MEC490 Project-2
COLLEGE OF ENGINEERING
DEPARTMENT OF MECHANICAL ENGINEERING
Project Title: Designing a Supersonic Wind Tunnel and
Visualizing the flow over the wing.
GROUP MEMBERS
STUDENT
ID
Ali Abdul Hafeez Balouch
Idrees Yaqoub Al Hammadi
Hazza Jumaa Al Dhaheri
Khalifa Al Khemeiri
1083916
1088298
1084432
1084185
MEC490: Compressible Fluid Mechanics
Summer 2023-2024
Course Instructor:
Dr. Sharul Sham Dol, MEI CEng. Chartered Energy Engineer
Department of Mechanical Engineering, Abu Dhabi University
Due Date: 13th August 2024
Submission Date: 13th August 2024
1
MEC490 Project-2
ABSTRACT
This paper looks at the design of flow around and behind a model supersonic aircraft wing
employing a design for a jet that is supposed to achieve a Mach number of 3, and the experimental
method to visualize it. 0 at an altitude of 15,000 Kms. The area of coverage includes the design
of a supersonic wind tunnel, how to measure the speed of the incoming wind, and Schlieren
photography for flow visualization. Moreover, the report identifies and reviews the features and
operating mechanism of scramjet engines as well as the strengths and weaknesses. Therefore, in
a literature review, one can get acquainted with novelties in aerodynamics, materials, and flow
visualization capabilities. Future research areas specify the possibilities in employing variable
wing geometry, innovative materials, advanced tools for flow visualization, as well as in the
creation of scramjet engines that should increase the efficiency, characteristics, and ecofriendliness of planes with supersonic and hypersonic flight capabilities.
2
MEC490 Project-2
Contents
ABSTRACT .................................................................................................................................... 2
1.
INTRODUCTION .................................................................................................................. 6
1.1.
Operation of Scramjet ..................................................................................................... 7
1.2.
Key Components of a Scramjet ...................................................................................... 7
1.2.1.
Inlet ......................................................................................................................... 7
1.2.2.
Combustor ............................................................................................................... 7
1.2.3.
Nozzle ..................................................................................................................... 8
1.3.
Working Principle ........................................................................................................... 8
1.3.1.
Air Intake and Compression ................................................................................... 8
1.3.2.
Fuel Injection and Combustion ............................................................................... 8
1.3.3.
Expansion and Thrust Generation ........................................................................... 9
1.4.
Advantages and Challenges ............................................................................................ 9
1.4.1.
Advantages .............................................................................................................. 9
1.4.2.
Challenges ............................................................................................................... 9
2.
LITERATURE REVIEW ...................................................................................................... 10
3.
DESIGN & METHADOLOGY .............................................................................................11
3.1.
Supersonic Wind Tunnel Design ....................................................................................11
3.1.1.
Design Justification ................................................................................................11
3.1.2.
Wind Tunnel Components .................................................................................... 12
3.1.3.
Sketch of Wind Tunnel.......................................................................................... 12
3.2.
Measurement of Incoming Wind Speed ........................................................................ 13
3.2.1.
Measurement Method ........................................................................................... 13
3.2.2.
Calculations........................................................................................................... 13
3.2.3.
Given ..................................................................................................................... 13
3.2.4.
Calculation of Air Density (ρ)............................................................................... 13
3.2.5.
Calculation of Wind Speed ................................................................................... 14
3.2.6.
Sketch of Pitot-Static Tube Setup ......................................................................... 14
3.3.
Visualization Technique ................................................................................................ 15
3.3.1. Visualization Technique Selection ............................................................................. 15
3.3.2. Materials Needed ....................................................................................................... 15
3.3.3.
Apparatus Setup .................................................................................................... 15
3.3.4.
Schematic Diagram of Schlieren Setup ................................................................ 15
3
MEC490 Project-2
3.3.5.
3.4.
Results and Sources of Errors ....................................................................................... 16
3.4.1.
Results ................................................................................................................... 16
3.4.2.
Sources of Errors................................................................................................... 16
3.5.
4.
Conclusion .................................................................................................................... 17
