #11 off, IRT air on, Verigood 100 paper (Colin Bidwell Humidity Technique, see note 4)

24 wirO3O3 49.3 177 +8.0 13.8 14.32 80.0 0.29 22.3 76.9 22 74 6 22:44 22 klozzle #11 off, IRT air on, Verigood 100 paper (Colin Bidwell Humidity Technique, see note 4)

25 wirO3O4 49.0 176 +8.0 13.79 14.32 74.2 0.294 22.7 77.2 22 74 6 22:52 22 klozzle #11 off, IRT air on, Verigood 100 paper (Colin Bidwell Humidity Technique, see note 4)
Z

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Date

AVERAGE PBAR

DYE CONCENTRATION

PSYCHROMETER READINGS

: August 20, 1997

: 13.66 psia

: 0.0003 grams/cc

Note:

1.Test Model:GLC305

2. GLC305 pressuredatawastakenby IRT'sESPsystem

3. AngleOfAttackin thisrecordwasreferto IRT'sAOAsetting

4. GLC305's AOAis sameas IRTTurntable'sAOA

5. Newspraytimeset to 18secondsfor 12MVD

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION DISK DISPLAY TANK TIME

PRESSURE READING PRESSURE

RUN Run I.D. Air TAS IRT p_ PRESS Humidity PAin PAin PWATER PAin PWATER SPRAY CLOCK MVD

NO TEMP (MPH) A.O.A. (psia) TOTAL % PWATER Display Display Gauge Gauge TIME TIME

(°F)

1 wir0305 45.3 175

2 wir0306 43.6 176

3 wir0307 44.3 177

4 wirO3O8 44.1 175

5 wirO3O9 45.4 177

6 wirO310 45.3 176

7 wirO311 44.7 176

8 wirO312 44.3 177

9 wirO313 42.5 176

10 wirO314 43.9 177

11 wirO315 44.9 175

12 wirO316 44.4 176

13 wirO317 44.0 177

14 wirO318 44.6 177

15 wirO319 43.1 176

16 wirO320 42.1 176

17 wirO321 43.0 177

18 wirO322 41.7 176

19 wirO323 42.2 175

20 wirO324 41.6 177

21 wirO325 41.8 175

22 wirO326 41.7 177

23 wirO327 41.3 177

24 wirO328 41.9 176

25 wirO329 42.9 175

26 wirO330 43.4 176

27 wirO331 41.2 176

28 wirO332 41.3 175

(deg) (psia) (psig) (psig) (psig) (psig) (sec)

1.5 13.68 14.21 73.4 0.2981 22.3 74.8 22 74

1.5 13.68 14.2 70.8 0.29 22.3 76.9 22 74

1.5 13.67 14.2 68.2 0.2957 22.8 77.1 22 74

1.5 13.68 14.21 73.6 0.2935 22.6 77.0 22 74

6.0 13.66 14.2 73.6 0.2943 22.6 76.8 22 74

6.0 13.68 14.21 77.1 0.2935 22.6 77.0 22 74

6.0 13.67 14.21 70.4 0.2965 22.8 76.9 22 74

6.0 13.68 14.21 68.7 0.2962 22.6 76.3 22 74

6.0 13.66 14.2 85.5 0.6397 43.5 68.0 44 67

6.0 13.66 14.2 77.1 0.6416 43.5 67.8 44 67

6.0 13.66 14.2 74.9 0.6412 43.6 68.0 44 67

6.0 13.67 14.2 76.7 0.6444 43.5 67.5 44 67

1.5 13.66 14.2 75.3 0.644 43.6 67.7 44 67

1.5 13.66 14.2 82.1 0.6426 43.7 68.0 44 67

1.5 13.66 14.2 81.6 0.6456 43.9 68 44 67

1.5 13.67 14.2 81.0 0.6406 43.5 67.9 44 67

1.5 13.67 14.2 82.4 0.1034 4.20 40.6 4 39

1.5 13.67 14.2 81.5 0.1034 4.2 40.6 4 39

1.5 13.66 14.2 79.4 0.1039 4.25 40.9 4 39

1.5 13.67 14.2 79.4 0.1032 4.22 40.9 4 39

6.0 13.66 14.2 78.8 0.1057 4.3 40.7 4 39

6.0 13.66 14.2 78.3 0.1051 4.3 40.9 4 39

6.0 13.67 14.2 79.3 0.1054 4.3 40.8 4 39

6.0 13.67 14.2 75.1 0.1051 4.3 40.9 4 39

1.5 13.67 14.2 77.3 0.2904 22.3 76.8 22 74

1.5 13.67 14.2 75.6 0.292 22.4 76.7 22 74

1.5 13.67 14.2 75.3 0.2973 22.8 76.7 22 74

1.5 13.67 14.2 78.1 0.2915 22.3 76.5 22 74

REMARKS

_* IRT 80 Ibs air when tunnel was in operating condition

_* IRT 20 Ibs air when tunnel was in idle condition

6 18:25 22 'qozzle #11 off, IRT air on

6 18:35 22 'qozzle #11 off, IRT air on

6 18:42 22 'qozzle #11 off, IRT air on

6 18:55 22 'qozzle #11 off, IRT air on

6 19:06 22 'qozzle #11 off, IRT air on

6 19:13 22 'qozzle #11 off, IRT air on

6 19:20 22 'qozzle #11 off, IRT air on

6 19:27 22 'qozzle #11 off, IRT air on

18 19:37 12 'qozzle #11 off, IRT air on

18 19:44 12 'qozzle #11 off, IRT air on

18 19:51 12 'qozzle #11 off, IRT air on

18 19:57 12 'qozzle #11 off, IRT air on

18 20:03 12 klozzle #11 off, IRT air on

18 20:15 12 'qozzle #11 off, IRT air on

18 20:27 12 'qozzle #11 off, IRT air on

18 20:34 12 klozzle #11 off, IRT air on

(both vent doors closed)

(both vent doors closed)

(both vent doors closed)

(both vent doors closed)

(south vent doors open 11")

(both vent doors closed)

(both vent doors closed)

(both vent doors colsed)

(south vent doors open 11")

(south vent doors open 5")

(south vent doors open 5")

(south vent doors open 6")

(south vent doors open 6")

(south vent doors open 11")

(south vent doors open 15")

(south vent doors open 5")

3 20:49 92 _,11Nozzles on, IRT air on, (south vent doors open 5")

3 20:57 92 _,11Nozzles on, IRT air on, (south vent doors open 5")

3 21:03 92 _,11Nozzles on, IRT air on, (south vent doors open 5")

3 21:10 92 _,11Nozzles on, IRT air on, (south vent doors open 5")

3 21:16 92 _,11Nozzles on, IRT air on, (south vent doors open 5")

3 21:23 92 _,11Nozzles on, IRT air on, (south vent doors open 5")

3 21:29 92 _,11Nozzles on, IRT air on, (south vent doors open 5")

3 21:35 92 _,11Nozzles on, IRT air on, (south vent doors open 5")

10 21:50 22 'qozzle #11 off, IRT air on -- test for Colin Bidwell, Patti

10 21:52 22 "epeat Wl R0329 except All Nozzle on

10 21:55 22 "epeat Wl RO330 except Nozzle #11 off

10 21:58 22 "epeat WIRO331
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Date

AVERAGE PBAR

DYE CONCENTRATION

PSYCHROMETER READINGS

: August 21, 1997

: 13.66 psia

: 0.0003 grams/cc

Note:

1. Test Model:CollectorMechanism

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION DISK DISPLAY TANK TIME

PRESSURE READING PRESSURE

RUN Run I.D. Air TAS IRT p_ PRESS Humidity PAin PAin PWATER PAin PWATER SPRAY CLOCK MVD

NO TEMP (MPH) A.O.A. (psia) TOTAL % PWATER Display Display Gauge Gauge TIME TIME

(°F) (deg) (psia) (psig) (psig) (psig) (psig) (sec)

1 wir0333 41.7 174 0.0 13.71 14.24 93.1 0.6456 43.9 68.0 44 67

2 wir0334 43.1 176 0.0 13.7 14.23 84.3 0.6426 43.7 68.0 44 67

3 wir0335 45.3 174 0.0 13.72 14.24 83.2 0.6412 43.6 68.0 44 67

4 wir035-a 49.3 174 0.0 13.72 14.23 67.0 0.6354 43.48 68.4 44 67

5 wir0336 42.0 175 0.0 13.7 14.23 84.4 0.2956 22.7 76.8 22 74

6 wir0337 43.7 174 0.0 13.71 14.23 80.1 0.2984 22.8 76.4 22 74

7 wir0338 46.4 174 0.0 13.72 14.23 77.6 0.1032 4.23 41.0 4 39

8 wir0339 48.0 175 0.0 13.7 14.23 74.0 0.1051 4.3 40.9 4 39

9 wir0340 48.0 175 -8.0 13.71 14.23 72.0 0.6406 43.5 67.9 44 67

10 wir0341 45.1 177 -8.0 13.69 14.23 70.9 0.6402 43.6 68.1 44 67

11 wir0342 41.0 176 -8.0 13.67 14.22 94.4 0.6426 43.7 68.0 44 67

12 wir0343 42.5 174 -8.0 13.7 14.22 76.8 0.2943 22.6 76.8 22 74

13 wir0344 43.3 176 -8.0 13.7 14.22 74.1 0.296 22.7 76.7 22 74

14 wir0345 43.8 175 -8.0 13.7 14.23 65.7 0.1078 4.4 40.8 4 39

15 wir0346 39.8 176 -8.0 13.7 14.23 75.6 0.1054 4.3 40.8 4 39

16 wir0347 42.7 176 +8.0 13.69 14.23 74.6 0.6397 43.5 68.0 44 67

17 wir0348 43.2 174 +8.0 13.71 14.24 73.1 0.6397 43.5 68.0 44 67

18 wir0349 43.0 176 +8.0 13.71 14.23 70.9 0.6412 43.60 68.0 44 67

19 wir0350 43.5 176 +8.0 13.71 14.23 63.5 0.2947 22.6 76.7 22 74

20 wir0351 42.5 175 +8.0 13.69 14.22 74.3 0.2932 22.4 76.4 22 74

21 wir0352 43.2 178 +8.0 13.69 14.23 69.0 0.1117 4.57 40.9 4 39

22 wir0353 43.6 173 +8.0 13.71 14.24 67.0 0.1081 4.4 40.7 4 39

23 wir0354 40.2 175 +8.0 13.7 14.24 81.4 0.6499 43.8 67.4 44 67

24 wir0355 41.3 176 +8.0 13.7 14.23 75.0 0.6451 43.8 67.9 44 67

25 wir0356 43.7 176 +8.0 13.7 14.23 77.0 0.6382 43.4 68.0 44 67

26 wir0357 42.1 176 +8.0 13.7 14.23 78.4 0.6425 43.5 67.7 44 67

REMARKS

_* IRT 80 Ibs air when tunnel was in operating condition

_* IRT 20 Ibs air when tunnel was in idle condition

18 17:09 12 'qozzle #11 off, IRT air on (vent doors closed)

18 17:18 12 'qozzle #11 off, IRT air on (vent doors closed)

18 17:32 12 'qozzle #11 off, IRT air on (vent doors closed)

18 17:41 12 'qozzle #11 off, IRT air on (vent doors closed)

6 17:54 22 _lozzle #11 off, IRT air on (vent doors closed)

6 18:00 22 'qozzle #11 off, IRT air on (vent doors closed)

3 18:42 92 _,11Nozzles on, IRT air on (vent doors closed)

3 18:49 92 _,11Nozzles on, IRT air on (vent doors closed)

18 19:06 12 'qozzle #11 off, IRT air on (vent doors closed)

18 19:24 12 'qozzle #11 off, IRT air on (south vent door opens)

18 19:42 12 'qozzle #11 off, IRT air on (pre-spray and then open south vent door 10")

6 19:56 22 _lozzle #11 off, IRT air on (south vent door opens 10")

6 20:04 22 'qozzle #11 off, IRT air on (south vent door opens 10")

3 20:15 92 _,11Nozzles on, IRT air on (vent doors closed)

3 20:24 92 _,11Nozzles on, IRT air on (vent doors closed)

18 20:48 12 'qozzle #11 off, IRT air on (vent doors closed)

18 21:01 12 'qozzle #11 off, IRT air on (pre-spray for 45 seconds, vent doors closed)

18 21:11 12 'qozzle #11 off, IRT air on (pre-spray for 30 seconds, vent doors closed)

6 21:19 22 'qozzle #11 off, IRT air on (vent doors closed)

6 21:29 22 'qozzle #11 off, IRT air on (vent doors closed)

3 21:40 92 _,11Nozzles on, IRT air on (vent doors closed, IRT air only 70 lb.)

3 21:51 92 _,11Nozzles on, IRT air on (pre-spray, vent doors closed)

5 22:00 12 'qozzle #11 off, IRT air on (vent doors closed)

10 22:09 12 'qozzle #11 off, IRT air on (south vent door open 11")

15 22:16 12 'qozzle #11 off, IRT air on (south vent door open 11")

20 22:23 12 'qozzle #11 off, IRT air on (south vent door open 11")
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Date : August 22, 1997

AVERAGE PBAR : 13.73 psia

DYE CONCENTRATION : 0.0003 grams/cc

PSYCHROMETER READINGS :

Note:

1. LWCmeasurementtest (BobIde)

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION DISK DISPLAY TANK TIME REMARKS

PRESSURE READING PRESSURE

RUN Run I.D. Air TAS IRT p_ PRESS Humidity PAIn PAIn PWATER PAIn PWATER SPRAY CLOCK MVD 'total temp recorded instead of static for wir 0358 thru 0376

NO TEMP (MPH) A.O.A. (PSIA) TOTAL % PWATER Display Display Gauge Gauge TIME TIME _* IRT 80 Ibs air when tunnel was in operating condition

(°F3 (deg) (psia) (psig) (psig) (psig) (psig) (sec) _* IRT 20 Ibs air when tunnel was in idle condition

1 wir0358 58.1 177 0.0 13.73 14.27 70 0.6436 43.4 67.4 44 67 120 16:49 12 _lozzle #11 off, (vent doors closed) meas 11 mic, no IRT air

2 wir0359 52.1 177 0.0 13.73 14.26 65 0.6439 43.4 67.4 44 67 120 16:55 12 _lozzle #11 off, (vent doors closed) meas 11 mic, no IRT air

3 wir0360 49.7 177 0.0 13.73 14.27 68.0 0.2928 22.4 76.5 22 74 120 17:01 22 klozzle #11 off, (vent doors closed) meas 19 mic, no IRT air

4 wir0361 48.6 176 0.0 13.73 14.27 68.0 0.2954 22.6 76.5 22 74 120 17:05 22 klozzle #11 off, (south vent door open 21"") meas 19 mic, no IRT air

5 wir0362 49.3 175 0.0 13.73 14.27 81.0 0.2911 22.3 76.6 22 74 120 17:13 22 klozzle #11 off, (south vent door open 21") meas 19 mic, no IRT air

6 wir0363 49.1 175 0.0 13.73 14.27 78.0 0.6493 43.7 67.3 44 67 120 17:19 12 klozzle #11 off, (south vent door open 21") meas 11 mic, no IRT air

y wir0364 49.4 177 0.0 13.73 14.27 82.0 0.6416 43.5 67.8 44 67 120 17:56 12 klozzle #11 off, (south vent door open 21"), no IRT air, LWC = 0.12 g/cm 3

8 wir0365 49.9 174 0.0 13.73 14.27 83.0 0.6436 43.7 67.9 44 67 120 18:03 12 _lozzle #11 off, IRT air on (south vent door open 21 "), LWC = 0.07 g/cm 3

9 wir0366 49.3 177 0.0 13.73 14.27 80.0 0.6435 43.5 67.6 44 67 120 18:11 12 klozzle #11 off, IRT air on (south vent door open 21 "), LWC = 0.06 to 0.07 g/cm 3

10 wir0367 47.9 176 0.0 13.73 14.27 87.0 0.2915 22.3 76.5 22 74 120 18:17 22 klozzle #11 off, IRT air on (south vent door open 21"), LWC = 0.17 to 0.21 g/cm 3

11 wir0368 49.2 176 0.0 13.73 14.27 85.0 0.293 22.5 76.8 22 74 120 18:21 22 klozzle #11 off, IRT air on (south vent door open 21 "), LWC = 0.17 to 0.22 g/cm 3

12 wir0369 49.1 176 0.0 13.74 14.27 85.0 O. 1073 4.4 41.0 4 39 120 18:30 92 NI Nozzles, IRT air on (south vent door open 21 "), LWC = 0.22 to 0.26 g/cm 3

13 wir0370 68.2 175 0.0 13.77 14.29 68.0 0.1069 4.35 40.7 4 39 60 19:34 92 all Nozzles, IRT air on ( vent doors closed), LWC = 0.16 to 0.2 g/cm 3

14 wir0371 68.2 175 0.0 13.77 14.29 68.0 0.6459 43.6 67.5 44 67 60 19:38 12 Nozzle #11 off, IRT air on ( vent doors closed), LWC = 0.01 g/cm 3

15 wir0372 68.7 175 0.0 13.77 14.29 67.0 0.2904 22.3 76.8 22 74 60 19:43 22 Nozzle #11 off, IRT air on ( vent doors closed), LWC = 0.04 to 0.06 g/cm 3

16 wir0373 71.5 176 0.0 13.78 14.29 61.0 0.293 22.5 76.8 22 74 60 20:01 22 Nozzle #11 off, IRT air on ( vent doors closed), LWC = 0.03 to 0.04 g/cm 3

17 wir0374 72.1 176 0.0 13.78 14.29 60.0 0.6522 43.7 67.0 44 67 80 20:05 12 Nozzle #11 off, IRT air on ( vent doors closed), LWC = 0.0 to 0.005 g/cm 3

18 wir0375 72.9 175 0.0 13.78 14.29 58.0 0.1051 4.30 40.9 4 39 80 20:10 92 NI Nozzles, IRT air on ( vent doors closed), LWC = 0.14 to 0.18 g/cm 3

19 wir0376 65.0 175 0.0 13.78 14.29 50.0 0.115 4.6 40.0 4 39 80 20:19 92 NI Nozzles, IRT air on ( vent doors closed), LWC = 0.16 to 0.20 g/cm 3

20 wir0377 41.0 174 0.0 13.75 14.29 55.0 0.0983 4.0 40.7 4 39 80 20:30 92 _,11Nozzles on, IRT air on (vent doors closed), LWC = O. 16 to 0.2 g/cm 3

21 wir0378 38.7 175 0.0 13.76 14.29 60.0 0.2911 22.3 76.6 22 74 80 20:35 22 _lozzle #11 off, IRT air on (vent doors closed), Total T. = 44.7, LWC = 0.11 to O. 112 g/cm 3

22 wir0379 38.7 176 0.0 13.74 14.29 66.0 0.2906 22.2 76.4 22 74 80 20:50 22 Nozzle #11 off, IRT air on (south vent door open 15"), LWC = 0.12 to 0.16 g/cm 3

23 wir0380 38.2 176 0.0 13.75 14.29 74.0 0.2906 22.2 76.4 22 74 80 20:52 22 Nozzle #11 off, IRT air on (south vent door open 15"), LWC = 0.14 to 0.18 g/cm 3

24 wir0381 40.5 176 0.0 13.75 14.29 80.0 0.2913 22.2 76.2 22 74 80 20:54 22 Nozzle #11 off, IRT air on ( south vent door open 15"), LWC = O. 14 to 0.18 g/cm 3

25 wir382 _o data recorded

26 wir0383 39.0 176 0.0 13.74 14.29 91.0 0.2865 22 76.8 22 74 80 21:05 22 Nozzle #11 off, IRT air on ( south vent door open 15"), LWC = O. 18 to 0.24 g/cm 3

27 wir0384 40.3 177 0.0 13.75 14.29 90.0 0.6389 43 67.3 44 67 80 21:10 12 Nozzle #11 off, IRT air on ( south vent door open 15"), LWC = O. 10 to 0.14 g/cm 3

28 wir0385 39.6 177 0.0 13.75 14.29 95.0 O. 1098 4.5 41.0 4 39 80 21:16 92 _,11Nozzles on , IRT air on ( south vent door open 15"), LWC = 0.22 to 0.28 g/cm 3
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Date : August 25, 1997

AVERAGE PBAR : 13.83 psia

DYE CONCENTRATION : 0.0003 grams/cc

PSYCHROMETER READINGS :

Note:

1, Test Model : NACA 64A008

2, Pressure data was taken by IRT's ESP system (#2296 ~~ #2314)

3, Pressure paint tests was conducted; see Tim Benscic's image

files and IRT's ESP record #2296 ~~ #2300 and #2310 ~~ #2314

** the Whatman strip was ripped off and ruined the VG100 strip

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION DISK DISPLAY TANK TIME REMARKS

PRESSURE READING PRESSURE

RUN Run I.D. Air TAS IRT p_ PRESS Humidity PAin PAin PWATER PAin PWATER SPRAY CLOCK MVD _* Only static temperature is recorded

NO TEMP (MPH) A.O.A. (psia) TOTAL % PWATER Display Display Gauge Gauge TIME TIME _* IRT 80 Ibs air when tunnel was in operating condition

