Aerodynamic Heating Effects on a Flying Object at High Speeds

D.Eren GUNDUZ, Alper l&VER. Fato$ Esen ORI-IAN, Dr. Mehmer Ali AK
TOBITAK Defence Industry Research and Development Institude TUBITAK SAGE, Pk: 16 06261 Mamak Ankara, torhan~saee.tubitaksov.tr:Turkey
Abstract- In a research project held by ToEtTAK SAGE, temperature, pressure, and acceleration values were measured on an external store curried under n wing of an aircrafi a t various flight proliles. To choose the right sensors and devices for such night tests, it's important to know the temperature limits that all the devices might be exposed to. This io because each sensor has optimal performance in some tight temperature levels, and dors not function at at1 when its temperature limits are exceeded. Flight speeds and altitudes of the llight profiles were wet1 defined before the tests. When the sea level temperature is laown, corresponding temperature values of different altitudes can be calculated easily. Literature surveys show that the dominant factor affecting the outer surface temperature of flying objects at high speeds is not the ambient air temperature but the aerodynamic heating enect. There are a few equations availablr. in the literature to calculate the aerodynamic healing as a function of the ambient air temperature and the night speed. These equations are presented in come papers and books, b u t verification of them couldn't be found. Therefore how confident they are and the acsuracy leve1 of the equntions are not clear. Bcfore the flight tests, detaikd heat transfer analysis of the external store and the devices in it werr done using the mentioned equations. The temperature measurements taken during the flights were compared with the analysis and the verification of the equations were done. In this paper, the equations, cnlculations, test data and comparison of the results were presented. Finatly a conclusion was made about the accuracy level of the equations given in the literature.

at low and high altitudes. Maximum and minimum temperatures that the electronic cards. eiemcnts on the cards and the measurement devices resist to storage and operation conditions were known. With the help of this observation, which part exposes how much temperature change and whether the limits are exceeded or not were determined. After the flight tests, rhe needed data for the verification of the models and the aerodynamic heating calculations were obtained successfill y.
11.

DEVELOPMENT

A 3-D model of external store was prepared by using a

software which makes solution using finite element method. In order to calculate the natural convection heat transfer, the air inside w a s considered as a solid volume. As a result, 248.987 tetrahedron elements and 44.592 nodes on the model are obtained. Names and positions of the temperature sensors are listed in

TABLE I.

I NameOf IhC
SI414

TABLE I TEMPERATURE SENSOR POSI'TIOKS

Temperature Sensor

Position of the Sensor

Difkrenr poinrs in and on lhe exlemd store

I.

LNTRODUCTION

Temperature, velocity and altitude measured during the high temperature flight tests (low altitude flights at high speeds) are shown in the Figures 1,2 and 3.

Storage and operational temperature limits of electronic parts are very limiting. The exposition of some parts to a temperature below -4O'C and above +85'C may cause critical problems. For this reason, determination of maximum and minimum temperature intervals of the electronic parts for critical flight conditions and making the design accordingly gain importance. During the long period low altitude flights at high speeds, temperature of extemal boundary of the body may reach very high values. Similar to that, for long period high altitude flights at low speeds, the temperature may drop to very low
values

For certain flight conditions heat transfer analysis were done in order to determine the change in temperature on the external store with the help of 2-D and 3-D numerical methods. The radiation. convection, conduction heat transfers and the aerodynamic heating effects were included in this modeling. Some flight tests were done to verify the analysis. In these tests, it was observed whether the temperature o f the elements reach the critical values or not by taking data at the flight test

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Figure I . Mcasured iempcraturec 81high temperaturc lest

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altitude. However, the temperature measured on the external store increases during the same period. This is caused by the aerodynamic heating, which can be calculated using the following equation:
(1)
: Adiabatic surface temprrature ("K)

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: Ambient air temperature ( O K ) : Aerodynamic heating flow coefficient : Specific heats ratio
: Flight speed (Mach) : Prandtt number

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Figure 2. Measured flight speed at high temperature test

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For turbuiance flow; R = f i (21 Equation (1) i s given in 161 and [ t ] exactly in the same way. In [2], [3j and 141 the same equation is given with the assumption that Prandtl number is I .
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Figure 3. Mmured barumernc ahitude at high temperature test

When the variation of temperatures with respect to time measured on the external store is examined, the results show that: Figure 4. Simulink model to calculate ihe adiabatic surface iempcraturt * Approximarely for the first 0.33tf period. the +lane does Calculared adiabatic surface temperamre using the not take-off (the same conclusion call be made from the measured values of the ambient air temperature and external altitude time graph). * During the take-off, it is seen that the temperature of the Store inner temperature values is shown in Figure 5. HM i r m .rw external store increases rapidly even though the surrounding temperature decreases; change in the surrounding temperature is different than the change in the extemal store temperature during the flight. From this result, the existence of another factor. more effective than the surrounding temperature on the heating and cooling of the external store which is called aerodynamic heating can be concluded. In the graphs four dimensionless parameters are used. They

-I

are;
Dimensionless time factor (to = tit, Dimensionless temperature factor (Tf) = T/To Dimensionless speed factor (Vf) = V N , , Dimensionless barometric altitude factor (hf) = h, h
f : Time

(SI

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0.

