Day 1
Session 1 - Strategic & collaborative opportunities
08.00 - 09.30
Networking breakfast
09.30 - 09.45
Chairman's Opening – Paul T. Glessner, M.S. - Vehicle Aerodynamics Consultants, Inc., USA
Welcome Address
Jacobs Technology Inc, Steve Arnette, vice-president
09.45 - 10.30
Keynote address - Major General David J. Eichhorn, Commander - USAF Edwards Air Force Base, USA How wind tunnels fill a vital need for test that computational fluid dynamics does not.
10.30 - 11.15
Coffee & Refreshments
11.15 - 11.45
Investing in Technical Excellence and Workforce Development
Arnold Engineering, Tom Best - Civ USAF AFMC, USA
With the majority of test facilities in the US being 50-60 years old, the technical expertise of the workforce eroding, few collaborative studies to improve test being conducted and traditional test approaches not keeping pace with modern system requirements, the aeronautical test enterprise is at a strategic crossroad. The enterprise must transform itself through revitalizing technical excellence of the workforce and increasing the effectiveness of its processes to meet the testing needs in the future.
11.45 - 12.15
The on-going role of the Supersonic Tunnel Association, International to promote excellence in wind tunnel testing
Supersonic Tunnel Association, International, Stephen Wolf, president
An overview of the STAI role in developing wind tunnel technology during the 54 years of its existence will be given. Membership of this exclusive club encompasses most major operators of transonic and supersonic wind tunnels around the globe. Closed bi-annual meetings provide open exchanges of ideas and experiences (the good and the bad). The important contribution of these meetings towards excellence in wind tunnel testing will be highlighted with some recent examples.
12.15 - 14.00
Lunch & networking in exhibition hall
Session 2 - New technologies
14.00 - 14.30
The Windshear full-scale wind tunnel: Initial overview and status
Windshear Inc, Jeffrey Bordner, site manager, Jacobs Technology Inc, Steve Arnette, vice-president
The Windshear Full-Scale Wind Tunnel is the first commercially available full-scale wind tunnel in North America with a moving ground (wide belt) system. It is a 3/4 open jet design with a top speed of 180 mph (80.5 m/s). The tunnel’s location in Concord, North Carolina makes it particularly attractive to the North American motorsports community, although it is also available for other uses. This presentation will include the overall design philosophy, key commissioning results, anticipated customer experience, and some example test results which demonstrate the technical capabilities of the tunnel.
14.30 - 15.00
New technologies - model design and manufacturing
Lockheed Martin Aeronautics, Mark Melanson, manager-model design and test
Mr. Melanson will present information about advances in wind tunnel model design and manufacturing.
15.00 - 15.30
The future expectations of modelling
NLR National Aerospace Laboratory, Henri Vos, senior R&D manager
The growing tendency towards more complex wind tunnel models is a continuous challenge for model designers and manufacturers. More and more new industrial technologies will be applied, but also new technologies will be specially developed for wind tunnel models. The ultimate goal will be an adequate model that can be used for a wide variety of wind tunnel testing, in the shortest possible manufacturing time and yielding to the shortest period of wind tunnel occupation.
15.30 - 16.00
Coffee & Refreshments
16.00 - 16.30
Dynamic testing developments
RUAG Aerospace Ltd, Andreas Hauser, Team Leader
The world is a constantly changing place in almost every aspect. Only seldom a fixed state is reached; often systems of all kinds are even at the very edge of unstable behaviour and make forecasts very difficult. At the same time this fact is disturbing because everybody has to cope this never ending change but it also makes things interesting. Races – in whatever discipline - would be very boring if dynamic effects would not play a major role in them. The spectator of car races for example is interested in manoeuvres and accidents while the engineer is interested in the efficiency and stability of the car under ever changing conditions. Contrary to this, in aerodynamics, work is almost exclusively performed under the assumption of static conditions or at least under the assumption that the behaviour of the car can be deduced from static considerations in experimental or CFD work. The major reasons for this are that static conditions are more easily controlled and analysed as well as that even the static case is not as simple as one might expect; so why care about the dynamic case when you do not understand the static case? This article should show you that it is possible to conduct efficient dynamic wind tunnel tests and that the dynamic effects are astonishingly large. So large that an optimisation using dynamic testing should make a big difference. RUAG Aerospace has a long history of state of the art – and beyond – testing in aerospace as well as racing. One of the latest developments tackles the problem of the dynamic state in which the cars are running. Further activities in efficient testing of hydraulic powered propeller models in the large wind tunnel will also be presented.