(°F) (deg) (psia) (psig) (psig) (psig) (psig) (sec) _* IRT 20 Ibs air when tunnel was in idle condition

1 wir0386 46.1 176 0.0 13.83 14.37 75.7 0.2988 22.8 76.3 22 74 6 21:04 22 klozzle #11 off, IRT air off (vent doors closed)

2 wir0387 43.6 176 0.0 13.83 14.37 75.1 0.2902 22.2 76.5 22 74 6 21:24 22 klozzle #11 off, IRT air on (one Whatman 3MM paper is placed perpendicular on the leading edge) **

3 wir0366 45.4 176 0.0 13.64 14.37 71.5 0.2924 22.4 76.6 22 74 6 21:40 22 klozzle #11 off, IRT air on

4 wir0369 45.1 174 0.0 13.64 14.37 65.4 0.296 22.7 76.7 22 74 6 22:07 22 klozzle #11 off, IRT air on (pre-spray for 5 minutes)

5 wir0390 44.1 176 8.0 13.83 14.37 84.4 0.299 22.9 76.6 22 74 6 22:25 22 klozzle #11 off, IRT air on (pre-spray for 5 minutes), 46x57 cm sheet Whatman 3MM paper used

6 wir0391 45.1 178 8.0 13.82 14.37 71.0 0.2803 21.5 76.7 22 74 6 22:57 22 klozzle #11 off, IRT air on (pre-spray for 5 minutes), 46x57 cm sheet Whatman 3MM paper used
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Date : August 26, 1997

AVERAGE PBAR : 13.80 psia

DYE CONCENTRATION : 0.0003 grams/cc

PSYCHROMETER READINGS :

Note:

1. Test Model:NACA64A008

2. Curvedstripswereused;Verigood100paperonly

3. Stripposition:AA is 36" abovethefloor, BBis 44"

4. GurneyFlapwas attachedon Run#416and#417

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION DISK DISPLAY TANK TIME

PRESSURE READING PRESSURE

RUN Run I.D. Air TAS IBm p_ PRESS Humidity PAIn PAIn PWATER PAIn PWATER SPRAY CLOCK MVD

NO TEMP (MPH) A.O.A. (PSlA) TOTAL % PWATER Display Display Gauge Gauge TIME TIME

(°F) (deg) (psia) (psig) (psig) (psig) (psig) (sec)

1 wir0392 46 175 0.0 13.8 14.33 82.2 0.6455 43.7 67.7 44 67 18 17:25 12 _lozzle #11 off, IRT air on

2 wir0393 44.8 177 0.0 13.79 14.33 77.2 0.6411 43.4 67.7 44 67 18 17:40 12 _lozzle #11 off, IRT air on

3 wir0394 44.0 176 0.0 13.8 14.34 77.6 0.6435 43.5 67.6 44 67 18 17:50 12 klozzle #11 off, IRT air on

4 wir0395 44.4 176 0.0 13.8 14.33 76.9 0.6401 43.4 67.8 44 67 18 18:01 12 klozzle #11 off, IRT air on

5 wir0396 44.9 175 +6.0 13.8 14.33 76.5 0.6411 43.4 67.7 44 67 18 18:13 12 klozzle #11 off, IRT air on

6 wir0397 44.3 175 +6.0 13.79 14.33 79.6 0.6435 43.5 67.6 44 67 18 13:24 12 klozzle #11 off, IRT air on

Y wir0398 46.6 176 +6.0 13.8 14.33 76.2 0.6425 43.5 67.7 44 67 18 18:34 12 klozzle #11 off, IRT air on

8 wir0399 43.3 176 +6.0 13.8 14.33 78.5 0.6436 43.7 67.9 44 67 18 18:41 12 klozzle #11 off, IRT air on

9 wir0400 43.5 177 +6.0 13.81 14.33 76.0 0.2904 22.3 76.8 22 74 6 18:58 22 klozzle #11 off, IRT air on

10 wir0401 43.3 176 +6.0 13.8 14.33 81.5 0.293 22.5 76.8 22 74 6 19:07 22 klozzle #11 off, IRT air on

11 wir0402 45.5 176 +6.0 13.79 14.32 76.5 0.295 22.6 76.6 22 74 6 19:15 22 klozzle #11 off, IRT air on

12 wir0403 47.2 176 +6.0 13.8 14.33 74.6 0.2907 22.3 76.7 22 74 6 19:22 22 klozzle #11 off, IRT air on

19 wir0404 46.6 176 0.0 13.79 14.33 74.7 0.292 22.4 76.7 22 74 6 19:33 22 klozzle #11 off, IRT air on

14 wir0405 42.6 176 0.0 13.79 14.33 81.3 0.2928 22.4 76.5 22 74 6 19:42 22 klozzle #11 off, IRT air on

15 wir0406 44.6 176 0.0 13.8 14.33 76.2 0.2928 22.4 76.5 22 74 6 19:51 22 klozzle #11 off, IRT air on

16 wir0407 46.6 175 0.0 13.79 14.33 73.7 0.2917 22.4 76.8 22 74 6 20:00 22 klozzle #11 off, IRT air on

REMARKS

_* IRT 80 Ibs air when tunnel was in operating condition

_* IRT 20 Ibs air when tunnel was in idle condition

(south vent door open 10")

(south vent door open 10")

(south vent door open 10")

(south vent door open 10")

(south vent door open 11"), Ttot_I = 49.8°F

(south vent door open 11"), Ttot_I = 52.1 °F

(south vent door open 11"), Ttot_I = 49.0°F

(south vent door open 20"), Ttot_I = 49.1°F

(south vent door open 20"), Ttot_I = 49.1°F

(south vent door open 16"), Ttot_I = 50.9°F

(south vent door open 16"), Ttot_I = 52.9°F

(south vent door open 16"), Ttot_I = 52.5°F

(south vent door open 16"), Ttot_I = 49.9°F

(south vent door open 16"), Ttot_I = 5O.O°F

(south vent door open 21"), Ttot_I = 52.0°F

17 wir0408 42.8 176 0.0 13.78 14.33 80.2 0.1103 4.5 40.8 4 39 3 20:15 92 _,11Nozzles on, IRT air on (south vent door open 23"), Ttot_l = 48.4°F

18 wirO4O9 45.1 177 O.O 13.81 14.33 76.1 0.1054 4.3 40.8 4 39 3 20:23 92 _,11Nozzles on, IRT air on (south vent door open 23"), Ttot_ I = 50.7°F

19 wirO410 44.3 177 O.O 13.79 14.33 76.5 0.1051 4.3 40.9 4 39 3 20:37 92 _,11Nozzles on, IRT air on (vent doors closed ), Ttot_I = 50.1 °F

20 wirO411 39.6 176 O.O 13.79 14.33 75.0 O. 1125 4.6 40.9 4 39 3 20:49 92 _,11Nozzles on, I RT air on (vent doors closed), Ttot_ I = 45.9°F

21 wirO412 45.1 175 +6.0 13.79 14.33 73.7 O. 11 4.5 40.9 4 39 3 21:12 92 _,11Nozzles on, IRT air on (south vent door open 13"), Ttota I = 50.4°F

22 wirO413 41.7 176 +6.0 13.8 14.34 76.7 O. 1029 4.2 40.8 4 39 3 21:23 92 _,11Nozzles on, I RT air on (vent doors closed), Ttot_ I = 47.5°F

23 wirO414 46.2 177 +6.0 13.81 14.34 78.5 O. 1088 4.45 40.9 4 39 3 21:41 92 _,11Nozzles on, IRT air on (south vent door open 19"), Ttot_ I = 51.8°F

24 wirO415 45.8 176 +6.0 13.8 14.33 77.5 O. 1076 4.4 40.9 4 39 3 21:54 92 _,11Nozzles on, I RT air on (vent doors closed), Ttot_ I = 51.2°F

25 wirO416 44.7 177 +6.0 13.8 14.33 73.5 0.1074 4.4 40.95 4 39 3 22:09 92 _,ll Nozzles on, IRTairon(southventdooropen14"),Ttot_l=49.5°F;GumeyFlapattached

26 wirO417 40.5 176 O.O 13.78 14.33 80.4 0.1054 4.3 40.8 4 39 3 22:17 92 _,ll Nozzles on, IRTairon(southventdooropen14"),Ttot_l=46.O°F;GumeyFlapattached
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Date

AVERAGE PBAR

DYE CONCENTRATION

PSYCHROMETER READINGS

: August 27, 1997

: 13.80 psia

: 0.0003 grams/cc

Note:

1.Test Model:MS317

2.wir0442andwir0443were impingmentobservationtest --strips

were placednearthetrailingedgeof theairfoil

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION DISK DISPLAY TANK TIME

PRESSURE READING PRESSURE

RUN Run I.D. Air TAS IRT p_ PRESS Humidity PAin PAin PWATER PAin PWATER SPRAY CLOCK MVD

NO TEMP (MPH) A.O.A. (PSIA) TOTAL % PWATER Display Display Gauge Gauge TIME TIME

(°F)

1 wir0418 43.4 175

2 wir0419 43.1 175

3 wir0420 43.8 177

4 wirO421 43.1 175

5 wirO422 43.1 175

6 wirO423 42.9 176

7 wirO424 42.4 175

8 wirO425 42.5 175

9 wirO426 45.2 175

10 wirO427 43.6 176

11 wirO428 45.7 176

12 wirO429 47.5 176

13 wirO430 43.2 175

14 wirO431 46.4 176

15 wirO432 45.8 176

16 wirO433 45.7 177

17 wirO434 44.2 177

18 wirO435 43.6 176

19 wirO436 43.5 176

20 wirO437 43.5 176

21 wirO438 43.6 177

22 wirO439 42.4 177

23 wirO440 42.4 177

24 wirO441 42.1 176

25 wirO442 47.6 176

26 wirO443 43.7 177

(deg) (psia) (psig) (psig) (psig) (psig) (sec)

O.O 13.73 14.26 82.4 0.6436 43.7 67.9 44 67

O.O 13.73 14.26 78.9 0.6436 43.7 67.9 44 67

O.O 13.73 14.26 76.4 0.6406 43.5 67.9 44 67

O.O 13.74 14.27 76.0 0.6421 43.6 67.9 44 67

8.0 13.73 14.26 74.8 0.6441 43.8 68.0 44 67

8.0 13.74 14.26 75.5 0.6421 43.6 67.9 44 67

8.0 13.73 14.26 76.0 0.6425 43.5 67.7 44 67

8.0 13.74 14.26 75.0 0.6401 43.4 67.8 44 67

8.0 13.74 14.26 73.3 0.2963 22.7 76.6 22 74

8.0 13.73 14.26 79.0 0.296 22.7 76.7 22 74

8.0 13.72 14.26 70.0 0.2917 22.4 76.8 22 74

8.0 13.74 14.26 73.0 0.2952 22.7 76.9 22 74

O.O 13.74 14.26 77.0 0.2947 22.6 76.7 22 74

O.O 13.72 14.26 75.2 0.293 22.5 76.8 22 74

O.O 13.72 14.26 78.3 0.2943 22.6 76.8 22 74

O.O 13.71 14.25 78.5 0.2999 23 76.7 22 74

O.O 13.72 14.26 70.5 0.1086 4.4 40.5 4 39

O.O 13.72 14.26 74.4 0.1086 4.4 40.5 4 39

O.O 13.72 14.26 78.0 0.1086 4.4 40.5 4 39

O.O 13.72 14.26 75.9 0.106 4.3 40.75 4 39

8.0 13.72 14.26 75.2 0.1076 4.4 40.9 4 39

8.0 13.72 14.26 71.7 0.1051 4.3 40.9 4 39

8.0 13.73 14.26 75.8 0.1076 4.4 40.9 4 39

8.0 13.73 14.26 75.0 0.1098 4.5 41 4 39

REMARKS

_* IRT 80 Ibs air when tunnel was in operating condition

_* IRT 20 Ibs air when tunnel was in idle condition

18 17:19 12 klozzle #11 off, IRT air on (south vent door open 11"); Ttot_l = 48.3°F

18 17:27 12 klozzle #11 off, IRT air on (south vent door open 4"); Ttot_l = 49.1°F

18 17:38 12 klozzle #11 off, IRT air on (south vent door open 11"); Ttotal = 49.3°F

18 17:47 12 klozzle #11 off, IRT air on (vent doors closed); Ttot_ I = 48.4°F

18 17:56 12 klozzle #11 off, IRT air on (south vent door open 4"); Ttot_I = 48.4°F

18 18:03 12 klozzle #11 off, IRT air on (south vent door open 4"); Ttot_I = 48.8°F

18 18:10 12 klozzle #11 off, IRT air on (south vent door open 4"); Ttot_l = 48.4°F

18 18:17 12 klozzle #11 off, IRT air on (south vent door open 4"); Ttot_l = 48.1°F

6 18:31 22 klozzle #11 off, IRT air on (south vent door open 5"); TtotaI = 50.5°F

6 18:40 22 klozzle #11 off, IRT air on (south vent door open 6"); Ttot_l = 49.1°F

6 18:56 22 klozzle #11 off, IRT air on (south vent door open 4"); TtotaI = 51.3°F

6 19:10 22 klozzle #11 off, IRT air on (vent doors closed); Ttot_l = 53.1°F

6 19:17 22 klozzle #11 off, IRT air on (vent doors closed); Ttota I = 48.7°F

6 19:28 22 klozzle #11 off, IRT air on (south vent door open 14"); Ttot_l = 51.8°F

6 19:34 22 klozzle #11 off, IRT air on (south vent door open 14"); Ttot_l = 51.3°F

6 19:41 22 klozzle #11 off, IRT air on (south vent door open 14"); Ttot_l = 51.3°F

3 20:15 92 _,11Nozzles on, I RT air on (vent doors closed); Ttota I = 5O.O°F

3 20:28 92 _,11Nozzles on, IRT air on (south vent door open 12"); Ttot_ I = 49.5°F

3 20:36 92 _,11Nozzles on, IRT air on (south vent door open 12"); Ttot_ I = 48.9°F

3 20:42 92 _,11Nozzles on, IRT air on (south vent door open 12"); Ttot_ I = 49.4°F

3 20:57 92 _,11Nozzles on, IRT air on (south vent door open 10"); Ttot_ I = 49.4°F

3 21:06 92 _,11Nozzles on, I RT air on (vent doors closed); Ttot_ I = 48.3°F

3 21:18 92 _,11Nozzles on, I RT air on (vent doors closed); Ttot_ I = 47.8°F

3 21:26 92 _,11Nozzles on, I RT air on (south vent door open 4"); Ttota I = 48.1°F

0.0 13.71 14.25 75.7 0.2924 22.4 76.6 22 74 360 19:50 22 klozzle #11 off, IRT air on (south vent door open 14"); Ttot_I = 53.1 °F

O.O 13.73 14.27 67.5 0.295 22.65 76.77 22 74 360 22:06 22 klozzle #11 off, IRT air on (south vent door open 4"); TtotaI = 49.0°F
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tb Date : September 2, 1997

AVERAGE PBAR : 13.847 psia

DYE CONCENTRATION : 0.0003 grams/cc

PSYCHROMETER READINGS :

Note:

1.Test Model:McDonnellDouglas3 ElementAirfoil

2.Pressuredatawere takenby IRT'sESPsystem(#2324~~ #2328)

L,O

--4

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION DISK DISPLAY TANK TIME

PRESSURE READING PRESSURE

RUN Run I.D. Air TAS IRT p_ PRESS Humidity PAin PAin PWATER PAin PWATER SPRAY CLOCK MVD

NO TEMP (MPH) A.O.A. (PSlA) TOTAL % PWATER Display Display Gauge Gauge TIME TIME

(°F) (deg) (psia) (psig) (psig) (psig) (psig) (sec)

REMARKS

_* IRT 80 Ibs air when tunnel was in operating condition

_* IRT 20 Ibs air when tunnel was in idle condition

1 wir0444 40.2 176 0.0 13.83 14.38 78.0 0.6398 43.7 68.3 44 67 18 19:40 12 _,11Nozzles on, IRT ari on (vent doors closed), Ttota I = 45.5°F

2 wir0445 40.2 176 0.0 13.82 14.37 77.2 0.6346 42.9 67.6 44 67 18 19:57 12 'qozzle #11 off, IRT ari on (vent doors closed), Ttot_ I = 44.6°F

3 wir0446 39.3 176 0.0 13.84 14.38 77.2 0.6425 43.5 67.7 44 67 18 20:13 12 'qozzle #11 off, IRT ari on (vent doors closed), Ttota I = 44.6°F

4 wir0447 39.9 176 0.0 13.84 14.38 75.9 0.6475 43.9 67.8 44 67 18 20:33 12 _,11Nozzles on, IRT ari on (south vent door open 6"), Ttot_ I = 45.3°F

5 wir0448 43.6 175 0.0 13.84 14.37 70.5 0.6445 43.7 67.8 44 67 18 20:50 12 'qozzle #11 off, IRT ari on (vent doors closed), Ttot_ I = 49.0°F

6 wir0449 43.0 175 0.0 13.85 14.38 73.0 0.6426 43.7 68.0 44 67 18 21:06 12 'qozzle #11 off, IRT ari on (vent doors closed), Ttota I = 48.5°F

7 wir0450 37.5 175 4.0 13.85 14.39 76.0 0.6451 43.8 67.9 44 67 18 21:25 12 'qozzle #11 off, IRT ari on (vent doors closed ), Ttot_ I = 42.5°F

8 wir0451 38.1 174 4.0 13.85 14.4 77.2 0.644 43.6 67.7 44 67 18 21:36 12 'qozzle #11 off, IRT ari on (vent doors closed), Ttot_ I = 43.9°F

9 wir0452 39.8 175 4.0 13.86 14.4 76.0 0.6426 43.7 68.0 44 67 18 21:46 12 'qozzle #11 off, IRT ari on (vent doors closed), Ttota I = 45.5°F

10 wir0453 40.4 174 4.0 13.86 14.39 73.0 0.6412 43.6 68.0 44 67 18 21:56 12 'qozzle #11 off, IRT ari on (vent doors closed), Ttot_ I = 45.9°F

11 wir0454 41.5 174 4.0 13.87 14.4 77.2 0.2945 22.5 76.4 22 74 6 22:10 22 'qozzle #11 off, IRT ari on (south vent door open 14", and then closed before spray), Ttot_ I = 47.2°F

12 wir0455 39.3 176 4.0 13.85 14.4 76.0 0.2937 22.5 76.6 22 74 6 22:21 22 'qozzle #11 off, IRT ari on (vent doors closed), Ttot_ I = 44.9°F

13 wir0456 40.3 177 4.0 13.85 14.4 74.7 0.3095 23.8 76.9 22 74 6 22:30 22 'qozzle #11 off, IRT ari on (vent doors closed), Ttota I = 45.8°F

14 wir0457 42.0 175 4.0 13.85 14.4 72.5 0.2937 22.5 76.6 22 74 6 22:41 22 'qozzle #11 off, IRT ari on (south vent door opened 14", and the closed before spray), Ttot_ I = 47.3°F

15 wir0458 41.2 178 0.0 13.85 14.4 75.5 0.2934 22.5 76.7 22 74 6 22:57 22 'qozzle #11 off, IRT ari on (vent doors closed), Ttot_ I = 46.7°F
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Date

AVERAGE PBAR

DYE CONCENTRATION

PSYCHROMETER READINGS

: September 3, 1997

: 13.886 psia

: 0.0003 grams/cc

Note:

1.Test Model:McDonnellDouglas3 ElementAirfoil

2.Tim10~~ Tim15wereflow visualizationtests(TimBencic)

3.wir0471~~ wir0472werespecialtestsfor simulatingthe frost in

wind tunnel

4.Pressuredatawastakenby IRT'sESPsystem(#2338~~ #2355)

*** Thegap betweenslat and mainelementwassealed

.... Gapsbetweenslat, mainelement,andflap weresealed

..... Thegap betweenmainelementand flap wassealed

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION DISK DISPLAY TANK TIME

PRESSURE READING PRESSURE

RUN Run I.D. Air TAS IRT p_ PRESS Humidity PAin PAin PWATER PAin PWATER SPRAY CLOCK MVD

NO TEMP (MPH) A.O.A. (PSIA) TOTAL % PWATER Display Display Gauge Gauge TIME TIME

(°F) (deg) (psia) (psig) (psig) (psig) (psig) (sec)

