Kestrel simulation tools are used to investigate the mutual interference between the propeller and wing of C130J aircraft. Only the wing, nacelles, and propeller geometries are considered. The propulsion system modelled is a Dowty six-bladed R391 propeller mounted at inboard or outboard wing sections in single and dual propeller configurations. The results show that installed propeller configurations have asymmetric blade loadings such that downward-moving blades produce more thrust force than those moving upward. In addition, the influence of installed propeller flow-fields on the wing aerodynamic (pressure coefficient and local lift distribution) are investigated. The installed propeller configuration data are compared with the non-installed case, and the results show that propeller effects will improve the wing’s lift distribution. The increase in lift behind the propeller is different at the left and right sides of the propeller. In addition, the propeller helps to delay the wing flow separation behind it for tested conditions of this work. Finally, the results show the capability of Kestrel simulation tools for modeling and design of propellers and investigates their effects over aircraft during conceptual design in which no experimental or flight test data are available yet. This will lead to reducing the number of tests required later.

Shock tubes are a crucial source of experimental data for the aerothermodynamic modelling of atmospheric entry vehicles. Notably, many chemical-kinetic and radiative models are validated directly against optical measurements from these facilities. Typically, the incident shock speed at the location of the experimental measurement is taken to be representative of the test slug; however, the shock velocity can vary substantially upstream of this location. These variations have been long posited as a source of disagreement with computational predictions, although a definitive link has proved elusive. This work describes a series of experiments which aim to isolate and confirm the importance of the shock deceleration effect. This is achieved by generating different shock trajectories and comparing the post-shock trends in atomic oxygen emission and electron density. These trends are shown to be directly linked to the upstream shock speed variations using a recently developed numerical tool (LASTA). The close agreement of the comparisons confirms the importance of shock speed variation for shock tube experiments; these findings have direct and potentially critical relevance for all such studies, both past and present.

Shock tubes are used to investigate the chemical kinetics and radiative properties of gasses. Analyses of the flow conditions produced in shock tubes typically assume a single, constant shock speed...

The flow physics modeling and validation of the Royal Aircraft Establishment (RAE) subsonic intake Model 2129 (M2129) are presented. This intake has an 18 inches long S duct with a 5.4 inches offset, an external and an internal lip, forward and rear extended ducts, and a center-positioned bullet before the outlet. Steady-state and unsteady experimental data are available for this duct. The measurements include engine face conditions (pressure recovery, static pressure to free-stream total pressure ratio, and distortion coefficient at the worst 60 ${}^{\circ }$ sector or DC60), as well as wall static pressure data along the duct. The intake has been modeled with HPCMP CREATE ${}^{\mathrm{TM}}$ -AV Kestrel simulation tools. The validation results are presented including the effects of turbulence models on predictions. In general, very good agreement (difference errors are less than 6%) was found between predictions and measurements. Secondary flow at the first bend and a region of flow separation are predicted at the starboard wall with an averaged DC60 coefficient of 0.2945 at the engine face. Next, a passive and an active flow control method are computationally investigated. The passive one uses vane-type vortex generators and the active one has synthetic jet actuators. The results show that considered passive and active flow control methods reduce the distortion coefficient at the engine face and the worst 60 ${}^{\circ }$ sector to 0.1361 and 0.0881, respectively. The flow control performance trends agree with those obtained in experiments as well. These results give confidence to apply the Kestrel simulation tools for the intake design studies of new and unconventional vehicles and hence to reduce the uncertainties during their flight testing.

Shock tube experiments are a cornerstone of investigations into the hypersonic flight environment. However, the actual flow through the basic shock tube has not been well characterized in the liter...

The stresses resulting from wind gusts can exceed the limit value and may cause large-scale structural deformation or even failure. All certified airplanes should therefore withstand the increased loads from gusts of considerable intensity. A large factor of safety will make the structure heavy and less economical. Thus, the need for accurate prediction of aerodynamic gust responses is motivated by both safety and economic concerns. This article presents the efforts to simulate and model air vehicle aerodynamic responses to various gust profiles. The computational methods developed and the research outcome will play an important role in the airplane’s structural design and certification. Cobalt is used as the flow solver to simulate aerodynamic responses to wind gusts. The code has a user-defined boundary condition capability that was tested for the first time in the present study to model any gust profile (intensity, direction, and duration) on any arbitrary configuration. Gust profiles considered include sharp edge, one minus cosine, a ramp, and a 1-cosine using tabulated data consisting of gust intensity values at discrete time instants. Test cases considered are a flat plate, a two-dimensional NACA0012 airfoil, and the high Reynolds number aero-structural dynamics (HIRENASD) configuration, which resembles a typical large passenger transport aircraft. Test cases are assumed to be rigid, and only longitudinal gust profiles are considered, though the developed codes can model any gust angle. Time-accurate simulation results show the aerodynamic responses to different gust profiles including transient solutions. Simulation results show that sharp edge responses of the flat plate agree well with the Küssner approximate function, but trends of other test cases do not match because of the thin airfoil assumptions made to derive the analytical function. Reduced order aerodynamic models are then created from the convolution integral of gust amplitude and the time-accurate responses to sharp-edge gusts. Convolution models are next used to predict aerodynamic responses to arbitrary gust profiles without the need of running time-accurate simulations for every gust shape. The results show very good agreement between developed models and simulation data.