Aerodynamic and Thermal Performance Characteristics of Supersonic X Type Decelerators at Mach Number...

7/25/2019 Aerodynamic and Thermal Performance Characteristics of Supersonic X Type Decelerators at Mach Number 8

1/46

I i I

AEDC-TR-77-7

^%

T7tr

A E R O D Y N A M IC

A I D

T H E R i A L P E R F O R iA N C E

C H A R A C TE R IS T IC S

OF

SUPERSONIC-X TYPE

D E C E L I R A T O R S

AT

MACH l U i B E R

8

V O N K A R M A N GA S D Y N A M IC S F A C I L IT Y

A R N O L D E N G I N E E R I N G D E V E L O P M E N T C E N T E R

A I R F O RC E S YS TE M S C O M M A N D

A R N O L D A I R F O R C E S T A T I O N , T E N N E S SE E 3 7389

February 1977

Final R eport for Period August 4 9, 1976

A p p r o v e d f o r p u b l i c r e l e a s e ;

d i s t r i b u t i o n u n l i m i t e d .

Prepared for

A I R F O RC E F LIG H T D Y N A M I C S L A B O R A T O R Y (A F F D L / F E R )

W R IG H T -P A T T E R S O N A I R F O R C E B A S E , O H I O 4 54 33

11X753

.C67

1977

i f


2/46

When U. S. Gover:

any purpose oth - > >

UNCLASSIF IED


5/46

AEDC-TR-77-7

PREFACE

The work reported herein was conducted by the Arnold Engineering

Development Center

(AEDC),

Air Force Systems Command

(AFSC),

at the

request of the Air Force Flight Dynamics Laboratory (AFFDL/FER) under

Program Element 62201F. The monitor for this project was Mr. Charles A.

Babish III, AFFDL/FER, Wright-Patterson Air Force Base, Ohio. The results

of the test were obtained by

ARO, Inc.

(a subsidiary of SverdrupCorporation),

contract operator of AEDC, AFSC, Arnold Air Force Station, Tennessee, under

ARO Project No. V41B-G2A. The author of this report was J. D. Corce, ARO,

Inc.

The test was conducted from August 4 to August 9, 1976, and data

reduction was completed on September 2, 1976. The manuscript (ARO Control

No.

ARO-VKF-TR-76-137) was submitted for publication on November 19, 1976.

t INDA HALL L IBRAR1

KANSAS CJTY, MO


6/46


7/46

A E D C - T R -

C O N T E N T S

Page

1.0 INTRODUCTION . 5

2.0 APPARATUS

2.1 Wind Tunnel , 6

2.2 Test Article 6

2.3 Instrumentation and Precision 7

3.0 PROCEDURE

3.1 Test Conditions 9

3.2 Test Procedure 9

3.3 Data Reduction 10

3.4 Data Precision 12

4.0 RESULTS AND DISCUSSION . 13

5.0 CONCLUDING REMARKS . 16

REFERENCES 17

I L L U S T R A T I O N S

F i g u r e

1. Configuration 580-111 Installed in Tunnel B . . . . . . 19

2.

Forebody Cone, Support Equipment, and Decelerator

Location 20

3. Decelerator Details 21

4.

Wake Survey Rake Details 24

5. Results of Vertical Surveys in the wake of the

Forebody Cone at Y/D = 0 and q = 1 . 0 psia 25

6. Results of Vertical Surveys in the Wake of the Forebody

Cone at Y/D = 0 and Various Dynamic Pressures 28

7. Results of Vertical Surveys in the Wake of the Forebody

Cone at Various Y/D Locations and Dynamic Pressures . . 31

8. Drag and Dynamic Characteristics of Various Kevlar 29

Configurations at X/D = 5 . 0 and T = 860R 34

3


8/46

AEDC-TR-77-7

Figure Page

9. Effect of X/D on Kevlar 29 Parachute Configuration

250-77 7 at T = 860R 35

o

10.

Effect of T on Kevlar 29 Parachute Configuration

o

250-77 7 at Various X/D's 36

11. Parachute Material Effect on Configuration 250 at

X/D = 4.0 and T = 860R 37

o

12.

Typical Material Failures 38

13. Shadowgraphs of Configuration 250-777 at X/D = 3 . 5

and T = 860R 39

o

TABLE

1. Test Summary - Parachute Data 40

NOMENCLATURE 41

4


9/46

A E D C - T R - 7 7 - 7

1 . 0 I N T R O D U C T I O N

Supersonic deployable aerodynamic decelerators, such as Supersonic-X

parachutes, operate in the wake of and provide drag and stability for Air

Force re-entry and test vehicles, special and conventional weapons, and

aircraft crew escape modules that are moving through the atmosphere at

supersonic speeds. The aerodynamic and thermal performance characteristics

of trailing supersonic decelerators are influenced by the Mach numbers and

total temperatures of the forebody wake ahead of the decelerators. These

wake flow properties are characterized by Mach numbers from 1.0 to 3.5

and total temperatures from 100 to 700F.

Results from a previous experimental investigation (Ref. 1) conducted

in the von Karman Gas Dynamics Facility (VKF) Hypersonic Wind Tunnel (B)

showed that reasonable approximations of these flow properties could be

achieved in the near wake core of a cone forebody immersed in a Mach

number 8 free stream at wind tunnel total temperatures of 860 and 1,220R.

