Shedding characteristics of a low aspect ratio probe mount in subsonic flow

Hugo, Ronald J.; Nowlinf, Scott R.; McCrae, Kim; Hahn, Ila L.; Bishop, Kenneth P.

doi:10.2514/6.1998-2831

Cited by 1 publication

(3 citation statements)

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“…The high Mach features were found to appear in the data when the aircraft Mach number exceeded approximately 0.78 and were attributed to a shock-induced ow-separation instabilitythat formed on the probe-mountstrut once a criticalMach number was reached. 10 Characteristics similar to the spike/bump feature have been seen in temperaturespectracollectedfrom a C-135E aircraft. An example of one of these spectra under weak turbulenceconditionsis shown in Fig.…”

Section: Introductionmentioning

confidence: 81%

“…They are used to prevent the formation of ice during climb out, and power to the heatersis turnedoff once clear of clouds.A more detaileddescription of the probe mount geometry can be found in Ref. 10.…”

Section: Anemometer/probe Mountmentioning

confidence: 99%

“…This material is declared a work of the U.S. Government and is not subject to copyright protection in the United States. Copies of this paper may be made for personal or internal use, on condition that the copier pay the $ 10 of these non-Kolmogorov features can be seen in the temperature spectra in Fig. 2, collected from a Grumman Gulfstream II aircraft, where a spike/bump feature is seen along with what are labeled as high Mach features.…”

Section: Introductionmentioning

confidence: 98%

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Acoustic Noise-Source Identification in Aircraft-Based Atmospheric Temperature Measurements

et al. 2002

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Atmospheric temperature uctuation data collected from a Grumman Gulfstream II aircraft show features in temperature power spectral density functions that do not follow the expected ¡ 5 3 slope for homogeneous isotropic turbulence. Spectral analysis techniques show that these features result from the upstream propagation of a nondispersive acoustical wave. The source of the acoustical wave, which appears only at ight altitudes greater than 28,000 ft (8530 m), is attributed to engine acoustics in the form of jet screech where vortical structures interact with a quasi-periodic shock cell structure, both in the jet exhaust. The nature of the acoustical disturbance is shown to be dependent on velocity, with increased velocity resulting in a decrease in jet-screech peak frequency. These results are found to be consistent with those of other researchers investigating jet screech in jet ows.

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Section: Introductionmentioning

confidence: 81%

Section: Anemometer/probe Mountmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 98%

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