1 00:00:11,839 --> 00:00:09,080 sounds good okay first of all while we 2 00:00:17,720 --> 00:00:11,849 start by you getting just a brief 3 00:00:19,730 --> 00:00:17,730 description of what laminar flow is it's 4 00:00:23,269 --> 00:00:19,740 an interesting question to give a brief 5 00:00:28,370 --> 00:00:23,279 description in essence what we're trying 6 00:00:31,099 --> 00:00:28,380 to do is control the boundary layer so 7 00:00:33,049 --> 00:00:31,109 that it looks a lot like a simple 8 00:00:34,580 --> 00:00:33,059 simple-minded way it would be if you 9 00:00:36,049 --> 00:00:34,590 looked at a car that was in a smoke 10 00:00:38,119 --> 00:00:36,059 tunnel and you see the commercials on TV 11 00:00:40,639 --> 00:00:38,129 and you see the smoke waves going over 12 00:00:42,650 --> 00:00:40,649 the car and they're nice and smooth and 13 00:00:44,959 --> 00:00:42,660 then later on they burst and they become 14 00:00:46,250 --> 00:00:44,969 a big bubble the laminar flow part is a 15 00:00:48,350 --> 00:00:46,260 place where they're smooth where the air 16 00:00:50,750 --> 00:00:48,360 actually flows over the wing in a very 17 00:00:53,360 --> 00:00:50,760 smooth manner you know in a low drag 18 00:00:56,150 --> 00:00:53,370 configuration in a more efficient way 19 00:00:59,510 --> 00:00:56,160 it's all air foils have some laminar and 20 00:01:01,099 --> 00:00:59,520 have some turbulent flow on them in the 21 00:01:02,510 --> 00:01:01,109 area where it's laminar it's basically 22 00:01:08,149 --> 00:01:02,520 the more efficient portion of the 23 00:01:09,950 --> 00:01:08,159 airfoil another common phenomenon that 24 00:01:12,140 --> 00:01:09,960 people can relate to laminar flow would 25 00:01:13,370 --> 00:01:12,150 be a cigarette smoke it's the portion of 26 00:01:15,830 --> 00:01:13,380 the cigarette smoke that comes off of 27 00:01:18,499 --> 00:01:15,840 the cigarette real straight and smooth 28 00:01:21,950 --> 00:01:18,509 and tightly wound and then later on it 29 00:01:25,429 --> 00:01:21,960 bursts and there's this big smoke spot 30 00:01:26,870 --> 00:01:25,439 in the middle of or smoke ball in the 31 00:01:28,520 --> 00:01:26,880 middle of off of the cigarette that's 32 00:01:30,740 --> 00:01:28,530 the turbulent section the straight piece 33 00:01:34,249 --> 00:01:30,750 is where the laminar flow is so it's the 34 00:01:36,020 --> 00:01:34,259 tightly wound well organized smooth air 35 00:01:46,480 --> 00:01:36,030 for airflow that you're talking about 36 00:01:54,950 --> 00:01:53,240 associated with supersonic well probably 37 00:01:58,310 --> 00:01:54,960 the biggest difference in supersonic 38 00:02:00,860 --> 00:01:58,320 laminar flow is that is the airfoils and 39 00:02:03,530 --> 00:02:00,870 the wings tend to be more highly swept 40 00:02:06,050 --> 00:02:03,540 and that the leading edges are you know 41 00:02:09,249 --> 00:02:06,060 and the order of 35 to 70 degrees swept 42 00:02:12,410 --> 00:02:09,259 back from a 90 degree angle and 43 00:02:13,880 --> 00:02:12,420 typically a subsonic laminar flow 44 00:02:17,060 --> 00:02:13,890 airfoil doesn't have quite that much 45 00:02:19,070 --> 00:02:17,070 sweep and the sweep actually makes the 46 00:02:20,720 --> 00:02:19,080 airfoil it makes it more difficult to 47 00:02:23,570 --> 00:02:20,730 maintain laminar flow because you have a 48 00:02:25,250 --> 00:02:23,580 component of inbound air or an air 49 00:02:27,620 --> 00:02:25,260 molecule that's coming towards the swept 50 00:02:29,390 --> 00:02:27,630 wing part of it goes straight back but 51 00:02:31,490 --> 00:02:29,400 part of it goes out towards the wingtip 52 00:02:33,080 --> 00:02:31,500 and that's called cross flow and cross 53 00:02:34,490 --> 00:02:33,090 flow is the phenomenon that makes 54 00:02:35,960 --> 00:02:34,500 supersonic laminar flow was one of the 55 00:02:37,820 --> 00:02:35,970 phenomenon that makes supersonic laminar 56 00:02:40,720 --> 00:02:37,830 flow more difficult to maintain than 57 00:02:44,720 --> 00:02:40,730 subsonic laminar flow it's much more 58 00:02:46,880 --> 00:02:44,730 much more force a larger forcing 59 00:02:48,290 --> 00:02:46,890 function if you will for supersonic 60 00:02:50,410 --> 00:02:48,300 laminar flow than it is for subsonic 61 00:02:53,000 --> 00:02:50,420 laminar flow there's also another 62 00:02:54,949 --> 00:02:53,010 another concern and it has to do with 63 00:02:57,650 --> 00:02:54,959 the size of a leading edge radius and 64 00:02:59,840 --> 00:02:57,660 the fact that the attachment line or the 65 00:03:01,729 --> 00:02:59,850 place where the pressure actually 66 00:03:03,530 --> 00:03:01,739 separate the molecules actually 67 00:03:05,360 --> 00:03:03,540 separates some go over the top some go 68 00:03:07,970 --> 00:03:05,370 over the bottom that area would be 69 00:03:10,100 --> 00:03:07,980 called the stagnation point or the whole 70 00:03:12,550 --> 00:03:10,110 line of those would be called the 71 00:03:14,750 --> 00:03:12,560 attachment line and that attachment line 72 00:03:16,610 --> 00:03:14,760 controlling exactly where that is on a 73 00:03:17,960 --> 00:03:16,620 swept wing and a supersonic wing is a 74 00:03:20,330 --> 00:03:17,970 little bit more difficult than it is 75 00:03:22,790 --> 00:03:20,340 necessarily on the subsonic wing so 76 00:03:24,770 --> 00:03:22,800 we're again supersonic wings tend to be 77 00:03:27,229 --> 00:03:24,780 swept highly making it much more 78 00:03:28,670 --> 00:03:27,239 difficult to control exactly where the 79 00:03:32,110 --> 00:03:28,680 attachment-line occurs so those are the 80 00:03:34,759 --> 00:03:32,120 two things that make it more difficult 81 00:03:36,740 --> 00:03:34,769 the pressure distribution itself is a 82 00:03:38,949 --> 00:03:36,750 lot more difficult to maintain you in 83 00:03:40,789 --> 00:03:38,959 order to maintain it in a laminar flow 84 00:03:42,199 --> 00:03:40,799 conducive a pressure distribution 85 00:03:44,210 --> 00:03:42,209 conducive to laminar flow you actually 86 00:03:46,280 --> 00:03:44,220 have to shape the airfoil properly and 87 00:03:48,080 --> 00:03:46,290 the shaping of that airfoil is part of 88 00:03:50,830 --> 00:03:48,090 the art and that's of learning how to 89 00:03:53,210 --> 00:03:50,840 how to make supersonic laminar flow work 90 00:03:54,140 --> 00:03:53,220 and it turns out that it needs some 91 00:03:57,080 --> 00:03:54,150 