Development of a Double-Oblique-Shock Scramjet Model in a Shock Tunnel

Osgerby, I. T.; Smithson, H K; Wagner, D. A.

doi:10.21236/ad0692466

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“…The derivation of this equation is given in Ref. 12. Different ramp lengths on the model were used to determine whether tunnel blockage effects were present in the data shown in Fig.…”

Section: Edge Effectsmentioning

confidence: 99%

Development of a double-oblique-shock Scramjet model in a shock tunnel

Osgerby¹,

Smithson²,

Wagner³

1971

Journal of Aircraft

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A double-oblique-shock Seramjet has been developed using the AEDC-VKF 16-in. Shock Tunnel I at a freestream Mach number of 11. The model was developed as a test bed for the development of instrumentation and hydrogen fuel injection techniques for supersonic combustion experiments to be conducted at the 54-in. test section in the AEDC-VKF Tunnel F. Difficulties were encountered, especially at the entrance to the combustor because of the combined action of separation and the interaction of the second shock from the cowl lip. Satisfactory, repeatable performance was obtained with a porous metal inlet ramp to remove the low momentum portion of the inlet boundary layer. The highest total pressure recovery in the combustor was obtained with the porous inlet ramp installed. The measured pressure levels were approximately 50% less than the values predicted for inviscid two-shock performance. The primary pressure losses were attributed to viscous-inviscid flow interactions at the combustor entrance and secondary pressure losses were due to source flow effects in the conical tunnel nozzle flow. Nomencl atur eA = area ER -equivalence ratio H = total specific enthalpy L Q -length of combustor for 95% complete reaction M -Mach number p = pressure q w = heat-transfer rate per unit area to wall Re = Reynolds number T = temperature U = flow velocity X = distance from plate leading edge or combustor entrance p = density TID = ignition delay time TR = reaction time Subscripts o = reservoir (total) condition oo = freestream condition in tunnel test section 2 (or R) = conditions on the ramp inlet behind the first oblique shock 3 (or C) = conditions in the combustor behind the second oblique shock ex = conditions at the exit plane of the combustor I = laminar boundary layer t = turbulent boundary layer w -wall condition x = denotes a local value Superscripts ' = value behind a normal shock

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“…The derivation of this equation is given in Ref. 12. Different ramp lengths on the model were used to determine whether tunnel blockage effects were present in the data shown in Fig.…”

Section: Edge Effectsmentioning

confidence: 99%