The present test objectives were to determine the aerodynamic and

thermal performance characteristics of model nylon, Kevlar 29- , and

Bisbenzimidazobenzophenanthroline (BBB) Supersonic-X type parachutes in

four configurations. The decelerators were tested at several axial loca

tions in the wake of a strut-mounted cone forebody. All the configurations

were tested at simulated pressure altitudes from 130,000 to 145,000 ft,

corresponding to free-stream dynamic pressures from 2 to 1 psia. The

free-stream unit Reynolds number was varied from 1.1 to 3.6 million per

foot,

The investigation was made at wind tunnel stagnation temperatures

both above and below that required to prevent air liquefaction in the test

section. The lower temperature was required because of the nylon and

Kevlar 29 material temperature limits. Wake survey data were obtained at

several locations downstream of the forebody to determine local wake condi

tions,

strut effects, and verification of wake survey data obtained in

Ref.

1.

5


10/46

AEDC-TR-77-7

Wake survey pitot pressure, static pressure, and total temperature

results and selected average drag coefficients of the various configurations

showing the effects of location in the wake and free-stream dynamic pressure

are presented. Decelerator stability performance is presented in the form

of a relative dynamic parameter (RDP).

2 . 0 A P P A R A T U S

2 .1 W IN D T U N N E L

Tunnel B is a closed-circuit hypersonic wind tunnel with a 50-in.-diam

test section. Two axisymmetric contoured nozzles are available to provide

Mach numbers of 6 and 8, and the tunnel may be operated continuously over

a range of pressure levels from 20 to 300 psia at M = 6, and 50 to 900

psia at M = 8 , with air supplied by the VKF main compressor plant. Stagna

tion temperatures sufficient to avoid air liquefaction in the test section

(up to1,350R)are obtained through the use of a natural-gas-fired combus

tion heater. The entire tunnel (throat, nozzle, test section, and diffuser)

is cooled by integral, external water jackets. The tunnel is equipped with

a model injection system, which allows removal of the model from the test

section while the tunnel remains in operation. A description of the tunnel

may be found in Ref. 2.

2 .2 T E S T A R T I C L E

The forebody cone support system and a Supersonic-X type parachute

are shown installed in the tunnel in Fig. 1 and schematically portrayed

in Fig. 2. Two designs of decelerators (designs 2 and 5) were tested

with 5- and 8-in. diameters (see Fig. 3) at various X/D locations down

stream of the forebody base. Three materials, nylon, Kevlar 19, and

Bisbenzimidazobenzophenanthroline (BBB) were investigated. The tempera

ture limits of these materials (the temperature at which only 20 percent

of the strength of the material at room temperature is retained) are

nylon,

860R; Kevlar 29, 1,210R;and BBB, 1,410R.

6


11/46

AEDC-TR-77-7

The forebody cone and support system for this test entry was the

same as that used in an earlier Tunnel B test (see Ref. 1). The forebody

was a 10-deg, half-angle cone with a 6-in. base diameter. The decelerators

were attached to a six-component moment-type balance mounted in the

forebody. Both the balance and the cone support system were water cooled.

A wake survey rake (see Fig. 4) with pitot pressure, cone static

pressure,

and total temperature probes was used to determine local flow

conditions downstream of the cone.

2.3 INS TRU MEN TAT ION A N D PRECISION

Tunnel B stilling chamber pressure is measured with a 100- or 1,000-psid

transducer referenced to a near vacuum. Based on periodic comparisons with

secondary standards, the uncertainty (a bandwidth which includes 95-percent

of residuals) of the transducers is estimated to be within 0.1 percent of

reading or 0.06 psi, whichever is greater, for the 100-psid range, and

0.1 percent of reading or 0.5 psi, whichever is greater, for the 1,000-psid

range.

Stilling chamber temperature measurements are made wi th Chromel-

Alumel thermocouples which have an uncertainty of (1.5F +0.375percent

of reading) based on repeat calibrations.

Model forces and moments were measured with a six-component, moment-

type,

strain-gage balance (Balance No. 4.06-Y-36-014) supplied and

cali

brated by VKF. Before the test, static loads in each plane and combined

static loads were applied to the balance to simulate the range of loads

and center-of-pressure locations anticipated during the test. The following

uncertainties represent the bands of 95 percent of the measured residuals,

based on differences between the applied loads and the corresponding values

calculated from the balance calibration equations included in the final

data reduction. The range of check loads applied and the measurement

uncertainties follow.

7


12/46

AEDC-TR-77-7

Component

Normal force, lb

Pitching moment,*in. lb

Side force, lb

Yawing moment,*in. lb

Rolling moment, in. lb

Axial force, lb

Balance

Design

Loads

400

1,386

200

693

50

0+50

Calibration

Load Range

300

1,386

150

693

50

0+50

Range Of

Check Measurement

Loads Uncertainty

15

46

15

46

0

0--50

+

0.50

1.00

0.25

1.00

0.24

0.16

*About balance forward moment bridge.

^Balance was mounted backwards in forebody cone.

No moment calculations were incorporated in the data reduction since

only forces were of interest for this test.

The wake survey temperature measurements were made with a Chromel-

Alumel thermocouple probe, with a precision of measurement estimated to be

0.4 percent of reading. The pitot pressure was measured with a 15-psid

transducer, referenced to a near vacuum, which has an estimated precision

of measurement of 0.003 psi or 0.15 percent of reading, whichever is

greater. The cone static pressure was measured with a5-psidfast-response

transducer, referenced to a near vacuum, and calibrated to

1-psia

full

scale. The precision of this transducer is estimated to be 0.002 psi or

1.0 percent of reading, whichever is greater.

The parachute behavior in the airstream was recorded with two high-speed

16-mm motion-picture cameras and two still cameras for both shadowgraph and

direct photography.

8


13/46

AEDC-TR-77-7

3.0 PR OC ED UR E

3.1 TEST CONDITIONS

The test was conducted at a nominal Mach number of 8 (variations

listed below are from tunnel calibrations) and free-stream unit Reynolds

numbers from 1.1 to 3.6 million. A summary of the test conditions at

each dynamic pressure is given below.