augmentation 92 00:04:00,619 --> 00:03:57,090 subsonic laminar flow can occur does 93 00:04:02,300 --> 00:04:00,629 occur easily relatively easily in the 94 00:04:04,610 --> 00:04:02,310 natural state you can actually maintain 95 00:04:06,949 --> 00:04:04,620 subsonic laminar flow back to fairly 96 00:04:08,750 --> 00:04:06,959 high percentage percentage quartz 35 40 97 00:04:10,220 --> 00:04:08,760 percent quart they've been a number of 98 00:04:11,390 --> 00:04:10,230 experiments where we've done that flight 99 00:04:13,520 --> 00:04:11,400 experiments where we've done that and 100 00:04:16,060 --> 00:04:13,530 they've been you know Windtunnel 101 00:04:18,469 --> 00:04:16,070 experiments with them supersonically 102 00:04:20,180 --> 00:04:18,479 there hasn't been very much research in 103 00:04:23,870 --> 00:04:20,190 it it's we know that we can get laminar 104 00:04:25,370 --> 00:04:23,880 flow to you know an inch or so back now 105 00:04:26,930 --> 00:04:25,380 we're trying to maintain it further aft 106 00:04:29,029 --> 00:04:26,940 and in order to maintain the laminar 107 00:04:30,920 --> 00:04:29,039 flow further aft we have to come up with 108 00:04:33,650 --> 00:04:30,930 some method of augmentation and that's 109 00:04:35,420 --> 00:04:33,660 why we're using suction to actually pull 110 00:04:37,550 --> 00:04:35,430 the boundary layer in essence pull the 111 00:04:39,140 --> 00:04:37,560 boundary layer back down andrey laminar 112 00:04:42,469 --> 00:04:39,150 eyes the boundary layer and hopefully we 113 00:04:45,409 --> 00:04:42,479 can maintain a pressure distribution by 114 00:04:46,939 --> 00:04:45,419 augmenting with suction to keep laminar 115 00:04:49,939 --> 00:04:46,949 flow extending further and further aft 116 00:04:52,040 --> 00:04:49,949 along a wing surface and obviously if 117 00:04:54,290 --> 00:04:52,050 you maintain laminar flow for a larger 118 00:04:56,060 --> 00:04:54,300 distance you can reduce the drag of an 119 00:04:57,860 --> 00:04:56,070 airfoil if you can reduce the drag you 120 00:04:59,600 --> 00:04:57,870 can increase your fuel efficiency if you 121 00:05:01,540 --> 00:04:59,610 can increase your fuel efficiency you 122 00:05:03,770 --> 00:05:01,550 can increase your payload capability and 123 00:05:05,060 --> 00:05:03,780 you know it's just a whole raft of 124 00:05:20,659 --> 00:05:05,070 things that come out of being able to 125 00:05:22,820 --> 00:05:20,669 maintain laminar flow indirectly yes 126 00:05:24,920 --> 00:05:22,830 what we have done thus far with one of 127 00:05:26,750 --> 00:05:24,930 the f-16xl number one which was a 128 00:05:28,969 --> 00:05:26,760 cooperative experiment with Rockwell 129 00:05:31,790 --> 00:05:28,979 International North American aircraft 130 00:05:35,480 --> 00:05:31,800 rockwell and nasa langley and nasa 131 00:05:37,820 --> 00:05:35,490 dryden onto a limited extent actually 132 00:05:39,200 --> 00:05:37,830 NASA Ames was also involved in some of 133 00:05:42,800 --> 00:05:39,210 the computational work that went along 134 00:05:45,140 --> 00:05:42,810 with this we have demonstrated that you 135 00:05:47,270 --> 00:05:45,150 can maintain laminar flow back to 136 00:05:50,060 --> 00:05:47,280 roughly 25 percent coordinates under 137 00:05:51,589 --> 00:05:50,070 certain conditions the next experiment 138 00:05:53,659 --> 00:05:51,599 that we planned for the second airplane 139 00:05:56,719 --> 00:05:53,669 is to maintain laminar flow further aft 140 00:05:59,180 --> 00:05:56,729 back as far as 50 to 60 percent cord so 141 00:06:01,129 --> 00:05:59,190 yes we are doing it stepwise the first 142 00:06:03,950 --> 00:06:01,139 experiment showed us that it was in fact 143 00:06:06,159 --> 00:06:03,960 achievable and in fact it might be a 144 00:06:09,409 --> 00:06:06,169 little easier in certain areas to do 145 00:06:10,730 --> 00:06:09,419 than we anticipated the real world tends 146 00:06:11,990 --> 00:06:10,740 to be a little bit more forgiving it 147 00:06:13,339 --> 00:06:12,000 appears you know from a flight 148 00:06:15,350 --> 00:06:13,349 perspective the real world is more 149 00:06:19,430 --> 00:06:15,360 forgiving than the computational or the 150 00:06:20,810 --> 00:06:19,440 theoretical world says it should be but 151 00:06:23,180 --> 00:06:20,820 we haven't gotten enough of an 152 00:06:25,550 --> 00:06:23,190 understanding as to exactly why we're 153 00:06:27,170 --> 00:06:25,560 able to do what we're doing we know we 154 00:06:28,790 --> 00:06:27,180 can do it now we have to try to figure 155 00:06:32,480 --> 00:06:28,800 out exactly what is the phenomenon that 156 00:06:34,670 --> 00:06:32,490 we're actually able to to control to 157 00:06:36,980 --> 00:06:34,680 make us get laminar flow to 25% cord 158 00:06:39,350 --> 00:06:36,990 meanwhile we want to extend that yes 159 00:06:42,440 --> 00:06:39,360 back to 50 or 60% cord which is a big 160 00:06:44,060 --> 00:06:42,450 driver in the design process for the 161 00:06:45,500 --> 00:06:44,070 high-speed civil transport airplane if 162 00:06:47,270 --> 00:06:45,510 we can achieve when I'm going to flow 163 00:06:49,459 --> 00:06:47,280 that far back we have actually 164 00:06:52,250 --> 00:06:49,469 correlated unit Reynolds numbers to a 165 00:06:54,649 --> 00:06:52,260 large enough number that the theoretical 166 00:06:56,480 --> 00:06:54,659 people and the designers for the 167 00:06:58,490 --> 00:06:56,490 high-speed civil transport have a lot of 168 00:07:01,700 --> 00:06:58,500 confidence that when they scale this up 169 00:07:04,730 --> 00:07:01,710 to the full size vehicle the scaling 170 00:07:06,709 --> 00:07:04,740 will actually be fairly accurate but on 171 00:07:08,570 --> 00:07:06,719 a high-speed civil transport they may 172 00:07:10,730 --> 00:07:08,580 not have laminar flow back to 50 or 60 173 00:07:12,680 --> 00:07:10,740 percent cord but if we can achieve it to 174 00:07:14,330 --> 00:07:12,690 50 to 60 percent cord now we know we 175 00:07:15,980 --> 00:07:14,340 understand the phenomenon well enough to 176 00:07:23,209 --> 00:07:15,990 be able to use it to our advantage on a 177 00:07:24,769 --> 00:07:23,219 high-speed civil transport primary 178 00:07:28,580 --> 00:07:24,779 driver is that it has a configuration 179 00:07:31,070 --> 00:07:28,590 that is close to the configuration that 180 00:07:32,899 --> 00:07:31,080 the high-speed civil