Interview with Hans G. Hornung

An interview in two sessions, June and July 2014, with Hans Georg Hornung, Clarence L. Johnson Professor of Aeronautics, emeritus, in the Division of Engineering and Applied Science. Dr. Hornung describes the origins of the German Templer Colony in Palestine and his upbringing there before and during World War II. Family moves to Templer settlement, Melbourne, Australia, 1948. He attends technical college; University of Melbourne; master’s in engineering, 1962. Researcher, Aeronautical Research Laboratories, Melbourne; PhD, Imperial College, London, 1965. He recalls his academic career at the Australian National University, Canberra (1967-1980); his interest in hypersonics; building free-piston shock tunnel with Raymond Stalker. Sabbatical in Darmstadt with Ernst Becker. Seven years as director of fluid-mechanics institute of the DLR [Deutsches Zentrum für Luft- und Raumfahrt], in Göttingen. Comes to Caltech in 1987 to succeed Hans W. Liepmann as director of GALCIT [Graduate Aerospace Laboratories, California Institute of Technology]. Recalls his various aero colleagues, his work with Rocketdyne on Caltech’s T5 (successor to Canberra’s T3 shock tunnel) and Ludwieg tube, collaboration with JPL on space program, and work with graduate students Simon Sanderson and Eric Cummings. Discusses his involvement in various scientific societies and his current activities and continuing research as an emeritus professor.

The effect of wind tunnel size on incident shock boundary layer in-teraction experiments

We examine the effects of varying the tunnel width to height ratio on the shock boundary layer interac-tion of an incident oblique shock with a turbulent boundary layer. The computational domain is a simpli-fied representation of typical wind tunnel experiments; the top wall of the tunnel is not modeled; only the flow conditions imposed by the shock are modeled on the top of the computational domain. A hy-pothesis of the expected effect of width to height ratio is presented and tested computationally. All flows are found to be three dimensional for the single shock strength range of width to height ratios considered. The effect of tunnel width is a function of the boundary layer thickness which decreases the effective width.

Experimental Studies on Model Scramjet in a Mach 6 High Enthalpy Free-Jet Wind Tunnel

A side-wall compression scramjet model with different combustor geometries has been tested in a propulsion tunnel that typically provides the testing flow with Mach number of 5.8, total temperature of 1800K, total pressure of 4.5MPa and mass flow rate of 4kg/s. This kerosene-fueled scramjet model consists of a side-wall compression inlet, a combustor and a thrust nozzle. A strut was used to increase the contraction ratio and to inject fuels, as well as a mixing enhancement device. Several wall cavities were also employed for flame-holding. In order to shorten the ignition delay time of the kerosene fuel, a little amount of hydrogen was used as a pilot flame. The pressure along the combustor has an evident raise after ignition occurred. Consequently thrust was observed during the fuel-on period. However, the thrust was still less than the drag of the scramjet model. For this reason, the drag variation produced by different strut and cavities was tested. Typical results showed that the cavities do not influence the drag so much, but the length of the strut does.

An investigation of detached shock waves

This investigation demonstrates an application of a flexible wall nozzle for testing in a supersonic wind tunnel. It is conservative to say that the versatility of this nozzle is such that it warrants the expenditure of time to carefully engineer a nozzle and incorporate it in the wind tunnel as a permanent part of the system. The gradients in the test section were kept within one percent of the calibrated Mach number, however, the gradients occurring over the bodies tested were only ± 0.2 percent in Mach number.

The conditions existing on a finite cone with a vertex angle of 75° were investigated by considering the pressure distribution on the cone and the shape of the shock wave. The pressure distribution on the surface of the 75° cone when based on upstream conditions does not show any discontinuities at the theoretical attachment Mach number.

Both the angle of the shock wave and the pressure distribution of the 75° cone are in very close agreement with the theoretical values given in the Kopal report, (Ref. 3).

The location of the intersection of the sonic line with the surface of the cone and with the shock wave are given for the cone. The blocking characteristics of the GALCIT supersonic wind tunnel were investigated with a series of 60° cones.

An investigation of wind tunnel wall effects at high Mach numbers

This paper presents the results of an investigation of wind tunnel wall interference in a two-dimensional wind tunnel at high Mach numbers. The results are presented in the form of curves of lift coefficient versus the ratio of model chord to tunnel height, as functions of Mach number and angle of attack. The investigation was carried out by the authors at the Guggenheim Aeronautical Laboratory of the California Institute of Technology during the school year 1944-45.

Tests were carried out on the NACA low drag airfoil section 65,1-012 at Mach numbers from .60 to .80, and angles of attack of from 1 to 3 degrees. Models were 1", 2", 4" and 6" chord, giving values of the chord to tunnel height ration of .1 to .6. Schlieren photographs were made of shock waves where they occurred.