16.30 - 17.00
Distributed data systems for the National Full-Scale Aerodynamic Complex (NFAC)
Jacobs Technology Inc, Kent Lowrance, project manager
The National Full-Scale Aerodynamic Complex (NFAC) is a large, low-speed atmospheric test facility located at the NASA Ames Research Center in San Jose, CA. The NFAC has a 40 Ft. by 80 Ft. test section capable of velocities up to 300 knots, and an 80 Ft. by 120 Ft. test section capable of velocities up to 100 knots. The NFAC has been tailored for testing of full and sub-scale rotorcraft and fixed wing test articles. Although NASA closed the facility in 2002, the US Air Force reactivated the NFAC for testing operations starting in January 2008. A major portion of the reactivation included providing new high speed data acquisition systems (DAS) using standard Windows PCs and operating platforms for each tunnel. Each system provides capabilities for acquiring, pre-processing, processing, displaying, recording, and reducing measurements for 900 channels and 15,000 derived parameters. Multiple acquisition subsystems were provided. A rotor-based dynamic DAS acquires 256 channels of high speed load cell, pressure and acoustic data. A rotor-based basic DAS acquires 240 channels of model and tunnel balance signals and strain gages. A non-rotor based basic DAS acquires low speed signals consisting of 272 pressures and temperatures. A safety of flight DAS acquires 96 channels and provides real-time limit and health monitoring functions. A data storage system with a large disk array archives all data and provides it to other computers for further processing or analysis. Because tasks are distributed among several computers, data collection and storage rates are maintained while data is provided to operator and customer displays in near real time. The latest distributed version of Test SLATE was used as the software platform.
17.00 - 19.00
Chairman's close & Ice-Breaker Cocktails Reception
Day 2
Session 3 - Future business opportunities for: Low-speed wind tunnels
08.00 - 09.00
Networking breakfast
09.00 - 09.10
Chairman's opening address
09.10 - 09.30
Keynote address
Subsonic Aerodynamic Test Association, Jorge Martinez, SATA Representative
MODERATOR
Subsonic Aerodynamic Test Association, Jorge Martinez, SATA Representative
09.30 - 10.00
Wind tunnel testing of Nano Air Vehicle systems: Future opportunities and challenges
Daedalus Flight Systems, Paul Samuel, president/senior engineer
The appeal of wind tunnel testing for Nano Air Vehicle (NAV) systems is the opportunity to test the complete, full scale vehicle in a controlled aerodynamic environment. Testing these types of platforms, however, presents many unique challenges centrally linked to conducting very sensitive force/torque measurements in a potentially vibration filled environment. Capturing the salient nano vehicle aerodynamic characteristics often require sub-gram force measurement capability necessitating small, expensive, and extremely stiff load cells. At the same time, nano air-vehicle designs, because of their unique propulsion and control requirements, tend to employ atypical platform configurations that have high frequency oscillating or rotating parts, very flexible structural elements and significant levels of vibration and “self-induced” flow. This presentation will first summarize some past and current research in the area of NAV development, including the DARPA Phase I NAV project. Current interest in this area of research will be discussed, focusing on future wind tunnel testing opportunities. Challenges associated with testing vehicles of this size class will then be presented. Differences between typical wind tunnel testing and NAV wind tunnel testing will be discussed, including differences in the types of models used and the types of data that is of interest. In addition, instrumentation challenges will be covered, including some very novel vision-based transient geometry measurements that have been attempted.