transport is right 181 00:07:34,370 --> 00:07:32,909 now on the on the table it looks like 182 00:07:36,920 --> 00:07:34,380 it's going to look like it's a very 183 00:07:39,110 --> 00:07:36,930 small airplane but it has a 70 degree 184 00:07:41,510 --> 00:07:39,120 swept wing and the high-speed civil 185 00:07:43,070 --> 00:07:41,520 transport designs right now appear that 186 00:07:46,550 --> 00:07:43,080 the wing is going to be roughly a 70 187 00:07:48,290 --> 00:07:46,560 degree sweep the cord is not long enough 188 00:07:51,469 --> 00:07:48,300 it's but it was an airplane that was 189 00:07:53,450 --> 00:07:51,479 available with the right sweep angle for 190 00:07:54,589 --> 00:07:53,460 a test section and so that appeared to 191 00:07:56,450 --> 00:07:54,599 be the right place to start 192 00:07:58,040 --> 00:07:56,460 it's the only one of the few airplanes 193 00:07:59,570 --> 00:07:58,050 that are available right now to do that 194 00:08:01,070 --> 00:07:59,580 type of work and that's the other reason 195 00:08:03,950 --> 00:08:01,080 why the airplane was selected it was 196 00:08:06,019 --> 00:08:03,960 actually available back in 85 the Air 197 00:08:07,399 --> 00:08:06,029 Force and General Dynamics parked the 198 00:08:11,270 --> 00:08:07,409 airplanes and said they had no more use 199 00:08:12,650 --> 00:08:11,280 for the airplane and in 88 NASA thought 200 00:08:14,029 --> 00:08:12,660 that they could use an airplane and 201 00:08:15,350 --> 00:08:14,039 meanwhile the Air Force was looking for 202 00:08:18,619 --> 00:08:15,360 somebody to either take it off their 203 00:08:19,080 --> 00:08:18,629 hands or to or the Air Force was going 204 00:08:20,939 --> 00:08:19,090 to destroy 205 00:08:23,430 --> 00:08:20,949 the airplane so we said we've got to use 206 00:08:24,750 --> 00:08:23,440 four we'd like to have the airplane the 207 00:08:26,310 --> 00:08:24,760 airplanes are actually loaned to us they 208 00:08:27,570 --> 00:08:26,320 don't belong to NASA they belong to the 209 00:08:29,490 --> 00:08:27,580 Air Force and they're just on loan to 210 00:08:37,260 --> 00:08:29,500 the to NASA for the duration of the 211 00:08:40,380 --> 00:08:37,270 flight experiment well we actually 212 00:08:42,540 --> 00:08:40,390 collect on the order of 250 to 300 213 00:08:45,210 --> 00:08:42,550 pieces of data telemetry to the ground 214 00:08:46,940 --> 00:08:45,220 we display to our engineers somewhere in 215 00:08:50,370 --> 00:08:46,950 the order of about a hundred and fifty 216 00:08:52,820 --> 00:08:50,380 among the parameters were displaying to 217 00:08:54,570 --> 00:08:52,830 our engineers or the pressures 218 00:08:56,250 --> 00:08:54,580 coefficients of pressure it's actually 219 00:08:58,620 --> 00:08:56,260 the pressure is measured and then we 220 00:09:01,110 --> 00:08:58,630 went into a computer to display in a 221 00:09:03,329 --> 00:09:01,120 pressure distribution format what the 222 00:09:07,070 --> 00:09:03,339 pressure distribution looks like we also 223 00:09:09,630 --> 00:09:07,080 measure and display to our engineers 224 00:09:11,640 --> 00:09:09,640 whether the flow is laminar or turbulent 225 00:09:13,740 --> 00:09:11,650 when we use a thing called a device 226 00:09:17,340 --> 00:09:13,750 called a hot film anemometer or hot film 227 00:09:21,600 --> 00:09:17,350 sensor which in essence is a piece of a 228 00:09:24,000 --> 00:09:21,610 strain gauge bridge and by the way it's 229 00:09:25,590 --> 00:09:24,010 manipulated and can condition the signal 230 00:09:26,850 --> 00:09:25,600 is conditioned we can actually tell 231 00:09:30,360 --> 00:09:26,860 whether we have laminar or turbulent 232 00:09:32,310 --> 00:09:30,370 flow at a specific discreet location 233 00:09:35,160 --> 00:09:32,320 along the wing where these things are 234 00:09:37,320 --> 00:09:35,170 located those are the two primary pieces 235 00:09:40,290 --> 00:09:37,330 of information that we collect we also 236 00:09:42,750 --> 00:09:40,300 collect data on the suction levels how 237 00:09:44,970 --> 00:09:42,760 much suction are we doesn't require to 238 00:09:47,160 --> 00:09:44,980 maintain the laminar flow at those in 239 00:09:48,570 --> 00:09:47,170 under those various conditions and of 240 00:09:51,060 --> 00:09:48,580 course the conditions themselves are 241 00:09:54,180 --> 00:09:51,070 recorded whether what our mock mock 242 00:09:57,180 --> 00:09:54,190 altitude airspeed angle-of-attack angle 243 00:09:59,070 --> 00:09:57,190 of sideslip all of those are recorded 244 00:10:00,900 --> 00:09:59,080 and telemetry to the ground so that the 245 00:10:03,420 --> 00:10:00,910 researchers can tell whether or not we 246 00:10:05,220 --> 00:10:03,430 are on the conditions that we need to 247 00:10:15,290 --> 00:10:05,230 examine whether or not laminar flow 248 00:10:22,530 --> 00:10:17,820 first three or four percent granulation 249 00:10:25,890 --> 00:10:22,540 what do you learn from that helps most 250 00:10:27,870 --> 00:10:25,900 of what they have done thus far they're 251 00:10:29,370 --> 00:10:27,880 they're the beginning of the experiment 252 00:10:31,710 --> 00:10:29,380 they're the ones that say well if you 253 00:10:34,020 --> 00:10:31,720 can shape your airfoil this way if you 254 00:10:35,910 --> 00:10:34,030 can if you can build a contour if you 255 00:10:38,940 --> 00:10:35,920 can build an experiment that looks like 256 00:10:40,530 --> 00:10:38,950 this you are most likely going to be 257 00:10:41,820 --> 00:10:40,540 able to get through the hardest part of 258 00:10:43,410 --> 00:10:41,830 the region the hardest part of the 259 00:10:45,750 --> 00:10:43,420 experiment which is to get the leading 260 00:10:47,610 --> 00:10:45,760 edge to be laminar if you can maintain 261 00:10:49,140 --> 00:10:47,620 laminar at the leading edge the rest of 262 00:10:51,510 --> 00:10:49,150 it will probably fall out you may have 263 00:10:53,730 --> 00:10:51,520 to manipulate your experiment just a 264 00:10:56,910 --> 00:10:53,740 little bit but the further are and will 265 00:10:59,340 --> 00:10:56,920 follow so what we really get out of them 266 00:11:01,950 --> 00:10:59,350 is verification of some of the theories 267 00:11:05,310 --> 00:11:01,960 that the design theories for our 268 00:11:07,680 --> 00:11:05,320 experiment so the design starts whether 269 00:11:09,240 --> 00:11:07,690 it's and a lot of times that is