M p ,psia T , R

7.94 210 860*, 1,220

7.95 265

7.96 320

7.97 370

7.98 425

^Temperature below that required to prevent air liquefaction in the

test section.

A test summary showing all configurations and conditions tested along

with the variables for each is presented in Table 1.

3.2 TEST PR OC ED UR E

Parachutes made of nylon and Kevlar 29 materials would not withstand

the temperatures encountered in the normal operation of Tunnel B. For this

reason, the wind tunnel was often operated at a reduced stilling-chamber

temperature below that required to prevent air liquefaction in the test

section.

q ^ P s i a p ^ . p s i a

1 . 0 0 0 . 0 2 2

1 . 2 5 0 . 0 2 8

1 . 5 0 0 . 0 3 4

1 . 7 5 0 . 0 3 9

2 . 0 0 0 . 0 4 4

Re x 10 ,1/ft

V

R

860 1,220

1.8 1.1

2.2 1.3

2.7 1.6'

3.1 1.9

3.6 2.1

9


14/46

AEDC-TR-77-7

The first test phase was the captive parachute testing. The

parachute was attached to the balance in the forebody cone by means of a

riser line which positioned the decelerator at a specified X/D distance

from the base of the cone. The test procedure used was to allow the

chute to hang free from the balance whe n injected into the tunnel flow.

Upon inject ion, high-speed mov ie cameras and a visicorder which recorded

the drag input from the balance were run for a designated length of time.

If the parachute had not failed after reaching the centerline of the

tunnel,

several seconds of continuous force data were taken. Still pictures

were taken when the force data were obtained.

Wake survey data were also obtained downstream of the forebody cone

by use of the VKF X-Y-Z overhead probe drive mechanism which permitted the

probe to be moved independently of the forebody and supports. The wake

surveys,

at various X/D locatio ns, were made in four vertical planes

parallel to the forebody axis of symmetry at lateral displacements of 0.0,

1.15, 2.25, and 4.0 in.

3.3 DA T A RED UC TIO N

Main balance force data wer e reduced in the body axis system. Drag

was calculated by the equation

Drag

9 2 21

0.

F

N

)

2

+

F

Y

)

2

+

F

A

)

2

J

which is the resultant force along the riser lines of the parachutes

measured by the balance.

A statistical method was used to analyze the decelerator drag data

which were recorded at a rate of approximately 800 samples per second.

The method provides a means of evaluating the drag dynamics of each decele

rator tested by calculating Gaussian distribution parameters from each

group of data ( see Ref . 3 ) . The calculated parameters are average drag

coefficient (C ) , standard deviation

(DEV),

skew ness, and kurtosis.

o

10


15/46

AEDC-TR-77-7

The average drag coefficient is the most probable value in the drag

coefficient distribution and is determined by the equation

N

C

n

= (1/N) .2 C,

D

'Standard deviation measures the spread of the distribution and is

calculated by

DEV

N 9

(1/N) 2 (C

D

. - C

D

)

i

=

l

i

0.5

Skewness is a measure of the asymmetry of the distribution determined by

3

Skewness

1/N

(DEV)'

N o

s ( c

D i

- c

D o

)

Kurtosis is a measure of the peakedness of the data and was found by the

equation

4

Kur tosi s

1/N (DEV)

l

C

D i - V

The value of N is the total number of drag coefficient data samples in a

group of data. This value decreased from approximately 1,600 to 700

samples per group as the test progressed, and on-line evaluation of the

parachute drag dynamics showed the sample size could be reduced.

To compare drag dynamics of one decelerator with those of another,

it is necessary to determine a relative dynamic parameter (RDP). This

value is calculated by determining a 95-percent probability interval and

dividing this interval by C^ . In equation form, RDP = (Z

1

+ Z) (DEV)/Cj)

where Z and Z- are parameters derived from the skewness and kurtosis

values (see Ref. 3) representing a factor of the 95-percent probability

interval limits (see Appendix II, Ref. 4 for additional information con

cerning this

method).

The significance of the relative dynamics parameter (RDP) can be

readily understood by explaining the drag dynamics of a decelerator

when values of zero, unity, and two are assigned to the RDP. A value of

zero implies no dynamics, a value of unity implies that the magnitude of

dynamics about the average is equal to 50 percent of the average drag

11


16/46

AEDC-TR-77-7

coefficient, and a value of two implies that the magnitude of dynamics

about the average drag coefficient value is equal to 100 percent of the

average drag coefficient. The relative drag parameters of the various

parachute configurations tested are presented in Table 1.

3.4 D A T A P R E C I S IO N

An evaluation of the influence of random measurement errors is

presented in this section to provide a partial measure of the uncertainty

of the final test results presented in this report.

3.4.1 Test C ondit ions

Uncertainties in the basic tunnel parameters p and T (see Section 2.3)

and the two-sigma deviation in Mach number determined from test section

flow calibrations were used to estimate uncertainties in the other free-

stream properties, using the Taylor series method of error propagation.

Uncertainty (),percent

M

OO

7 . 9 4

7 . 95

7 . 96

7 . 97

7 . 9 8

M

00

0 . 4

0 . 4

0 . 3

0 . 3

0 . 3

P

o

0.1

0 .1

0 .1

0 .1

0 . 1

T

o

0 . 4

0 . 4

0 . 4

0 . 4

0 . 4

P

o

1.7

1.7

1.2

1.2

1.2

Poo

2 . 4

2 . 4

1.6'

1.6

1.6

loo

1.7

1.7

1.1

1.1

1.1

Re

00

1.2

1.2

1.0

1.0

1.0

3.4.2 Test Data

The basic precision of the wake parameter and drag coefficients

was computed using the measurement precision values listed in Section

2.3 with the assumption that the free-stream flow nonuniformity is a

bias type of uncertainty which is constant for all testruns.