10.00 - 10.30
The NRC-IAR Micro-Aerial Vehicle test facility
National Research Council (NRC), Jason Leuschen, facility engineer
Advances in the miniaturization of electronic and mechanical systems are now making it possible to develop Micro Air Vehicles (MAVs) for military and civilian applications. Conventional aerodynamic testing methods in wind or water tunnels, however, are not suitable for testing such vehicles as they do not lend themselves to operate at the required low Reynolds number. The NRC Institute for Aerospace Research (NRC Aerospace) has designed and built a pilot-scale facility to study the low Reynolds number flows associated with these MAVs, as well as to advance the development of High Altitude Long Endurance (HALE) vehicles and advanced flow control methods. The 4 metre-long covered tank has a 1 m x 1 m cross section that can be filled with a mixture of glycerine and water. This facility allows for Reynolds numbers in the range between 10 and 200,000 to be obtained. Aspects of this facility will be presented along with advances in MAV’s research currently underway in Canada.
10.30 - 11.00
Ground effect and turbulence simulation in Pininfarina full scale automotive wind tunnel
Pininfarina SpA, Giuseppe Carlino, wind tunnel manager
The Pininfarina full scale automotive wind tunnel offers one of the most advanced simulation of road and track conditions through the combination of the Turbulence Generation System (TGS) and the T-Belt moving ground system. The TGS is a unique tool to simulate a wide variety of flow regimes. The typical operational modes of this device include simulation of average ambient wind, upstream vehicles wake, dynamic cross wind etc. The T-Belt is the second generation of Pininfarina ground effect simulation system. Thanks to its peculiar layout, the T-Belt achieves full width moving ground simulation in the critical region ahead of the front wheels. aerodynamic performance of vehicles is greatly affected by both the TGS and the T-Belt. The importance of a more realistic simulation in full scale wind tunnel is illustrated with example for both passenger and racing cars.
11.00 - 11.30
Advances in unsteady aerodynamic measurements in MIRA's full-scale wind tunnel
Motor Industry Research Association (MIRA), Dr Angus Lock, principal engineer - aerodynamics
Over the last 18 months 2 research projects have been run in parallel at MIRA, both looking at unsteady aerodynamics. The first project focussed on increasing the sampling rate of the transient force measurement in the MIRA Full-Scale Wind Tunnel, the second on the development of a novel flow visualisation technique. In order to measure unsteady forces in the MIRA tunnel a new High Speed Data Acquisition for Transient Aerodynamics system was developed by Aerotech ATE Ltd. Following the installation of this system a dynamic calibration was undertaken to understand the limitations of the current aerodynamic balance. Transient results are presented for both the MIRA reference car and 2 production vehicles. Early work is also shown for a 3 component force link that has an inherently higher first mode, potentially offering the basis for a new method of transient measurement. The frequency range of such a technique would only be limited by the modes of the vehicle being tested. A new flow visualisation technique, Large Volume Airflow Visualisation, is also under development that allows transient, 3D tracking of helium bubbles anywhere in a large measurement volume. Tests in the FSWT have been conducted at low speeds and 3D data for position and velocity of the bubbles has been captured. A larger, new technology, camera system is currently being installed and will hopefully give more robust tracking at higher wind speeds. In addition to the above, transient Computational Fluid Dynamics runs have been completed using both Unsteady Reynolds Averaged Navier Stokes and Detached Eddy Simulation, that have allowed correlation between simulation and experiment to take place for both force measurement and flow visualisation.
