Pressure Management on a Supercritical Airfoil in Transonic Flow

During the last two decades, there has been renewed interest in using supercritical water (SCW) in pyrolysis [8], hydrolysis [9], oxidation [10], electrochemical reactions [11] and in material synthesis [12]. Physical properties

The objective of this exercise is to measure the pressure distribution across the surface on an aerofoil in a wind tunnel. The aerofoil is tested under several different Mach numbers from subsonic to supercritical. The purpose of measuring the pressure distributions is to assess the validity of the Prandtl-Glauert law and to discuss the changing chracteristics of the flow as the Mach number increases from subsonic to transonic.

“Star Trek” would have us believe that space is the final frontier, but with apologies to the armies of Trekkies, their oracle might be a tad off base*, this is because manned space travel is easier to undertake than manned deep sea exploration.”

In this experiment, the velocity profile for a flat plate at zero pressure gradient of a boundary layer at two different stream wise points were acquired. The investigation was also based on and how changes in Reynolds number affect the velocity distribution within boundary layers. Parameters such as the Momentum Thickness, Displacement Thickness, Shape Factor, shear stress and coefficient of friction was also calculated to gain a better understand of boundary layers. The experimental values calculated were compared to the theoretical Blasius for laminar flow and Power Law Solutions for turbulent flow to see how they varied. It was found out the higher the Reynolds number the greater the boundary layer thickness. As the

In this experiment in a low speed flow the static pressure around an aerofoil will be observed and discussed. The lift on the aerofoil will also be calculated and compared with the theoretical value. The aerofoil being used in this particular experiment is symmetrical and is taking place in a wind tunnel with a speed of 18.5m/s, therefore the flow is assumed to be incompressible. The different pressures along the surface of the aerofoil will be measured at an angle of attack of 4.1 degrees and 6.2

This report is a compilation of my work done with Bombardier Aerospace during the tenure of my Internship in Summer 2017, a requisite for MEng Aerospace being pursued at Concordia University. The aim of this internship was to implement Exhaust Nozzle Simulation using AIAA Dual Separate Flow Reference Nozzle.

The inversion stands at 171 ft, beating the previous record holder by 11 feet. The actual height of the coaster is 200 ft, while the drop length is around 190 feet. This gives a 19 foot difference between the drop length and the loop height. This means the loop is 90% the height of the drop, so 10% was lost in between. The coaster does travel for nearly four thousand more feet after this, but this can’t have any type of correlation to the foam tube coaster. The percentage also is likely realistic by the heaviness of the roller coaster cars, compared to the extremely light weight of a marble. To find if this ratio is common place, I will research another looping coaster. Superman: Krypton Coaster at Six Flags Fiesta Texas contains the largest loop in North America of any non-launched coaster. Launched coasters are practically incomparable to any model that I build due to the fact that they do not contain a traditional drop or hill, so the properties of energy are entirely different. Superman contains a loop measuring 145 ft tall, which is 16 feet shorter than Flash, but still massive

Wave B is the p-wave. This is true because if you look at wave B on the graph, you see that at the point when wave A stops, wave B continues. This is because at 2900 km when wave A stops, it is representing an s-wave that had reflected on the liquid outer core. when wave B drops in velocity at 2900 km, it is representing a p-wave that refracted when it came in contact with a new substance. So, based on the provided data from the graph, wave B represents a p-wave.

But when a fluid encounters an obstruction in an open situation--a current in a river hitting a stick or an airfoil in the air--the same general rule applies. As the fluid accelerates around an object, its pressure decreases. If an airfoil is moving through the air, then the air accelerates as it goes over it. If the air foil were symmetrical, the air pressure would drop on both sides and the foil would have no net force acting on it. But if one side of a foil were curved and the other flat, then the pressure on the curved side would be less and the foil would be drawn in the direction of the lower air pressure (or the higher pressure on the flat side would push the foil in the direction of the curved side). For example, when rules allow, race cars have an

Riblets and tripwires are widely explored and documented structures that have a huge potential for use in drag reduction technology. Passive strategies for drag reduction in air and underwater vehicles, such as airplanes and submarines, are increasingly being investigated as they reduce the cost of operation of the vehicle by increasing its speed and efficiency. This essay discusses riblets and tripwires, and their use in drag reduction technology. Their optimal specifications, mechanism of functioning and potential applications for drag reduction over underwater aerofoils have also been dealt with.

Abstract— The paper deals with the 2-D lid-driven cavity flow governed by the non dimensional incompressible Navier-Stokes theorem in the rectangular domain. Specific boundary conditions for this case study have been defined and the flow characteristics pertaining to the scenario have been coded in MATLAB using artificial compressibility method and FTCS scheme. The results are compared successfully with an authentic research paper by Ghia, Ghia & Shin.

The concept of boundary-layers was first thought of in the early 1900s by Ludwig Prandtl. He presented a paper in Germany in 1904 which outlined a slightly viscous fluid near a solid boundary cite{Prandtl}. In this paper certain assumptions were made. Firstly the Reynolds number is large, so the viscous terms can be neglected far away from the solid boundary. Then there exists a thin layer of fluid near the solid boundary and this fluid is known as a boundary-layer. Outside this viscous fluid is an inviscid fluid region, which gives rises to a multideck structure. This boundary-layer has a thickness of $delta$ and is proportional to Reynolds number by $delta/L propto {Re}^{-1/2}$, where $L$ is the characteristic length scale of the solid boundary. The pressure from outside the boundary-layer is not significantly different from the pressure inside the boundary-layer. The boundary condition for pressure can be approximated by the value of upper boundary in the inviscid region. Rescaling the wall normal coordinate $y$ by the boundary-layer thickness ${Re}^{-1/2}$ implies that we are located within the boundary-layer and this retains some viscous terms. The following scalings are introduced to perform analysis within a boundary-layer

1.2.2a Counter flow method 6 1.2.2b Co flow method 7 1.2.2c Shock Vector Control 7 1.2.2d Throat Skewing method 8 1.2.2e

For the open-jet testing data, however, the wind velocity and pressure data were available corresponding to 1 hour in full-scale. Therefore, first the 3-s wind gust speed was identified by defining the 3 seconds window approach, and after producing the new time history of pressure data, a value of 1 was used for “dur_ratio”. For NIST/UWO wind tunnel data, only pressure data for 38.4 min (2304 s) duration was available, and there was no time history of wind velocity. In that case, first the 3-s gust speed was estimated according to the durst curve (figure C26.5-1 from ASCE 7-10, which is represented in ‎Figure 4.4), and the non-dimensional pressure data corresponding to 38.4 min duration were divided by the square of the velocity ratio based on the durst curve (‎Figure 4.4) or (1.73/1.02)^2=2.88. Afterwards, the peak values of the new time history of pressure data were estimated by using the function “maxminqnt” in (5-28) and applying a value of 60/38.4=1.56 for the

As 5th generations Turbine Engines are being retired, the sixth generation ones have the challenge to increase both speed and performance. Engines as a system needs to increase the thrust to weight ratio, decrease fuel consumption and reduce the super alloys that needed for the build. Successful development of an increase efficiency gas turbine engine will happen by using carbon fiber and epoxy resin composites instead of metal, improving the shape of airfoils, using the latest thermodynamic technology and improving engine functionality. In this paper, we present a series of techniques for increasing the efficiency of the gas turbines. These are pegged on the theories of aerodynamic (optimizing the performance of the airfoil) and improving the functionality of the turbine engines.