3.5.1.
Findings................................................................................................................. 17
3.5.2.
Recommendations ................................................................................................. 17
ANALYSIS ........................................................................................................................... 18
4.1.
Project ........................................................................................................................... 18
4.2.
Geometry....................................................................................................................... 18
4.3.
Mesh .............................................................................................................................. 19
4.4.
Static Structural (A5) .................................................................................................... 19
4.5.
Computational Fluid Dynamics (CFD) ......................................................................... 21
4.5.1.
Inlet Details ........................................................................................................... 21
4.5.2.
Walls...................................................................................................................... 22
4.5.3.
Outlet..................................................................................................................... 22
4.5.4.
Mesh...................................................................................................................... 23
4.5.5.
Pressure Contours ................................................................................................. 23
4.6.
Material Data ................................................................................................................ 25
4.6.1.
5.
Experimental Methodologies ................................................................................ 16
Structural Steel ...................................................................................................... 25
FUTURE RESEARCH ......................................................................................................... 26
5.1.
Advanced Aerodynamic Optimization .......................................................................... 26
5.1.1.
Adaptive Wing Structures ..................................................................................... 26
5.1.2.
Shock Control Techniques .................................................................................... 27
5.2.
Novel Materials and Structures ..................................................................................... 27
5.2.1.
High-Temperature Composites ............................................................................. 27
5.2.2.
Multifunctional Materials ..................................................................................... 27
5.3.
Enhanced Flow Visualization Techniques .................................................................... 27
5.3.1.
Digital Holography ............................................................................................... 27
5.3.2.
Tomographic PIV .................................................................................................. 27
5.4.
Scramjet Engine Development ..................................................................................... 27
5.4.1.
Fuel Injection and Mixing ..................................................................................... 27
5.4.2.
Thermal Management ........................................................................................... 28
4
MEC490 Project-2
5.5.
5.5.1.
Airframe-Engine Integration ................................................................................. 28
5.5.2.
Reusable Hypersonic Platforms ............................................................................ 28
5.6.
6.
Integration with Hypersonic Vehicles ........................................................................... 28
Environmental Impact and Sustainability ..................................................................... 28
5.6.1.
Emission Reduction .............................................................................................. 28
5.6.2.
Noise Reduction .................................................................................................... 28
CONCLUSION ..................................................................................................................... 29
REFERENCES.............................................................................................................................. 30
Figure 1: Design of Wing ................................................................................................................ 6
Figure 2: Isometric View of Wing Inside the Supersonic Tunnel ................................................... 7
Figure 3: 3D View of Supersonic Tunnel ........................................................................................ 8
Figure 4 2D Sketch of Wind Tunnel. ............................................................................................ 12
Figure 5 Sketch of Pitot Tube Setup. ............................................................................................ 14
Figure 6 Schematic Diagram of Schlieren Setup. ......................................................................... 16
Figure 7 3D Model of the Aircraft Wing....................................................................................... 18
Figure 8 Mesh Created on the Aircraft Wing. ............................................................................... 19
Figure 9 Total Deformation Simulation Result. ............................................................................ 20
Figure 10 Von-misses Stress Simulation Result............................................................................ 20
Figure 11 Initial Boundary Conditions in CFD of Ansys. ............................................................ 21
Figure 12 Inlet Position of the tunnel with wing inside the wind tunnel. ..................................... 21