12


17/46

AEDC-TR-77-7

Precision()Measured Values

M

OO

7.94

7.95

7.96

7.97

7.98

P

t

/ p

o

0.017

0.017

0.012

0.012

0.012

P/P

0.122

0.110

0.081

0.076

0.072

T

T

/T

o

0.006

0.006

0.006

0.006

0.006

S

0.008

0.007

0.005

0.005

0.004

The uncertainty

in

forebody angle

of

attack,

as

determined from

tunnel sector calibrations

and

consideration

of the

possible errors

in

model deflection calculations,isestimatedto be 0.1 deg. Noestimate

has been madetotake into account strutandcone deflection attributable

to heating fromthetunnel flow.

Estimates

of

precision

of

measurement

as

given above

are

normally

considered

a

measure

of the

repeatability

to be

expected

in the

test

results. Forthese parachute data, however, twofactors whichcangreatly

influencetheresultsandhencethedata repeatability shouldbenoted.

Theseare (1) thedegreeofsimilitude achievedin theparachute models

each

of

which

is

individually hand made

and (2) the

initial behavior

(dynamics)of themodel duringtheinjection sequence which could have an

unobservable effect uponthematerial propertiesandstructural integrity

before data taking begins.

4.0RESULTSAMDDISCUSSION

Surveysof theforebody wake were madetodeterminethelocal flow-

field conditionsinwhichtheparachutes were tested. These vertical

surveys consistedofpitotandstatic pressureandtotal temperature

profiles,andthesearepresentedinFigs.5through7. Allwake survey

data were obtainedat T =1,220R.

o

13


18/46

AEDC-TR-77-7

The present data obtained along the vertical plane of symmetry of

the forebody (Y/D = 0) at q * 1.0 psia are compared with similar data

from a previous test (Ref. 1) in Fig. 5. The data in Ref. 1 were

obtained at T = 1,220 and 860R using the same forebody and support

system; the data for both temperatures are presented in the figure.

The pitot and static pressure profiles were in good agreement with the

previous data (Fig. 5a and b , and the total temperature profiles

agreed well at X/D = 3 . 0 and 4.0 (Fig. 5c). At X/D = 2.0, the temperature

profiles were in good agreement outside the wake shock (Z/D > 0 .3), but

differences were evident at Z/D < 0.3 for all three sets of data. These

differences were attributed to the effects of Reynolds number on the

temperature probe recovery characteristics (probes were not calibrated)

which were not evaluated in either test; furthermore a different probe was

used in the present tests.

The effects of varying dynamic pressure on the wake survey profiles

are illustrated in Fig. 6 for Y/D = 0. The pressure profiles were

unaffected as shown inFigs.6a and b. Slight changes in level of the

temperature profile inside the wake shock were observed (Fig. 6c). These

levels increased with q^, which again is an indication of Reynolds number

effect on the probe response.

Pressure and temperature profiles obtained at various lateral survey

stations are presented in Fig. 7. The pressure profiles (Figs. 7a and b)

at Y/D = 0.3 8 and X/D = 3 . 0 showed a disturbance near Z/D = 0, which

indicates the wake shock location in the horizontal plane. The disturbances

at Y/D = 0.67, X/D 2.0 and 3.0, and Z/D - 0 . 5 were caused by flowdis

turbances from the top right strut (view looking upstream) supporting the

forebody.

Selected results of the parachute tests are presented inFigs.8

through 11 in terms of average drag coefficient (C

D

) and relative dynamic

o

parameter

(RDP).

A complete summary of these data is presented in Table 1.

14


19/46

AEDC-TR-77-7

The drag and dynamic characteristics of various Kevlar 29 parachute

configurations at X/D =5 . 0 are presented inFigs.8a and b, respectively.

Data are shown for two decelerator designs with two canopy diameters.

Generally, the smaller parachutes developed a higher drag coefficient over

the dynamic pressure and axial location ranges, and the drag coefficients

did not vary as much with q as did the results for the 8-in. parachutes.

All configurations approached similar drag coefficient levels at the higher

dynamic pressures. Figure 8b shows the high dynamic instabilities en

countered on the 8-in. parachutes near q^ = 1.25 psia.

The drag and dynamic characteristics of Kevlar 29 parachute configu

ration 250-77 7 at several X/D locations are illustrated in Fig. 9 for

T = 860R. In general, the drag coefficient (Fig. 9a) was maximum at

o

the most aft trailing distances (X/D >_

4.5),

where the effects of q

were also minimal. At all X/D locations, increasing q generally increased

C Q . The dynamic characteristics tended to decrease with increasing X/D

o

and q as shown in Fig. 9b.

Results at the two free-stream temperature conditions for a Kevlar 29

configuration are given in Fig. 10. The limited wake survey data available

(see Fig. 5) showed little effect of temperature (increase in Re at

reduced T ) on the pressure profiles, and the differences obtained in the

parachute characteristics may have been caused by temperature effects on

the parachute material properties.

The effects of varying the material, and hence the stiffness and

porosity, of a configuration 250 parachute at X/D =4 . 0 and T = 860R are

shown in Fig. 11. For these conditions, the Kevlar parachute had the

highest drag coefficient and slightly higher dynamics. The BBB parachute

had the most uniform variation of Cn and RDP with q and produced about

o

the same drag level as nylon at the higher q values. This figure also

shows a comparison between the present drag data and corresponding dafa

from Ref. 1 for the nylon parachutes. These data were in good agreement

15


20/46

AEDC-TR-77-7

In trend, and although the Cp was lower for the present data at the

o

higher q values, the agreement was within the data repeatability

observed in Ref. 1.