REMARKS

_* IRT 80 Ibs air when tunnel was in operating condition

_* IRT 20 Ibs air when tunnel was in idle condition

8 wir0460 38.7 176

9 wir0461 37.7 174

10 wir0462 38.1 174

11 wirO463 39.2 174

12 wirO464 38.0 175

13 wirO465 38.7 175

14 wirO466 40.0 176

1 wir0459 41.7 177 0.0 13.88 14.43 78.5 0.292 22.39 76.7 22 74

2 TimlO 39.3 174 -4.0 13.89 14.43 74.8 0.2906 22.23 76.5 22 74

3 Tim11 38.5 174 O.O 13.89 14.43 78.9 0.2926 22.44 76.7 22 74

4 Tim12 40.1 176 +4.0 13.9 14.43 76.4 0.2918 22.37 76.7 22 74

5 Tim13 38.4 175 +8.0 13.91 14.43 78.6 0.2905 22.3 76.8 22 74

6 Tim14 39.0 175 +10.0 13.89 14.43 76.1 0.2924 22.4 76.6 22 74

7 Tim15 40.1 175 +6.0 13.89 14.43 68.9 0.2928 22.43 76.6 22 74

O.O 13.9 14.43 75.8 0.2926 22.5 76.9 22 74

O.O 13.88 14.42 80.5 0.2913 22.4 76.9 22 74

O.O 13.88 14.42 76.5 0.2887 22.2 76.9 22 74

O.O 13.88 14.42 71.5 0.1076 4.4 40.9 4 39

O.O 13.88 14.42 75.0 0.1078 4.4 40.8 4 39

O.O 13.88 14.43 76.0 0.11 4.5 40.9 4 39

O.O 13.88 14.42 71,5 0.11 4.5 40.9 4 39

15 wirO467 38.7 176 +4.0 13.87 14.42 76.2 0.1083 4.46 41.2 4 39

16 wirO468 38.0 176 +4.0 13.88 14.42 72.0 0.1067 4.36 40.9 4 39

17 wirO469 40.7 174 +4.0 13.89 14.42 72.0 0.1074 4.4 41.0 4 39

18 wirO470 38.2 174 +4.0 13.88 14.43 70.0 0.1038 4.3 40.9 4 39

19 wirO471 38.1 177

20 wirO472 42.9 178

21 wirO473 37.9 177

22 wirO474 37.1 175

23 wirO475 40.4 175

6 15:10 22 'qozzle #11 off, IRT air on, (south vent door open 15"), Ttot_l = 47.5°F

20 15:35 22 'qozzle #11 off, IRT air on, (south vent door open 15"), Ttota I = 45.0°F, image filename: am4.pmi

20 15:38 22 'qozzle #11 off, IRT air on, (south vent door open 15"), Ttota I = 44. I°F, image filename: a00.pmi

20 15:40 22 'qozzle #11 off, IRT air on, (south vent door open 15"), Ttota I = 46.0°F, image filename: ap4.pmi

20 15:43 22 'qozzle #11 off, IRT air on, (south vent door open 15"), Ttota I = 43.7°F, image filename: ap8.pmi

20 15:46 22 'qozzle #11 off, IRT air on, (vent doors closed), Ttota I = 44.9°F, image filename: apl O.pmi

20 15:48 22 'qozzle #11 off, IRT air on, (south vent door open 10"), Ttota I = 45.5°F, image filename: ap6.pmi

6 16:06 22 'qozzle #11 off, IRT air on, (south vent door open 2T'), Ttota I = 44.3°F

6 16:20 22 'qozzle #11 off, IRT air on, (south vent door open 31 "), Ttota I = 43.0°F

6 16:29 22 'qozzle #11 off, IRT air on, (south vent door open 31 "), Ttota I = 44. I°F

3 16:43 92 _,11Nozzles on, I RT air on, (south vent door open 29"), Ttot_I = 45.0°F

3 16:55 92 _,11Nozzles on, I RT air on, (vent doors closed), Ttot_I = 43.5°F

3 17:07 92 _,11Nozzles on, IRT air on, (south vent door open 29", and then closed before spraying), Ttot_ I = 43.8°F

3 17:31 92 _,11Nozzles on, I RT air on, (south vent 31" & north vent 30"), Ttot_ I = 45.8°F

3 19:07 92 _,11Nozzles on, I RT air on, (south vent 31" & north vent 30"), Ttot_ I = 44.2°F

3 19:30 92 _,11Nozzles on, I RT air on, (south vent 31" & north vent 30"), Ttota I = 43.7°F

3 19:46 92 _,11Nozzles on, I RT air on, (south vent 31" & north vent 30"), Ttot_ I = 43.6°F, 50% steam @ turning vein

3 19:57 92 _,11Nozzles on, I RT air on, (south vent 31" & north vent 30"), Ttot_ I = 44.6°F, 50% steam @ turning vein

O.O 13.88 14.43 81 .O 0.3005 22.9 76.2 22 74 360 20:28 22 'qozzle #11 off, IRT air on, (vent doors closed), Ttot_ I = 43.7°F, 50% steam @ turning vein

O.O 13.88 14.43 68 ~ 73 0.2849 21.9 76.9 22 74 360 21:08 22 'qozzle #11 off, IRT air off, (vent doors closed), Ttot_I = 48.3°F

O.O 13.88 14.44 72.2 0.295 22.6 76.6 22 74 6 21:36 22 'qozzle #11 off, IRT air on, (vent doors closed), Ttot_ I = 43.7°F ***

O.O 13.9 14.44 76.5 0.2939 22.6 76.9 22 74 6 21:54 22 'qozzle #11 off, IRT air on, (vent doors closed), Ttot_ I = 42.6°F ....

O.O 13.9 14.44 72.0 0.29 22.3 76.9 22 74 6 22:09 22 'qozzle #11 off, IRT air on, (vent doors closed), Ttota I = 42.6°F .....
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L,O

_C_

_C_

Date : September 4, 1997

AVERAGE PBAR : 13.869 psia

DYE CONCENTRATION : 0.0003 grams/cc

PSYCHROMETER READINGS :

Note:

1. Test Model: Collector Mechanism (wir0476 ~~ wir0488) and

Uniformity Grid (wir0489 ~~ wir0491)

2. wir0492 ~~ wir0500 were for calibration curves

2. Hot Steam was supplied during the spray to increase the

humidity. (aft test section)

3. Hot steam (50%) also installed on the turning vein (east end)

** Strips on all the blades. The capital letters (A, B, C, .....) on the

strips were pointing outwards

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION DISK DISPLAY TANK TIME

PRESSURE READING PRESSURE

RUN Run I.D. Air TAS IRT p_ PRESS Humidity PAin PAin PWATER PAin PWATER SPRAY CLOCK MVD

NO TEMP (MPH) A.O.A. (PSlA) TOTAL % PWATER Display Display Gauge Gauge TIME TIME

(°F) (deg) (psia) (psig) (psig) (psig) (psig) (sec)

REMARKS

_* IRT 80 Ibs air when tunnel was in operating condition

_* IRT 20 Ibs air when tunnel was in idle condition

1 wirO476 38.6 175 O.O 13.88 14.42 77.5 0.6426 43.7 68.0 44 67 18 17:19 12 'qozzle #11 off, IRT air on (vent doors closed), Ttota I = 44.5°F

2 wirO477 41.6 176 O.O 13.91 14.42 73.1 0.6416 43.5 67.8 44 67 18 17:38 12 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 47.3°F

3 wirO478 40.2 177 O.O 13.86 14.41 77.9 0.6392 43.4 67.9 44 67 18 17:46 12 'qozzle #11 off, IRT air on (vent doors closed), Ttota I = 46.2°F

4 wirO479 33.9 174 O.O 13.88 14.42 80.0 0.6435 43.5 67.6 44 67 18 17:58 12 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 39.6°F ** (high humidity)

5 wirO480 41.2 173 O.O 13.88 14.41 67 ~ 76 0.651 44.2 67.9 44 67 18 18:13 12 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 47.3°F ** (no hot steam aft test section)

6 wirO481 41.4 176 O.O 13.87 14.41 73.6 0.3103 23.8 76.7 22 74 6 18:29 22 'qozzle #11 off, IRT air on (vent doors closed), Ttota I = 46.9°F

7 wirO482 39.9 174 O.O 13.87 14.41 75.9 0.3304 22.4 67.8 22 74 6 18:35 22 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 45.7°F

8 wirO483 37.8 176 O.O 13.87 14.41 75 ~ 78 0.2961 22.8 77.0 22 74 6 18:42 22 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 43.4°F

9 wirO484 41.1 176 O.O 13.87 14.41 71.7 0.2956 22.7 76.8 22 74 6 18:49 22 klozzle #11 off, IRT air on (vent doors closed), Ttota I = 47.4°F **

10 wir0485 34.9 175 0.0 13.88 14.41 77 ~ 79 0.1155 4.7 40.7 4 39 3 19:00 92 _,11Nozzles on, IRT air on (vent doors closed), Ttot_ I = 40.8°F

11 wir0486 38.6 176 0.0 13.86 14.41 77.1 0.1149 4.7 40.9 4 39 3 19:08 92 _,11Nozzles on, IRT air on (vent doors closed), Ttot_ I = 44.8°F

12 wir0487 37.9 176 0.0 13.87 14.41 78.5 0.1125 4.6 40.9 4 39 3 19:13 92 _,11Nozzles on, IRT air on (vent doors closed), Ttot_l = 43.1°F

13 wirO488 38.7 174 O.O 13.86 14.41 72.0 0.1146 4.7 41 .O 4 39 3 19:21 92 _,11Nozzles on, IRT air on (vent doors closed), Ttota I = 44.3°F **

14 wirO489 39.4 175 O.O 13.85 14.4 72.5 0.1091 4.45 40.8 4 39 3 20:28 92 _,11Nozzles on, IRT air on (vent doors closed), Ttot_l = 44.1°F

15 wirO490 40.7 175 O.O 13.86 14.41 78.0 0.6413 43.8 68.3 44 67 18 20:43 12 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 46.7°F

16 wirO491 38.4 175 O.O 13.87 14.41 78.2 0.2922 22.5 77.0 22 74 6 20:56 22 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 44.4°F

17 wirO492 37.8 175 O.O 13.87 14.41 78.0 0.3382 23.0 68.0 44 67 2 21:08 12 'qozzle #11 off, IRT air on (vent doors closed), Ttota I = 43.7°F ; air pressure not right !!

18 wirO493 38.6 175 O.O 13.87 14.41 78.0 0.4412 30.0 68.0 44 67 20 21:15 12 'qozzle #11 off, IRT air on (vent doors closed), Ttota I = 44.1°F ; air pressure not right !!

19 wirO494 40.8 175 O.O 13.86 14.42 69.0 0.647 43.8 67.7 44 67 4 21:22 12 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 44.6°F

20 wirO495 35.1 176 O.O 13.86 14.41 75.7 0.6441 43.8 68.0 44 67 18 21:29 12 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 40.4°F

21 wirO496 37.2 175 O.O 13.86 14.41 75.0 0.6422 43.8 68.2 44 67 6 21:35 12 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 40.2°F

22 wirO497 40.0 175 O.O 13.87 14.41 76.3 0.6422 43.8 68.2 44 67 16 21:40 12 'qozzle #11 off, IRT air on (vent doors closed), Ttota I = 42.6°F

23 wirO498 42.0 175 O.O 13.88 14.41 75.2 0.6402 43.6 68.1 44 67 1 21:46 12 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 45.4°F

24 wirO499 37.6 175 O.O 13.87 14.41 79.3 0.6402 43.6 68.1 44 67 8 21:51 12 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 43.4°F

25 wirO5OO 39.7 175 O.O 13.87 14.41 74.0 0.6402 43.6 68.1 44 67 10 21:57 12 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 45.1°F

26 wirO5Ol 35.4 175 O.O 13.87 14.41 77.9 0.6393 43.6 68.2 44 67 12 22:02 12 'qozzle #11 off, IRT air on (vent doors closed), Ttota I = 41 .O°F

27 wirO5O2 36.9 176 O.O 13.86 14.41 78.5 0.6435 43.5 67.6 44 67 14 22:06 12 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 42.2°F

28 wirO5O3 39.3 176 O.O 13.86 14.41 72.5 0.6454 43.5 67.4 44 67 2 22:13 12 'qozzle #11 off, IRT air on (vent doors closed), Ttot_ I = 44.8°F

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Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, <

February 2, 1999

No dye Note:

Uniformity Tests.

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % _WATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

1 R001 44 9 176 13 77 142 39 4 77 6 60 7:00 12 IRT air 80 psi, vent door close, steam on, nozzle #11 off.

2 R002 47 9 176 13 76 142 42 4 76 2 0 2897 3 2 11 2 60 7:05 12 IRT air off, vent door close, steam on, nozzle # 11 off.

3 R003 48 5 175 13 82 142 43 2 69 5 0 1510 3 2 21 0 60 7:09 12 IRT air 80 psi, vent door close, steam on, all nozzles.

4 R004 47 7 176 13 78 143 42 67 7 0 1030 3 2 31 0 60 7:10 12 IRT air off, vent door close, steam on, all nozzles.

5 R005 48 2 176 13 84 142 42 7 66 5 0 0813 3 4 41 4 22 77 60 7:22 21 IRT air 80 psi, vent door close, steam on, nozzle #11 off.

6 R006 49 6 176 13 76 143 44 1 69 9 0 0615 3 1 51 1 22 77 30 7:25 21 IRT air off, vent door close, steam on, nozzle #11 off.

7 R007 51 6 175 13 78 143 46 2 73 9 0 0531 3 2 61 0 22 77 30 7:28 21 IRT air 80 psi, vent door close, steam on, all nozzles.

8 R008 51 176 13 81 143 45 7 66 4 0 0449 3 2 70 7 22 77 25 7:32 21 IRT air off, vent door close, steam on, all nozzles.

9 R009 47 7 173 13 84 142 42 2 71 4 0 0407 3 3 80 6 25 7:37 92 IRT air 80 psi, vent door close, steam on, nozzle # 11 off.

10 R010 49 176 1377 143 433 71 8 00678 &9 71 9 25 7:39 92 IRT air off, vent door close, steam on, nozzle #11 off.

11 R011 50 1 174 13 79 142 44 7 70 9 0 1012 7 3 72 0 25 7:42 92 IRT air 80 psi, vent door close, steam on, all nozzles.

12 R012 51 1 176 13 75 142 45 4 70 4 0 1644 11 8 71 9 25 7:44 92 IRT air off, vent door close, steam on, all nozzles.

13 R013 52 1 175 13 84 143 46 6 69 2 0 2250 16 2 71 8 22 77 25 7:48 21 IRT air 80 psi, vent door close, steam on, nozzle #1 only.

14 R014 526 176 1377 142 472 706 02944 208 708 22 77 25 7:50 21 IRT air off, vent door close, steam on, nozzle #1 only.

15 R015 49 5 175 13 83 143 44 1 63 8 0 2885 20 7 71 8 22 77 25 7:54 21 IRT air 80 psi, vent door close, steam on, nozzle #2 only.

16 R016 49 8 177 13 82 142 44 2 64 4 0 3559 25 5 71 6 22 77 25 7:56 21 IRT air off, vent door close, steam on, nozzle #2 only.

17 R017 50 3 175 13 8 143 44 8 63 6 0 4148 29 7 71 6 22 77 25 7:58 21 IRT air 80 psi, vent door close, steam on, nozzle #3 only.

18 R018 50 8 177 13 79 143 45 4 62 9 0 4813 34 4 71 6 22 77 25 8:04 21 IRT air off, vent door close, steam on, nozzle #3 only.

bad R019 50 5 177 13 78 142 44 9 63 8 22 77 25 8:15 21 IRT air off, vent door close, steam on, nozzle #4 only.

19 R019 51 4 177 13 82 142 45 8 63 9 0 5444 39 0 71 7 22 77 25 8:18 21 IRT air off, vent door close, steam on, nozzle #4 only.

20 R020 49 2 177 13 79 143 43 8 61 1 0 6073 43 4 71 5 22 77 25 8:21 21 IRT air off, vent door close, steam on, nozzle #5 only.

21 R021 47 177 13 75 143 41 4 64 4 0 6732 48 3 71 7 22 77 25 8:25 21 IRT air off, vent door close, steam on, nozzle #6 only.

22 R022 48 3 177 13 75 143 42 7 65 4 0 7350 52 8 71 8 22 77 25 8:28 21 IRT air off, vent door close, steam on, nozzle #7 only.

23 R023 49 6 177 13 8 142 44 1 64 9 0 7266 52 1 71 7 22 77 25 8:30 21 IRT air off, vent door close, steam on, nozzle #8 only.

24 R024 50 5 177 13 76 142 44 9 64 9 0 6935 44 3 63 9 22 77 25 8:33 21 IRT air off, vent door close, steam on, nozzle #9 only.

25 R025 51 3 177 13 84 142 45 6 65 2 0 6764 43 5 64 4 22 77 25 8:35 21 IRT air off, vent door close, steam on, nozzle #10 only.

26 R026 52 177 13 78 142 46 4 67 0 3411 24 4 71 5 22 77 25 8:37 21 IRT air off, vent door close, steam on, nozzle #11 only.

27 R027 50 2 177 13 82 143 447 62 6 0 1985 7 5 37 6 22 77 25 8:39 21 IRT air off, vent door close, steam on, nozzle #12 only.

28 R028 49 7 175 13 83 142 44 2 63 0 3405 24 4 71 6 22 77 25 8:44 21 IRT air 80 psi, vent door close, steam on, nozzle #4 only.

29 R029 48 8 176 13 79 142 43 4 67 8 0 6753 43 6 64 5 22 77 25 8:46 21 IRT air 80 psi, vent door close, steam on, nozzle #5 only.

30 R030 49 3 176 13 76 143 43 7 78 4 0 1980 7 4 37 2 22 77 25 9:06 21 IRT air 80 psi, vent door close, steam on, nozzle #6 only.

31 R031 50 8 175 13 83 143 45 3 76 8 0 6753 43 5 64 4 22 77 25 9:08 21 IRT air 80 psi, vent door close, steam on, nozzle #7 only.

32 R032 52 2 176 13 85 143 46 6 76 3 0 1977 7 4 37 2 22 77 25 9:11 21 IRT air 80 psi, vent door close, steam on, nozzle #8 only.

33 R033 53 1 175 13 85 142 47 6 76 7 0 3364 24 2 71 9 22 77 25 9:15 21 IRT air 80 psi, vent door close, steam on, nozzle #9 only.

34 R034 54 1 176 13 76 142 48 6 77 4 22 77 25 9:16 21 IRT air 80 psi, vent door close, steam on, nozzle #10 only.

35 R035 51 5 176 13 81 143 46 67 7 22 77 25 9:20 21 IRT air 80 psi, vent door close, steam on, nozzle #11 only.

36 R036 51 176 13 8 142 45 5 67 7 22 77 25 9:23 21 IRT air 80 psi, vent door close, steam on, nozzle #12 only.

13

Q,.

.m.

==

'=1

-I
:Z

>

>

bo

bo

bo

Date

PBAR

DYE CONCENTRATION

PSYCHROMETERREADING,<

February 3, 1999

No dye Note:

Uniformity Tests.

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

37 R037 57 2 177 13 76 143 51 6 57 3 0 3352 24 0 71 7 22 77 30 5:55 21 nozzle #4 moved, all nozzles spray, IRT air off, steam on.

38 R038 52 3 176 13 78 142 46 8 62 4 0 3351 24 1 72 0 22 77 30 7:13 21 nozzle #7 moved, all nozzles spray, IRT air off, steam on.

39 R039 53 8 176 13 8 142 48 2 68 4 0 3395 24 5 72 0 22 77 30 8:28 21 nozzle #2 moved, all nozzles spray, IRT air off, steam on.

40 R040 51 176 13 77 143 45 5 59 4 0 6694 43 5 64 9 43 67 30 8:39 11 nozzle #2 moved, all nozzles spray, IRT air off, steam on.

41 R041 536 176 1375 143 479 65 o2o47 77 378

42 R042 518 176 1377 143 461 62 o2o51 77 377

43 R043 51 8 176 13 81 142 46 3 60 1 0 2015 7 7 38 2

44 R044 50 9 176 13 76 143 45 2 62 1 0 1966 7 5 38 2

45 R045 52 2 176 13 84 142 46 6 63 1 0 1873 7 2 38 3

46 R046 534 176 1378 143 477 642 01968 76 384

47 R047 499 177 1382 143 443 583 02024 76 376

48 R048 52 4 177 13 84 143 46 7 47 1 0 1946 7 4 37 8

49 R049 53 1 178 13 77 142 47 5 44 0 1920 7 3 37 9

30 8:47 92 nozzle #2 moved, all nozzles spray, IRT air off, steam on.

30 8:52 92 nozzle #2 moved, IRT air off, steam on, nozzle #11 off.

30 9:00 92 nozzles #7, 8, 9 and 10 only. IRT air off, steam on.

30 9:03 92 nozzles #1,6, 11 and 12 only. IRT air off, steam on.

30 9:06 92 nozzles #2, 3, 4 and 5 only. IRT air off, steam on.

30 9:10 92 nozzles #6, 7, 8 and 11 only. IRT air off, steam on.

30 9:50 92 all nozzles, with nozzle at 6 and 10 switched with each other, I RT air off, steam on.

30 10:07 92 nozzle #12 off, IRT air off, steam on.

30 10:13 92 repeat of run #48
:Z

>

r.z3

>

bO

bO

L,O

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, <

February 4, 1999 (cont.)

(refer to note 2) Note:

1. Uniformity Tests.

2. No dye in sect. 1 (3:45pm - 5:00pm), but water for runs in

sect. 2 (7:10pm - 8:50pm) and 3 (9:00pm - 10:30pm) has dye.