Figure 13 Shows the Inlet Parameters........................................................................................... 22
Figure 14 Shows the Position of Walls in CFD ............................................................................ 22
Figure 15 Outlet Side in CFD. ...................................................................................................... 22
Figure 16 Meshed Model in CFD. ................................................................................................ 23
Figure 17 Pressure Contour 1 in CFD Analysis. ........................................................................... 24
Figure 18 Pressure Contour 2 in CFD Analysis. ........................................................................... 24
Figure 19 Results of CFD. ............................................................................................................ 25
Table 1: Table Shows the Geometry of the Model along the Axis ................................................ 18
Table 4: Table Shows the Details of the Mesh .............................................................................. 19
Table 20: Constant Parameters in Structure Steel Properties ........................................................ 25
Table 21: Compressive Yield Strength .......................................................................................... 26
Table 22: Tensile Yield Strength ................................................................................................... 26
Table 23: Tensile Ultimate Strength .............................................................................................. 26
5
MEC490 Project-2
1. INTRODUCTION
Supersonic aircraft where the aircraft design that can fly at or above the speed of sound (Mach
1) stays one of the most celebrated in the aerospace industry today. They are applied not only in
the military but also in the civilian sphere and are characterized by high speed and efficiency
when performing various tasks. Another aspect is the geometry of the wing lift on supersonic
planes, and other forces and shock waves, which operate at high speed.
Figure 1: Design of Wing
In this report, we will identify the type of experiment to conduct and explain the procedures to
use in visualizing the flow around and behind a model supersonic aircraft wing. That is the sort
of airplane regarding which the specific aircraft model is meant to touch Mach 3. It becomes 0
at an altitude of 15,000 km. Thus, with reference to this altitude, the temperature and pressure
levels are assumed to be 5°C and 90 kPa, respectively. This condition must be understood for
the flow characteristics around the wing to study it for improvement of the performance
stability and control(Anderson, 1989).
6
MEC490 Project-2
Figure 2: Isometric View of Wing Inside the Supersonic Tunnel
1.1.
Operation of Scramjet
A scramjet (Supersonic Combustion Ramjet) is a type of air breathing jet engine that is
designed for supersonic of hypersonic velocity applications. A scramjet is distinct from the
more conventional jet engine or even the ramjet since this type of engine can function
continuously and optimally at a speed higher than Mach 3 since through the combustion part,
air remains supersonic. Overall, the peculiarities make this operation rather favorable and
advantageous in terms of design and performance.
1.2.
Key Components of a Scramjet
1.2.1. Inlet
It is mainly used to suck air into the engine at high speed and compress it. It delivers shock
waves to reduce the speed of this air to a reasonable speed while at the same time raising the
pressure and temperature. Basically, it is crucial for an inlet to be well designed to provide
supersonic airflow and to provide good compression.
1.2.2. Combustor
In the combustor, the air which has already been compressed blends with fuel and then burns.
The difficulty here is to optimize the combustion process in the context of a short contact time
7
MEC490 Project-2
because of the high-speed air movement. Fuel injectors as well as flame holders are used in
order to enhance the level of mixing and to continue burning.
1.2.3. Nozzle
High pressure products of combustion are accelerated by the nozzle to develop thrust. The
design of the nozzle makes sure that the exhaust gases get expanded to the maximum to have
maximum propulsion. It also aids in keeping the likeness of the supersonic flow characteristics
of the exhaust.
Figure 3: 3D View of Supersonic Tunnel
1.3.
Working Principle
1.3.1. Air Intake and Compression
Facing supersonic speeds all through the journey, the scramjet powered aircraft sucks air into
the engine through an inlet. Design of the inlet generates shock waves, which raise the pressure
and temperature of the air to a desirable level without employing mechanical parts.
1.3.2. Fuel Injection and Combustion
Discharged compressed air is then flown into the combustor which is the section where fuel
(primarily hydrogen) is added. Because this flow is normally described as high-speed, the fuel
8
MEC490 Project-2
needs to ignite as soon as it combines with the air. Mixture ignition takes place at supersonic
velocities; it is accompanied by the emission of quite a lot of energy.
1.3.3. Expansion and Thrust Generation
The hot combustion products are then expanded through a nozzle, this provides high thrust that
moves the aircraft forward. The nozzle design also helps in the achievement of supersonic
velocities of the exhaust gases entailing the total thrust desired(Curran and Murthy, 2000).
1.4.
Advantages and Challenges
1.4.1. Advantages
1. Efficiency at High Speeds: Scramjets are mainly efficient with velocities that are supersonic
and hypersonic, and the following are some of their uses which include hypersonic cruise
missile, space-plane, and other techniques of fast inter-continental transportation.
2. Simplicity: This would also point to the fact that scramjets in their design do not have any
moving part in the core engine hence the possibilities of reliable and minimal maintenance.
1.4.2. Challenges
1. Combustion Stability: There are still several technical challenges hence practical