It should be noted that 26 parachutes were used in this test and

that only five of these survived. Photographs of two typical parachute

failures (280 configurations) are presented in Fig. 12. Some models were

lost during the injection sequence because of initially high dynamics.

The larger (8-in.-diam) parachutes were particularly vulnerable, and

testing on these was restricted to the more aft trailing distances (X/D >

4.0). Typical shadowgraphs with parachutes in the forebody wake are shown

in Fig. 13.

5.0 CONC LUDI NG R EM AR KS

The results of the wake survey and decelerator investigation may be

summarized as follows:

1. For the most part, the wake survey pressure and

temperature profiles agreed with the previous data

obtained in Ref. 1 using the same forebody cone and

support system.

2.

Generally, decelerator drag increased with increasing

axial location and/or increasing free-stream dynamic

pressure.

3. Typically, parachute design 2 developed slightly

more drag than design 5, over the X/D and q ranges.

16


21/46

AEDC-TR-77-7

REFERENCES

Lutz,R. G. and Rhudy, R. W. "Drag and Performance of Several

Aerodynamic Decelerators at Mach Number 8." AEDC-TR-70-143

(AD873000),August 1970.

Test Facilities Handbook (TenthEdition)."von Karman Gas Dynamics

Facility, Vol. 4." Arnold Engineering Development Center,

May 1974.

Hahn, Gerald J. and Shapiro, Samuel S. Statistical Models in

Engineeering. John Wiley andSons, Inc., New York, 1967.

Galigher, L. L. "Aerodynamic Characteristics of Ballutes and Disk-Gap-

Band Parachutes at Mach Numbers from 1.8 to 3.7." AEDC-TR-69-245

(AD861437), November 1969.

17


22/46


23/46

AEDC TR 77 7

, * 1

- i

v

- -

-'JVfai

^

'i*

A.

- \ *>. ^ -

' * A*

* * * . ?

vi"-.*

> ; * :

U v

5

E

C

3

J)

13

+*

V>

0 0

e

o

3

E

O

o

3

19


24/46

A

D

m

o

n

n

N

o

S

e

l

O

M

m

m

-

C

d

3

0

X

>

3

,

\

I

^

-

n

u

m

e

a

o

P

-

M

a

m

m

T

c

*

0

2

V

e

w

C

C

oo

3

D

;

o

W

i

n

T

-

O

g

S

L

o

(

E

m

e

o

m

S

w

a

a

X

D

5

0

T

3

d

^

O

-

n

u

m

a

o

P

-

0

1

1

1

d

V

e

w

B

B

*

6

0

D

a

m

L

-

1

d

-

0

0

-

3

d

V

e

w

A

A

F

g

e

2

F

e

c

s

u

e

p

m

a

d

e

a

o

o

o


25/46

A

D

m

o

n

n

N

o

S

e

D

a

m

e

C

o

h

C

C

P

o

e

C

d

n

e

t

o

C

g

a

o

2

X

0

0

2

0

5

0

7

L

1

2

1

5

1

6

1

7

2

0

2

2

2

5

2

7

3

0

3

2

3

5

3

7

B

3

8

Y

2

0

2

1

2

2

2

2

2

3

2

4

2

4

2

5

2

5

2

4

2

3

2

1

1

9

1

5

1

0

0

8

0

7

0

7

C

g

a

o

5

X 0 a

2

0

5

1

L

O

L L

1

6

1

7

2

0

2

2

2

5

2

7

3

0

3

2

3

5

3

7

4

0

4

B

4

Y

2

0

2

1

2

2

2

3

2

3

2

4

2

4

2

5

2

5

2

4

2

3

2

1

1

9

L

1

0

0

8

0

6

0

5

0

4

a

4

C

g

a

o

2

X

0

L

O

2

0

2

7

3

0

4

0

5

0

6

0

B

6

2

Y

3

2

3

6

3

9

4

0

3

9

3

4

2

0

1

2

1

2

C

g

a

o

5

X

0 a

4

0

8

1

2

1

6

2

0

2

4

2

7

2

8

3

2

3

6

4

0

4

4

4

8

5

2

5

4

5

6

5

8

6

0

6

2

6

4

6

6

6

8

B

9

Y

3

2

3

3

3

5

3

6

3

7

3

9

3

9

4

0

3

9

3

9

3

7

3

4

3

1

2

4

1

7

1

4

1

3

L L

0

9

0

8

0

8

0

7

0

7

D

e

a

o

C

g

a

o

a

M

e

a

C

C

g

a

o

M

e

a

X

X

-

S

o

L

n

M

e

a

N

m

-

T

e

M

e

a

N

m

-

C

M

e

a

N

m

-

N

m

o

W

S

o

D

a

m

e

n

-

D

g

N

m

N

m

M

e

a

D

p

o

1

N

o

4

B

s

m

d

h

o

n

7

K

a

2

a

P

a

e

p

o

e

a

c

F

g

e

3

D

e

a

o

d

a

s

>

m

o

o

H

3


26/46

AEDC-TR-77-7

- - S i

1

V,

J

i .

;

l

- I . V , . . \,

I

s&A

.'- ',..", iifiSJ

>''-.-"

J. cir;. . -t.l i.-M=f-.-Aei

/i;>ii>i;;j:j

Configuration

250

i ** * - :

:u

Configuration 550

-

- - . . . "

. _ . _ . " '

i,

' < * -

"

>

" * . i "

1

' ^

"-._*"." ' r - , - " . ' . (v .

* ~ ' *V " *

""

:s

- '

:

- - "

v

v - } y ^ 4 * i

:

. ' " - ' v - 1

1"

:--i;'b|

:

fe ?