the 270 00:11:10,710 --> 00:11:09,250 computational fluid dynamics people 271 00:11:14,010 --> 00:11:10,720 start working on what they think is a 272 00:11:17,010 --> 00:11:14,020 good design then they might fly a small 273 00:11:18,480 --> 00:11:17,020 experiment in one of the tunnels and 274 00:11:20,850 --> 00:11:18,490 when they think they have something that 275 00:11:22,890 --> 00:11:20,860 really is does show promise then we'll 276 00:11:24,180 --> 00:11:22,900 scale it up to an airplane and do a 277 00:11:26,280 --> 00:11:24,190 flight experiment which will be the 278 00:11:28,230 --> 00:11:26,290 in-flight validation of what the wind 279 00:11:30,840 --> 00:11:28,240 tunnel said and what the computational 280 00:11:33,690 --> 00:11:30,850 fluid dynamics work said oftentimes we 281 00:11:36,000 --> 00:11:33,700 don't get to 100% correlation in there 282 00:11:37,890 --> 00:11:36,010 in the data what we get is is some 283 00:11:40,500 --> 00:11:37,900 differences in terms of what we get for 284 00:11:43,170 --> 00:11:40,510 real time our flight data and we take 285 00:11:45,120 --> 00:11:43,180 that turn it back into the computational 286 00:11:46,650 --> 00:11:45,130 fluid dynamics folks or to the wind 287 00:11:49,140 --> 00:11:46,660 tunnel people and say well our data 288 00:11:51,600 --> 00:11:49,150 shows this but our configuration looks 289 00:11:52,920 --> 00:11:51,610 like this why don't you run it again put 290 00:11:54,720 --> 00:11:52,930 it through your tunnel again or put it 291 00:11:56,010 --> 00:11:54,730 through your code and see whether or not 292 00:11:57,540 --> 00:11:56,020 you can figure out what the difference 293 00:11:59,460 --> 00:11:57,550 is between what we got and what you got 294 00:12:01,470 --> 00:11:59,470 in terms of results so there's not 295 00:12:05,190 --> 00:12:01,480 always 100% correlation but we use this 296 00:12:06,810 --> 00:12:05,200 as an iterative process often times they 297 00:12:08,670 --> 00:12:06,820 don't get the same answers we get and 298 00:12:10,470 --> 00:12:08,680 they're convinced that their part is 299 00:12:12,150 --> 00:12:10,480 exactly right so we have to go back and 300 00:12:13,740 --> 00:12:12,160 find out what it is and arcs our piece 301 00:12:16,350 --> 00:12:13,750 of the experiment that might be 302 00:12:17,910 --> 00:12:16,360 different so it's you know it takes a 303 00:12:20,310 --> 00:12:17,920 lot of communication a lot of talking 304 00:12:21,900 --> 00:12:20,320 between the computational fluid dynamics 305 00:12:23,910 --> 00:12:21,910 people and the wind tunnel people and 306 00:12:24,690 --> 00:12:23,920 the flight experiment people and the 307 00:12:26,190 --> 00:12:24,700 applications 308 00:12:27,600 --> 00:12:26,200 people and the instrumentation people 309 00:12:28,800 --> 00:12:27,610 everybody has to talk to everybody in 310 00:12:30,630 --> 00:12:28,810 order to make sure that we really are 311 00:12:33,330 --> 00:12:30,640 doing the experiment we all think we're 312 00:12:35,040 --> 00:12:33,340 doing and and we have had on occasion 313 00:12:36,990 --> 00:12:35,050 some differences of opinion in terms of 314 00:12:38,370 --> 00:12:37,000 what we are doing and what we think 315 00:12:40,710 --> 00:12:38,380 we're doing and what somebody else 316 00:12:42,510 --> 00:12:40,720 thinks for doing so it does it's a 317 00:12:44,820 --> 00:12:42,520 difficult process to keep iterating 318 00:12:58,140 --> 00:12:44,830 everybody's data until we get 319 00:13:06,450 --> 00:12:58,150 correlation their work is what is most 320 00:13:08,030 --> 00:13:06,460 important and what that's a positive 321 00:13:09,750 --> 00:13:08,040 thing because that person is very 322 00:13:12,390 --> 00:13:09,760 enthusiastic about what they're doing 323 00:13:22,650 --> 00:13:12,400 and that's where their heart is but what 324 00:13:24,660 --> 00:13:22,660 I see but it's really funny to talk to 325 00:13:26,310 --> 00:13:24,670 somebody do you know who Bernie Spencer 326 00:13:27,000 --> 00:13:26,320 in Spanish I know the name but I don't 327 00:13:28,710 --> 00:13:27,010 know him personally 328 00:13:42,240 --> 00:13:28,720 he's a wind tunnel guy he did a lot of 329 00:13:46,680 --> 00:13:42,250 testing to rephrase that Bernie we kick 330 00:13:49,110 --> 00:13:46,690 all we need anyway it's I mean it is 331 00:13:50,820 --> 00:13:49,120 that's a tough problem you know the and 332 00:13:53,850 --> 00:13:50,830 we have you know we have our growing 333 00:13:56,490 --> 00:13:53,860 pains trying to correlate a you know 334 00:13:59,300 --> 00:13:56,500 make a flight experiment add the most 335 00:14:01,950 --> 00:13:59,310 value to an overall program like this 336 00:14:03,780 --> 00:14:01,960 because everybody does have their empire 337 00:14:05,430 --> 00:14:03,790 if you will and everybody wants to make 338 00:14:08,760 --> 00:14:05,440 sure that their piece gets gets added 339 00:14:11,600 --> 00:14:08,770 into the equation why it is an important 340 00:14:13,740 --> 00:14:11,610 part of the validation process and 341 00:14:16,860 --> 00:14:13,750 especially when you're dealing with a 342 00:14:19,830 --> 00:14:16,870 phenomenon that we don't understand yet 343 00:14:21,090 --> 00:14:19,840 there are some kinds of technologies 344 00:14:22,530 --> 00:14:21,100 that can be done you know 345 00:14:24,030 --> 00:14:22,540 computationally or in the wind tunnels 346 00:14:25,980 --> 00:14:24,040 but I think we're in an area now where 347 00:14:28,170 --> 00:14:25,990 we don't know enough and we need some 348 00:14:29,970 --> 00:14:28,180 flight data to correlate with and I 349 00:14:31,320 --> 00:14:29,980 think overall the program does recognize 350 00:14:33,240 --> 00:14:31,330 that and everybody involved in the 351 00:14:36,450 --> 00:14:33,250 program recognizes that but flights also 352 00:14:37,550 --> 00:14:36,460 very expensive and that's that's a real 353 00:14:38,750 --> 00:14:37,560 drawback any time 354 00:14:40,130 --> 00:14:38,760 anybody looks at trying to do a flight 355 00:14:42,170 --> 00:14:40,140 experiment they say Who am I we're going 356 00:14:43,610 --> 00:14:42,180 to spend millions of dollars doing this 357 00:14:45,680 --> 00:14:43,620 flight experiment and we could do the 358 00:14:47,540 --> 00:14:45,690 same experiment in a wind tunnel or in a 359 00:14:51,380 --> 00:14:47,550 in the computational world for 360 