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity P_R PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

50 R050 all nozzles. Nozzles #8 and #12 moved.

51 R051 46 2 176 13 76 142 40 6 82 2 0 1958 7 2 36 6 30 3:55 92 IRT air off, steam on. All nozzles. Nozzles #8 and #12 moved. (repeat of run #50)

52 R052 52 4 175 13 75 142 46 9 72 8 0 2026 7 7 37 8 30 4:09 92 IRT air off, steam on. All nozzles. Nozzles #6 "modified".

53 R053 55 3 176 13 8 142 50 89 5 0 3320 240 72 4 22 77 30 4:14 21 same as run #52

54 R054 56 4 175 13 77 143 48 85 4 0 3382 24 3 71 9 22 77 30 4:15 21 same as run #53

55 R055 54 1 176 13 85 142 48 6 87 4 0 6673 43 3 64 9 43 67 30 4:18 11 same as run #54

56 R056 53 176 13 76 142 47 4 61 6 0 6690 43 4 64 9 43 67 30 4:20 11 same as run #55

57 R057 545 175 1377 143 489 638 03272 240 734 22 77 30 4:27 21 nozzle #1 only, IRT air off, steam on.

58 R058 53 7 176 13 81 143 48 4 59 8 0 3298 24 1 73 0 22 77 30 4:29 21 nozzle #2 only, I RT air off, steam on.

59 R059 525 175 1378 142 47 592 03305 241 728 22 77 30 4:31 21 nozzle #3 only, IRT air off, steam on.

60 R060 531 176 1377 143 477 614 03298 241 730 22 77 30 4:33 21 nozzle #4 only, IRT air off, steam on.

61 R061 542 175 1376 142 487 618 03291 240 730 22 77 30 4:35 21 nozzle #5 only, IRT air off, steam on.

62 R062 53 5 176 13 77 142 48 1 57 5 0 3294 24 1 73 2 22 77 30 4:37 21 nozzle #6 only, I RT air off, steam on.

63 R063 53 5 175 13 83 143 48 58 0 3281 24 1 73 4 22 77 30 4:39 21 nozzle #7 only, IRT air off, steam on.

64 R064 53 4 176 13 79 142 48 57 5 0 3289 24 1 73 3 22 77 30 4:41 21 nozzle #8 only, IRT air off, steam on.

65 R065 51 7 175 13 82 143 46 2 57 0 3306 24 1 72 9 22 77 30 4:43 21 nozzle #9 only, IRT air off, steam on.

66 R066 52 2 176 13 8 142 48 6 58 3 0 3293 24 1 73 1 22 77 30 4:44 21 nozzle #10 only, IRT air off, steam on.

67 R067 532 175 1381 143 476 805 03305 241 730 22 77 30 4:46 21 nozzle #11 only, IRT air off, steam on.

68 R068 54 1 176 13 78 143 48 6 81 6 0 3291 24 1 73 2 22 77 30 4:48 21 nozzle #12 only, IRT air off, steam on.

69 R069 527 176 138 142 473 587 03316 242 731 22 77 30 4:50 21 nozzle #7, 8, 9, 10 and 12, IRT air off, steam on.

70 R070 52 4 176 13 82 142 46 8 81 3 0 3303 24 0 72 6 22 77 30 4:52 21 nozzle #1, 5, 6 and 11, IRT air off, steam on.

71 R071 532 176 1379 143 477 829 03328 242 727 22 77 30 4:55 21 nozzle #2, 3, 4 and 5, IRT air off, steam on.

72 R072 543 176 1375 143 487 631 03292 240 729 22 77 30 4:57 21 nozzle #7, 8 and 12, IRT air off, steam on.

73 R073 47 2 175 13 77 143 41 8 74 0 6677 43 4 65 0 43 67 18 7:23 11 uniformity with grids: (3,3), (3,4), (3,5), (2,4), and (4,4), steam on, IRT air off.

74 R074 47 6 175 13 8 142 42 73 3 0 6673 43 3 64 9 43 67 16 7:31 11 sam e as above.

75 R075 495 175 1375 143 441 778 06670 434 651 43 67 14 7:38 11 same as above.

76 R076 53 6 175 13 84 142 48 76 9 0 6692 43 4 64 9 43 67 12 7:49 11 sam e as above.

77 R077 538 175 1378 142 483 754 06684 433 648 43 67 10 7:58 11 same as above.

78 R078 544 175 1383 143 486 736 03361 242 719 22 77 6 8:04 21 same as above.

79 R079 547 175 1382 142 482 714 03353 241 719 22 77 5 8:10 21 same as above.

80 R080 487 177 1378 142 43 693 03351 242 721 22 77 4 8:39 21 same as above.

81 R081 487 177 138 143 438 704 02016 76 379 3 8:46 92 same as above.

82 R082 503 177 1381 143 447 708 02007 76 377 25 8:51 92 same as above.
:Z

>

r.z3

>

bO

bO

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, <

February 4, 1999

(refer to note 2) Note:

1. Uniformity Tests.

2. No dye in sect. 1 (3:45pm - 5:00pm), but water for runs in

sect. 2 (7:10pm - 8:50pm) and 3 (9:00pm - 10:30pm) has dye.

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity P_R PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

83 R083 482 174 1382 143 427 644 03345 242 723 22 77 30 9:14 21 nozzle #1 off, IRT air off, steam off.

84 R084 47 6 175 13 83 142 42 2 66 5 0 3345 24 1 72 2 22 77 30 9:17 21 nozzle #2 off, IRT air off, steam off.

85 R085 48 3 175 13 77 142 42 8 69 8 0 3334 24 1 72 3 22 77 30 9:19 21 nozzle #3 off, IRT air off, steam off.

86 R086 49 4 175 13 76 143 43 9 71 9 0 3328 24 1 72 5 22 77 30 9:21 21 nozzle #4 off, IRT air off, steam off.

87 R087 50 4 175 13 8 142 44 9 73 2 0 3344 24 1 72 2 22 77 30 9:23 21 nozzle #5 off, IRT air off, steam off.

88 R088 50 1 175 13 8 142 44 7 69 1 0 3336 24 1 72 2 22 77 30 9:25 21 nozzle #6 off, IRT air off, steam off.

89 R089 48 175 13 79 143 43 7 68 3 0 3344 24 1 72 2 22 77 30 9:27 21 nozzle #7 off, IRT air off, steam off.

90 R090 48 1 175 13 75 143 43 6 68 4 0 3328 24 1 72 4 22 77 25 9:28 21 nozzle #8 off, IRT air off, steam off.

91 R091 49 5 175 13 77 143 44 69 5 0 3343 24 1 72 2 22 77 25 9:29 21 nozzle #9 off, IRT air off, steam off.

92 R092 501 175 138 142 446 689 03346 241 722 22 77 25 9:31 21 nozzle #10 off, IRT air off, steam off.

93 R093 50 6 175 13 77 143 45 1 70 1 0 3347 24 2 72 2 22 77 25 9:33 21 nozzle #11 off, IRT air off, steam off.

94 R094 511 174 1382 142 457 702 03352 242 721 22 77 25 9:35 21 nozzle #12 off, IRT air off, steam off.

95 R095 49 4 176 13 78 142 43 9 67 0 3335 24 1 72 3 22 77 25 9:37 21 all nozzles, IRT air 80 psi, steam off.

96 R096 49 1 176 13 82 143 43 5 68 4 0 1977 7 5 37 7 25 9:41 92 sam e as above.

97 R097 48 9 176 13 8 142 44 5 67 5 0 6704 43 5 64 8 43 67 25 9:44 11 sam e as above.

98 R098 50 7 176 13 79 142 45 1 66 7 0 6676 43 4 65 0 43 67 25 9:46 11 all nozzles, IRT air 60 psi, steam off.

99 R099 51 2 176 13 78 142 45 7 66 0 3361 24 2 72 1 22 77 25 9:48 21 same as above.

100 R100 48 176 1378 142 436 661 01992 75 376 25 9:51 92 same as above.

101 R101 487 175 138 142 432 66 01979 75 378 25 9:53 92 all nozzles, IRT air 40 psi, steam off.

102 R102 494 176 1379 143 44 66 03358 242 721 22 77 25 9:55 21 all nozzles, IRT air 40 psi, steam off.

103 R103 501 175 1376 142 446 674 06694 434 648 43 67 25 9:57 11 same as above.

104 R104 502 175 1376 143 447 667 06692 434 649 43 67 25 9:59 11 all nozzles, IRT air 20 psi, steam off.

105 R105 478 176 1378 142 424 648 03348 242 722 22 77 25 10:01 21 same as above.

106 R106 48 176 1376 142 425 667 02019 76 376 25 10:03 92 same as above.

107 R107 492 174 138 142 443 666 03290 240 730 22 77 25 10:07 21 nozzle #2 and #10, IRT air off, steam off.

108 R108 50 4 175 13 78 143 44 8 66 8 0 3306 24 1 72 8 22 77 25 10:10 21 nozzle #1, #3 and #9, IRT air off, steam off.

109 R109 50 8 175 13 82 143 45 4 67 0 3303 24 0 72 7 22 77 25 10:13 21 nozzle #4, #5, #8 and #11, IRT air off, steam off.

110 R110 48 7 176 13 83 142 43 3 66 0 3308 24 1 72 7 22 77 25 10:15 21 nozzle #4, #5, #7 and #12, IRT air off, steam off.

111 Rlll 487 175 1376 142 432 688 03297 240 729 22 77 25 10:17 21 nozzle #2, and #3, IRT air off, steam off.

112 Rl12 493 176 1376 143 439 688 03297 240 729 22 77 25 10:20 21 nozzle #1, #4 and #10 IRT air off, steam off.

113 Rl13 502 175 1383 143 446 68 03296 240 728 22 77 25 10:22 21 nozzle #5, #9 and #11, IRT air off, steam off.

114 Rl14 506 176 1384 143 451 673 03299 240 729 22 77 25 10:23 21 nozzle #6, #7 and #12, IRT air off, steam off.

115 R115 48 7 176 13 79 143 43 3 66 7 0 3307 24 1 72 8 22 77 25 10:26 21 nozzle #2, #5, #7 and #10, IRT air off, steam off.

116 R116 49 176 13 8 142 43 5 69 3 0 3307 240 72 7 22 77 25 10:28 21 nozzle #3, #4, #6, #9, and #12, IRT air off, steam off.

117 Rl17 495 175 1376 142 44 68 03296 240 730 22 77 25 10:30 21 nozzle #1, #8 and #11, IRT air off, steam off.

REMARKS
:Z

>

r./3

>

bO

bO

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, <

February 5, 1999 (cont.)

blue dye 0.0003 gram/cc Note:

1. Uniformity Tests.

2.Test starts at about 2:00pm.

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity P_R PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

118 R118 49 8 171 1375 143 445 732 22 77 25 1:43 21 all nozzles, steam on, IRT air off.

119 Rl19 526 170 1377 143 474 557 03270 239 731 22 77 25 2:39 21 nozzle #1 only, steam on, IRT air off.

120 R120 536 171 1382 143 486 561 03281 240 731 22 77 25 2:40 21 nozzle #2 only, steam on, IRT air off.

121 R121 523 171 1376 143 474 538 03288 240 731 22 77 25 2:42 21 nozzle #3 only, steam on, IRT air off.

122 R122 514 171 1378 142 462 527 03282 240 731 22 77 25 2:44 21 nozzle #7 only, steam on, IRT air off.

123 R123 516 171 1377 143 466 55 03278 240 731 22 77 25 2:46 21 nozzle #8 only, steam on, IRT air off.

124 R124 528 171 138 142 475 555 03286 240 731 22 77 25 2:48 21 nozzle #9 only, steam on, IRT air off.

125 R125 536 171 1376 143 484 555 03288 240 730 22 77 25 2:49 21 nozzle #10 only, steam on, IRT air off.

126 R126 524 171 1384 142 474 533 03285 240 730 22 77 25 2:51 21 nozzle #12 only, steam on, IRT air off.

127 R127 514 170 1375 142 462 538 03321 241 726 22 77 25 2:54 21 nozzle #1, 2, 3, 7, 8, 9, 10 and 12. Steam on, IRT air off.

128 R128 55 9 176 13 81 143 50 3 76 6 0 3295 241 73 1 22 77 25 4:11 21 nozzle #2, 5, 7, 8 and 10 after nozzle #10 was moved. Steam on, IRT air off.

129 R129 503 176 1384 142 447 772 03336 242 725 22 77 25 4:20 21 all nozzles, IRT air off, steam on.

130 R130 52 9 176 13 78 143 47 4 72 4 0 3329 242 72 6 22 77 25 4:24 21 all nozzles, IRT air 80 psi, steam on.

131 R131 537 176 1379 142 482 646 0 1972 7 4 37 8 25 4:29 92 all nozzles, IRT air off, steam on.

132 R132 53 4 175 1378 142 48 642 06643 43 4 65 4 43 67 25 4:34 11 all nozzles, IRT air off, steam on.

133 R133 502 176 1378 142 447 696 06533 434 665 43 67 25 4:51 11 same as above.

134 R134 515 177 138 142 46 698 06629 434 654 43 67 25 4:55 11 same as above.

135 R135 528 176 1379 143 472 733 03335 242 724 22 77 25 5:55 21 all nozzles, after nozzle #10 moved, steam on, IRT air off.

136 R136 52 176 1376 142 464 71 03335 242 725 22 77 25 5:57 21 repeat run #135

137 R137 52 9 176 13 79 143 47 3 70 5 0 1976 7 5 37 9 25 6:00 92 same as run #135

138 R138 538 177 1378 143 483 696 06650 433 652 43 67 25 6:03 11 same as run #135

139 R139 50 8 176 13 76 142 45 3 71 0 3335 241 72 4 22 77 25 7:13 21 nozzle #2 off, IRT air off, steam off.

140 R140 523 176 1382 142 467 691 03323 241 725 22 77 25 7:15 21 nozzle #1 off, IRT air off, steam off.

141 R141 534 177 1377 143 478 692 03326 241 725 22 77 25 7:17 21 nozzle #3 off, IRT air off, steam off.

142 R142 544 177 1382 143 488 694 03325 242 727 22 77 25 7:19 21 nozzle #4 off, IRT air off, steam off.
:Z

>

r./3

>

bO

bO

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, <

February 5, 1999

blue dye 0.0003 gram/cc Note:

1. Uniformity Tests.

2.Test starts at about 2:OOpm.

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity P_R PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

143 R143 51 4 177 13 83 142 46 1 62 9 0 3329 242 72 6 22 77 25 7:21 21 nozzle #5 off, IRT air off, steam off.

144 R144 504 176 1379 142 449 671 03326 241 726 22 77 25 7:25 21 nozzle #6 off, IRT air off, steam on.

145 R145 517 177 1376 143 462 682 03324 241 725 22 77 25 7:27 21 nozzle #7 off, IRT air off, steam on.

146 R146 527 176 1385 142 471 383 03326 241 725 22 77 25 7:28 21 nozzle #8 off, IRT air off, steam on.

147 R147 535 177 1384 143 479 685 03330 241 724 22 77 25 7:32 21 nozzle #9 off, IRT air off, steam on.

148 R148 539 176 1379 143 485 671 03320 241 727 22 77 25 7:34 21 nozzle #10 off, IRT air off, steam on.

149 R149 532 176 138 143 476 635 03323 241 726 22 77 25 7:36 21 nozzle #11 off, IRT air off, steam on.

150 R150 531 177 1376 142 475 644 03330 242 725 22 77 25 7:38 21 nozzle #12 off, IRT air off, steam on.

151 R151 521 176 1377 143 466 605 03270 240 734 22 77 25 7:43 21 nozzle #2 only, IRT air off, steam on.

152 R152 52 1 177 13 85 142 46 5 62 2 0 3269 240 73 4 22 77 25 7:45 21 nozzle #4 only, IRT air off, steam on.

153 R153 525 177 1376 142 47 624 03275 240 733 22 77 25 7:47 21 nozzle #5 only, IRT air off, steam on.

154 R154 533 176 1378 143 478 626 03272 240 732 22 77 25 7:49 21 nozzle #6 only, IRT air off, steam on.

155 R155 539 176 1381 143 484 631 03280 240 732 22 77 25 7:50 21 nozzle #11 only, IRT air off, steam on.

156 R156 52 9 176 13 8 142 475 72 9 03331 242 725 22 77 25 8:57 21 all nozzles, IRT air off, steam on, nozzle #2 moved.

157 R157 538 177 1375 143 483 745 03268 240 734 22 77 25 8:59 21 nozzle #2 only, IRT air off, steam on.

158 R158 522 177 1378 142 466 644 03341 242 724 22 77 25 9:14 21 all nozzles, IRT air off, steam on (repeat run #156)

159 R159 53 176 1377 142 474 654 03325 241 726 22 77 25 9:16 21 nozzle #2 off, IRT air off, steam on.

160 R160 522 177 1381 143 467 616 03271 240 734 22 77 25 9:19 21 nozzle #2 only, IRT air off, steam on.

161 R161 522 177 1379 142 465 627 03349 242 724 22 77 25 9:39 21 all nozzles, IRT air off, steam on.

162 R162 529 176 1382 143 472 634 03338 242 724 22 77 25 9:41 21 repeat of run #161

163 R163 52 176 13 8 142 46 5 61 4 0 1963 7 5 381 25 9:47 92 same as of run #161

164 R164 508 176 1381 143 452 623 01979 75 380 25 9:49 92 same as of run #161

165 R165 519 176 1377 143 463 755 06639 434 654 43 67 25 10:05 11 same as of run #161

166 R166 523 175 1379 142 471 714 06626 433 653 43 67 25 10:12 11 same as of run #161

167 R167 473 175 1377 142 41 7 745 03342 241 722 22 77 45 10:35 21 IRT air off, steam on, all nozzles, uniformity grids.

168 R168 487 175 13 83 143 43 3 75 6 0 1999 7 6 381 2 5 10:53 92 IRT air off, steam on, all nozzles, uniformity grids.

REMARKS
:Z

>

>

"-4

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, <

February 8, 1999

0.0003 grams/cc Note:

Uniformity Tests and King's Probe

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

169 R169 45 1 176 13 82 143 397 73 1 0 6666 395 593 43 67 10 7:05 11 IRT air off, steam on, all nozzles, uniformity grid.

170 R170 46 176 13 84 142 40 5 75 0 6626 393 59 4 43 67 10 7:22 11 IRT air off, steam on, all nozzles, uniformity grid.

171 R171 479 176 1378 142 423 725 03045 202 662 22 77 45 7:32 21 IRT air off, steam on, all nozzles, uniformity grid.

REMARKS

172 R172 448 175 13 8 143 393 70 1 0 1150 3 7 32 1

173 R173 471 176 1376 143 416 717 o1184 38 322

174 R174 46 175 1379 143 404 657 01140 37 327

175 R175 458 175 1382 142 403 692 01241 40 323

176 R176 457 175 1378 143 402 729 01189 37 315

177 R177 46 51 1381 142 455 744 01088 35 320

178 R178 44 100 138 143 423 712 01197 39 322

179 R179 44 153 13 79 143 39 8 72 4 0 1223 3 9 31 9

180 R180 455 200 1377 143 383 752 01263 &l 323

181 R181 482 200 1378 142 41 703 01173 38 321

182 R182 447 151 138 142 407 727 01240 39 318

183 R183 43 9 100 13 79 143 42 2 71 3 0 1206 3 9 32 2

184 R184 435 50 1376 143 431 709 01159 37 320

3 7:52 92 IRT air off, steam on, all nozzles, uniformity grid.

1 8:02 92 IRT air off, steam on, all nozzles, uniformity grid, only one grid point (4,2).

1 5 8:26 92 IRT air off, steam on, all nozzles, uniformity grid, only one grid point (4,2).

2 8:33 92 IRT air off, steam on, all nozzles, uniformity grid, only one grid point (4,2).

2 5 8:37 92 IRT air off, steam on, all nozzles, uniformity grid, only one grid point (4,2).

2 5 8:49 92 Spash test with 1" square located at (3,3), (3,4) and (3,5) of uniformity grid; all nozzles, IRT air off, steam on.

2 5 8:56 92 Spash test with 1" square located at (3,3), (3,4) and (3,5) of uniformity grid; all nozzles, IRT air off, steam on.

2 5 9:02 92 Spash test with 1" square located at (3,3), (3,4) and (3,5) of uniformity grid; all nozzles, IRT air off, steam on.

2 5 9:07 92 Spash test with 1" square located at (3,3), (3,4) and (3,5) of uniformity grid; all nozzles, IRT air off, steam on.

2 5 9:14 92 Spash test with one collector strip; all nozzles, IRT air off, steam on.

2 5 9:21 92 Spash test with one collector strip; all nozzles, IRT air off, steam on.

2 5 9:27 92 Spash test with one collector strip; all nozzles, IRT air off, steam on.

2 5 9:32 92 Spash test with one collector strip; all nozzles, IRT air off, steam on.

185 R185 45 5 176 13 76 143 40 1 69 8 0 6632 39 4 59 4 43 67 60 10:44 11 King's probe; all nozzles, steam on, IRT air off.