>'

b. Parachute configurations

250 and 550

Figure

3.

Continued.

22


27/46

A E D C - T R - 7 7 - 7

%

t, - . f t -." ^

::*.\;

L

ir

etata

Conf igura t ion 280

Conf igura t ion 580

c. P arachute conf igu rat ions 2 80 and 580

Figure 3. C onclude d.

2 3


28/46

e

sp

3

A

u

3

B

M

-

p

a

n

S

H

a

n

a

a

d

e

n

B

9

9

I

B

O

0

O

-

8

0

-

Y

W

^

T

X

y

e

n

B

A

B

I

^

8

0

4

;

Z

Q

C

(

B

B

s

o

H

Z

U

B

Q

Z

Q

Q

a

n

B

a

o

|

B

D

1

a

1

o

a

0

o

a

n

W

j

d

-

c

a

d

a

n

a

n

a

o

M

A

d

r

E

6H

i

S

a

o

a

O

D

O

I

D

D

G

o

o

C

1

0

0

5

1

0

0

.

0

5

1

0

0

0

5

1

0

0

0

5

1

0

0

0

5

L

0

0

5

L

0

0

5

1

0

0

05

L

0

0

5

L

X

D

L

X

D

L

X

D

=

2

0

X

D

=

2

5

X

D

=

3

0

X

D

=

3

5

X

D

=

4

0

X

D

=

4

X

D

=

5

0

P

P

a

P

o

p

e

e

d

a

F

g

e

5

R

s

o

v

c

s

v

n

h

w

o

h

o

e

c

a

Y

D

=

0

a

q

=

1

0

p

a

>

m

O

O

J

O


30/46

A

v

e

w

o

F

e

C

S

m

o

D

V

P

a

1

0

1

0

1

0

s

o

o

a

m

O

o

8

m

O

o


32/46

A

V

e

w

o

F

e

C

Y

D

=

0

S

v

P

a

c

m

^

P

a

T

R

S

m

^

o

o

o

1

0

1

2

D

1

5

1

2

2

0

1

2

>

t

n

U

O

3

m

I

i

1

c

m

(

i

i

O

C

f

s

f

3

/

/

o

m

m

(

o

a

i

D

O

a

C

O

t

I

*

I

9

\

D

'

'

'

L

J

I

L

J

I

L

J

I

L

0

0

5

1

0

0

0

5

L

O

0

5

L

0

0

5

L

O

0

0

5

1

0

0

0

5

L

0

0

5

L

0

0

5

L

0

0

5

L

X

D

L

X

D

L

X

D

=

2

0

X

D

=

2

5

X

D

=

3

0

X

D

=

3

5

X

U

=

4

0

X

D

=

4

5

X

D

=

5

0

P

P

a

P

o

p

e

e

d

a

F

g

e

6

R

s

o

v

c

s

v

n

h

w

o

h

o

e

c

a

Y

D

=

0

a

v

o

d

m

c

p

e

e


33/46

A

V

e

w

o

F

e

C

Y

D

=

0

S

v

P

a

S

r

V

P

a

T

o

R

o

1

0

1

2

D

1

5

1

2

m

2

0

1

2

I

f

r

i

i

t

f

a

/

a

o

1

m

m

m

oo

H3


34/46

C

A

V

e

w

o

F

e

C

Y

D

=

0

S

v

P

a

O

c

m

o

a

m

I

r

q

p

a

T

R

S

m

H

o

v

_

t

o

1

0

1

2

L

1

2

2

0

1

2

j

:

m

\

O

m

f

i

i

/

i

> mO

O

4

3

J

J

L

J

L

J

L

J

L

J

L

0

6

0

8

1

0

0

6

0

8

1

0

0

6

0

8

1

0

0

6

0

8

1

0

0

6

0

8

1

0

0

6

0

8

1

0

0

6

0

8

1

0

0

6

0

8

1

0

0

6

0

8

1

0

X

D

=

1

0

X

D

L

X

D

=

2

0

X

D

=

2

5

X

D

=

3

0

X

D

=

3

5

X

D

=

4

0

X

D

=

4

5

X

D

=

5

0

V

o

c

T

a

e

m

a

u

e

d

a

F

g

e

6

C

u


35/46

C

U

8

0

6

0

4

0

2

Z

D

-

0

+

-

a

2

-

0

4

-

0

6

m

A

V

e

w

o

F

e

C

Y

D

=

0

6

S

v

P

a

Y

D

=

0

3

S

v

P

a

Y

D

=

0

1

S

v

P

a

s

m

n

V

P

a

L

2

0

V

1

,

2

2

0

1

2

d

J

D

a

a

D

/

I

a

a

\

i

J

1

L

J

I

I

m

\

:

0

0

5

0

0

0

5

1

0

0

0

5

1

0

0

5

1

0

0

5

1

0

0

5

L

O

0

5

10

X

D

=

2

0

X

D

3

0

X

D

2

0

X

D

3

0

X

D

=

L

X

D

=

2

0

X

D

=

3

0

L

I

I

I

Y

D

=

0

1

Y

D

=

0

3

W

Y

D

=

0

6

a

P

o

p

e

e

d

a

F

g

e

7

R

s

o

v

c

s

v

n

h

w

o

h

o

e

c

a

v

o

Y

D

o

o

a

d

m

i

c

p

e

e

o

i

s


36/46

F

e

0

8

0

6

0

4

0

2

Z

D

'