Dh

CC

rn

lima rilslw [If)

tl: Final time (s) T : Temperature ("C) ToInitial temperature of the extemal store V : FLight speed (Mach) V :, Max. measured flight speed during the test (Mach) h : Barometric altitude (km) hmx: Max. measured barometric altitude during the test (h)

Figurc 5 . Inner space, adiabatic body and ambient tcmperatuns

These results show that the computed adiabatic surface temperature values are satisfactory enough. During the time period that the adiabatic surface temperature increases. inner parts heat up also with a time lag. The same behavior is true when the adiabatic surface temperature drops. When the adiabatic surface temperature has obtained correctly, the next step should be obtaining the inner The ambient temperature decreases during the 0.07tf temperature distributions over time. To do that, the calculated seconds foliowing the take-off because of the increase in the adiabatic surface temperature values are defined as the

boundary condition of the 3-D computer model. Fmaliy, the

results of the model art shown in Figure 6 .

-1.0 4 5 0 05 10 15 20 25 30 35 Figure 6 Il~mensionless miperamre Idctni variatiun at thc end ofthe totdl flrght ~ i m c inner space IC also included -

With this method, temperature vanarions of each element with respect to time can be computed Since there are 248 987 eteinents, it's impossible to examine each single element Instead, the elements around the locations where the measurements were taken during the tests were compared with the measurements (Figures 7 , 8 , 9 , 10 and I I)

ID
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F l y r e 9 Mcasured and calculared temperature facloh fnr SY

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Figure 7.Measured and calculated remperarure factors for S14

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Figure I I Measured and calculated Iempenturc facton for S2

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Figure 8. Measured and calculated temperature factors for S I I

Another flight test was made to verify the model at the low temperature limits. Measured ambient temperature, inner temperature and calculated outer body temperature plots c m be seen In the Figure 12.

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Figure I?. lnner space, diabalic body and ambient temperatures

Figure 15. Measured and calculated temperature factors for SI2

i l

This calculated adiabatic surface temperature is defined as the boundary condition for the 3-D model. With these boundary conditions, inner temperamre distribution can be obtained with a transient (time variant) solution. Since the model includes too many nodes and elements, one solution had taken 3-4 days. Therefore, the model was executed only for the first 0.29tf time period of the flight (Figure 13).

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-1.5

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-0.5

0.5

l.D

1.5

2.0

Figure 16. Measured and calculated temperature factors

~

for SY
*

Figure 13. Dimcnsionlrwtemperature factor variation at time t-0.29tf (inner space is also included)

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...........
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15

. . . . . .

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Calculated and measured temperatures at the points where the temperature sensors are located can be found in the Figures 14, 15, 16, I7 and 18.
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Figure 17.

Measured and calculated temperature factors for 56

Figure 14. Measured and calcuIated temperalure factors for SI4

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Notional Adviroqv Crmmiier &I- Aeronoulics - Kesearrh Mcmorundimi L S S A I ~ U1955 , 151 L A. Roden, "The Effects of Aemdynamic Hearing on Ice Formations on Airplane Propellers", Naliond AdvisoT Commilee /or Aeromuiiu Technical Nore 799, 1940 [6] MIL-STD-1676A. Military Standard, "Fnvironmenlal Criteria and Guidctines for Air-Launched Weapons". I975 171 R. D Quimi, 1.. Gong. "Kea-Time Aerodpamic Heating and Surface Tempcrarure Calculadons for Hypersonic Flight Simulation NASA Technrcul Memo?anduni 4222. 1x 91 IS] 5 N. Maitra, "Aerodynamic Heating of Ballislrc Missile fncluding !he Effwrs of Gravity". Sudhono Yo!. 25. Pori 5. October 2000

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Figure 18. Measured and calculated temperature factors for S2

In the model, initial temperature was accepted as a certain value for the whole external store. However, it was measured as 2C less at some points, and measured as 1C less at some other points. These I-2C variances are the main reason of the differences berween the calculated and the measured values.
111.

CONCLUSlONS

It is obvious that the computations are close enough to the measurements. Possible redsons of the differences might be the foltowings: * Error limits of the data acquisition system and the temperature sensors. Error limits of the temperature sensors are given in the datasheets as *3'C, and the rime respons.: is 15 seconds. * In the numerical model, it's assumed that all the contacts are perfect. However, in reality there is no ideal contact. Therefore heat transfer is worse in real conditions. * A constant average adiabatic surface temperature was used for the whole outer surface. Whereas, the adiabatic surface temperature varies along the length ofthe external store. * Only gravitational acceleration was included in the numeric model. The other acceleration or decelerations were neglected to shorten the computation time. Many details, such as bolts, nuts, O-rings, seals, and some other interfaces were not included in the computer model not to make it too complex to solve. As a result, verification tescs showed that the 3-Dcomputer models give good results. Therefore, temperature distribution on the extemal store for any flight mission at any environmental condition can be calculated using these models. Moreover, the flight tests verified the adiabatic surface temperature equations. The equation ( I ) is quite simple and calculates the adiabatic surface temperature very close to the measurements. REFERENCES
[ I ] R.W.Truin. Fuirndunwzkds o Aer&nomic / Heufing, the Ronald Press Company, 1960 [2! H.J Allen. "A Study of the Motion and Aerodynamic Healing of Ballistic Missiles Entering the Earth's Atmosphere at High Supersonic Spwds". i.icllioncrl Advisory Commilre for Aeronuulics - R e p r l l 3 8 1 , I953 131 R . Schemer. "The Effecrs of Aerodynamic Heating and Heat Transfer on the Surface Temperature of a Body of Revolution in Steady Supersonic Flight", Naiional Advisoty Coniniiiee for Acronuurics Report 91 7 I946 . 141 C. E. Rumscy,R. 0. Piland, R. N. Hopko, "Aerodynamic Heating Data Ohtained From Free Flight Tests Bctwcen Mach Numbers of I and 5",
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