00:14:53,870 --> 00:14:51,390 considerably less and convincing 361 00:14:56,600 --> 00:14:53,880 everybody that you still need the flight 362 00:14:58,640 --> 00:14:56,610 data is sometimes difficult you know so 363 00:15:00,950 --> 00:14:58,650 when you talk about your computational 364 00:15:02,750 --> 00:15:00,960 people or your wind tunnel people and 365 00:15:04,269 --> 00:15:02,760 you talk about your air applications 366 00:15:06,530 --> 00:15:04,279 maybe your flight applications people 367 00:15:08,510 --> 00:15:06,540 getting a meeting of the minds is the 368 00:15:10,640 --> 00:15:08,520 hardest thing you know getting everybody 369 00:15:13,160 --> 00:15:10,650 to say yes this is the very important 370 00:15:16,160 --> 00:15:13,170 thing for us to do is really difficult 371 00:15:17,329 --> 00:15:16,170 and it hasn't been flawless so far in 372 00:15:19,160 --> 00:15:17,339 this program although we're getting 373 00:15:21,110 --> 00:15:19,170 better we're definitely working hard 374 00:15:22,640 --> 00:15:21,120 harder to make sure we're all part of 375 00:15:24,140 --> 00:15:22,650 the big piece of the piece of the 376 00:15:38,540 --> 00:15:24,150 program and I think it's starting to 377 00:15:41,030 --> 00:15:38,550 show well we have we've collected 378 00:15:44,140 --> 00:15:41,040 sufficient amount of laminar flow or 379 00:15:46,010 --> 00:15:44,150 laminar turbulent transition data and a 380 00:15:47,810 --> 00:15:46,020 significant amount of pressure 381 00:15:53,480 --> 00:15:47,820 distribution data to be able to show 382 00:15:55,700 --> 00:15:53,490 that with minor anomalies we can we 383 00:15:58,760 --> 00:15:55,710 cannot we do understand how the pressure 384 00:15:59,810 --> 00:15:58,770 distribution is has been developed you 385 00:16:00,740 --> 00:15:59,820 know there are some things in the 386 00:16:03,200 --> 00:16:00,750 pressure distribution we don't 387 00:16:04,310 --> 00:16:03,210 understand but we're beginning to 388 00:16:05,870 --> 00:16:04,320 believe that some of that's our 389 00:16:08,060 --> 00:16:05,880 instrumentation measurement technique 390 00:16:09,920 --> 00:16:08,070 rather than it has anything to do with 391 00:16:12,260 --> 00:16:09,930 the phenomenon called supersonic laminar 392 00:16:14,900 --> 00:16:12,270 flow which is good I mean it's what it's 393 00:16:16,640 --> 00:16:14,910 done for us is it's it's improved our 394 00:16:18,620 --> 00:16:16,650 instrumentation technique capability as 395 00:16:21,680 --> 00:16:18,630 well which will make the next experiment 396 00:16:24,500 --> 00:16:21,690 a better experiment in transition where 397 00:16:27,440 --> 00:16:24,510 transition location occurs we have been 398 00:16:29,960 --> 00:16:27,450 able to show that the codes that have 399 00:16:31,610 --> 00:16:29,970 that developed that this airfoil shape 400 00:16:33,230 --> 00:16:31,620 was developed by are not a hundred 401 00:16:35,030 --> 00:16:33,240 percent representative of what really 402 00:16:36,470 --> 00:16:35,040 happens in the real world but they're 403 00:16:38,510 --> 00:16:36,480 close enough there's some things that 404 00:16:41,230 --> 00:16:38,520 some phenomenon that they didn't 405 00:16:46,220 --> 00:16:41,240 anticipate in the code development that 406 00:16:48,110 --> 00:16:46,230 need to be revisited it's on it's fair 407 00:16:49,730 --> 00:16:48,120 to say we did not predict the results we 408 00:16:50,390 --> 00:16:49,740 got you know the computational fluid 409 00:16:52,730 --> 00:16:50,400 then 410 00:16:54,230 --> 00:16:52,740 the Windtunnel results did not predict 411 00:16:57,680 --> 00:16:54,240 the results we got out the first part of 412 00:17:02,030 --> 00:16:57,690 the ship one experiment but they 413 00:17:03,680 --> 00:17:02,040 predicted enough of the information in a 414 00:17:06,050 --> 00:17:03,690 satisfactory manner that we now have 415 00:17:08,630 --> 00:17:06,060 something to do some checks and balances 416 00:17:10,730 --> 00:17:08,640 against as I said earlier now is time 417 00:17:12,500 --> 00:17:10,740 for the CFD folks and for the Windtunnel 418 00:17:15,020 --> 00:17:12,510 folks to go back and look at the 419 00:17:16,460 --> 00:17:15,030 differences between what they thought we 420 00:17:18,050 --> 00:17:16,470 were going to flight test and what we 421 00:17:19,790 --> 00:17:18,060 flight tested and see whether or not 422 00:17:22,910 --> 00:17:19,800 they can we can start correlating the 423 00:17:25,160 --> 00:17:22,920 differences between the two most 424 00:17:26,780 --> 00:17:25,170 importantly I think the flight 425 00:17:30,230 --> 00:17:26,790 experiment has shown that yes you can 426 00:17:32,150 --> 00:17:30,240 get laminar flow and it's not as may not 427 00:17:34,580 --> 00:17:32,160 be as difficult to do under these 428 00:17:36,290 --> 00:17:34,590 circumstances as we anticipated it 429 00:17:37,490 --> 00:17:36,300 wouldn't I mean there was a lot of a lot 430 00:17:39,830 --> 00:17:37,500 of apprehension that we were going to 431 00:17:41,360 --> 00:17:39,840 have to do a lot of provide a lot of 432 00:17:44,150 --> 00:17:41,370 suction for example in order to maintain 433 00:17:46,190 --> 00:17:44,160 laminar flow and we're not providing all 434 00:17:48,020 --> 00:17:46,200 that extraordinary in a really large 435 00:17:49,730 --> 00:17:48,030 amount we're definitely providing 436 00:17:52,610 --> 00:17:49,740 suction but the amount is not as much as 437 00:17:55,130 --> 00:17:52,620 people predicted it would be so we are 438 00:17:57,950 --> 00:17:55,140 starting to show you know that that this 439 00:18:00,080 --> 00:17:57,960 is a handleable problem it's not out of 440 00:18:02,690 --> 00:18:00,090 our out of our capability which is a 441 00:18:05,090 --> 00:18:02,700 very big confidence builder that we can 442 00:18:06,950 --> 00:18:05,100 get from here to there without and 443 00:18:10,330 --> 00:18:06,960 without having to go over the impossible 444 00:18:12,530 --> 00:18:10,340 you know the impossible Ridge first so 445 00:18:14,210 --> 00:18:12,540 basically what we've done so far is just 446 00:18:15,860 --> 00:18:14,220 provide the data to validate what we've 447 00:18:18,290 --> 00:18:15,870 done so you know what the the 448 00:18:21,740 --> 00:18:18,300 theoretical people have done so far and 449 00:18:23,090 --> 00:18:21,750 then that gives them the step the 450 