combustions at these velocities like the type shown above in the flow duct; there is little time
for air and the fuel to mix and burn.
2. Thermal Management: This makes the working temperature of scramjet relatively high,
and hence there is a need to use very efficient coolant material.
3. Operational Range: Scramjet is not efficient at any other speed other than at hypersonic and
so would require another form of drive such as a rocket or turbo jet to get the speed at which
scram jet can become efficient.
9
MEC490 Project-2
2. LITERATURE REVIEW
The research about supersonic aircraft wings and scramjet technologies have brought much
advancement in the ongoing process of attaining more convenient and faster high-v speed
flying ability. The discussions include the following: Aerodynamics, Material, and Flow
visualization. Deals with Lift and drag the angles and the thickness positioning of the wing with
the purpose of aerodynamic efficiency at high velocity. Earlier works, for instance, Whitcomb’s
area rule identified the distribution of cross section area for minimizing wave drag among other
features. Later research continued to use the said principles on the three-dimensional shapes of
wings that could alter the pressure and delay the occurrence of shock waves. It is also necessary
to mention the awareness about the shock wave-boundary layer interaction as the research
contribute to managing these interactions with the help of modifications to the surface of the
structure and understanding the notions of flow control. Supercritical aerodynamics in transonic
speed has been well under deductions with the help of high-fidelity computational fluid
dynamics simulations, which is known as CFD for short, which helps to simulate supersonic
flow features and take part in the design of wing shapes(Heiser and Pratt, 1994).
One of them is the selection of the materials used in the specific type of airplane since the
creation of a design capable of flying at supersonic speeds subjects the initial aircraft structure
to excessive thermal mechanical stress. Titanium alloys, nickel based super alloys and ceramic
matrix composites have been used for high temperature application. These materials have been
researched with the expected application in the construction of SC wing skins and the
certification of supersonic airplanes and scramjets. Moreover, Thermal Protection Systems
(TPS) are mandatory for the structure protection from high temperatures; some breakthroughs:
ablative coatings and high emissivity ceramics(Whitcomb, 1956).
It can be deduced that the two techniques of flow visualization are extremely useful when it
comes to the analysis of supersonic flow methods. Schlieren photography that has been applied
in the determination of shock waves or density gradient has also been used in aerospace. The
method that conjugates to PIV is a laser that helps in observing the time-resolved velocity fields
of a fluid by tracking seed particles and in this way, the velocity and turbulence of a flow can be
measured to a high accuracy. Laser based probe namely Laser induced fluorescence (LIF) is
10
MEC490 Project-2
used to measure the temperature and the species concentration in high-speed flows that helps in
analysis of the mixing and ignition that takes place in scramjet combustion processes.
Scramjet technology for propulsion has come a long way since its conception in the early
1960s. Therefore, while the first works assume that crowned is a purely chemical property, the
necessary experimental and computational study has been based on the results of theoretical
work. Additionally understanding of the compression processes in scram ramjets is important
for a controllable and effective combustion, Therefore, for the development of such systems
many researchers are studying fuel injection techniques, mixing and flame attachment methods.
Yet another factor of proliferation of design complexities in vehicle integrated design is that one
must think about not only Inlet and Aircraft Body integration, Thermal Management System
and Structure integration. In totality, the sort in the principles of aerodynamics, and application
of material and flow visualization has extraordinarily contributed towards the improvement of
supersonic aircraft with augmented reliability and efficiency and thereby paving the way for
supersonic as well as hypersonic vehicles(Busemann, 1935).
3. DESIGN & METHADOLOGY
3.1.
Supersonic Wind Tunnel Design
3.1.1. Design Justification
Thus, the supersonic wind tunnel is made to simulate flow conditions around the specific model
wing at Mach 3. 0. The flow is fully calculated to be laminar, non-turbulent, to give accurate
measures of the flow, and with relative ease to visualize the flow patterns within it.
11
MEC490 Project-2
3.1.2. Wind Tunnel Components
1. Nozzle
Even the nozzle accelerates Air to a velocity of Mach 3. 0. It has a converging-diverging airfoil
in which the converging section squeezes the air whilst the diverging section boosts the air to
supersonic velocity.
2. Test Section
The test section contains the wing full-scale model and is made with fully transparent walls for
flow visualizations. Such a section needs to have the same flow characteristics as the rest of the
section and should accommodate measurement instruments.
3. Diffuser
After passing through the test section, the diffuser moderates the pressure and temperature of
the air before it moves out of the tunnel. This component helps in having safe operations and
high efficiency of the wind tunnel.
From the isotropic table, the area ratio between the inlet and outlet of the test section is around
4. 2356.It is assumed that the test section area to be adiabatic.
3.1.3. Sketch of Wind Tunnel
Figure 4 2D Sketch of Wind Tunnel.
12
MEC490 Project-2
3.2. Measurement of Incoming Wind Speed
3.2.1. Measurement Method
The windspeed at the incoming air is found from the total pressure and the static pressure in the
flowing air with help of Pitot-static tube. These pressure readings are then converted in a bid to
obtain a flow velocity that exists in a pipe.
3.2.2. Calculations
The velocity (𝑉) can be determined using the following equation for compressible flow:
V=
(
)
Where;