186 R186 462 176 138 142 408 717 06630 394 595 43 67 60 10:47 11 Repeat of run #185

187 R187 45 176 13 77 143 396 69 0 3049 20 2 66 4 22 77 60 10:50 21 King's probe; all nozzles, steam on, IRT air off.

188 R188 447 176 138 142 391 758 03021 202 669 22 77 60 10:53 21 Repeat of run #186

189 R189 45 5 176 13 75 143 40 1 71 8 0 3055 20 3 66 4 22 77 45 10:58 21 King's probe; all nozzles, steam on, IRT air off.

190 R190 466 176 1377 142 411 728 01150 37 320 60 11:00 92 King's probe; all nozzles, steam on, IRT air off.

191 R191 46 8 176 13 82 142 41 3 71 3 0 1121 3 6 31 9 2 5 11:02 92 King's probe; all nozzles, steam on, IRT air off.
:Z

>

E/3

>

bO

bO

Oo

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, ¢

February 10, 1999 (cont.)

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME

PRESSURE

RUN Run I.D. TEMP TAS HumrJity HumrJity TEMP Humidity P_ PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) % % Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (start) (end) (°F)

224 R224 53 4 177 59 7 47 9

225 R225 50 7 176 55 9 45 2

226 R226 46 5 175 65 1 65 4 41

227 R227 48 9 176 64 9 64 5 43 4

228 R228 46 5 175 61 2 65 5 41 4

229 R229 463 176 683 705 407

230 R230 47 2 176 65 8 64 7 41 6

231 R231 47 176 63 8 64 41 4

232 R232 47 4 176 63 2 63 1 41 8

233 R233 46 6 176 63 4 65 8 41 2

233a R233a 45 2 176 74 4 75 7 39 6

234 R234 46 7 176 66 5 66 2 41 2

235 R235 46 5 176 67 3 67 5 41

236 R236 46 9 176 66 3 65 2 41 5

237 R237 46 8 176 67 9 69 3 41 4

238 R238 45 176 70 5 72 5 39 3

239 R239 46 8 176 72 6 74 6 41 2

240 R240 46 4 176 65 7 71 1 40 5

241 R241 43 7 176 75 7 77 1 38 2

241a R241a 46 1 176 75 6 76 7 40 7

242 R242 46 9 176 71 4 72 8 41 4

243 R243 45 176 68 70 39 5

244 R244 47 5 176 72 6 74 7 42

245 R245 45 7 176 68 8 72 3 40 1

246 R246 46 9 176 72 1 73 4 41 3

247 R247 48 176 73 4 74 7 42 4

REMARKS

(PM)

0 3080 9 9 32 1 6 37 60 5:09 94 all nozzles, IRT air off, steam on, King and laser. King is 36" above tunnel floor.

0 3159 10 1 32 1 6 37 60 5:12 94 repeat of run #224

0 3067 9 8 31 9 6 37 3 5:15 94 all nozzles, IRT air off, steam on, King and laser. King is 36" above tunnel floor

0 3070 9 9 32 3 6 37 3 5:18 94 repeat of run #226

0 2700 19 6 72 6 22 77 60 5:21 21 all nozzles, IRT air off, steam on, King and laser. King is 36" above tunnel floor

0 2674 19 3 72 3 22 77 60 5:25 21 repeat of run #228

0 2667 19 3 72 4 22 77 4 5 5:28 21 all nozzles, IRT air off, steam on, King and laser. King is 36" above tunnel floor

0 2673 19 3 72 3 22 77 4 5 5:29 21 repeat of run #230

0 5084 31 6 62 1 43 67 60 5:33 11 all nozzles, IRT air off, steam on, King and laser. King is 36" above tunnel floor

0 5047 31 4 62 2 43 67 60 5:34 11 repeat of run #232

0 5059 31 5 62 4 43 67 60 5:51 11 repeat of run #233

0 5042 31 4 62 3 43 67 10 6:01 11 all nozzles, IRT air off, steam on, King and laser. King is 36" above tunnel floor

0 5044 31 4 62 2 43 67 10 6:03 11 repeat of run #234

0 3120 10 0 32 1 6 37 60 6:17 94 all nozzles, IRT air off, steam on, King and laser. King is 42" above tunnel floor

03111 100 322 6 37 60 6:21 94 repeat of run #236

0 2704 19 5 72 3 22 77 60 6:30 21 all nozzles, IRT air off, steam on, King and laser. King is 42" above tunnel floor

0 2697 19 5 72 4 22 77 60 6:32 21 all nozzles, IRT air off, steam on, King and laser. King is 42" above tunnel floor

0 5097 31 9 62 5 43 67 60 6:36 11 all nozzles, IRT air off, steam on, King and laser. King is 42" above tunnel floor

0 5104 31 7 62 1 43 67 60 6:40 11 repeat of run #240

05038 314 623 43 67 60 6:45 11 repeat of run #241

0 3130 10 0 32 1 6 37 60 6:55 94 all nozzles, IRT air off, steam on, King and laser. King is 30" above tunnel floor

0 3150 10 0 31 9 6 37 60 6:59 94 repeat of run #242

0 2718 19 6 72 2 22 77 60 7:07 21 all nozzles, IRT air off, steam on, King and laser. King is 30" above tunnel floor

0 2728 19 7 72 2 22 77 60 7:13 21 repeat of run #244

0 5108 31 7 62 1 43 67 60 7:17 11 all nozzles, IRT air off, steam on, King and laser. King is 30" above tunnel floor

0 5080 31 5 62 1 43 67 60 7:19 11 repeat of run #246
:Z

>

>

Fo

Fo

_C_

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, ¢

February 10, 1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME

PRESSURE

RUN Run I.D. TEMP TAS HumrJity HumrJity TEMP Humidity P_ PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) % % Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (start) (end) (°F)

248 R248 45 5 175 54 9 55 8 40

249 R249 46 7 175 55 2 56 40 6

250 R250 46 9 176 55 2 55 7 41 4

251 R251 46 4 176 58 7 60 6 41 1

252 R252 46 176 59 5 60 3 40 5

253 R253 47 176 59 7 60 3 41 4

254 R254 47 4 174 67 4 68 2 41 9

255 R255 49 3 174 64 5 66 6 43 9

256 R256 47 7 175 65 3 65 9 42 3

257 R257 48 174 75 6 73 9 42 7

258 R258 47 176 72 9 73 7 41 5

259 R259 47 1 176 76 7 76 41 6

260 R260 46 2 177 85 2 85 40 6

261 R261 47 9 176 86 3 85 8 42 4

262 R262 46 7 175 85 9 85 41 4

263 R263 45 4 50 77 5 78 2 45

264 R264 44 8 100 75 74 5 43 1

265 R265 45 150 73 9 75 1 41

266 R266 48 200 74 1 74 7 40 7

(PM)

0 3227 10 2 31 6 6 37 60 8:27 94 Humidity test: RHUM=55, King probe.

0 2663 19 3 72 4 22 77 60 8:31 21 Humidity test: RHUM=55, King probe.

05059 31 4 620 43 67 60 8:34 11 Humidity test: RHUM=55, King probe.

0 3110 9 9 31 9 6 37 60 8:41 94 Humidity test: RHUM=60, King probe.

0 2714 19 6 72 2 22 77 60 8:44 21 Humidity test: RHUM=60, King probe.

0 5083 31 5 62 0 43 67 60 8:47 11 Humidity test: RHUM=60, King probe.

05069 31 4 620 43 67 60 9:09 11 Humidity test: RHUM=65, King probe.

0 2685 19 4 72 1 22 77 60 9:15 21 Humidity test: RHUM=65, King probe.

0 3136 10 0 31 8 6 37 60 9:20 94 Humidity test: RHUM=65, King probe.

0 5060 31 5 62 2 43 67 60 9:29 11 Humidity test: RHUM=75, King probe.

0 2722 19 6 72 1 22 77 60 9:32 21 Humidity test: RHUM=75, King probe.

0 3185 10 2 31 9 6 37 60 9:35 94 Humidity test: RHUM=75, King probe.

0 5132 31 8 61 9 43 67 60 9:44 11 Humidity test: RHUM=85, King probe.

0 2703 19 5 72 2 22 77 60 9:47 21 Humidity test: RHUM=85, King probe.

0 3232 10 2 31 6 6 37 60 9:55 94 Humidity test: RHUM=85, King probe.

REMARKS

0 2209 7 0 31 5 6 37 30 10:57 94 Refill water tank. Need to multiply LWC from King probe by 120/43, all nozzles, steam on, IRT air off.

0 2634 8 4 31 8 6 37 30 11:00 94 Need to multiply LWC from King probe by 120/89, all nozzles, steam on, IRT air off.

02978 95 31 9 6 37 30 11:02 94 all nozzles, steam on, IRT air off, King probe.

0 3337 10 7 32 1 6 37 30 11:06 94 all nozzles, steam on, IRT air off, King probe.
:Z

>

r.z3

>

bO

bO

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, ¢

February 11,1999 (cont.)

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity P_R PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F)

267 R267 535 175

268 R268 535 175

269 R269 502 176

27O R270 476 176

271 R271 488 175

272 R272 47 177

273 R273 471 176

274 R274 483 176

275 R275 534 175

276 R276 552 176

277 R277 545 175

278 R278 546 175

279 R279 55 177

280 R280 55 176

281 R281 552 176

282 R282 548 176

283 R283 53 3 175

284 R284 498 177

285 R285 50 6 176

286 R286 50 9 176

287 R287 50 175

288 R288 455 176

289 R289 454 176

290 R290 46 176

291 R291 469 176

292 R292 485 176

293 R293 49 176

294 R294 485 177

295 R295 478 176

296 R296 476 176

REMARKS

(PSIA) (°F) (PM)

48 56 6 0 6082 38 1 62 6 43 67 60 3:56 11 IRT air off, steam on, to take laser image, alpha=O deg, all nozzles. (MS-317)

48 2 59 2 0 6015 37 9 63 1 43 67 60 4:04 11 IRT air off, steam on, to take laser image, alpha=lO deg, all nozzles. (MS-317)

44 8 64 1 0 2599 18 9 72 9 22 77 60 4:22 21 IRT air off, steam on, to take laser image, alpha=lO deg, all nozzles. (MS-317)

42 1 63 4 0 2558 18 6 72 7 22 77 60 4:26 21 IRT air off, steam on, to take laser image, alpha=O deg, all nozzles. (MS-317)

43 4 65 5 0 1460 4 8 32 8 6 37 60 4:30 94 IRT air off, steam on, to take laser image, alpha=O deg, all nozzles. (MS-317)

41 5 66 8 0 1370 4 4 32 3 6 37 60 4:35 94 IRT air off, steam on, to take laser image, alpha=lO deg, all nozzles. (MS-317)

41 7 68 0 2497 18 5 740 22 77 60 4:42 21 IRT air off, steam on, to take laser image, alpha=lO deg, nozzle #1 only. (MS-317)

42 7 74 1 0 2545 18 7 73 5 22 77 30 4:44 21 IRT air off, steam on, to take laser image, alpha=lO deg, nozzle #2 only. (MS-317)

47 7 84 0 2551 18 8 73 8 22 77 30 5:10 21 IRT air off, steam on, to take laser image, alpha=lO deg, nozzle #12 only. (MS-317)

49 8 82 9 0 2515 18 6 73 8 22 77 20 5:14 21 IRT air off, steam on, to take laser image, alpha=lO deg, nozzle #11 only. (MS-317)

49 1 745 0 2517 18 6 73 7 22 77 20 5:16 21 IRT air off, steam on, to take laser image, alpha=lO deg, nozzle #10 only. (MS-317)

49 1 73 9 0 2549 18 7 73 5 22 77 20 5:18 21 IRT air off, steam on, to take laser image, alpha=lO deg, nozzle #9 only. (MS-317)

49 5 72 2 0 2528 18 6 73 6 22 77 20 5:21 21 IRT air off, steam on, to take laser image, alpha=lO deg, nozzle #8 only. (MS-317)

49 6 70 8 0 2527 18 6 73 7 22 77 20 5:23 21 IRT air off, steam on, to take laser im age, alpha=lO deg, nozzle #7 only. (MS-317)

49 7 71 4 0 2539 18 7 73 7 22 77 20 5:24 21 IRT air off, steam on, to take laser image, alpha=lO deg, nozzle #6 only. (MS-317)

49 3 68 1 0 2550 18 7 73 2 22 77 20 5:25 21 IRT air off, steam on, to take laser image, alpha=lO deg, nozzle #5 only. (MS-317)

48 1 60 1 0 2536 18 5 73 1 22 77 20 5:26 21 IRT air off, steam on, to take laser image, alpha=lO deg, nozzle #4 only. (MS-317)

44 2 68 9 0 2552 18 8 73 6 22 77 20 5:29 21 IRT air off, steam on, to take laser image, alpha=lO deg, nozzle #3 only. (MS-317)

45 1 71 9 0 2547 18 7 73 6 22 77 20 5:32 21 IRT air off, steam on, to take laser image, alpha=O deg, nozzle #1 only. (MS-317)

45 3 71 1 0 2555 18 8 73 6 22 77 20 5:33 21 IRT air off, steam on, to take laser image, alpha=O deg, nozzle #2 only. (MS-317)

44 6 66 8 0 2536 18 7 73 6 22 77 20 5:35 21 IRT air off, steam on, to take laser image, alpha=O deg, nozzle #3 only. (MS-317)

39 9 70 1 0 2522 18 6 73 7 22 77 20 5:37 21 IRT air off, steam on, to take laser image, alpha=O deg, nozzle #4 only. (MS-317)

39 9 75 6 0 2546 18 8 73 7 22 77 20 5:39 21 IRT air off, steam on, to take laser image, alpha=O deg, nozzle #5 only. (MS-317)

40 4 79 1 0 2512 18 5 73 7 22 77 15 5:40 21 IRT air off, steam on, to take laser image, alpha=O deg, nozzle #6 only. (MS-317)

41 4 80 9 0 2524 18 6 73 8 22 77 15 5:41 21 IRT air off, steam on, to take laser image, alpha=O deg, nozzle #7 only. (MS-317)

42 9 82 3 0 2509 18 5 73 7 22 77 15 5:42 21 IRT air off, steam on, to take laser image, alpha=O deg, nozzle #8 only. (MS-317)

43 5 75 3 0 2482 18 3 73 8 22 77 15 5:44 21 IRT air off, steam on, to take laser image, alpha=O deg, nozzle #9 only. (MS-317)

43 70 2 0 2520 18 6 73 8 22 77 15 5:45 21 IRT air off, steam on, to take laser image, alpha=O deg, nozzle #10 only. (MS-317)

42 4 66 7 0 2565 18 9 73 8 22 77 15 5:46 21 IRT air off, steam on, to take laser image, alpha=O deg, nozzle #11 only. (MS-317)

42 2 67 7 0 2530 18 7 73 7 22 77 15 5:47 21 IRT air off, steam on, to take laser image, alpha=O deg, nozzle #12 only. (MS-317)

Note: Taking laser image, pressure data were not recorded
:Z

>

r./3

>

bO

bO

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, ¢

February 11,1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity P_R PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

297 R297 51 1 175 13 68 1421 45 6 70 5 0 2569 18 6 72 5 22 77 45 6:33 21 IRT air off, steam on, blotter strips A & B, alpha=O deg, all nozzles. (MS-317)

298 R298 498 176 1368 142 444 713 02573 187 727 22 77 45 6:43 21 repeat of run #297.

299 R299 508 176 1367 142 452 738 02601 189 726 22 77 45 6:50 21 repeat of run #297.

300 R3OO 52 3 177 13 67 142 46 8 78 4 0 6074 38 1 62 7 43 67 10 6:57 11 IRT air off, steam on, blotter strips A & B, alpha=O deg, all nozzles. (MS-317)

301 R3O 1 49 3 176 13 68 142 44 73 2 0 6026 38 0 63 1 43 67 10 7:04 11 repeat of run #300.

302 R302 49 6 175 13 67 142 44 1 73 1 0 6037 38 0 63 0 43 67 10 7:11 11 repeat of run #300.

303 R303 51 4 176 13 67 142 45 7 75 3 0 1476 4 8 32 4 6 37 2 5 7:20 94 IRT air off, steam on, blotter strips A & B, alpha=O deg, all nozzles. (MS-317)

304 R304 52 5 176 13 67 14 13 47 74 2 0 1475 4 8 32 6 6 37 2 5 7:27 94 repeat of run #303.

305 R305 50 5 176 13 67 142 45 70 6 0 1479 4 8 32 2 6 37 2 5 7:34 94 repeat of run #303.

306 R306 52 202 13 51 142 44 8 69 8 0 1517 4 9 32 6 6 37 2 5 7:43 94 Splashing test, IRT air off, steam on, alpha=O deg, only strip A, all nozzles. (MS-317)

307 R307 49 151 13 8 142 45 71 9 0 1469 4 8 32 4 6 37 2 5 7:49 94 Splashing test, IRT air off, steam on, alpha=O deg, only strip A, all nozzles. (MS-317)

308 R308 49 100 14 01 14 19 47 2 68 9 0 1375 4 4 32 3 6 37 2 5 7:55 94 Splashing test, IRT air off, steam on, alpha=O deg, only strip A, all nozzles. (MS-317)

309 R309 48 9 51 14 15 14 19 48 5 70 2 0 1494 4 8 32 4 6 37 2 5 8:02 94 Splashing test, IRT air off, steam on, alpha=O deg, only strip A, all nozzles. (MS-317)

310 R310 50 3 174 13 67 14 19 45 72 4 0 1392 4 5 32 3 6 37 2 5 8:10 94 IRT air off, steam on, alpha=8 deg, only strip A, all nozzles. (MS-317)

311 R311 52 8 177 13 67 142 47 3 75 8 0 2605 18 9 72 5 22 77 4 5 8:27 21 IRT air off, steam on, alpha=8 deg, only strip A, all nozzles. (MS-317)

312 R312 50 3 174 13 67 142 44 9 70 6 0 6051 38 1 63 0 43 67 10 8:39 11 IRT air off, steam on, alpha=8 deg, only strip A, all nozzles. (MS-317)

313 R313 50 175 13 67 14 18 445 71 1 0 6027 37 9 62 9 43 67 10 9:39 11 Collector mechanism: strips at locations A, C, E, G, and I.alpha=O deg, all nozzles, IRT air off, steam on.

314 R314 52 176 1366 1418 465 74 06089 382 627 43 67 10 9:47 11 Collector mechanism: I-strip.alpha=O deg, all nozzles, IRT air off, steam on.

315 R315 48 5 176 13 66 14 18 43 76 3 0 2568 18 6 72 5 22 77 45 9:57 21 Collector mechanism: strips at locations A, C, E, G, and I.alpha=O deg, all nozzles, IRT air off, steam on.

316 R316 485 175 1366 1418 431 728 02605 189 726 22 77 45 10:04 21 C°llect°r mechanism: I-stripalpha=O deg' all n°zzles' IRT air °ff' steam °n

317 R317 49 7 175 13 66 14 18 443 70 6 0 1513 4 9 32 7 6 37 2 5 10:15 94 Collector mechanism: strips at locations A, C, E, G, and I.alpha=O deg, all nozzles, IRT air off, steam on.

318 R318 51 9 175 13 65 14 18 46 3 74 8 0 1462 47 32 4 6 37 2 5 10:23 94 Collector mechanism: I-strip.alpha=O deg, all nozzles, IRT air off, steam on.

319 R319 51 150 13 79 14 17 47 68 3 0 1398 4 5 32 4 6 37 2 5 10:30 94 Collector mechanism: I-strip.alpha=O deg, all nozzles, IRT air off, steam on, Splashing test.

320 R320 48 9 100 13 99 14 17 47 1 72 3 0 1446 4 7 32 4 6 37 2 5 10:37 94 Collector mechanism: I-strip. Alpha=O deg, all nozzles, IRT air off, steam on, Splashing test.

321 R321 48 7 50 14 12 14 17 48 2 73 3 0 1343 4 4 32 6 6 37 2 5 10:43 94 Collector mechanism: I-strip. Alpha=O deg, all nozzles, IRT air off, steam on, Splashing test.

322 R322 49 174 13 64 14 17 43 6 70 1 0 1372 4 4 32 3 6 37 2 10:50 94 Collector mechanism: I-strip. Alpha=O deg, all nozzles, IRT air off, steam on, Splashing test.

323 R323 51 175 13 64 14 17 45 4 75 4 0 2586 18 8 72 8 22 77 3 5 10:56 21 Collector mechanism: I-strip. Alpha=O deg, all nozzles, IRT air off, steam on.
:Z

>

>

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, ¢

February 12, 1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PN)

324 R324 175

325 R325 140

326 R326 85

327 R327 175

328 R328 175

REMARKS

NLF-0414f, 48", delta=0 deg, alpha=-5,-4,-3,..., 10,11,12 deg, from rdg #6634 to #6651.

NLF-0414f, 48", delta=0 deg, alpha=12,8,4,0,-4 deg, from rdg #6652 to #6656.

NLF-0414f, 48", delta=0 deg, alpha=-4,0,4,8,12 deg, from rdg #6657 to #6661.

NLF-0414f, 48", delta=5 deg, alpha=-4,-2,-1,0,1,2,3,4,5 deg, from rdg #6662 to #6670.