11.30 - 12.00
Coffee & Refreshments
Session 3 - Future business opportunities for: Transonic wind tunnels
12.00 - 12.30
Investing in the Future Infrastructure and New Technology
Arnold Engineering Development Center, Colonel Art Huber Commander, Air Force Materiel Command, Arnold Air Force Base, USA
12.30 - 13.00
Modern test techniques for transonic wind tunnels
Aircraft Research Association, David Hurst, senior aerodynamicist, Jacques Papper, technology leader - applied CFD, Colin Forsey, IT consultant
The presentation will discuss the challenges and opportunities faced by the Aircraft Research Association (ARA) in developing the aerodynamic services it offers with its 9` x 8` Transonic Wind Tunnel (TWT). Three areas will be addressed in particular; the development of advanced wind tunnel measuring techniques to enable their routine deployment to provide greater understanding of complex aerodynamic flows; the complementary use of CFD simulations to enhance the correction of wind tunnel data and to supplement measured experimental data; technological advancements that will improve the operational performance of the ARA TWT. The presentation will include examples of how the challenges and opportunities in each of these areas are being met to enhance further the added value customers receive when working with ARA.
13.00 - 14.00
Lunch & networking in exhibition hall
14.00 - 14.30
High speed helicopters - A broad approach to overall helicopter high-speed, with the X2 as one of the concepts to achieve this
Sikorsky Aircraft Corporation, John O'Neill, Experimental aeromechanics
14.30 - 15.00
The Boeing Company wind tunnels
Boeing Wind Tunnels, Bill Grauer, wind tunnel manager
The Boeing Company owns and operates a full range of wind tunnel test facilities. This presentation will highlight the capabilities of each facility. The facilities addressed will be Boeing’s Transonic Wind Tunnel (BTWT), the Low Speed Aero-Acoustic Facility (LSAF), the Boeing Research Aero-Icing Tunnel (BRAIT), the 9x9 Low Speed Tunnel, the Boeing V/STOL Wind Tunnel (BVWT), and the Polysonic Wind Tunnel (PSWT).
Session 3 - Future opportunities for: Supersonic & Hypersonic Wind Tunnels
MODERATOR
Supersonic Tunnel Association (STA), Steven Wolf, president
15.00 - 15.30
European hypersonic testing capabilities: Review and future needs
European Space Agency, Jean Muylaert, head aerothermodynamic section
A status report of present day running European Hypersonic wind-tunnels including plasma facilities will be provided along with typical examples of models tested mainly as part of ESA driven programmes. Mach – Re as well as Rho*L – V plots will be shown with the actual calibrated nozzle points and compared with typical trajectories from in flight research ballistic suborbital flights, suborbital lifting demonstrator vehicles as well as future planned capsule vehicles. The trajectories of the Human Space flight programmes i.e. EXPERT, IXV, and future Crew and Cargo return vehicles and those of future space science and exploration mission i.e. Exomars will be shown . The presentation will address shortcomings and future needs associated with high speed earth direct- and aero-assisted reentry and planetary entry. The need for : • a dedicated shock tube for radiation data base creation for code validation, • retrofitting existing plasma facilities for high pressure Thermal Protection System (TPS) qualification testing; • upgrades of low density facilities for improved Reaction and Control interaction testing; • supersonic plasmatron for oxidation, catalysis and ablation characterization • adaptation of facilities for Down Load System characterization such as supersonic and subsonic parachutes, ballutes or inflatable systems; will be addressed. Finally the paper will conclude on the need for a new strategy for in flight research testing providing critical data for code validation used themselves for design of subsequent demonstration and full-scale vehicles.