00:18:25,190 --> 00:18:23,100 confidence step they need that they can 451 00:18:27,230 --> 00:18:25,200 go the next you know they can go to the 452 00:18:28,610 --> 00:18:27,240 next level of complexity and start 453 00:18:30,290 --> 00:18:28,620 understanding a little bit more about 454 00:18:32,660 --> 00:18:30,300 you know the difference is the 455 00:18:35,990 --> 00:18:32,670 difference between cross flow and you 456 00:18:38,540 --> 00:18:36,000 know you do the n factor computational 457 00:18:39,800 --> 00:18:38,550 results and those kinds of those kinds 458 00:18:41,750 --> 00:18:39,810 of computational theories that they're 459 00:18:44,240 --> 00:18:41,760 using they're getting enough data to 460 00:18:45,890 --> 00:18:44,250 validate that the theories are valid 461 00:18:47,180 --> 00:18:45,900 theories they just need they need to be 462 00:18:50,920 --> 00:18:47,190 tweaked up and tuned up just a little 463 00:18:56,720 --> 00:18:54,590 what you need for laminar flow control 464 00:18:58,370 --> 00:18:56,730 and what you're finding to achieve the 465 00:19:01,100 --> 00:18:58,380 best possible results how does that 466 00:19:03,260 --> 00:19:01,110 eventually affect what they need in a 467 00:19:05,300 --> 00:19:03,270 sonic sonic boom area or in the high 468 00:19:07,730 --> 00:19:05,310 lift area their needs are obviously 469 00:19:11,750 --> 00:19:07,740 different yeah their needs are different 470 00:19:16,400 --> 00:19:11,760 and in fact the integration of laminar 471 00:19:18,490 --> 00:19:16,410 flow high left sonic boom or shaping is 472 00:19:22,340 --> 00:19:18,500 going to be a very difficult task 473 00:19:24,350 --> 00:19:22,350 because they don't meet those those at 474 00:19:26,420 --> 00:19:24,360 least those three phenomenon don't meet 475 00:19:28,550 --> 00:19:26,430 at the same place so it's going to be a 476 00:19:32,390 --> 00:19:28,560 compromise everybody is going to have to 477 00:19:34,450 --> 00:19:32,400 say through whatever whatever validation 478 00:19:37,370 --> 00:19:34,460 testing they do I can tolerate this much 479 00:19:41,390 --> 00:19:37,380 detriment to my best performance 480 00:19:44,150 --> 00:19:41,400 condition and still get some gain it's 481 00:19:46,040 --> 00:19:44,160 it's the added value added equation 482 00:19:47,540 --> 00:19:46,050 really more than anything else it's if I 483 00:19:49,790 --> 00:19:47,550 have some laminar flow under certain 484 00:19:51,890 --> 00:19:49,800 circumstances but I give it up during 485 00:19:55,640 --> 00:19:51,900 the approach and landing phase or the 486 00:19:58,850 --> 00:19:55,650 take-off phase if I have a sonic boom 487 00:20:03,200 --> 00:19:58,860 but it's not as offensive as a very 488 00:20:05,180 --> 00:20:03,210 sharp sonic boom and if I have you know 489 00:20:06,890 --> 00:20:05,190 a noise footprint from the Heil you know 490 00:20:09,320 --> 00:20:06,900 because of the high lift phenomenon 491 00:20:12,410 --> 00:20:09,330 that's half of what you know meets the 492 00:20:15,430 --> 00:20:12,420 fa r criteria but it's not the not as 493 00:20:17,660 --> 00:20:15,440 good as I really want it that whole 494 00:20:21,350 --> 00:20:17,670 compromise and that whole integration 495 00:20:23,330 --> 00:20:21,360 issue has not really been addressed yet 496 00:20:24,890 --> 00:20:23,340 it's everybody recognizes we're going to 497 00:20:26,600 --> 00:20:24,900 have to compromise high lift and and 498 00:20:28,880 --> 00:20:26,610 supersonic laminar flow are almost 499 00:20:31,700 --> 00:20:28,890 mutually exclusive for certain parts of 500 00:20:32,990 --> 00:20:31,710 a flight regime but you don't need 501 00:20:35,780 --> 00:20:33,000 supersonic laminar flow when you're 502 00:20:38,540 --> 00:20:35,790 subsonic so maybe it's not that big a 503 00:20:41,810 --> 00:20:38,550 deal you know maybe we can work around 504 00:20:44,630 --> 00:20:41,820 that one and so I think that that we 505 00:20:46,310 --> 00:20:44,640 have to understand the conditions where 506 00:20:47,930 --> 00:20:46,320 supersonic laminar flow occurs we have 507 00:20:49,280 --> 00:20:47,940 to understand the conditions for getting 508 00:20:51,830 --> 00:20:49,290 good high lift performance 509 00:20:53,000 --> 00:20:51,840 characteristics and then once we 510 00:20:54,800 --> 00:20:53,010 understand both of those we can 511 00:20:57,800 --> 00:20:54,810 integrate the requirements for both in 512 00:21:00,140 --> 00:20:57,810 such a way that we don't destroy you 513 00:21:02,180 --> 00:21:00,150 know 75% of the capability in either 514 00:21:03,890 --> 00:21:02,190 case the worst thing you could have is a 515 00:21:04,140 --> 00:21:03,900 poorly integrated airplane one that does 516 00:21:06,660 --> 00:21:04,150 ever 517 00:21:08,370 --> 00:21:06,670 think poorly what we're hoping for is an 518 00:21:13,260 --> 00:21:08,380 airplane that has all the technologies 519 00:21:16,080 --> 00:21:13,270 put together in such a way that we've 520 00:21:17,880 --> 00:21:16,090 maximized you know all the parameters at 521 00:21:33,030 --> 00:21:17,890 the same time and you're not gonna get a 522 00:21:34,350 --> 00:21:33,040 hundred percent of any other what do you 523 00:21:42,030 --> 00:21:34,360 feel like the purpose of all your 524 00:21:45,630 --> 00:21:42,040 research the database will probably be 525 00:21:47,280 --> 00:21:45,640 used for years to come to validate B be 526 00:21:50,100 --> 00:21:47,290 a lot of test case data to validate 527 00:21:55,980 --> 00:21:50,110 development of new computational codes 528 00:21:58,350 --> 00:21:55,990 and and theoretical codes the area we're 529 00:22:00,990 --> 00:21:58,360 dabbling in now supersonic laminar flow 530 00:22:02,940 --> 00:22:01,000 is an area that is is brand-new you know 531 00:22:06,570 --> 00:22:02,950 there was some experiments done in years 532 00:22:08,970 --> 00:22:06,580 gone by there's some x21 criteria that 533 00:22:11,760 --> 00:22:08,980 people believe in there's some work that 534 00:22:15,030 --> 00:22:11,770 was done on a 104 you know back in the I 535 00:22:17,880 --> 00:22:15,040 guess was the early 60s those two 536 00:22:20,610 --> 00:22:17,890 experiments were enough to set establish 537 00:22:22,890 --> 00:22:20,620 some criteria for whether or not 538 00:22:24,780 --> 00:22:22,900 supersonic laminar flow is or laminar 539 00:22:27,900 --> 00:22:24,790 flow and