NLF-0414f, 48", delta=15 deg, alpha=5,4,3,2,1,0,-1 ,-2,-4 deg, from rdg #6671 to #6679.

329 R329 45 7 175 13 79 1433 40 2 68 1 0 1481 4 8 32 6 6 37 2 2 9:00 94 all nozzles, IRT air off, steam on, alpha=0 deg, delta=0 deg.

330 R330 46 176 13 79 1433 40 5 69 9 0 1491 & 8 32 2 6 37 2 2 9:08 94 repeat run #329

331 R331 46 1 175 13 8 1434 40 7 67 5 0 1330 43 32 7 6 37 2 2 9:17 94 repeat run #329

332 R332 43 1 175 13 8 1433 37 7 71 5 0 1473 4 8 32 4 6 37 2 2 9:24 94 repeat run #329

333 R333 466 176 1379 1433 409 742 06098 383 628 43 67 9 9:46 11 all nozzles, IRT air off, steam on, alpha=0 deg, delta=0 deg.

334 R334 44 8 177 13 77 1432 39 2 73 5 0 6156 38 5 62 5 43 67 9 9:55 11 repeat run #333

335 R335 46 8 176 13 77 1432 41 3 73 5 0 6159 38 5 62 5 43 67 9 10:07 11 repeat run #333 <NOTE: B-strip tape came offi>

336 R336 465 177 1379 1433 41 723 06106 382 626 43 67 9 10:15 11 repeat run #333

337 R337 44 9 176 13 79 1433 39 3 71 9 0 6126 38 4 62 6 43 67 9 10:24 11 all nozzles, IRT air off, steam on, alpha=8 deg, delta=0 deg, B-strip only.

338 R338 44 9 177 13 8 1433 39 4 71 6 0 6078 38 0 62 5 43 67 9 10:30 11 repeat run #337

339 R339 45 4 177 13 8 1433 40 74 6 0 6097 38 1 62 5 43 67 9 10:36 11 repeat run #337
:Z

>

r.z3

>

bO

bO

L,O

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, c

February 13, 1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

340 R340 461 175 1416 1471 406 763 06132 384 627 43 67 9 10:15 11 all nozzles, delta=15 deg, alpha=0 deg, steam on, IRT air off, A&B strips.

341 R341 447 177 1416 1472 391 744 06004 378 630 43 67 9 10:37 11 repeat run #340

342 R342 47 1 175 14 16 1472 41 6 70 3 0 6067 38 0 62 7 43 67 9 10:57 11 repeat run #340

343 R343 45 3 175 14 17 1473 39 8 75 4 0 2610 18 9 72 5 22 77 3 8 11:28 21 all nozzles, delta=l 5 deg, alpha=0 deg, steam on, IRT air off, A&B strips.

344 R344 48 175 14 18 1473 43 8 75 0 2584 18 7 72 5 22 77 3 8 12:02 21 repeat run #343

345 R345 43 8 174 14 18 1473 38 2 75 2 0 2607 18 9 72 3 22 77 3 8 12:21 21 repeat run #343

346 R346 43 9 175 14 19 1474 38 6 74 4 0 2616 19 0 72 5 22 77 3 8 12:30 21 repeat run #343 (B strip only)

347 R347 466 173 1418 1473 412 738 01496 48 322 6 37 22 1:00 94 all nozzles, delta=15 deg, alpha=0 deg, steam on, IRT air off, B strip only.

348 R348 47 7 175 14 19 1474 42 2 72 4 0 1393 4 5 32 3 6 37 2 2 2:00 94 repeat run #347

349 R349 46 3 176 14 18 1474 40 7 70 0 1426 46 32 3 6 37 2 2 2:14 94 repeat run #347

350 R350 46 5 174 14 14 1476 41 1 73 5 0 2640 19 1 72 4 22 77 3 8 2:37 21 all nozzles, delta=0 deg, alpha=0 deg, IRT air off, steam on, A&B strips.

351 R351 47 6 175 142 1475 42 2 73 1 0 2593 18 8 72 6 22 77 3 8 2:50 21 repeat run #350

352 R352 43 8 176 14 2 1475 38 4 73 7 0 2613 18 9 72 4 22 77 3 8 3:0o 21 repeat run #350

353 R353 44 6 175 14 2 1475 39 8 73 8 0 2590 18 8 72 6 22 77 3 8 3:10 21 repeat run #350

354 R354 46 4 175 14 2 1475 40 8 73 9 0 2603 18 9 72 5 22 77 3 8 3:25 21 all nozzles, delta=0 deg, alpha=8 deg, I RT air off, steam on, B strip only.

355 R355 473 175 142 1475 418 748 02608 189 725 22 77 38 3:37 21 repeat run #354

356 R356 45 175 142 1476 397 737 02617 190 724 22 77 38 3:46 21 repeat run #354

357 R357 46 2 177 14 2 1475 40 6 70 3 0 1275 4 2 32 7 6 37 2 2 4:01 94 all nozzles, delta=0 deg, alpha=8 deg, I RT air off, steam on, B strip only.
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r.z3

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bO

bO

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, ¢

February 16, 1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

358 R358 48 6 176 13 98 1452 43 1 70 9 0 1303 4 2 32 4 6 37 2 2 6:05 94 all nozzles, IRT air off, steam on, NLF-O414f, alpha=8 deg, delta=O deg, long B-strip only.

359 R359 45 174 14 1452 396 729 01309 43 325 6 37 22 7:11 94 repeat run #358

360 R360 47 2 175 13 99 1453 41 7 72 2 0 1443 4 7 32 6 6 37 2 2 7:23 94 repeat run #358

361 R361 45 6 175 13 99 1454 40 1 74 4 0 2574 18 7 72 5 22 77 3 8 7:42 21 all nozzles, IRT air off, steam on, NLF-O414f, alpha=8 deg, delta=O deg, long B-strip only.

362 R362 47 2 174 13 99 1454 41 7 70 5 0 2559 18 5 72 5 22 77 3 8 7:52 21 repeat run #361

363 R363 47 7 174 13 99 1454 42 1 70 1 0 6098 38 2 62 6 43 67 9 8:08 11 all nozzles, IRT air off, steam on, NLF-O414f, alpha=8 deg, delta=O deg, long B-strip only.

364 R364 44 1 174 13 99 1454 38 7 75 1 0 6139 38 4 62 6 43 67 9 8:14 11 repeat run #363

365 R365 46 5 175 13 99 1453 40 9 73 0 6044 38 0 62 9 43 67 9 8:25 11 all nozzles, IRT air off, steam on, NLF-O414f, alpha=4 deg, delta=O deg, short A & B strips.

366 R366 45 7 175 13 99 1453 40 3 70 8 0 6045 37 8 62 5 43 67 9 8:34 11 repeat run #365

367 R367 46 175 13 99 1454 40 5 69 9 0 6075 38 0 62 5 43 67 9 8:40 11 repeat run #365

368 R368 46 7 175 13 99 1453 41 3 69 1 0 2596 18 8 72 3 22 77 3 8 8:55 21 all nozzles, IRT air off, steam on, NLF-O414f, alpha=4 deg, delta=O deg, long B-strip only.

369 R369 465 175 14 1454 414 655 02593 188 723 22 77 38 9:14 21 repeat run #368

370 R370 44 4 175 13 99 1454 38 9 74 8 0 2571 18 7 72 6 22 77 3 8 9:27 21 repeat run #368

371 R371 45 5 175 13 99 1453 40 71 2 0 2572 18 6 72 3 22 77 3 8 9:38 21 repeat run #368

372 R372 46 8 175 13 65 14 19 41 1 71 4 0 1414 4 6 32 3 6 37 2 2 9:52 94 all nozzles, IRT air off, steam on, NLF-O414f, alpha=4 deg, delta=O deg, long B-strip only.

373 R373 45 175 13 99 1452 39 5 70 1 0 1450 4 7 32 5 6 37 2 2 10:02 94 repeat run #372

374 R374 45 6 175 13 99 1453 40 2 71 0 1447 47 32 3 6 37 2 2 10:15 94 repeat run #372

375 R375 46 6 149 14 12 1452 42 7 72 1 0 1478 4 8 32 6 6 37 2 2 10:21 94 all nozzles, IRT air off, steam on, NLF-O414f, splashing test, alpha=O deg, delta=O deg, short B-strip.

376 R376 45 100 1434 1452 43 3 70 7 0 1482 4 8 32 2 6 37 2 2 10:30 94 all nozzles, IRT air off, steam on, NLF-O414f, splashing test, alpha=O deg, delta=O deg, short B-strip.

377 R377 44 8 50 14 47 1452 44 4 70 1 0 1448 4 7 32 3 6 37 2 2 10:36 94 all nozzles, IRT air off, steam on, NLF-O414f, splashing test, alpha=O deg, delta=O deg, short B-strip.

378 R378 44 4 50 14 47 1451 44 2 73 2 0 1352 4 4 32 6 6 37 2 2 10:41 94 all nozzles, IRT air off, steam on, NLF-O414f, splashing test, alpha=O deg, delta=O deg, short B-strip.

379 R379 44 8 100 1434 1452 43 72 1 0 1474 47 32 2 6 37 2 2 10:46 94 all nozzles, IRT air off, steam on, NLF-O414f, splashing test, alpha=O deg, delta=O deg, short B-strip.

380 R380 45 6 151 14 11 1452 41 6 73 5 0 1465 4 7 32 3 6 37 2 2 10:51 94 all nozzles, IRT air off, steam on, NLF-O414f, splashing test, alpha=O deg, delta=O deg, short B-strip.
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r.z3

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bO

bO

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, ¢

February 17, 1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

381 R381 40 )ressure data

382 R382 46 1 176 13 76 143 40 5 78 1 0 6055 37 9 62 7 43 67 9 5:08 11 NLF-414, alpha=0 deg, all nozzles, IRT air off, short A and B strips.

383 R383 47 9 176 13 75 1429 42 2 75 0 6102 38 2 62 6 43 67 9 5:27 11 repeat run #382

384 R384 46 176 13 75 143 40 4 72 7 0 6083 38 1 62 6 43 67 9 5:39 11 repeat run #382

385 R385 422 175 1376 1429 421 727 06104 383 627 43 67 9 5:52 11 NLF-414, alpha=8 deg, all nozzles, IRT air off, short A and B strips.

386 R386 44 8 176 13 76 143 39 2 77 2 0 6063 38 2 63 1 43 67 9 6:19 11 repeat run #385

387 R387 41 7 177 13 75 1429 47 2 77 8 0 6027 38 1 63 2 43 67 9 6:33 11 repeat run #385

388 R388 46 8 176 13 76 1429 41 2 73 7 0 2632 19 1 72 5 22 77 3 8 6:46 21 NLF-414, alpha=8 deg, all nozzles, IRT air off, short A and B strips.

389 R389 46 9 177 13 76 1429 41 3 71 6 0 2554 18 5 72 5 22 77 3 8 6:54 21 repeat run #388

390 R390 49 2 177 13 76 1429 43 7 73 8 0 2587 18 8 72 5 22 77 3 8 7:07 21 repeat run #388

391 R391 474 175 1376 1429 418 729 02582 187 726 22 77 38 7:21 21 NLF-414, alpha=0 deg, all nozzles, IRT air off, short A and B strips.

392 R392 47 2 176 13 76 143 41 7 71 9 0 2567 18 6 72 4 22 77 3 8 7:35 21 repeat run #391

393 R393 48 2 176 13 77 143 42 7 71 0 2565 18 6 72 4 22 77 3 8 7:45 21 repeat run #391

394 R394 45 3 174 13 77 143 39 7 71 9 0 1358 4 4 32 5 6 37 2 2 7:57 94 NLF-414, alpha=O deg, all nozzles, IRT air off, long B-strip and short A-strip.

395 R395 45 4 175 13 76 143 39 9 71 9 0 1450 4 7 32 4 6 37 2 2 8:07 94 repeat run #394, short A and B strips.

396 R396 48 1 176 13 76 143 42 6 74 2 0 1350 4 4 32 4 6 37 2 2 8:17 94 repeat run #394, short A and B strips.

397 R397 46 2 177 13 76 143 40 7 73 9 0 1591 5 2 32 5 6 37 2 2 8:38 94 NLF-414, alpha=8 deg, all nozzles, IRT air off, long B-strip and short A-strip.

398 R398 46 5 176 13 76 143 41 1 70 6 0 1554 5 0 32 4 6 37 2 2 8:47 94 repeat run #397, short A and B strips.

399 R399 46 9 176 13 76 143 41 3 70 5 0 1326 4 3 32 5 6 37 2 2 8:55 94 repeat run #397, short A and B strips.

400 R4OO 467 176 1375 143 412 74 6 37 22 10:29 94 collector mechanism, all nozzles, IRT air off, I-strip only.

401 R4O 1 48 3 176 13 76 143 42 7 73 2 6 37 2 2 10:36 94 repeat run #400

402 R402 476 176 1377 143 421 703 22 77 38 10:45 21 collector mechanism, all nozzles, IRT air off, I-strip only.

403 R403 46 8 176 13 77 143 41 3 70 8 22 77 3 8 10:51 21 repeat run #402

404 R404 465 176 1377 1431 409 71 43 67 9 11:00 11

405 R405 465 176 1376 143 411 708 43 67 9 11:07 11 repeat run#404
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r./3

>

bO

bO

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, ¢

February 18, 1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

406 R406 46 7 177 13 78 1432 41 2 67 4 0 2590 18 7 72 3 22 77 60 6:15 21 Collector, taking laser image, alpha=O deg, movie (10 frames, 4 see/frame).

407 R407 46 4 177 13 78 1432 40 8 70 5 0 2611 19 0 72 7 22 77 3 8 6:17 21 Collector, taking laser image, alpha=O deg, sta_c image (exposure 4 sec).

408 R408 46 4 177 13 78 1432 40 8 67 3 0 2625 19 1 72 7 22 77 3 8 6:20 21 Collector, taking laser image, alpha=O deg, sta_c image (exposure 5 sec).

409 R409 44 8 176 13 78 1432 39 2 68 2 0 1556 5 1 32 6 6 37 60 6:26 94 Collector, taking laser image, alpha=O deg, movie (10 frames, 2.2 sec/frame).

410 R410 45 9 176 13 78 1432 40 2 70 9 0 1538 5 0 32 6 6 37 2 2 6:29 94 Collector, taking laser image, alpha=O deg, static image (exposure 3.2 sec).

411 R411 43 9 178 13 78 1432 38 3 78 6 0 6064 38 2 62 9 43 67 60 6:50 11 Collector, taking laser image, alpha=O deg, movie (10 frames, 4 sedframe).

412 R412 47 2 176 13 78 1433 41 5 747 0 6093 38 2 62 7 43 67 9 6:55 11 Collector, taking laser image, alpha=O deg, static image (exposure 10 sec).

413 R413 46 5 175 13 78 1433 40 9 75 9 0 6044 38 2 63 2 43 67 60 7:19 11 No collector, taking laser image, movie (10 frames, 4 sec/frame).

414 R414 46 7 175 13 78 1433 41 2 75 0 6035 38 0 62 9 43 67 9 7:22 11 No collector, taking laser image, static image (exposure 10 sec).

415 R415 46 4 176 13 78 1433 40 8 72 5 0 1383 45 32 7 6 37 60 7:26 94 No collector, taking laser image, movie (10 frames, 2.2 sec/frame).

416 R416 46 4 175 13 78 1433 40 9 69 8 0 1335 4 3 32 4 6 37 2 2 7:28 94 No collector, taking laser image, sta_c image (exposure 3.2 sec).

417 R417 46 3 176 13 78 1433 40 8 71 3 0 1267 4 1 32 5 6 37 2 2 7:31 94 No collector, taking laser image, sta_c image (exposure 3.2 sec).

418 R418 46 3 176 13 78 1433 40 9 71 0 2612 19 0 72 9 22 77 60 7:35 21 No collector, taking laser image, movie (10 frames, 4 sec/frame).

419 R419 45 1 176 13 78 1433 39 6 74 0 2580 18 7 72 5 22 77 3 8 7:43 21 No collector, taking laser image, static image (exposure 5 sec).

420 R420 47 3 176 13 79 1433 41 8 76 6 0 6107 38 3 62 7 43 67 9 8:24 11 Collector, I-strip only, alpha=O deg.

421 R421 46 3 176 13 79 1433 40 7 72 6 0 6079 38 0 62 4 43 67 9 8:33 11 repeat run #420

422 R422 458 176 1379 1433 403 719 06047 382 632 43 67 9 8:40 11 repeat run #420

423 R423 46 176 13 79 1433 40 5 75 3 0 6057 38 2 63 0 43 67 9 8:46 11 repeat run #420

424 R424 44 7 176 13 79 1433 39 2 74 0 1263 & 1 32 6 6 37 2 2 8:54 94 Collector, I-strip only, alpha=O deg.

425 R425 44 4 176 13 79 1433 38 9 70 6 0 1515 4 9 32 3 6 37 2 2 9:01 94 repeat run #424

426 R426 45 176 13 79 1433 39 6 73 4 0 1318 &3 32 8 6 37 2 2 9:07 94 repeat run #424

427 R427 47 176 13 79 1433 41 4 74 4 0 1305 &2 32 5 6 37 2 2 9:16 94 repeat run #424

428 R428 43 5 176 13 79 1433 38 74 6 0 2639 19 2 72 7 22 77 3 8 9:26 21 Collector, I-strip only, alpha=O deg.

429 R429 43 5 176 13 79 1433 38 70 7 0 2611 19 0 72 6 22 77 3 8 9:32 21 repeat run #428

430 R430 44 3 176 13 79 1433 38 8 75 2 0 2617 19 0 72 6 22 77 3 8 9:39 21 repeat run #428

431 R431 46 2 175 13 79 1433 40 7 72 3 0 2561 18 6 72 7 22 77 3 8 9:55 21 Collector, I-strip only, alpha=8 deg.

432 R432 43 2 176 13 79 1433 37 6 76 0 2657 19 3 72 5 22 77 3 8 10:03 21 repeat run #431

433 R433 43 3 175 13 79 1433 37 8 72 5 0 2646 19 2 72 7 22 77 3 8 10:10 21 repeat run #431

434 R434 44 3 176 13 79 1432 38 9 73 2 0 1382 4 5 32 6 6 37 2 2 10:20 94 Collector, I-strip only, alpha=8 deg.

435 R435 46 6 176 13 78 1432 41 1 74 7 0 1266 4 1 32 5 6 37 2 2 10:28 94 repeat run #434

436 R436 44 4 176 13 78 1432 38 9 73 8 0 1311 4 2 32 4 6 37 2 2 10:37 94 repeat run #434

437 R437 43 6 176 13 79 1432 38 1 69 7 0 6105 38 3 62 7 43 67 9 10:46 11 Collector, I-strip only, alpha=8 deg.

438 R438 44 5 176 13 79 1432 38 9 76 8 0 6094 38 3 62 9 43 67 9 10:54 11 repeat run #437

439 R439 464 175 1379 1432 409 735 06082 382 628 43 67 9 11:02 11 repeat run #437
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r.z3

>

bO

bO

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, ¢

February 19, 1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

440 R440 49 1 177 13 79 1433 43 5 68 6 0 2606 18 8 72 0 22 77 3 8 5:33 21 IRT alpha=7.5 deg, true alpha=6 deg, L45FS, delta=3 deg, steam on, IRT air off, V-strips (A, B, C and D)

441 R441 45 2 176 13 76 1433 39 6 70 2 0 2615 18 9 72 4 22 77 3 8 5:59 21 repeat run #440

442 R442 47 176 13 79 1433 41 4 77 1 0 2657 19 2 72 2 22 77 3 8 6:20 21 repeat run #440

443 R443 45 3 176 13 79 1433 39 8 72 8 0 2595 18 8 72 4 22 77 3 8 6:46 21 IRT alpha=2.5 deg, true alpha=l deg, L45FS, delta=0 deg, steam on, IRT air off, V-strips (A and B)

444 R444 46 6 176 13 81 1435 41 73 3 0 2634 19 1 72 5 22 77 3 8 6:56 21 repeat run #443

445 R445 46 6 176 13 81 1434 40 9 73 0 2603 18 9 72 6 22 77 3 8 7:05 21 repeat run #443

446 R446 46 5 176 13 8 1433 41 71 3 0 6084 38 0 62 4 43 67 9 7:20 11 IRT alpha=2.5 deg, true alpha=l deg, L45FS, delta=0 deg, steam on, IRT air off, V-strips (A and B)

447 R447 46 7 176 13 8 1434 41 1 71 6 0 6062 38 2 63 1 43 67 9 7:34 11 repeat run #446

448 R448 45 3 176 13 8 1434 39 8 72 2 0 6060 38 0 62 8 43 67 9 7:44 11 repeat run #446

449 R449 45 9 176 13 8 1434 40 5 72 8 0 1594 5 1 32 3 6 37 2 2 7:54 94 IRT alpha=2.5 deg, true alpha=l deg, L45FS, delta=0 deg, steam on, IRT air off, V-strips (A and B)

450 R450 45 176 13 8 1434 39 5 73 1 0 1287 4 2 32 5 6 37 2 2 8:06 94 repeat run #449

451 R451 46 2 176 13 8 1434 40 6 71 0 1517 4 9 32 3 6 37 2 2 8:19 94 repeat run #449

452 R452 45 175 13 8 1434 40 9 72 8 0 2593 18 8 72 5 22 77 3 8 8:41 21 IRT alpha=7.5 deg, true alpha=6 deg, L45FS, delta=0 deg, steam on, IRT air off, V-strips (A and B)

453 R453 45 1 174 13 8 1434 39 7 71 7 0 2568 18 7 72 7 22 77 3 8 8:57 21 repeat run #452

454 R454 47 2 175 13 79 1434 41 5 72 8 0 2619 19 0 72 5 22 77 3 8 9:10 21 repeat run #452

455 R455 45 2 176 13 8 1434 39 9 73 0 2628 19 0 72 4 22 77 3 8 9:40 21 IRT alpha=3.5 deg, true alpha=2 deg, L45FS, delta=3 deg, steam on, IRT air off, V-strips (A and D)

456 R456 45 176 13 8 1434 39 4 74 2 0 2591 18 8 72 7 22 77 3 8 9:55 21 repeat run #455

457 R457 44 9 175 13 8 1434 39 4 72 8 0 2648 19 2 72 6 22 77 3 8 10:04 21 repeat run #455
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bO

bO

Oo

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, ¢

February 20, 1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

458 R458 51 5 176 13 85 14 8 46 70 2 0 1462 4 8 32 5 6 37 2 2 10:01 94 Collector mechanism, alpha=O deg, strips G, I and C.

