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Aerodynamic Characteristics of Two Waverider-Derived Hypersonic Cruise Configurations

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Aerodynamic Characteristics of Two Waverider-Derived Hypersonic Cruise Configurations NASA Technical Paper 3559 Aerodynamic Characteristics of Two Waverider-Derived Hypersonic Cruise Configurations Charles E. Cockrell, Jr., Lawrence D. Huebner, and Dennis B. Finley July 1996 NASA Technical Paper 3559 Aerodynamic Characteristics of Two Waverider-Derived Hypersonic Cruise Configurations Charles E. Cockrell, Jr. and Lawrence D. Huebner Langley Research Center • Hampton, Virginia Dennis B. Finley Lockheed-Fort Worth Company • Fort Worth, Texas National Aeronautics and Space Administration Langley Research Center • Hampton, Virginia 23681-0001 July 1996 Available electronically at the following URL address: http:lltechreports.larc.nasa.govlltrslitrs.html Printed copies available from the following: NASA Center for AeroSpace Information National Technical Information Service (NTIS) 800 Elkridge Landing Road 5285 Port Royal Road Linthicum Heights, MD 21090-2934 Springfield, VA 22161-2171 (301) 621-0390 (703) 487-4650 Abstract An evaluation was made of the effects of integrating the required aircraft compo- nents with hypersonic high-lift configurations known as waveriders to create hyper- sonic cruise vehicles. Previous studies suggest that waveriders offer advantages in aerodynamic performance and propulsionairframe integration (PAl) characteristics over conventional non-waverider hypersonic shapes. A wind-tunnel model was devel- oped that integrates vehicle components, including canopies, engine components, and control surfaces, with two pure waverider shapes, both conical-flow-derived wave- riders for a design Mach number of 4.0. Experimental data and limited computational fluid dynamics (CFD) solutions were obtained over a Mach number range of 1.6 to 4.63. The experimental data show the component build-up effects and the aero- dynamic characteristics of the fully integrated configurations, including control sur- face effectiveness. The aerodynamic performance of the fully integrated configura- tions is not comparable to that of the pure waverider shapes, but is comparable to previously tested hypersonic vehicle models. Both configurations exhibit good lateral- directional stability characteristics. 1. Introduction integrating all vehicle components. The final objective was to evaluate the controllability of each of the fully A waverider is any shape designed such that the bow integrated vehicles and the effectiveness of the control- shock generated by the shape is perfectly attached along surface design. These objectives were accomplished the outer leading edge at the design flight condition. The using results from wind-tunnel testing and a limited num- waverider design method leads to several potential ber of computational fluid dynamics (CFD) solutions. advantages over conventional non-waverider hypersonic The CFD predictions were obtained for the pure wave- concepts. The attached leading-edge shock wave con- rider shapes only and provide comparisons with experi- fines the high-pressure region to the lower surface and mental data and design-code predictions. Two wind- results in high lift-drag ratios. Several design predictions tunnel models were designed that integrate canopies, suggest that waveriders may offer an aerodynamic per- engine packages, and control surfaces with two Mach 4.0 formance advantage in terms of higher lift-drag ratios pure waverider shapes. The models were tested in the over non-waverider hypersonic concepts (refs. 1 and 2). Langley Unitary Plan Wind Tunnel (UPWT) at NASA In addition, the flow field below the waverider bottom Langley Research Center. surface is uniform and, in the case of waveriders derived from axisymmetric flow fields, there is little or no cross- This report describes the waverider aerodynamic flow in this region, making these shapes attractive candi- design code used and discusses the method used in the dates for engine integration. These advantages have led development of the wind-tunnel models. The details of to interest in using waverider shapes for the forebody the experimental study are then presented as well as the geometries of hypersonic airbreathing engine-integrated airframes. Waveriders have been considered for various computational method used to obtain the CFD predic- tions. The results are analyzed in three sections. First, the types of missions including hypersonic cruise vehicles, results of the pure waverider shapes without integrated single-stage-to-orbit vehicles, airbreathing hypersonic vehicle components are presented. These results include missiles, and various space-based applications (ref. 3). flow-field characteristics from CFD solutions and experi- The purpose of the current study is to examine the mental flow-visualization