Vortex generators near shock/ boundary layer interactions

Experiments have been performed in a blowdown supersonic wind tunnel to investigate the effect of arrays of sub-boundary layer vortex generators placed upstream of a normal shock/ boundary layer interaction. The investigation makes use of a recovery shock wave and the naturally grown turbulent boundary layer on the wind tunnel floor. Experiments were performed at Mach numbers of 1.5 and 1.3 and a freestream Reynolds number of 28 × 106. Two types of vortex generators were investigated - wedge-shaped and arrays of counter-rotating vanes. It was found that at Mach 1.5 the vane-type VGs eliminated and the wedge-type VGs greatly reduced the separation bubble under the shock. When placed in the supersonic part of the flow both VGs caused a wave pattern consisting of a shock, re-expansion and shock. The re-expansion and double shocks are undesirable features since they equate to increased total pressure losses and hence increased -wave drag. Furthermore there are indications that the vortex intensity is reduced by the normal shock/ boundary layer interaction. When the shock was located directly over the VGs there was no re-expansion present, but the 'damping' effect of the shock on the vortex persisted. It appears that the vortices produced by the wedge-shaped VGs lift off the surface more rapidly. Similar results were observed at Mach 1.3, where the flow was unseparated.

Experimental investigation of 3D shock / boundary layer interaction control in transonic flows

A novel supersonic wind tunnel setup is proposed to enable the investigation of control on a normal shock wave. Previous experimental arrangements were found to suffer from shock instability. Wind tunnel tests with and without control have confirmed the capability of the new setup to stabilise a shock structure at a target position without changing the nature of the shock wave / boundary layer interaction flow at M∞ = 1.3 and M ∞ = 1.5. Flow visualisation and pressure measurements with the new setup have revealed detailed characteristics of shock wave / boundary layer interactions and a λ-shock structure as well as benefits of control in total drag reduction in the presence of 3D bump control.

Micro-ramp control for oblique shock wave / boundary layer interactions

Supersonic engine intakes operating supercritically feature shock wave / boundary layer interactions (SBLIs), which are conventionally controlled using boundary layer bleed. The momentum loss of bleed flow causes high drag, compromising intake performance. Micro-ramp sub-boundary layer vortex generators (SBVGs) have been proposed as an alternative form of flow control for oblique SBLIs in order to reduce the bleed requirement. Experiments have been conducted at Mach 2.5 to characterise the flow details on such devices and investigate their ability to control the interaction between an oblique shock wave and the naturally grown turbulent boundary layer on the tunnel floor. Micro-ramps of four sizes with heights ranging from 25% to 75% of the uncontrolled boundary layer thickness were tested. The flow over all sizes of microramp was found to be similar, featuring streamwise counter-rotating vortices which entrain high momentum fluid, locally reducing the boundary layer displacement thickness. When installed ahead of the shock interaction it was found that the positioning of the micro-ramps is of limited importance. Micro-ramps did not eliminate flow separation. However, the previously two-dimensional separation was broken up into periodic three-dimensional separation zones. The interaction length was reduced and the pressure gradient across the interaction was increased.

An experimental and numerical study of an oscillating transonic shock wave in a duct

A combined experimental and numerical study of a transonic shock wave in a parallel walled duct subject to downstream pressure perturbations has been conducted. Experiments and simulations have been carried out with a shock strength of M∞ = 1.4 for pressure perturbation frequencies in the range 16-90 Hz. The dynamics of unsteady shock motion and the interaction structure between the unsteady transonic shock wave and the turbulent tunnel floor boundary layer have been investigated. It is found that the (experimentally measured) dynamics of shock motion are generally well predicted by the computational scheme, especially at relatively low (≈ 40 Hz) frequencies. However, at higher frequencies (≈ 90 Hz), some subtle differences between the shock dynamics measured in experiments and those predicted by Computational Fluid Dynamics (CFD) exist. There is evidence from experiments that variations in shock / boundary layer interaction (SBLI) structure caused by shock motion are responsible for a change in the nature of shock dynamics between low and high frequency. In contrast, numerical results at low and high frequencies do not differ significantly and this suggests that the numerical method is not fully capturing the physics of the unsteady flow. Possible reasons for this are considered and a number of areas where CFD is unable to replicate experimental observations are identified. Significantly, CFD predicts changes in SBLI structure due to shock motion that are much too large and this may explain why none of the subtle effects on shock dynamics seen in experiments occur in CFD. Further work developing numerical methods that demonstrate a more realistic sensitivity of SBLI structure to unsteady shock motion is required. Copyright © 2010 by P.J.K. Bruce.