459 R459 49 5 175 13 84 1438 44 71 5 0 1440 46 32 2 6 37 2 2 10:10 94 repeat run #458

460 R460 47 8 175 13 84 1438 42 2 71 3 0 1478 4 8 32 3 6 37 2 2 10:27 94 repeat run #458

461 R461 48 4 175 13 84 1437 43 71 7 0 6162 38 4 62 4 43 67 9 10:46 11 Collector mechanism, alpha=O deg, strips G, I and C. (A redo run, previous set of strips were wetted)

462 R462 47 8 176 13 84 1438 42 2 71 0 6028 37 9 62 8 43 67 9 10:52 11 repeat run #461

463 R463 49 8 175 13 86 1438 44 4 72 1 0 6101 38 2 62 7 43 67 9 11:04 11 repeat run #461

464 R464 51 176 13 85 1438 45 7 70 9 0 2664 19 3 72 5 22 77 3 8 11:14 21 Collector mechanism, alpha=O deg, strips G, I and C.

465 R465 48 9 176 13 85 1438 43 4 71 2 0 2573 18 6 72 3 22 77 3 8 11:21 21 repeat run #464

466 R466 48 6 176 13 85 1438 43 2 70 4 0 2675 19 3 72 1 22 77 3 8 11:27 21 repeat run #464

467 R467 49 3 150 13 97 1438 45 2 71 3 0 1353 4 3 32 1 6 37 2 2 11:40 94 Collector mechanism, splashing test, alpha=O deg, strips G, I and C.

468 R468 51 1 150 13 99 1438 47 2 75 0 1253 4 1 32 7 6 37 2 2 11:49 94 repeat run #467

469 R469 49 1 101 14 2 1438 47 2 70 7 0 1379 4 4 32 1 6 37 2 2 12:00 94 Collector mechanism, splashing test, alpha=O deg, strips G, I and C.

470 R470 48 8 100 14 2 1437 47 1 73 3 0 1265 4 1 32 3 6 37 2 2 12:05 94 repeat run #469

471 R471 48 8 50 14 33 1438 48 4 73 8 0 1495 4 8 32 3 6 37 2 2 12:11 94 Collector mechanism, splashing test, alpha=O deg, strips G, I and C.

472 R472 48 9 50 14 33 1438 48 4 74 1 0 1324 4 3 32 2 6 37 2 2 12:21 94 repeat run #471

473 R473 50 9 175 13 84 1438 45 5 72 7 0 2616 18 9 72 4 22 77 3 8 12:41 21 Collector mechanism, alpha=8 deg, strips G, I and C.

474 R474 48 7 175 13 84 1438 43 1 73 7 0 2647 19 1 72 0 22 77 3 8 1:00 21 repeat run #473

475 R475 49 6 174 13 84 1437 44 76 0 2556 18 6 72 6 22 77 3 8 1:07 21 repeat run #473

476 R476 49 6 175 13 84 1438 44 2 69 7 0 2574 18 6 72 4 22 77 3 8 1:20 21 Collector mechanism, alpha=8 deg, I-strip only.

477 R477 48 5 175 13 84 1437 42 9 73 6 0 2546 18 5 72 5 22 77 3 8 1:26 21 repeat run #476

478 R478 48 174 13 84 1437 42 6 70 6 0 1565 5 0 32 2 6 37 2 2 1:35 94 Collector mechanism, alpha=8 deg, I-strip only.

479 R479 484 175 1384 1437 427 713 01599 52 323 6 37 22 1:42 94 repeat run #478

480 R480 51 175 13 84 1437 45 4 75 6 0 6147 38 3 62 2 43 67 9 1:56 11 Collector mechanism, alpha=8 deg, I-strip only.

481 R481 49 174 13 84 1436 43 5 73 5 0 6125 38 2 62 4 43 67 9 2:03 11 repeat run #480

482 R482 48 9 174 13 84 1437 43 4 72 5 0 6118 38 1 62 4 43 67 9 2:09 11 repeat run #480

483 R483 47 3 176 13 83 1436 41 8 71 7 0 6086 38 2 62 8 43 67 9 3:40 11 Uniformity grid with collector strips size

484 R484 48 8 176 13 84 1437 43 2 75 1 0 2652 19 2 72 5 22 77 3 8 4:17 21 Uniformity grid with collector strips size

485 R485 49 6 176 13 84 1437 43 8 74 2 0 1291 4 2 32 3 6 37 2 2 4:56 94 Uniformity grid with collector strips size
:Z

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Fo

Fo

Date

PBAR

DYE CONCENTRATION

PSYCHROMETERREADING,¢

February 22, 1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

486 R486

REMARKS

BJE, pressure data, alpha=7, 6, 5, 4, 3, 2, 1,0 degs.

_C_
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r./3

>

bO

bO

bO

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, ¢

February 23, 1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

487 R487 49 176 13 87 1441 43 5 73 2 0 6053 38 0 62 8 43 67 9 4:31 11 All nozzles, steam on, IRT air off, BJE, A and B strips, delta=0 deg, alpha=l deg.

488 R488 47 8 176 13 88 1442 42 2 71 9 0 6083 38 2 62 8 43 67 9 4:46 11 repeat run #487

489 R489 46 1 176 13 87 1442 40 5 72 2 0 6123 38 4 62 7 43 67 9 5:00 11 repeat run #487

490 R490 46 5 176 13 88 1442 41 72 0 2559 18 6 72 8 22 77 3 8 5:16 21 All nozzles, steam on, IRT air off, BJE, A and B strips, delta=0 deg, alpha=l deg.

491 R491 50 1 176 13 88 1442 44 6 73 2 0 2635 19 2 72 9 22 77 3 8 5:35 21 repeat run #490

492 R492 45 7 177 13 88 1442 40 74 6 0 2591 18 8 72 6 22 77 3 8 5:51 21 repeat run #490

493 R493 45 7 175 13 88 1442 40 1 72 9 6 37 2 2 6:06 94 All nozzles, steam on, IRT air off, BJE, A and B strips, delta=0 deg, alpha=l deg.

494 R494 46 9 176 13 88 1442 41 2 73 4 0 1538 5 0 32 8 6 37 2 2 6:19 94 repeat run #493

495 R495 48 5 175 13 88 1442 43 71 6 0 1562 5 1 32 6 6 37 2 2 6:30 94 repeat run #493

496 R496 47 175 13 88 1443 41 5 71 0 1583 5 1 32 4 6 37 2 2 6:45 94 All nozzles, steam on, IRT air off, BJE, A and B strips, delta=0 deg, alpha=6 deg.

497 R497 47 5 174 13 88 1443 42 72 5 0 1284 &2 32 4 6 37 2 2 7:00 94 repeat run #496

498 R498 46 4 174 13 88 1443 40 9 71 3 0 1347 4 4 32 7 6 37 2 2 7:12 94 repeat run #496

499 R499 45 6 175 13 88 1442 40 1 73 3 0 6013 38 0 63 2 43 67 9 7:23 11 All nozzles, steam on, IRT air off, BJE, A and B strips, delta=0 deg, alpha=6 deg.

500 R5OO 46 174 13 89 1443 40 5 74 5 0 6096 38 3 62 8 43 67 9 7:40 11 repeat run #499

501 R5O 1 47 5 175 13 88 1442 42 1 74 9 0 6068 38 1 62 9 43 67 9 7:54 11 repeat run #499

502 R502 46 5 174 13 88 1442 41 1 72 9 0 2606 19 0 72 8 22 77 3 8 8:07 21 All nozzles, steam on, IRT air off, BJE, A and B strips, delta=0 deg, alpha=6 deg.

503 R503 48 4 175 13 88 1442 42 9 73 6 0 2623 19 0 72 4 22 77 3 8 8:24 21 repeat run #502

504 R504 47 4 175 13 88 1442 41 9 71 6 0 2616 19 0 72 7 22 77 3 8 8:32 21 repeat run #502

505 R505 45 5 176 13 88 1442 40 73 2 0 6101 38 4 62 9 43 67 9 10:18 11 All nozzles, steam on, IRT air off, BJE, A and B strips, delta=lO deg, alpha=l deg.

506 R506 47 8 174 13 89 1442 42 6 75 6 0 6053 38 0 62 8 43 67 9 10:30 11 repeat run #505

507 R507 46 5 175 13 89 1442 41 2 75 2 0 6073 38 4 63 2 43 67 9 10:54 11 repeat run #505
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bO

bO

bO

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, ¢

February 24, 1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

508 R508 47 7 176 13 86 14 4 42 1 75 1 0 6076 38 1 62 7 43 67 30 5:27 11 10 frames, 2 sedfr, laser image, clean tunnel, steam on, IRT air off, all nozzles.

509 R509 49 176 13 86 1441 43 5 75 9 0 6027 37 8 62 7 43 67 9 5:30 11 1 frame, 10 sec/fr, laser image, clean tunnel, steam on, IRT air off, all nozzles.

510 R510 463 176 1387 1441 408 727 02610 190 727 22 77 30 5:34 21 10 frames, 2 sedfr, laser image, clean tunnel, steam on, IRT air off, all nozzles.

511 R511 47 176 1387 144 415 757 02583 187 725 22 77 38 5:36 21 1 frame, 5 sec/fr, laser image, clean tunnel, steam on, IRT air off, all nozzles.

512 R512 46 3 176 13 85 14 4 40 7 73 6 0 1322 4 3 32 4 6 37 30 5:41 94 10 frames, 2 sedfr, laser image, clean tunnel, steam on, IRT air off, all nozzles.

513 R513 47 1 176 13 86 1434 41 5 75 8 0 1407 4 6 32 4 6 37 2 2 5:43 94 1 frame, 3.2 sedfr, laser image, clean tunnel, steam on, IRT air off, all nozzles.

514 R514 47 8 176 13 86 1439 42 3 71 6 0 1572 5 1 32 5 6 37 2 2 6:43 94 Collector mechanism, BJE, all nozzles, IRT air off, steam on, I-mod strip at B-strip location.

515 R515 44 176 1384 1439 387 747 01429 46 322 6 37 22 6:49 94 repeat run #514

516 R516 45 176 13 84 1439 39 2 74 1 0 1546 5 0 32 5 6 37 2 2 6:54 94 repeat run #514

517 R517 46 2 175 13 85 1439 40 7 77 2 0 6097 38 2 62 7 43 67 9 7:03 11 Collector mechanism, BJE, all nozzles, IRT air off, steam on, I-mod strip at B-strip location.

518 R518 456 174 1385 1439 403 764 06089 382 627 43 67 9 7:10 11 repeat run #517

519 R519 442 177 1386 1439 386 753 06036 379 628 43 67 9 7:24 11 repeat run #517

520 R520 48 2 177 13 84 1438 42 9 74 8 0 2586 18 8 72 8 22 77 3 8 7:36 21 Collector mechanism, BJE, all nozzles, IRT air off, steam on, I-mod strip at B-strip location.

521 R521 45 8 177 13 84 1438 40 2 74 6 0 2581 18 8 72 7 22 77 3 8 7:42 21 repeat run #520

522 R522 45 8 176 13 84 1438 40 1 75 3 0 2639 19 2 72 6 22 77 3 8 7:49 21 repeat run #520

523 R523 46 176 13 83 1438 40 4 74 3 0 2655 19 3 72 7 22 77 3 8 8:06 21 Collector mechanism, BJE, all nozzles, IRT air off, steam on, I-mod strip at A-strip location.

524 R524 50 6 177 13 83 1438 45 1 73 6 0 2605 18 8 72 3 22 77 3 8 8:20 21 repeat run #523

525 R525 47 6 177 13 83 1437 41 9 75 9 0 2650 19 2 72 4 22 77 3 8 8:32 21 repeat run #523

526 R526 46 2 175 13 83 1438 40 8 75 7 0 6052 38 2 63 2 43 67 9 8:44 11 Collector mechanism, BJE, all nozzles, IRT air off, steam on, I-mod strip at A-strip location and E-strip,

527 R527 46 2 175 13 84 1438 40 7 74 8 0 6040 37 9 62 7 43 67 9 8:50 11 repeat run #526

528 R528 48 4 175 13 84 1438 42 9 75 7 0 6103 38 3 62 8 43 67 9 9:00 11 repeat run #526

529 R529 46 9 174 13 84 1437 41 4 73 0 1366 4 4 32 4 6 37 2 2 9:07 94 Collector mechanism, BJE, all nozzles, IRT air off, steam on, I-mod strip at A-strip location and E-strip,

530 R530 46 1 175 13 84 1438 40 6 72 3 0 1380 4 5 32 5 6 37 2 2 9:14 94 repeat run #529

531 R531 45 9 175 13 83 1438 40 4 71 7 0 1402 4 5 32 3 6 37 2 2 9:20 94 repeat run #529

532 R532 48 3 174 13 84 1437 42 8 74 1 0 1365 4 4 32 5 6 37 2 2 9:34 94 Collector mechanism at center of turntable (normal position), I-strip, all nozzles, IRT air off, steam on.

533 R533 46 3 174 13 84 1437 40 8 75 2 0 6059 38 2 63 1 43 67 9 9:46 11 Collector mechanism at center of turntable (normal position), I-strip, all nozzles, IRT air off, steam on.

534 R534 45 9 174 13 83 1436 40 6 74 5 0 2535 18 4 72 7 22 77 3 8 9:54 21 Collector mechanism at center of turntable (normal position), I-strip, all nozzles, IRT air off, steam on.

Note: No run performed on February 25, 1999.
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Fo

Fo

Fo

Fo

Date

PBAR

DYE CONCENTRATION

PSYCHROMETERREADING,¢

February 26, 1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

535 R535

536 R536 491 170 1384 1436 438 745

537 R537 50 5 169 13 86 1437 45 4 71 6

538 R538 50 2 170 13 86 1437 44 9 73 7

539 R539 488 170 1386 1436 434 726

540 R540 47 169 13 86 1436 41 8 67 1

541 R541 50 169 1386 1436 448 723

REMARKS

pressure data (rdg #6725 to #6730).

took video of laser image for MVD 21 without and with mass flow of 23 Ibs/sec.

took another few video of laser image of other MVD.

6 37 2 2 8:16 94 S-duct inlet, all nozzles, steam on, strips A, B, C and D, mass flow = 23 Ibs/s, scavenge flow = 2 Ibs/s.

6 37 2 2 8:53 94 repeat run #536

6 37 2 2 9:20 94 repeat run #536

22 77 3 8 9:51 21 S-duct inlet, all nozzles, steam on, strips A, B, C and D, mass flow = 23 Ibs/s, scavenge flow = 2 Ibs/s.

22 77 3 8 10:21 21 repeat run #539

22 77 3 8 10:46 21 repeat run #539
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bO

bO

bO

L,O

Date

PBAR

DYE CONCENTRATION

PSYCHROMETERREADING,¢

February 27, 1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

542 R542 49 4 131 13 97 1426 46 5 75 0 2609 18 8 72 0 22 77 3 8 10:05 21 S-duct inlet, all nozzles, steam on, strips A, B, C and D, mass flow = 23 Ibs/s, scavenge flow = 1.5 Ibs/s.

543 R543 49 4 130 13 96 1425 46 3 74 3 0 2642 19 1 72 3 22 77 3 8 10:29 21 repeat run #542

544 R544 48 130 13 96 1425 45 74 4 0 2635 19 0 72 3 22 77 3 8 10:50 21 repeat run #542

545 R545 50 4 131 13 94 1424 47 4 68 7 0 1438 4 7 32 3 6 37 2 2 11:27 94 S-duct inlet, all nozzles, steam on, strips A, B, C and D, mass flow = 23 Ibs/s, scavenge flow = 1.5 Ibs/s

546 R546 50 6 131 13 94 1423 47 6 71 8 0 1488 4 8 32 0 6 37 2 2 11:55 94 repeat run #545

547 R547 49 1 131 13 92 1422 46 1 74 5 0 1455 4 7 32 2 6 37 2 2 12:25 94 repeat run #545

548 R548 50 5 169 13 71 1421 45 4 71 5 0 6150 38 4 62 4 43 67 9 12:50 11 S-duct inlet, all nozzles, steam on, strips A, B, C and D, mass flow = 23 Ibs/s, scavenge flow = 2 Ibs/s

549 R549 513 170 137 1421 46 726 06066 384 632 43 67 9 1:13 11 repeat run #548

550 R550 532 171 137 142 477 742 06129 381 621 43 67 9 1:47 11 repeat run #548

551 R551 55 7 169 13 69 14 19 50 4 73 5 0 1439 4 7 32 4 6 37 2 2 2:16 94 S-duct inlet, all nozzles, steam on, strips A, B, C and D, mass flow = 23 Ibs/s, scavenge flow = 2 Ibs/s

552 R552 55 4 172 13 69 14 19 50 1 70 3 0 1407 4 5 32 2 6 37 2 2 2:45 94 repeat run #561
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Date

PBAR

DYE CONCENTRATION

PSYCHROMETERREADING,¢

March 1, 1999 (cont.)

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME REMARKS

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

553 R553 47 4 200 40 2 63 6 120 3:33 94 Splashing test, laser sheet method. Laser sheet is normal to the chord length of MS-317. Alpha=O deg.

video tape = 10.

554 R554 47 200 40 62 5 0 55 0 120 3:36 175 Splashing test, laser sheet method. Laser sheet is normal to the chord length of MS-317. Alpha=O deg.

video tape = 11:40.

555 R555 47 6 200 to 50 40 63 5 6 37 150 3:40 94 Splashing test, laser sheet method. Laser sheet is normal to the chord length of MS-317. Alpha=O deg.

video tape = 13:22. Speed is reduced after about 40 sec of spray time.

556 R556 45 50 to 200 44 5 73 22 77 150 3:45 21 Splashing test, laser sheet method. Laser sheet is normal to the chord length of MS-317. Alpha=O deg.

video tape = 16:28. Speed is increased after about 40 sec of spray _me.

557 R557 45 5 200 to 40 38 4 75 7 43 67 150 3:49 11 Splashing test, laser sheet method. Laser sheet is normal to the chord length of MS-317. Alpha=O deg.

video tape = 18:50. Speed is reduced after about 40 sec of spray time.

558 R558 47 175 41 78 6 37 150 3:52 94 Splashing test, laser sheet method. Laser sheet is normal to the chord length of MS-317.

video tape = 21:44. AOA changed from O deg to 8 deg while spraying.

559 R559 48 175 43 75 6 37 150 3:56 94 Splashing test, laser sheet method. Laser sheet is normal to the chord length of MS-317. Alpha=8 deg.

video tape = 24:40.

560 R560 47 7 175 42 2 71 6 2 0 24 0 150 4:00 270 Splashing test, laser sheet method. Laser sheet is normal to the chord length of MS-317. Alpha=8 deg.

video tape = 27:33.

561 R561 45 175 39 6 70 5 2 0 24 0 120 4:06 270 Splashing test, laser sheet method. Laser sheet is normal to the chord length of MS-317. Alpha=O deg.

video tape = 30:39.

562 R562 45 5 200 to 10 40 2 77 8 6 37 160 4 I1 94 Splashing test, laser sheet method. Laser sheet is normal to the chord length of MS-317. Alpha=O deg.

video tape = 33:08.

563 R563 46 8 0 to 200 46 8 78 9 6 37 200 4:16 94 Splashing test, laser sheet method. Laser sheet is normal to the chord length of MS-317. Alpha=O deg.

video tape = 36:47.

564 R564 47 4 130 13 86 14 15 44 6 72 4 0 2543 18 4 72 2 22 77 3 8 5:34 21 Collector, S-duct inlet, strips A, B, C, G, H and I.