0

+

-

0

2

-

0

4

-

a

6

I

I

1

I

L

A

V

e

w

o

F

e

C

Y

D

=

0

6

S

v

P

a

Y

D

=

0

3

S

v

P

a

Y

D

=

0

1

S

v

P

a

J

m

m

m

m

D

8

a

J

I

L

s

m

a m

J

I

V

P

a

L

2

0

f

t

t

|

t

I

I

1

2

1

2

J

I

0

2

5

5

0

0

2

5

5

0

0

2

5

5

0

0

2

5

5

0

0

2

5

5

0

0

2

5

5

0

0

2

5

5

0

X

D

=

2

0

X

D

=

3

0

X

D

=

2

0

X

D

3

0

X

D

=

L

X

D

=

2

0

X

D

=

3

0

I

I

I

I

Y

D

=

0

1

Y

D

=

a

3

P

P

Y

D

=

a

6

>

m

O n

3

-

J

b

S

a

c

p

e

u

e

d

a

F

g

e

7

C

n


37/46

A

V

e

w

o

F

e

C

i

a

I

m

\

m

m

t

1

m

a

Y

D

=

0

6

S

v

P

a

Y

D

=

0

3

S

v

P

a

Y

D

=

0

1

S

v

P

a

S

m

S

O

K

D

1

5

G

2

0

J

L

J

I

L

1

2

1

2

i

i

i

i

i

i

i

i

i

i

i

i

'

'

'

'

0

6

0

8

L

0

6

0

8

1

0

0

6

0

8

1

0

6

0

8

1

0

0

6

0

8

1

0

0

6

0

8

1

0

0

6

0

8

1

0

X

/

D

0

X

/

D

0

X

/

D

0

X

/

D

0

X

/

D

X

/

D

0

X

/

D

0

Y

/

D

a

Y

/

D

3

8

V

o

c

T

a

e

m

a

u

e

d

a

F

g

e

7

C

u

Y

D

=

0

6

>

m

D

O

H

3


38/46

R - 7 7 - 7

Sym Configuration

CD,

RDP

0.20

0.16

0.12

0.08

0.04

0 L/

o

D

A

0

250-777

550-777

280-777

580-777

a. D rag coeff i c ien t

1.00

1.25 1.50

Qoo, Psia

1.75

2.00

b. R elat ive dynam ic parameter

F igure 8. D rag and dynam ic character ist ics of various Kevlar 2 9

conf igura tions a t X /D = 5 .0 and T = 860 R.

34


39/46

A E D C - T R - 7 7 - 7

'Dr

Sym X/D

o

A

0

3.0

3.5

4.0

4 5

5.0

Flags Indicate Collapsed Parachute


40/46

A E D C - T R - 7 7 - 7

CDr

Sym

o

A

#

A

X/D

3.0

4.0

3.0

4.0

' 0 '

"

860

860

1,220

1,220

1.25 1.50


41/46

A E D C - T R -

Sym

o

D

A

M aterial

111 N ylon - P resent Data

444 BBB -P res en t Data

777 Ke vlar- P resent Data

I I I Nylon - Ref. 1 Data

Qoo-

P S i a

a. D rag coef f ic i ent

0.4 r

2.00

< W

P

s l a

b. R elat ive dyn am ic parameter

F igure 11. Parachute mater ia l e f fect on conf igurat ion 250 at

X / D = 4. 0 a nd T

0

= 860 R.

37


42/46

A E D C - T R - 7 7 - 7

A E D C

'1901-76

Figure 12 . T ypical material failures.

38


43/46

AEDC TR 77 7

I

I

. ' . ; i \ '

I i

: / /

i = I

j

i i

|

^

rH ||

II

O

o

i H

01

o

ft

r-H

II

(

(M

o

II

o

o

^ O

p - l CD

tQ o

o

.

C M ||

II O

LTD T H

.

I I O

8.

to

o o

* d

o8 Q

C O

i n

CO

n

to

o

m

CM

c

'P

j

s

3

O )

C

o

2 O

g-eo

S3) II

S o

I

to - Q

C/3 (9

CO

3

S I

39


44/46

A E D C - T R - 7 7 - 7

ca

0)

3

f

u

CO

r

eg

E

E

to

0 )

X I

1

(d

1

i

"

o

o

~~

1

7

1

5

_

1

2

1

0

1

2

R

o

EH

K

a

=

8

H

O

o

CM

CM

II

o

H

OS

0

o

00

o

H

O

C

1

2

o

H

tf

o

3

0

fH

1

rH

o

E-"

0

o

H

i

it

0

H

=

8

0

EH

a

&

d

Ct

CJ

s

o

Q

O

A

Q

CM

O

P

CJ

&

CH

O

a

o

ft

Q

0

p

o

&

ft

o

Q

o

&

o

a

u

&

0

Q

CJ

*

a

E

rH

U

fl

P

d

3

a

D

m

00

-H

t -

H

O

O

*

rH

rH

rH

O

m

CM

H

O

t~

cn

o

d

co

CO

o

o

t>

o

C l

en

o

en

rH

l>

CO

o

o

H

0 1

CO

H

d

m

CO

H

tO

a

d

en

r-

H

H

in

CO

to

CO

o

CM

V

H

rH

d

m

.

6

i

o

0

0

CM

i n

*

f

o

d

t~

w

i n

to

o

o

3

o

CM

o

i>

co

0

0

in

t-

f

o

o

CO

-

o

o

CO

to

to

0 1

o

Cr

sO

o

o

o

"in

-

0 )

CM

o

o

1

.

1

i J

0

0

0 1

*

N

O

to

to

O

O

d

0

1

m

2

0

0

f

**

o

en

,0

0

2

c

rH

CO

t -

0

0

CO

o

o

^f

o

CO

01

m

o

S.

_

.

1

2\

*

|

0

0

CO

|

0

0

CO

6

0

0

r

l~

m

CO

.