Experimental investigation into parameters governing corner interactions for transonic shock wave/ boundary layer interactions

Experiments were conducted investigating the interaction between a normal shock wave and a corner boundary layer in a constant area rectangular duct. Active corner suction and passive blowing were applied to manipulate the natural corner flows developing in the working section of the Cambridge University supersonic wind tunnel. In addition robust vane micro-vortex generators were applied to the corners of the working section. Experiments were conducted at Mach numbers of M∞=1.4 and 1.5. Flow visualisation was carried out through schlieren and surface oil flow, while static pressures were recorded via floor tappings. The results indicate that an interplay occurs between the corner flow and the centre line flow. It is believed that corner flow separation acts to induce a shock bifurcation, which in turn leads to a smearing of the adverse pressure gradient elsewhere. In addition the blockage effect from the corners was seen to result in a reacceleration of the subsonic post-shock flow. As a result manipulation of the corner regions allows a separated or attached centre line flow to be observed at the same Mach number. Copyright © 2010 by Babinsky, Burton, Bruce.

Microvortex generators applied to flowfield containing a normal shock wave and diffuser

The flow through a terminating shock wave and the subsequent subsonic diffuser typically found in supersonic inlets has been simulated using a small-scale wind tunnel. Experiments have been conducted at an inflow Mach number of 1.4 using a dual-channel working section to produce a steady near-normal shock wave. The setup was designed so that the location of the shock wave could be varied relative to the diffuser. As the near-normal shock wave was moved downstream and into the diffuser, an increasingly distorted, three-dimensional, and separated flow was observed. Compared with the interaction of a normal shock wave in a constant area duct, the addition of the diffuser resulted in more prominent corner interactions. Microvortex generators were added to determine their potential for removing flow separation. Although these devices were found to reduce the extent of separation, they significantly increased three-dimensionality and even led to a large degree of flow asymmetry in some configurations. Copyright © 2011 by Neil Titchener and Holger Babinsky.

Corner separation effects for normal shock wave/turbulent boundary layer interactions in rectangular channels

Experiments are conducted to examine the mechanisms behind the coupling between corner separation and separation away from the corner when holding a high-Machnumber M∞ = 1.5 normal shock in a rectangular channel. The ensuing shock wave interaction with the boundary layer on the wind tunnel floor and in the corners was studied using laser Doppler anemometry, Pitot probe traverses, pressure sensitive paint and flow visualization. The primary mechanism explaining the link between the corner separation size and the other areas of separation appears to be the generation of compression waves at the corner, which act to smear the adverse pressure gradient imposed upon other parts of the flow. Experimental results indicate that the alteration of the -region, which occurs in the supersonic portion of the shock wave/boundary layer interaction (SBLI), is more important than the generation of any blockage in the subsonic region downstream of the shock wave. © Copyright 2012 Cambridge University Press.

Experimental study into the flow physics of three-dimensional shock control bumps

This paper describes a fundamental experimental study of the flow structure around a single three-dimensional (3D) transonic shock control bump (SCB) mounted on a flat surface in a wind tunnel. Tests have been carried out with a Mach 1.3 normal shock wave located at a number of streamwise positions relative to the SCB. Details of the flow have been studied using the experimental techniques of schlieren photography, surface oil flow visualization, pressure sensitive paint, and laser Doppler anemometry. The results of the work build on the findings of previous researchers and shed new light on the flow physics of 3D SCBs. It is found that spanwise pressure gradients across the SCB ramp and the shape of the SCB sides affect the magnitude and uniformity of flow turning generated by the bump, which can impact on the spanwise propagation of the quasi-two-dimensional (2D) shock structure produced by a 3DSCB. At the bump crest, vortices can form if the pressure on the crest is significantly lower than at either side of the bump. The trajectories of these vortices, which are relatively weak, are strongly influenced by any spanwise pressure gradients across the bump tail. Asignificant difference between 2D and 3D SCBs highlighted by the study is the impact of spanwise pressure gradients on 3D SCB performance. The magnitude of these spanwise pressure gradients is determined largely by SCB geometry and shock position. Copyright © 2011 by the American Institute of Aeronautics and Astronautics, Inc.

Shock control bump robustness enhancement

Robustness enhancement for Shock Control Bumps (SCBs) on transonic wings is an ongoing topic because most designs provide drag savings only in a relatively small band of the airfoil polar. In this paper, different bump shapes are examined with CFD methods which are validated first by comparison with wind tunnel results. An evaluation method is introduced allowing the robustness assessment of a certain design with little computational effort. Shape optimizations are performed to trim SCB designs to maximum performance on the one hand and maximum robustness on the other hand. The results are analysed and different and parameters influencing the robustness are suggested. Copyright © 2012 by Klemens Nuebler.