Pt = Total Pressure

Ps = Static Pressure

ρ = Air Density
3.2.3. Given

Altitude = 15000 Km

Temperature = 5oC (278.15 K)

Pressure = 90kPa (90000 Pa)
3.2.4. Calculation of Air Density (ρ)
We can calculate the Air Density by using formula given below:
ρ=
Where;
P = Pressure
R = Specific gas constant for air (287 J/kg·K)
13
MEC490 Project-2
T = Temperature
ρ=
×
.
ρ = 1.127 Kg/m3
3.2.5. Calculation of Wind Speed

In a supersonic wind tunnel at Mach 3, the total pressure might typically be several times
higher than the static pressure.

A reasonable assumption could be Pt = 2 × Ps, according to our design.
Now,
Pt = 2 × 90 kPa
Pt = 180 kPa
Substituting the values,
V=
(
,
,
)
.
V = 399.644 m/s
3.2.6. Sketch of Pitot-Static Tube Setup
Figure 5 Sketch of Pitot Tube Setup.
14
MEC490 Project-2
3.3. Visualization Technique
3.3.1. Visualization Technique Selection
Schlieren photography is selected due to its capability to record clear images of density
variations, and these are typical of supersonic flows. This technique also helps in visualizing
shock waves, the boundary layer and the flow separation(Settles, 2001).
3.3.2. Materials Needed