565 R565 45 8 131 13 86 14 16 42 8 72 4 0 2609 18 8 72 1 22 77 3 8 5:44 21 repeat run #564

566 R566 45 4 131 13 86 14 16 42 4 72 9 0 2620 18 9 72 3 22 77 3 8 5:52 21 repeat run #564

567 R567 45 8 131 13 86 14 16 42 7 75 0 2675 19 3 72 3 22 77 3 8 6:00 21 repeat run #564
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bO

bO

bO

Date

PBAR

DYE CONCENTRATION

PSYCHROMETER READING, ¢

March 1,1999

0.0003 grams/cc

SPRAY CONDITIONS / MASS FLOW

TUNNEL CONDITION NOZZLE PRESSURE TANK TIME

PRESSURE

RUN Run I.D. TEMP TAS p_ PRESS TEMP Humidity PAR PAIR PWATER PAIR PWATER SPRAY SPRAY MVD

NO Total (MPH) (PSIA) TOTAL Slat % PWATER (PSIG) (PSIG) (PSIG) (PSIG) (SEC) TIME

(°F) (PSIA) (°F) (PM)

568 R568 47 4 131 13 86 14 16 44 4 75 4 0 1333 4 3 32 2 6 37 2 2 6:12 94 Collector, S-duct inlet, strips A, B, C, G, H and I.

569 R569 47 6 131 13 86 14 16 446 75 5 0 1448 47 32 6 6 37 2 2 6:19 94 repeat run #568

570 R570 47 8 131 13 86 14 16 44 7 74 9 0 1410 4 5 32 0 6 37 2 2 6:26 94 repeat run #568

571 R571 46 6 171 13 67 14 16 41 4 75 7 0 6184 38 5 62 3 43 67 9 6:46 11 Collector, S-duct inlet, strips A, B, C, G, H and I.

572 R572 48 8 171 13 66 14 17 43 7 76 0 6114 38 0 62 2 43 67 9 6:55 11 repeat run #571

573 R573 46 2 171 13 67 14 17 40 9 74 1 0 6132 38 1 62 2 43 67 9 7:06 11 repeat run #571

574 R574 46 5 171 13 66 14 17 41 2 72 8 0 2643 19 1 72 1 22 77 3 8 7:20 21 Collector, S-duct inlet, strips A, B, C, G, H and I.

575 R575 49 172 13 67 14 17 43 8 72 8 0 2655 19 1 71 9 22 77 3 8 7:31 21 repeat run #574

576 R576 48 171 13 66 14 17 42 8 71 8 0 2648 19 1 72 3 22 77 3 8 7:40 21 repeat run #574

577 R577 472 171 1367 1418 42 721 01343 43 323 6 37 22 7:50 94 Collector, S-duct inlet, strips A, B, C, G, H and I.

578 R578 47 5 170 13 67 14 17 42 3 75 3 0 1376 4 5 32 6 6 37 2 2 7:56 94 repeat run #577

579 R579 478 171 1367 1418 426 737 01412 46 326 6 37 22 8:04 94 repeat run #577

580 R580 48 8 176 13 64 14 17 43 2 72 6 0 1547 5 0 32 1 6 37 2 2 8:27 94 Collector, BJE, I-mod strip, B-location.

581 R581 46 7 176 13 64 14 18 41 2 73 4 0 1450 4 7 32 6 6 37 2 2 8:40 94 repeat run #580

582 R582 46 9 176 13 65 14 18 41 4 743 0 1445 47 32 6 6 37 2 2 8:46 94 repeat run #580

583 R583 483 176 1365 1418 427 763 06113 382 625 43 67 9 8:52 11 Collector, BJ E, I-m od strip, B-location.

584 R584 48 4 176 13 64 14 18 43 74 5 0 6171 38 4 62 2 43 67 9 8:59 11 repeat run #583

585 R585 47 2 176 13 65 14 18 41 7 74 5 0 6093 38 2 62 6 43 67 9 9:04 11 repeat run #583

586 R586 468 176 1365 1418 413 742 02662 192 722 22 77 38 9:11 21 Collector, BJ E, I-m od strip, B-location.

587 R587 46 7 176 13 65 14 18 41 1 73 2 0 2607 18 9 72 4 22 77 3 8 9:16 21 repeat run #586

588 R588 49 3 177 13 65 14 18 43 9 73 1 0 2616 18 9 72 3 22 77 3 8 9:26 21 repeat run #586

589 R589 46 6 175 13 65 14 18 41 1 747 0 2585 18 7 72 5 22 77 3 8 9:40 21 Collector, NLF airfoils, alpha=8 deg, I-strip only.

590 R590 46 5 175 13 66 14 18 41 1 74 5 0 2640 19 1 72 4 22 77 3 8 9:45 21 repeat run #589

591 R591 48 7 175 13 66 14 18 43 75 6 0 2575 18 6 72 2 22 77 3 8 9:53 21 repeat run #589

592 R592 48 5 175 13 65 14 18 43 74 3 0 1349 4 4 32 6 6 37 2 2 10:00 94 Splashing test, NLF-airfoil location, alpha=8 deg, I-strip only.

593 R593 47 2 174 13 66 14 18 41 8 75 4 0 1315 4 3 32 4 6 37 2 2 10:07 94 repeat run #572

594 R594 46 7 50 14 14 14 18 46 4 745 0 1562 5 1 32 6 6 37 2 2 10:14 94 Splashing test, NLF-airfoil location, alpha=8 deg, I-strip only.

595 R595 45 9 50 14 14 14 18 45 5 76 3 0 1348 4 4 32 5 6 37 2 2 10:17 94 repeat run #594

REMARKS

References

1. Von Glahn, U., Gelder, T.F., and Smyers, W.H. Jr, "A Dye Tracer Technique for

Experimentally Obtaining Impingement Characteristics of Arbitrary Bodies and a

Method for Determining Droplet Size Distribution," NACA TN-3338, March 1955.

2. Gelder, T.F., Smyers, W.H. Jr, and Von Glahn, U., "Experimental Droplet

Impingement on Several Two-Dimensional Airfoils with Thickness Ratios of 6 to

16 percent," NACA TN-3839, December 1956.

3. Lewis, J.O. and Ruggeri, R.S., "Experimental Droplet Impingement on Four

Bodies of Revolution," NACA TN-3587, 1957.

4. Lewis, James O. and Ruggeri, Robert S., "Experimental Droplet Impingement on

four bodies of revolution," NACA TN-4092, December 1955.

5. Gelder, T.F., "Droplet Impingement and Ingestion by Supersonic Nose Inlet in

Subsonic Tunnel Conditions," NACA TN-4268, May 1958.

6. Papadakis, M., Elangovan, R., Freund, G.A., Jr., Breer, M., Zumwalt, G.W. and

Whitmer, L., "An Experimental Method for Measuring Water Droplet Impingement

Efficiency on Two- and Three-Dimensional Bodies," NASA CR-4257,

DOT/FAA/CT-87/22, November 1989.

7. Papadakis, M., Breer, M.D., Craig, N., and Liu, X., "Experimental Water Droplet

Impingement Data on Airfoils, Simulated Ice Shapes, an Engine Inlet and a Finite

Wing," NASA CR 4636, DOT/FAA/CT-TN93/18, December 1994.

8. Phillips, E.H. "ATR42/72 Review Focuses on Icing," Aviation Week and Space

Technology, November 14, 1994.

9. Phillips, E.H. "FAA Lifts Icing Ban on ATR Flights," Aviation Week and Space

Technology, June 5, 1995.

10. Miller, D.R., Addy, H.E., and Ide, R.F, "A Study of Large Droplet Ice Accretions in

the NASA-Lewis IRT at Near-Freezing Conditions," AIAA Paper 96-0934, 34th

Aerospace Sciences Meeting and Exhibit, Reno, NV, January 15-18, 1996.

11. Bragg, M.B., "Aircraft Aerodynamic Effects due to Large Droplet Ice Accretions,"

AIAA Paper 96-0932, 34th Aerospace Sciences Meeting and Exhibit, Reno, NV,

January 15-18, 1996.

12. "FAA Inflight Aircraft Icing Plan," Federal Aviation Administration, April 1997.

13. Kim, John, "Particle Trajectory Computation on a 3-Dimensional Engine Inlet,"

NASA CR-175023, DOT-FAA-CT-86-1, January 1986.

14. Carlson, D.J. and Hoglund, R.F., "Particle Drag and Heat Transfer in Rocket

Nozzles," AIAA Journal, Vol. 2, No. 11, pp. 1980-1984, November 1964.

15. Langmuir, I. And Blodgett, K.B., "A mathematical Investigation of Water Droplet

Trajectories," Army Air Forces Technical Report No. 5418, 1946.

16. Soeder, R.H. and Andracchio, C.R., "NASA Lewis Icing Research Tunnel User

Manual," NASA TM-102319, June 1990.

17. McGhee, R.J. and Beasley, W.D., "Low-Speed Aerodynamic Characteristics of a

17-Percent-Thick Medium-Speed Airfoil Designed for General Application," NASA

TP-1786, 1980.

18. Addy, H.E., Jr., Potapczuk, M.G., and Sheldon, D.W., "Modern Airfoil Ice

Accretions," NASA TM-107423, January 1997.

NASA/T_2002-211700 427
19. Torenbeek, E., "Synthesis of Subsonic Airplane Design," Delft University Press,

1982.

20. Abbott, I.H. and Von Doenhoff, A.E., "Theory of Wing Sections," Dover

Publications, Inc., 1959.

21. McGhee, R.J., Viken, J.K., Pfenninger, W., Beasley, W.D., and Harvey, W.D.,

"Experimental Results for a Flapped Natural-Laminar-Flow Airfoil with High

Lift/Drag Ratio," NASA TM-85788, May 1984.

22. Valarezo, W.O., Dominik, C.J., McGhee, R.J., Goodman, W.L., and Paschal,

K.B., "Multi-Element Airfoil Optimization for Maximum Lift at High Reynolds

Numbers," AIAA paper 91-3332, September 1991.

23. Valarezo, W.O., Dominik, C.J., and McGhee, R.J., "Reynolds and Mach Number

Effects on Multielement Airfoils," Fifth Symposium on Numerical and Physical

Aspects of Aerodynamic Flows, Long Beach, January, 1992.

24. Batra, A.B., Bennett, W.A., Vittal, B.R., and Krishnan, M.R., "Design and

Development of a Compact Bifurcated Turboprop Inlet," AIAA Paper 91-2017,

June 1991.

25. Canacci, V., Bencic, T., Krupar, M., and Potapczuk, M., "A Sheet Laser Flow

Visualization System in NASA's Icing Research Tunnel," AIAA Paper 98-0342,

January 1998.

26. Oldenburg, J.R. and Ide, R.F., "Comparison of Drop Size Distributions From Two

Droplet Sizing Systems," NASA TM-102520, March 1990.

27. "CSIRO-KING Liquid Water Content Probe PMS Model KLWC-5 - Operating and

Servicing Manual," Particle Measuring Systems, Inc., Boulder, Colorado.

28. Frei, R.W. and MacNeil, J.D., "Diffuse reflectance Spectroscopy in Environmental

Problem Solving," CRC Press, Cleveland, Ohio, 1973.

29. Kubelka, P., "New Contributions to the Optics of Intensely Light-Scattering

Materials_Part I," Journal of the Optical Society of America, Volume 38, 1955.

30. Bragg, M.B., Sweet, D., Waples,T., and Shick, R. "An Experimental Method for

Water Droplet Impingement Measurement," Proceedings of the American

Helicopter Society/Society of Automotive Engineers, International Icing

Symposium, Montreal Canada, September 18-21, 1995.

31. Wright, W.B., "Users Manual for the Improved NASA Lewis Ice Accretion Code

LEWlCE 1.6," NASA CR-198355, June 1995.

32. Johnson, F., Samant, S., Bieterman, M., Melvin, R., Young, D., Bussoletti, J., and

Hilmes, C., "TranAir: A Full-Potential, Solution-Adaptive, Rectangular Grid Code

for Predicting Subsonic, Transonic, and Supersonic flows about Arbitrary

Configurations," NASA CR-4348, December 1982.

33. Ashby, D., Dudley, M., and Iguchi, S., "Development and Validation of an

Advanced Low-Order Panel Method," NASA TM-101024, October 1988.

34. Papadakis, M., Hung, K.E., Bidwell, C., and Breer, M., "Experimental

Investigation of Water Impingement on Single and Multi-Element Airfoils," AIAA

Paper 2000-0100, 38 th Aerospace Sciences Meeting and Exhibit, Reno, NV,

January 10-13, 2000.

35. Potapczuk, M. and Bidwell, C., "Swept Wing Ice Accretion Modeling," NASA TM103114, January 1990.

NASA/T_2002-211700 428
36. Potapczuk, M. and Bidwell, C., "Numerical Simulation of Ice Growth on a MS-317

Swept Wing Geometry," NASA TM-103705, January 1991.

37. Reehorst, A., "Prediction of Ice Accretion on a Swept NACA 0012 Airfoil and

Comparisons to flight test Results," NASA TM-105368, January 1992.

38. Mohler, S. and Bidwell, C., "Comparison of Two-Dimensional and ThreeDimensional Droplet Trajectory Calculations in the Vicinity of Finite Wings," NASA

TM-105617, January 1992.

39. Bidwell, C. and Mohler, S., "Collection Efficiency and Ice Accretion Calculations

for a Sphere, a Swept MS(1)-317 Wing, a Swept NACA-0012 Wing Tip, an

Axisymmetric Inlet, and a Boeing 737-300 Inlet," NASA TM-106831, January

1995.

40. Bidwell, C., Pinella, D., and Garrison, P., "Ice Accretion Calculations for

Commercial Transport Using the LEWlCE-3D, ICEGRID3D, and CMARC

Programs," NASA/TIVI_1999-208895, January 1999.

41. AI-Khalil, K., Hitzigrath, R., Phillippi, O. and Bidwell, C., "Icing Analysis and Test

of a Business Jet Engine Inlet Duct," AIAA Paper 2000-1040, 38 th Aerospace

Sciences Meeting and Exhibit, Reno, NV, January 10-13, 2000.

42. Bidwell, C. and Potapczuk, M., "Users Manual for the NASA Lewis ThreeDimensional Ice Accretion Code (LEWlCE-3D)," NASA TM-105974, December

1993.

43. Norment, H., "Calculation of Water Drop Trajectories To and About ThreeDimensional Lifting and Non-lifting bodies in Potential Airflow," NASA CR-3935,

October 1985.

44. Krogh, F., "Variable Order Integrators for Numerical Solutions of Ordinary

Differential Equations," Jet Propulsion Lab Technology Utilization Document No.

CP-32308, November 1970.

45. Ide, R.F, private communication, April 16, 1996.

46. Ide, R.F., "Liquid Water Content and Droplet Size Calibration of the NASA Lewis

Icing Research Tunnel," AIAA Paper 90-0669, 28th Aerospace Sciences Meeting

and Exhibit, Reno, NV, January 8-11, 1990.

47. Rogers, S.E. and Kwak, D., "An Upwind Differencing Scheme for the Steady

State Incompressible Navier-Stokes Equations," NASA TM-101051, November

1988.

48. Rogers, S.E. and Kwak, D., "An Upwind Differencing Scheme for the Time

Accurate Incompressible Navier-Stokes Equations," AIAA Journal, Vol. 28, No. 2,

February 1990, pp. 253-262.

49. Power, G.D., Cooper, G.K., and Sirbaugh, J.R., "NPARC 2.2--Features and

Capabilities," AIAA Paper 95-2609, 1995.

50. Papadakis, M., Vu, G.T., Hung, E.K., Bidwell, C.S., Bencic, T., and Breer, M.D.,

"Progress in Measuring Water Impingement Characteristics on Aircraft Surfaces,"

AIAA Paper 98-0488, January 1998.

51. Wright, W.B. and Potapczuk, M.G, "Computational Simulation of Large Droplet

Icing," NASA Contractor Report, May, 1996.

NASA/T_2002-211700 429
52. Mundo, C., Sommerfeld, M., and Tropea, C., "Droplet-Wall Collisions:

Experimental Studies of the deformation and Breakup Process," International

Journal Multiphase Flow, Vol. 21, No. 2, pp.151-173, 1995.

53. Mundo, C., Sommerfeld, M., and Tropea, C., "On the Modeling of Liquid Sprays

Impinging on Surfaces," Atomization and Sprays, vol. 8, pp. 625-652, 1998.

54. Tan J.S.C., "Droplet Dynamics -An experimental and Numerical Study," Large

Droplet Splashing research Workshop, DERA, England, UK, October 18, 2000.

NASA/T_2002-211700 430
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1. AGENCY USE ONLY (Leave blank) 2. REPORT DATE 3, REPORT TYPE AND DATES COVERED

October 2002 Technical Memorandum

4. TITLE AND SUBTITLE 5. FUNDING NUMBERS

Experimental Investigation of Water Droplet Impingement on Airfoils, Finite

Wings, and an S-Duct Engine Inlet

& AUTHOR(S)

Michael Papad_is, Kuohsing E. Hung, Giao T. Vu, Hsiung Wei Yeong,

Colin S. Bidwell, Marlin D. Breer, and Timothy J. Bencic

7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES)

National Aeronautics and Space Administration

John It. Glenn Research Center at Lewis Field

Cleveland, Ohio 44135 - 3191

WU-708-20-13-00

8. PERFORMING ORGANIZATION

REPORT NUMBER

E.---13444

9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES) 10. SPONSORING/MONITORING

AGENCY REPORT NUMBER

National Aeronautics and Space Administration

Washington, DC 20546-0(101 NASA TM------.2002-211700

11. SUPPLEMENTARY NOTES

Michael Papadakis, Kuohsing E. Hung, and Hsiung Wei Yeong, Wichita State University, Wichita, Kansas 67260; Giao T.

Vu and Marlin D. Breer, Boeing Airplane Company, Wichita, Kansas 67277; Colin S. Bidwell and Timothy J. Bencic,

NASA Glenn Research Center. Responsible person, Colin S. Bidwell, organization code 5840, 216---433---3947.

12a, DISTRIBUTION/AVAILABILITY STATEMENT

Unclassified - Unlimited

Subject Categories: 03 and 34 Distribution: Nonstandard

Available electronically at Ntp://gltrs.grc.n;_sa.gov

"l-his publication is ava_ilable from the NASA Center for AeroSpace In_brmation, 301-621-0390.

12b. DISTRNBUTION CODE

13. ABSTRACT (Maximum 200 words)

Validation of trajectory computer codes, for icing aaalysis, requires experimental water droplet impingement data for a wide rauge of aircraft geometries

as well as flow mid icing conditions. This report presents improved experimeNal and data reduction methods for obtaining water droplet impingemelg

data and provides a comprehensive water droplet impingement databa.se for a raJage of test geometries including aJa MS( 1)-031'7 airfoil, a GLC-305

airfoil, an NACA 652--415 airfoil, a commercial trausport tail section, a 36--inch dmrd natural laminar flow NLF(1)-.04 H airfoil, a 48.-inch NLF(1)-.04 H

sectiou with a 25 percent chord simple flap, a state--of-the-art t_tree--element high lift system, a NACA 64A008 finite spaa swept business jet tail, a fullscale business jet horizontal tail section, a 25 percent-scale business jet empennage, and an S-duct turboprop engine inlet. The experimental results were

obtained at the NASA Glenn Icing Research Tunnel (IRT) for spray clouds with median volumetric diameter (MVD) of 11, 11.5, 21, 92, and 94 microns

aud for a rauge of m_gles of attack. The majority of the itr_ingement experimems were conducted at an air speed of 175 mph correspouding to a

Reynolds number of approxnnately 1.6 million per foot. The maxnnum difference of repeated tests from the average ranged from 0.24 to 12 percelg for

most of the experimental results presented. This represents a signil{?cant improvement in test repeatability compaa:ed to previous experin-ental studies.

_ll)e increa.se in test repeatability was attributed to improvements made to the experimental aud data reduction methods. Computatious performed with

the LEWICE-2D mid LEWICE-3D computer codes for all test configurations are preseNed in this report. B)r the test cases involving mediau w)lume_i'ic

diameters of 11 and 21 microns, the correlation between the aa_alytical and experimental impingement efficiency distributions was good. For the median

volumetric diameters of 92 and 94.-micron cases, however, the analysis produced higher iml)ingemem efficiencies aud larger impingen'tent limits than the

experiment. It is speculated that this discrepancy is due to droplet splashing and breakup experienced by large droplets during impingemeN.

14. SUBJECT TERMS

Aircraft icing; Aircra1"t safety; Flight safety; Ice prevention; Deicing; Impingement;

Airfoils; Wings; Swept wings; Wing flaps; Engine inlets

17. SECURITY CLASSIFICATION

OF REPORT

Unclassified

NSN 7540-01-280-5500

15. NUMBER OF PAGES

439

16. PRICE CODE

18, SECURITY CLASSiFiCATiON 19. SECURITY CLASSiFiCATiON 20. LiMiTATiON OF ABSTRACT

OF THIS PAGE OF ABSTRACT

Unclassified Uncl assifi ed

Standard Form 298 (Rev. 2-89)

Prescribed by ANSI Std. Z39-18

298-102