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"REDUCTION OF AIRCRAFT CRUISE DRAG BY USING BOUNDARY LAYER HEATING TO MINIMIZE FUSELAGE SKIN FRICTION" PROGRESS REPORT APRIL - OCTOBER 1997 (4/1/97-10/31/97) CONTRACT NO. NAS4-50089 (Previously NAS4-960001) NASA DRYDEN FLIGHT RESEARCH CENTER P.O. BOX 273 EDWARDS, CA 93523-0273 28 NOVEMBER 1997 INFORMATION CONTAINED HEREIN IS PROPRIETARY FOR (4) YEARS IN ACCORDANCE WITH FAR 52.227-20 (DEVIATION).
EIOETICS PROGRESS REPORT - 4/97 - 10/97 F-15B FHght Test Fixture Experiment The F-15B FTF experiment was completed during the period of May 29 and July 16, 1997. Four flights were necessary once the system was wrung out and operational.
The flights were designated Flt. 91, 92, 93 and 94. Flight 91 was flown with the boundary layer temperature and pressure rakes in the forward position, just in front of the heaters. Flights 92 and 93 were flown with the rakes in the aft position, just behind the heaters. The purpose of these flights was to determine the effect of heat addition in different patterns and combinations. Finally, Flight 94 was added to determine the effect on the baseline static pressures of the boundary layer rakes.
For this flight, both rakes were removed. A summary of the run schedule is shown in the table below, where 1-7 indicate the seven heaters from forward to aft and an _X" indicates the heater was on.
Altitude Mach 1 2 3 4 5 6 7 Rake Flight 0.70 91 Forward 251000 0.75 0.80 0.70 30_000 X X X X X X X 0.75 0.80 0.70 35_000 0.75 0.80 Aft 92 25,000 0.70 X X X X X X X X X X 0.75 X X X X X X X X X X 0.80 X X X X X X X X X X 0.70 301000 X X X X X X X X X X 0.75 X X X X X X X X X X 0.80 EIDETICS Altitude Mach 1 2 3 4 5 6 7 Rake Flight X X X X X X X X X X 35r000 0.70 X X X X X X X X X X 0.75 X X X X X X X X X X 0.80 X X X X X X X X X X 0.80 93 Aft 35,000 X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X 0.70 94 None 25,000 X X X X X X X 0.75 X X X X X X X 0.80 X X X X X X X 0.70 30,000 X X X X X X X 0.75 X X X X X X X 0.80 X X X X X X X IE I El IE T I C: S 1 2 3 4 5 6 7 Flight Rake Altitude Mach 0.70 351000 X X X X X X X 0.75 X X X X X X X 0.80 X X X X X X X Conclusions From F-15B Flight Test Fixture Experiment The results of the experiment, and a discussion of the data reduction procedure, were presented to NASA Dryden on November 6, 1997. The briefing charts are included as an appendix to this report. In general, the experiment was successful and showed drag reduction of up to 16%. The flight condition where this was achieved was 0.70 Mach at 35,000 ft. In general, the drag reduction was greatest for higher altitudes and lower Mach Numbers. Because the power output for the heaters was 5 Watts / in 2, this meant that the temperature of the surface was different for each of the flight conditions. However, because the power supplied'was constant, it is possible to identify the flight conditions where it appears the greatest drag reduction per Watt of power is achieved. The lower Reynolds Number conditions produced the highest skin temperature ratio and the correspondingly largest drag reduction. It appears that there are significant edge effects present due to the long slender shape of the area heated on the FTF. On a fuselage, or other 3D shape, there will not be edge effects present (when heated continuously around the circumference), and in addition, the drag benefit will ;be measured as an integrated force, not as a boundary layer calculation. ' Orbital Sciences L- 1011 Investigation The results of the L-1011 feasibility and cost estimation study were presented to NASA Dryden on November 6, 1997. The briefing charts are included as an appendix to this report. The overall conclusions from this study were that the L- 1011 is a feasible platform for the second experiment, with the exception of the cost to perform the modifications to the aircraft. The total cost of a complete experiment on the L-1011 would likely cost more than $1.5 million. Primarily for that reason, it was decided that a much smaller aircraft should be pursued for the second experiment.