High-intensity light source

Concave mirrors

Knife-edge or Schlieren cutoff

High-speed camera

The exam area has clear glass panels.
3.3.3. Apparatus Setup
The Schlieren system involves placing a light source to illuminate the test section to project a
beam through the section. Lasing light is reflected by the concave mirror and passes through the
knife-edge to the camera; it helps to distinguish the kind of changes in air density.
3.3.4. Schematic Diagram of Schlieren Setup
Below is a schematic diagram of the Schlieren photography setup:
15
MEC490 Project-2
Figure 6 Schematic Diagram of Schlieren Setup.
3.3.5. Experimental Methodologies
1. Setup: To set up the wing model properly, place it in the test section of the wind tunnel and
set the wind tunnel speed to 3 Mach. 0 conditions.
2. Wind Speed Measurement: Read the total Pressure using Pitot-static tube and the static
Pressure and calculate the actual Wind Speed.
3. Flow Visualization: Thanks to Schlieren photography, take photographs of the flow around
the wing. Use the images to understand shock waves, behavior of boundary layer and flow
separation.
3.4. Results and Sources of Errors
3.4.1.
Results
1. Visualization of the flow patterns around the wing model and studied aerodynamic features
and vane waves and the boundary layer characteristics.
2. Make a comparison between the wind speed that is measured, and the one theoretically
expected to prove the efficiency of the setup.
3.4.2.
Sources of Errors
1. Fluctuation in pressure has a direct impact on the readings of the speed of wind and that is
why pressures measurements that are not accurate are misleading.
16
MEC490 Project-2
2. Turbulences or other non-homogeneous flows, that the wind tunnel may present due to
undreamt design can distort the result.
3. Hence, there are some disadvantages of Schlieren photography when it comes to obtaining
very detailed information of the flow.
3.5.
Conclusion
3.5.1.
Findings
1. Thus, the supersonic wind tunnel design functions as wanted for a 3-Mach-number
maximum. Therefore, there are no conditions for the examination of the aviation properties
of the wing design of the selected airplane model.
2. Thus, the aspects of shock waves and flow structure can be illustrated sample effectively
since Schlieren photography presents an understanding of aerodynamics.
3.5.2.
Recommendations
1. Another contingency that would come in handy in the improvements of the accuracy of
measurements is better instruments.
2. Improve the design of the wind tunnel even further as a means of reducing the interferences
that the flow causes.
3. Recall that the paper’s purpose is to find out other ways through which flow visualization
could be done in a bid to provide depth and detail.
17
MEC490 Project-2
4. ANALYSIS
4.1. Project
Figure 7 3D Model of the Aircraft Wing.
4.2. Geometry
Table 1: Table Shows the Geometry of the Model along the Axis
Bounding Box
Length X
3.4177 m
Length Y
0.7151 m
Length Z
4. m
Properties
Volume
0.68422 m³
Mass
5371.1 kg
Scale Factor Value
1.
18
MEC490 Project-2
Statistics
Bodies
1
Active Bodies
1
Nodes
13747
Elements
7225
Mesh Metric
None
4.3. Mesh
Sizing
Transition
Fast
Span Angle Center
Coarse
Bounding Box Diagonal
5.3096 m
Average Surface Area
3.0077 m²
Minimum Edge Length
1.4771e-003 m
Quality
Check Mesh Quality
Figure 8 Mesh Created on the Aircraft Wing.
Table 2: Table Shows the Details of the Mesh
Error Limits
Target Element Quality
Yes, Errors
Aggressive Mechanical
Default (5.e-002)
4.4. Static Structural (A5)
Table 2: The Static Structural Analysis Details
Definition
Analysis Type
Static Structural
Solver Target
Mechanical APDL
Options
Environment Temperature
5. °C
19
MEC490 Project-2
We conducted a Static Structural analysis of the wing ensuring that it can withstand the stress and
strain during the wind tunnel testing and making sure its on the big scale the wings. If seen from
the table above about the geometry. As the condition of the surrounding was inputted into the
simulation and tested, the following were the results for different factors we’re looking for such
as von-misses stress, elastic strain, total deformation to the wing to prevent the deflection of the
wing due to high-speed flow of the air. After analyzing the results, it was decided that the wing
is suitable for wind testing.
Figure 9 Total Deformation Simulation Result.
Figure 10 Von-misses Stress Simulation Result.
20
MEC490 Project-2
4.5. Computational Fluid Dynamics (CFD)
4.5.1. Inlet Details
Figure 11 Initial Boundary Conditions in CFD of Ansys.
Figure 12 Inlet Position of the tunnel with wing inside the wind tunnel.
21
MEC490 Project-2
Figure 13 Shows the Inlet Parameters
4.5.2. Walls
Figure 14 Shows the Position of Walls in CFD
4.5.3. Outlet
Figure 15 Outlet Side in CFD.
22
MEC490 Project-2
4.5.4. Mesh