data as well as aerodynamic aerodynamic characteristics of two waverider-derived characteristics from the experiment and CFD predictions. hypersonic cruise vehicles. No experimental data cur- Second, the experimental results of adding aircraft com- rently exist that address the integration of realistic vehi- ponents to the pure waverider shapes are presented. The cle components with waverider shapes. Therefore, the effects of the canopy, engine components, and control objectives of this study were threefold. The first was to surface additions on aerodynamic performance and create an experimental and computational database for stability are examined. Finally, the aerodynamic charac- waverider-derived configurations. The second was to teristics of the fully integrated waverider-derived config- examine the effects of individual vehicle components on urations are examined and compared with those of the pure waverider performance and to determine the differ- pure waverider shapes. Control-surface effectiveness is ences in aerodynamic characteristics that result from also addressed in this section. 2. Symbols p density, lbm/ft 3 B.L. buttline of model (distance from centerline in Subscripts: spanwise direction), in. c conditions at first cell center next to solid drag coefficient boundaries G rolling-moment coefficient c.g. center-of-gravity location OC t flee-stream conditions Ct_ rolling-moment derivative, _ lift coefficient G 3. Configuration Design and Model cM pitching-moment coefficient Development cn yawing-moment coefficient _C n 3.1. Waverider Design Method C_ yawing-moment derivative, _l 3 A specific waverider shape is uniquely defined by moment reference length, in. free-stream conditions, the type of generating flow-field body, and a leading-edge definition (ref. 1). The shapes C L of the upper and lower surfaces of the configuration fol- L/D lift-drag ratio, low from these parameters. The free-stream conditions, including Mach number and Reynolds number or alti- Mach number tude, are selected based on mission criteria. The design model station (distance from nose in stream- method used in this study involves a specific design wise direction), in. point. The generating flow-field body is used to define the shock shape upon which the leading edge of the P pressure, lbf/fi 2 waverider is constructed. Although any arbitrary body in roll rate, deg/sec supersonic or hypersonic flow can be used as a generat- ing flow-field body, this study focuses specifically on the Re Reynolds number class of conical-flow-derived waveriders, in which the planform area, ft 2 generating flow-field body is a right circular cone in supersonic or hypersonic flow. At the outset of this U velocity component, ft/sec research effort, this option was the best available for the V total volume, ft3; velocity, ft/sec application of interest. Other possible generating flow V2/3 fields include osculating cone flow fields (ref. 4), hybrid cone-wedge generated flow fields (ref. 5), and inclined volumetric efficiency, Sref circular and elliptic conical flow fields (ref. 6). The W.L. waterline of model (distance from zero refer- length of the generating cone, length of the waverider, ence in vertical direction), in. and semiapex angle of the cone are specified by the designer. The selection of these parameters can signifi- moment reference center location XC.g. cantly affect the shape of the waverider generated as well X,F,Z Cartesian coordinates, in. as the aerodynamic performance of the configuration. y+ inner law variable Figure 1 illustrates the design of a conical-flow-derived waverider. The planform shape, or leading edge, is angle of attack, deg defined on the shock wave produced by the cone. The sideslip angle, deg lower surface of the configuration is defined by tracing streamlines from the leading edge to the base of the cone. angle of aileron deflection (trailing edge down The result is that the lower compression surface is a positive), deg stream surface behind the conical shock wave. The con- angle of elevon deflection (trailing edge down figurations studied here have an upper surface that is positive), deg designed as a constant free-stream pressure surface. distance from solid boundary to first cell However, other techniques may be used, such as shaping center, in. the upper surface as an expansion or compression surface. The conical flow field, defined behind the viscosity coefficient, lbf-sec/ft 2 shock wave, exists only below the lower surface of computational coordinates the waverider. 2 The resultingconfigurationoffers two possible The design code used in this study is the (University advantagesover non-waveriderhypersonicconfigura- of) Maryland Axisymmetric Waverider Program tions.Thefirst is a potentialaerodynamicperformance (MAXWARP) (refs. 1, 2, and 9). The MAXWARP code advantage(refs.1, 2, and7). Theoretically,theshock is
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