supersonic laminar flow were 540 00:22:29,250 --> 00:22:27,910 achievable what we have done and what we 541 00:22:31,590 --> 00:22:29,260 will be doing through the Excel 542 00:22:32,790 --> 00:22:31,600 experiment besides validating some of 543 00:22:34,170 --> 00:22:32,800 the codes that the high-speed civil 544 00:22:36,510 --> 00:22:34,180 transport is going to use for design 545 00:22:39,240 --> 00:22:36,520 methodology we will actually fill the 546 00:22:42,150 --> 00:22:39,250 database that will allow researchers for 547 00:22:45,540 --> 00:22:42,160 future generation airplanes augment the 548 00:22:47,430 --> 00:22:45,550 designs in other ways not just for the 549 00:22:49,350 --> 00:22:47,440 point design called the high-speed civil 550 00:22:52,410 --> 00:22:49,360 transport but perhaps for some other 551 00:22:54,090 --> 00:22:52,420 vehicles some other more focused more 552 00:22:58,050 --> 00:22:54,100 highly specialized vehicle that could 553 00:23:01,020 --> 00:22:58,060 take advantage of an airfoil or a 554 00:23:02,460 --> 00:23:01,030 pressure distribution development for 555 00:23:03,990 --> 00:23:02,470 another region of flight that maybe we 556 00:23:08,670 --> 00:23:04,000 haven't thought too much about to date 557 00:23:11,550 --> 00:23:08,680 so the database by itself is is going to 558 00:23:13,080 --> 00:23:11,560 be valuable to everybody it's it's 559 00:23:14,700 --> 00:23:13,090 certainly designed to help the 560 00:23:16,290 --> 00:23:14,710 high-speed civil transport but to 561 00:23:17,520 --> 00:23:16,300 understand the phenomenon transition 562 00:23:20,100 --> 00:23:17,530 physics and 563 00:23:21,510 --> 00:23:20,110 and you know attachment-line phenomenon 564 00:23:23,130 --> 00:23:21,520 and that type of thing that's the 565 00:23:24,360 --> 00:23:23,140 importance that's some of the important 566 00:23:26,670 --> 00:23:24,370 data that will come out of this 567 00:23:28,830 --> 00:23:26,680 I mean we've played we've been in the 568 00:23:30,210 --> 00:23:28,840 laminar flow business for well if you 569 00:23:31,890 --> 00:23:30,220 read some of the some accounts we've 570 00:23:34,500 --> 00:23:31,900 been in laminar flow since beginning of 571 00:23:35,880 --> 00:23:34,510 NASA or NACA actually there was some 572 00:23:39,000 --> 00:23:35,890 laminar flow work done in the begin 573 00:23:40,350 --> 00:23:39,010 during the NACA days I personally have 574 00:23:43,890 --> 00:23:40,360 been in the laminar flow business since 575 00:23:46,050 --> 00:23:43,900 1979 and it's been subsonic laminar flow 576 00:23:48,690 --> 00:23:46,060 up till now and there's always new 577 00:23:50,580 --> 00:23:48,700 things to look at there's always the 578 00:23:52,770 --> 00:23:50,590 effect of once you you know you take a 579 00:23:54,300 --> 00:23:52,780 known configuration now you start 580 00:23:57,210 --> 00:23:54,310 varying vary any of the parameters 581 00:24:00,240 --> 00:23:57,220 instead of having 70° sweep let's look 582 00:24:02,370 --> 00:24:00,250 at the effect of 75° sweep instead of 583 00:24:04,650 --> 00:24:02,380 having maximum suction let's look at 584 00:24:06,150 --> 00:24:04,660 less suction instead of having two 585 00:24:08,370 --> 00:24:06,160 degrees angle of attack let's look at 586 00:24:09,960 --> 00:24:08,380 you know three degrees or 1 degree angle 587 00:24:12,450 --> 00:24:09,970 of attack there's a whole raft of 588 00:24:13,980 --> 00:24:12,460 parameters there that that when you're 589 00:24:16,500 --> 00:24:13,990 when you're focused on a vehicle that 590 00:24:19,560 --> 00:24:16,510 has a certain flight regime you tend to 591 00:24:21,360 --> 00:24:19,570 only look within that window and will 592 00:24:23,630 --> 00:24:21,370 collect enough data that you can look at 593 00:24:27,330 --> 00:24:23,640 the effect of changing the various 594 00:24:35,360 --> 00:24:27,340 parameters and use that to validate 595 00:24:40,380 --> 00:24:38,400 both f-16xl airplanes are hangared right 596 00:24:48,840 --> 00:24:40,390 now although Friday we'll be flying the 597 00:24:50,850 --> 00:24:48,850 first airplane again so excel ship ship 598 00:24:53,550 --> 00:24:50,860 one which is the one that we started the 599 00:24:57,210 --> 00:24:53,560 NASA Rockwell North American aircraft 600 00:25:00,840 --> 00:24:57,220 experiment with is going into a phase 601 00:25:02,820 --> 00:25:00,850 we'll call it a phase 2 experimentation 602 00:25:06,330 --> 00:25:02,830 where we are actually trying to document 603 00:25:08,810 --> 00:25:06,340 collect significantly more data on the 604 00:25:11,880 --> 00:25:08,820 suction requirements for laminar flow 605 00:25:14,640 --> 00:25:11,890 phase one was basically can we can we 606 00:25:17,700 --> 00:25:14,650 achieve laminar flow back to you know 25 607 00:25:19,440 --> 00:25:17,710 or 30 percent cord phase 2 is understand 608 00:25:21,170 --> 00:25:19,450 the the suction distribution that's 609 00:25:24,720 --> 00:25:21,180 required to do that 610 00:25:26,160 --> 00:25:24,730 so yes the ship one is in a second phase 611 00:25:29,790 --> 00:25:26,170 where we're collecting another set of 612 00:25:30,470 --> 00:25:29,800 data when that's complete the airplane 613 00:25:33,620 --> 00:25:30,480 in fact will 614 00:25:35,510 --> 00:25:33,630 turned back to transferred back to NASA 615 00:25:37,130 --> 00:25:35,520 Langley where they will begin the high 616 00:25:40,100 --> 00:25:37,140 lift experiment where they will actually 617 00:25:43,100 --> 00:25:40,110 start looking into the configuration 618 00:25:44,780 --> 00:25:43,110 requirements for high left for the 619 00:25:48,890 --> 00:25:44,790 supersonic our high speed Scylla 620 00:25:50,870 --> 00:25:48,900 transport and Dryden in Langley will be 621 00:25:52,250 --> 00:25:50,880 working together on that experiment with 622 00:25:53,539 --> 00:25:52,260 Langley being the lead most of the 623 00:25:54,950 --> 00:25:53,549 flight activity occurring back at 624 00:25:56,750 --> 00:25:54,960 Langley and the modification activity 625 00:25:59,390 --> 00:25:56,760 occurring there we will provide the 626 00:26:02,000 --> 00:25:59,400 support as necessary to get that 627 00:26:05,150 --> 00:26:02,010 airplane in the air back there the 628 00:26:08,180 --> 00:26:05,160 second airplane ship 2 is the 629 00:26:10,909 --> 00:26:08,190 centerpiece of the laminar flow control 630 