15.30 - 16.00
Coffee & Refreshments
16.00 - 16.30
Wind tunnel tests for developing silent supersonic technology demonstrator
Japan Aerospace Exploration Agency, Dong-Youn Kwak, senior researcher, Yoshikazu Makino, senior researcher, Takeshi Furukawa, researcher
Supersonic passenger aircrafts are promising for future airliners with the possibilities to meet the growing airlift demand and to liberate passengers from the pain due to long flight time. Various difficulties, however, prevent the civil aircrafts from flying at supersonic speeds after the Concorde’s retirement in 2003: The economically viable (low-weight, low-drag and high-efficient propulsion) and the environmentally friendly (low-sonic-boom, low-noise and low-emissions) characteristics are required for future supersonic airliners. Above all, sonic-boom is one of the most serious problems to be solved for supersonic overland flight. The Silent SuperSonic (S-cube) research program on quiet supersonic aircraft design technologies started in 2006 at Japan Aerospace Exploration Agency (JAXA). In this program, the Silent SuperSonic Technology Demonstrator (S3TD) is planned to be built in order to demonstrate the advanced low-sonic-boom design technologies; low-boom design concepts and design/analysis tools. Our presentation mainly focuses on the wind-tunnel testing techniques for validating the sonic-boom shaping concepts and design methodology. The near-field pressure signatures up to five model length away from the wind tunnel models can be measured with a static pressure rail. As for the model supporting systems, a twin-sting supporting system as well as a conventional single-sting supporting system is used in order to show the possibility of validating aft-sonic-boom shaping concepts. Aft-low-boom design concept and design tools are examined through the comparison between numerical prediction and wind-tunnel test data.
16.30 - 17.00
An improved computational method for designing supersonic nozzles
Jacobs Technology Inc, Chris Connor, branch manager
The presentation will highlight an improved computational method that has been developed to design supersonic wind tunnel nozzles. The theoretical development of the method will be summarized, and validation results obtained from a new supersonic nozzle designed, fabricated and installed in a NASA blowdown wind tunnel will be presented. The current method proves superior to traditional analytical methods from the standpoint of providing improved flow quality.
17.00 - 17.30 Q&A - Questions & Answers
Chairman's close & conference concludes
Day 3 – Wednesday 19th November
Post-Symposium Workshop - Status and long-term future of the wind tunnel in aeronautical systems development
09.00-12.00
Introduction to theme and speakers
NASA Ames Research Center, Michael W. George, director-aeronautics test program office, Arnold Engineering (AEDC), Tom Best, Civ USAF AFMC
Aeronautics development FY2050 and the future role of the wind tunnel
Arnold Engineering Development Center/USAF, Wayne R. Hawkins, capabilities integration – AEDC, ATA/AEDC, William Baker, consultant
Advances in technology are occurring which present many opportunities to enhance aeronautics. At the same time the Nations infrastructure is rapidly aging. This presentation includes a review of current needs and future requirements for aeronautics T&E and suggests an integration of infrastructure, people and operational processes into a visionary overall IT&E "end-state".
Assessment of US large transonic and supersonic wind tunnels
Aerospace Testing Alliance, Frank Steinle, senior engineer
This presentation will provide an assessment of the capability of US large transonic and supersonic wind tunnels to meet current and anticipated future requirements for aerodynamic testing in support of high-speed flight systems development. Issues of capability to host test types, through-put versus expected demand, information quality, and associated recommended future investments will be addressed.
Industry perspective on the future of the wind tunnel in aeronautical program development
Lockheed Martin Aeronautics, Mark Melanson, manager-model design and test
As chair of the Wind Tunnel Users Working Group - US Industry, Mr. Melanson will present industries perspective on the future of wind tunnel testing requirements in support of US Aeronautics Industry.
Wind tunnel meeting the needs of the nation's space program
NASA Exploration Systems Mission Directorate, Clifford J. Obara
NASA investments in aeronautics test facilities
NASA Aeronautics Research Mission Directorate, Timothy J. Marshall, deputy program director of the aeronautics test program
The NASA Aeronautics Test Program (ATP) is a long-term, funded commitment by NASA to retain and invest in test capabilities that are considered to be important to the Agency and the Nation. Through the ATP, NASA will make investments to sustain and improve the operations and reliability of the ATP major wind tunnels/ground test facilities and flight operations/test infrastructure.