0

1

o

0

1

H

CO

CO

O

d

l >

o

H

o

CO

0

o

c-

0

1

*

o

to

T f

o

d

i n

Tf

H

H

d

0 1

s

O

o

1

o

CM

to

CO

M

o

*

CO

(0

m

o

~w"

m

CM

CO

a

Q

o

rH

d

C~

,

0

0

i f )

^

to

CO

rH

O

d

CO

0

0

CO

1

0

0

H

V

to

CO

CM

I>

rH

O

o

Co'

l>

t>

t -

o

If

H

01

0 1

*#

^

o

o

t>

in

o

d

CM

.

0

o

CO

o

0

1

0 1

rH

Tf

o

o

i

m

CO

H

H

O

t -

o

to

o

o

t s i

oo

o

o

CM

l>

CN

to

d

~^T

in

>

m

o

o

o

*p

0

0

CM

CO

m

oo

o

d

CM

*

Tf

O

d

o

CM

6

0

0

en

CM

rH

H

CO

O

N

H

O

o

CO

.

0

1

^

0

1

CO

o

in

o

o

i>

rH

rH

d

ID

0

a

N

0

1

CO

ci

o

c

CM

O

CO

H

o

CO

to

en

CO

o

o

CO

CO

CM

H

o

C l

m

01

to

o

d

01

CO

o

m

0

A

1

1

CM

rH

O

CO

H

d

m

in

8

O

d

s

0

2

to

H

a

t~

M

i>

-i

O

CO

o

CD

m

o

d

t -

i>

rH

d

^

O

*

o

d

M

O

CO

o

00

CO

o

J>

|

0

1

to

C l

*

*

o

o

t*

CO

CO

rH

|

0

0

en

CO

l

o

CM

to

t

m

o

m

C l

f

H

d

in"

CO

IT

*

O

c

_c

CO

CO

o

c

"rT

cc

*

to

c

~

ID

o

o

_c

CO

l>

CO

o

1

f

o

CM

o

i n

f

I>

CO

o

o

"*

H

o

L

f

r^

o

t^

o

H

rH

O

d

o

to

rH

-i

O

i n

t>

*

CM

O

_ _

^

M

CM

en

o

c

i n

*

N

o

a

CO

en

en

o

a

rH

CO

H

A\

CM

00

0 1

o

o

CO

en

i>

M

.

CO

l>

CO

o

A

rH

i n

en

rH

O

rH

to

CM

O

d

o

>f

10

to

m

m

o

d

CO

rH

CO

o

o

in

N

C l

f

o

o

*

rH

O

H

*

to

Tf

in

o

d

t>

H

rH

O

o

t>

H

H

CO

to

o

rH

CO

-V

O

to

o

in

00

o

rH

W

o

C l

I0

0

,

3

c

C l

N

i

n

o

T f

OC

r-

C

Tf

0 1

1

0

.

9

_2 .

w

6

1

0

CM

H

O

C3

^2

T f

t-

*

q

.

1

31

w

0

0

rH

[

0

0

to

6

l

o

o

m

CO

.

0

[

_

i0

1

CM

.

0

0

to

in

O

:

in

10

0

Tf

O

d

en

CO

*"i

0 *

CO

.

0

^

1

1

to

|

0

0

0

1

1

1

0

-?

.

0

_

1

2

_

77

J

0

0

S

r

2

0

1

"in"

* '

cn

cr

c

'c

m

c

M

0

CO

to

0

c

in

ID

o

H

c

r-

t -

tt>

O

O

**

^

_C

_

o

0

l

1

1

~

r

|

0

0

CO

i f

0

1

0

i n

tc

a

-

_ c

H

t

O

c

0

l-i

00

to

0

c

t-

m

N

d

CO

CM

O

O

CO

CO

to

M

O

m

>f

rH

A

CO

H

O

H

O

O

d

0

CO

t-

t -

t -

m

00

t^

0

c

00

0

r-

C

m

to

0

i n

0

_c

to

H

H

r-

C

t>

00

i n

CO

0

0

CO

CO

CM

C l

O

q

O

~a7

00

1-1

0

0

t-

m

0

d

to

0 1

00

O

0

m

CO

m

rH

rH

to

0

0

H

to

CM

H

O

m

t -

0

to

0

0

to

0

M

rH

CO

[-

0

a

0 1

H

i>

H

O

1

_J

lO

H

r>

0

_o_

C l

CM

d

0

m

0


45/46

AEDC-TR-77-7

NOMENCLATURE

Drag coefficient; drag force/q (S)

Each individual C

n

in a group of data

Average drag coefficient

Forebody cone base diameter (6 in.)

Total axial force, lb

Normal force, lb

Side force, lb

Free-stream Mach number

Total number of drag coefficient data samples in a group

Free-stream stagnation pressure, psia

Calculated total pressure behind a normal shock, psia

Measured cone static pressure, psia

Measured pitot pressure, psia

Free-stream static pressure, psia

Free-stream dynamic pressure, psia

41


46/46

Relative dynamic parameter

Free-stream unit Reynolds number, 1/ft

2

Parachute reference area, in. ; for 5-in.-diam canopy,

2 2

S = 19.635 in. ; for8-in.-diamcanopy, S = 50.265 in.

Free-stream stagnation temperature, R

Measured probe temperature, R

Probe position in axial direction divided by forebody

cone base diameter (6 in.)

Probe position in lateral direction divided by forebody


Probe position in vertical direction divided by forebody


Parameters derived from skewness and kurtosis values

Aerodynamic and Thermal Performance Characteristics of Supersonic X Type Decelerators at Mach Number...

Documents

Transcript of Aerodynamic and Thermal Performance Characteristics of Supersonic X Type Decelerators at Mach Number...