00:26:13,130 --> 00:26:10,919 phase of the high-speed research program 631 00:26:15,409 --> 00:26:13,140 and that airplane currently is 632 00:26:17,659 --> 00:26:15,419 configured with a passive glove which is 633 00:26:21,070 --> 00:26:17,669 no suction at all it's just a foam and 634 00:26:22,820 --> 00:26:21,080 fiberglass glove on the right wing and 635 00:26:24,980 --> 00:26:22,830 with that we'll be examining 636 00:26:29,480 --> 00:26:24,990 attachment-line criteria pressure 637 00:26:31,130 --> 00:26:29,490 distribution verification since they 638 00:26:33,350 --> 00:26:31,140 predicted that they designed the shape 639 00:26:34,640 --> 00:26:33,360 based on codes and we're going to go out 640 00:26:36,080 --> 00:26:34,650 and see if that shape really is 641 00:26:38,570 --> 00:26:36,090 providing the pressure distribution we 642 00:26:40,280 --> 00:26:38,580 had hoped for transition data where is 643 00:26:42,799 --> 00:26:40,290 laminar flow occurring on a passive 644 00:26:44,690 --> 00:26:42,809 surface that's shaped to be conducive to 645 00:26:47,240 --> 00:26:44,700 laminar flow in a supersonic flight 646 00:26:48,919 --> 00:26:47,250 environment and that's that's probably a 647 00:26:51,260 --> 00:26:48,929 four to six month flight program that we 648 00:26:52,730 --> 00:26:51,270 have planned there and at the term at 649 00:26:54,470 --> 00:26:52,740 the completion of that flight program 650 00:26:58,330 --> 00:26:54,480 that airplane will go back into 651 00:27:00,980 --> 00:26:58,340 modification for the installation of the 652 00:27:04,090 --> 00:27:00,990 big experiment if you will and that's 653 00:27:06,380 --> 00:27:04,100 the one where we'll be putting a glove 654 00:27:07,789 --> 00:27:06,390 suction glove on the airplane it'll go 655 00:27:11,150 --> 00:27:07,799 on the left wing of the airplane it'll 656 00:27:13,310 --> 00:27:11,160 be it'll go roughly back to 50 or 60 657 00:27:15,169 --> 00:27:13,320 percent cord and that one will use 658 00:27:19,880 --> 00:27:15,179 suction to try to maintain laminar flow 659 00:27:22,100 --> 00:27:19,890 that far back these gloves are basically 660 00:27:24,169 --> 00:27:22,110 almost full span for the 70 degrees 661 00:27:26,030 --> 00:27:24,179 swept portion of the wing the wing is 662 00:27:28,190 --> 00:27:26,040 the airplanes claim to fame is it's the 663 00:27:31,010 --> 00:27:28,200 cranked arrow it's got a 70 degree swept 664 00:27:33,080 --> 00:27:31,020 portion and then it bends three-quarters 665 00:27:35,270 --> 00:27:33,090 the way out to the wingtip it bends to a 666 00:27:37,520 --> 00:27:35,280 50 degree sweep and the section inboard 667 00:27:38,780 --> 00:27:37,530 of the 50 degree sweep is where we put 668 00:27:42,380 --> 00:27:38,790 all of the experiments because that's 669 00:27:44,150 --> 00:27:42,390 where our 70 degrees is so the second 670 00:27:46,430 --> 00:27:44,160 airplane will be a very busy airplane 671 00:27:48,200 --> 00:27:46,440 it's we're hoping to collect the entire 672 00:27:50,960 --> 00:27:48,210 database for the high speed civil 673 00:27:54,470 --> 00:27:50,970 transport laminar flow control effort by 674 00:27:55,820 --> 00:27:54,480 the end of fiscal year 95 and of course 675 00:27:57,740 --> 00:27:55,830 we don't have the glove on the airplane 676 00:28:05,000 --> 00:27:57,750 yet so you know we've got a lot of work 677 00:28:07,010 --> 00:28:05,010 ahead of us to try to get it all done it 678 00:28:08,900 --> 00:28:07,020 is on it is on and in fact we're hoping 679 00:28:12,170 --> 00:28:08,910 to have the first flight for that 680 00:28:14,180 --> 00:28:12,180 airplane in that configuration before 681 00:28:15,710 --> 00:28:14,190 the before the end of August and we're 682 00:28:17,330 --> 00:28:15,720 hopeful that it'll actually be the first 683 00:28:31,810 --> 00:28:17,340 or second week of August I will actually 684 00:28:38,180 --> 00:28:35,510 the glove itself is of course the skin 685 00:28:41,300 --> 00:28:38,190 is porous it's a piece of titanium sheet 686 00:28:43,250 --> 00:28:41,310 that has 2,500 holes per square inch 687 00:28:48,860 --> 00:28:43,260 laser drilled holes per square inch and 688 00:28:51,410 --> 00:28:48,870 then beneath that is a corrugated 689 00:28:53,510 --> 00:28:51,420 substructure and it's we call it flutes 690 00:28:55,220 --> 00:28:53,520 and basically what it looks like is a 691 00:28:57,200 --> 00:28:55,230 piece of cardboard if you will if you 692 00:28:59,180 --> 00:28:57,210 look at the cardboard corrugations 693 00:29:01,490 --> 00:28:59,190 that's basically what's underneath and 694 00:29:03,230 --> 00:29:01,500 we sucked the air span-wise using a 695 00:29:05,420 --> 00:29:03,240 suction pump that's located in the 696 00:29:06,980 --> 00:29:05,430 fuselage of the airplane we sucked the 697 00:29:09,860 --> 00:29:06,990 air through the hole the porous holes 698 00:29:11,360 --> 00:29:09,870 span-wise and then in this case we're 699 00:29:13,580 --> 00:29:11,370 just dumping it overboard because we 700 00:29:15,110 --> 00:29:13,590 have no use for it in a high-speed civil 701 00:29:17,960 --> 00:29:15,120 transport there may be some use for that 702 00:29:19,340 --> 00:29:17,970 air somewhere else but not in this case 703 00:29:20,450 --> 00:29:19,350 we're not worried about total 704 00:29:24,710 --> 00:29:20,460 integration we're just worried about 705 00:29:27,830 --> 00:29:24,720 determining laminar flow requirements so 706 00:29:32,860 --> 00:29:27,840 when we regulate the suction level what 707 00:29:35,960 --> 00:29:32,870 we really do is reduce the suction pump 708 00:29:37,430 --> 00:29:35,970 pumping capability now we haven't done 709 00:29:39,290 --> 00:29:37,440 any of that yet all we're trying to do 710 00:29:41,120 --> 00:29:39,300 is document how much suction we have 711 00:29:43,340 --> 00:29:41,130 right now for the results we've gotten 712 00:29:45,740 --> 00:29:43,350 right now we have a fast-paced program 713 00:29:49,160 --> 00:29:45,750 here that we may delete some of the some 714 00:29:50,750 --> 00:29:49,170 of the nice-to-have objectives and one 715 00:29:53,600 --> 00:29:50,760 of those things is to look at the effect 716 00:29:55,130 --> 00:29:53,610 of changing the suction level and we we 717 00:29:57,350 --> 00:29:55,140 may run out of time to be able to 718 00:29:59,360 --> 00:29:57,360 do that in which case we'll we'll get