Plans for Second Flight Experiment Several options have been investigated for the second flight exPeriment. The aircraft was originally to have been a Lear Jet leased by Flight International.
However, due to increased FAA regulations and the increase in demand for leasing contracts for the Lear Jet, the current cost and schedule for the Flight International Lear Jet make it undesirable. Currently, the most desirable approach appears to be to use a NT-39 owned by Edwards AFB. On November 6, 1997 an initial meeting was conducted at Edwards to discuss the use of the NT-39. Brian Kramer, Brooke Smith, Gary Collopy and Joe Heid were present for Eidetics while Captain Mark I_ I D ETI C S Bryant, Maurice Wilson and Pete Bouras represented the Air Force's 418th Flight Test Squadron.
There are three NT-39s assigned to the 418th so it appears that aircraft availability will not be a problem The NT-39 is capable of flight at the same altitude and roach that were tested in the F-15B FTF experiment. The battery weight is limited to 1,800 lb. or less, due to floor loading limitations. The forward fuselage can be completely covered with heaters circumferentially, although the heaters must be staggered forward around the wing faring and speedbrake. The biggest challenge appeared to be the data acquisition, specifically true .airspeed and fuel flow parameters, due to the precision required to measure a 1% reduction in drag.
Engine modifications to allow accurate fuel flow measurement may be necessary, resulting in increased cost. The cost per flight hour was quoted at $1600, although the majority of the expense will be in the modification, demodification and instrumentation installation. The Air Force is not concerned that the heater removal might damage the aircraft paint and can easily repaint the aircraft.
Capt. Bryant, our point of contact, is scheduled to leave the service by the end of January. He will be replaced by Capt. Tom Willis who is presently assigned to the 418th. The next step is for the 418th to generate a ROM (rough order of magnitude) cost report. It appears that the 418th is interested in this project and would like to be involved.
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REPORT DOCUMENTATION PAGE
OPM No. 0704..0188 _k_o_k_raWJonmdRe_ty #,_ _ _ h_'_, 1. AGENCY USE ONLY (Leave B/ate) 2. REPORT DATE 3. REPORTTYP_ AND DATES COVERED 28 November 1997 Progress 4/1/97-10/31/97 5. FUNDING NUMBERS 4. TITLEAND SUBTITLE "Reduction of Aircraft Cruise Drag by Using Boundary Layer Heating to Minimize Fuselage Skin Friction" (C) NAS4-50089 Quarterly Report 6. AUTHOR(S) Brian R. Kramer 8. PERFORMINGORGANIZATION 7._RFORMINGORGANIZATIC_NAME(S}ANDADOPJES_ES) REPORT NUMBER Eidetics Corporation 3425 Lomita Blvd.
Torrance, CA90505 9. SPONSOP,I_rTORING AGENCY NAME(S) AND AOORESS(ES) 10. SPONSORING/MONITORINGAGENCY REPORT NUMBER NASA Dryden Flight Research Center P.O. Box 273 Edwards, CA 93523-0273 (Salomon Perea M/S: D-I044) 11. SUPPLEMENTARYNOTES 12a. DISTRIBUTION/AVAILABILITYSTATEMENT 12b. DISTRIBUTIO_ N__A NASA only.
13. ABSTRACT (lvlaxirncrn 200 words) This report covers the progress made on the SBIR contract number NAS4-50089, "Reduction Of Aircraft Cruise Drag by Using Boundary Layer Heating to Minimize Fuselage Skin Friction", for the period of April through October, 1997. During this period, the F-15B Flight Test Fixture experiment was conducted at NASA Dryden.
The data reduction and results of the flight test are discussed. In addition, the feasibility of using the Orbital Sciences L-1011 was studied and a cost estimate prepared. Initial discussions have begun with Edwards Flight Research to explore the possibility of using their T-39 aircraft for the second flight experiment.
15. NUMBER OF PAGES 14. SUBJECTTERMS 16. PRICECOOE Drag reduction, boundary layer heat, flight test 17. SECURITY CLASSIFICATION 18. SECURITYCLASSIFICATION 19. SECURITY CLASSIFICATION 20. LIMITATION OF ABSTRACT OF REPORT OF THIS PAGE OFABSTRACT Unclassified Unclassified Unclassified NSN 7540-01-280-5500