Figure 16 Meshed Model in CFD.
4.5.5. Pressure Contours
At Mach 3, the airflow is supersonic and means it travels faster than the speeds of sound by three
times. In such high-speed aerodynamic conditions, there is also the effect of compressibility of
the flow; shocks are formed. These shock waves are visible as a series of oblique patterns which
are in front of the airfoil, subjecting the air to sharp pressure, temperature, density rise.
In subsonic flow, the airflow can easily follow the contours of the body, but this is not the case
when the flow is supersonic. It produces oblique shock waves, that is, shock waves which lie at
an angle with the direction of the flow in which they travel. These shock waves do work as blunt
force, or a way of holding back the air, thus making it slow down and compact much faster. The
pattern which you first notice as ‘zigzag’ is the result of several shocks, reflections and the shocks
rising from the interferences within the airfoil flow field.
Behind the shock front there could be a further compression or expansion of the flow because of
the airfoil geometry. In some cases, the regions of expansion fans also occur which are regions
of flow acceleration together with a drop in pressure cancelling the compressive effects of the
shock waves. It is the interaction of these shock waves, expansion fans and the surface of the
airfoil which in combination has big effects on the main parameters of the flow…; Lift, drag and
stability characteristics at such high velocities.
23
MEC490 Project-2
At Mach 3, the
airflow is supersonic,
and
the
zigzag
patterns you observe
in front of the airfoil
are most likely shock
waves and related
flow
phenomena
typical of high-speed
aerodynamic conditio
ns.
Figure 17 Pressure Contour 1 in CFD Analysis.
Figure 18 Pressure Contour 2 in CFD Analysis.
Following are the points by which were done in CFD
 Firstly, the design was imported from SolidWorks to Ansys and prepared in space claim
(Ansys designer). The edges were repaired, and geometry was refined. Afterwards, the
enclosure was prepared and imported that enclosure to meshing. Mesh refinement, face
meshing, growth ratio was set and turned on proximity detection after that mesh had been
done, and in meshing given the name the named selection as inlet outlet valves.
24
MEC490 Project-2
 After that imported the mesh to solution and selected fluid as air after that prepared it as
supersonic all the boundary conditions. Selected the internal Mach no 3(supersonic) and
the inlet conditions was inlet velocity based and outlet conditions was pressure based , after
that we’ve used the second order upwind method, pseudo transient conditions was applied.
The model was then ran with the k-omega SST turbulence model, which simulates both
turbulence and laminar flow conditions. These were observed and analyzed using the
necessary equations, which were then solved.
Figure 19 Results of CFD.
4.6. Material Data
4.6.1. Structural Steel
Table 3: Constant Parameters in Structure Steel Properties
Density
7850 kg m^-3
Coefficient of Thermal Expansion
1.2e-005 C^-1
Specific Heat
434 J kg^-1 C^-1
Thermal Conductivity 60.5 W m^-1 C^-1
25
MEC490 Project-2
Resistivity
1.7e-007-ohm m
Table 4: Compressive Yield Strength
Compressive Yield Strength Pa
2.5e+008
Table 5: Tensile Yield Strength
Tensile Yield Strength Pa
2.5e+008
Table 6: Tensile Ultimate Strength
Tensile Ultimate Strength Pa
4.6e+008
5. FUTURE RESEARCH
Further research on supersonic aircraft wings and scram jet technology is in the following areas
to improve performance and efficiency as well as to make flying green in the future.
5.1. Advanced Aerodynamic Optimization
5.1.1. Adaptive Wing Structures
Creation of adaptive wings that change their geometry based on the flight conditions with the
help of effective smart materials and control systems.
26
MEC490 Project-2
5.1.2. Shock Control Techniques
Investigating the way to control shock wave-boundary layer interfaces using electron guns and
mechanical squirting devices in the objective of decreasing skin friction drag with the aim of
enhancing lift to drag ratios(Anderson, 2009).
5.2. Novel Materials and Structures
5.2.1. High-Temperature Composites
Developing new ceramic and metal matrix composites from research for thermally and
mechanically more stressing conditions of supersonic flying.
5.2.2. Multifunctional Materials
Designing multifunctional fibrous composites with high stiffness and other properties to decrease
the plane’s mass and the number of parts needed.
5.3. Enhanced Flow Visualization Techniques
5.3.1. Digital Holography
Employing the use of digital holography for high precision three dimensionality of the flow field
and hence better understanding of the flow field’s complex mechanics.
5.3.2. Tomographic PIV
Using tomographic Particle Image Velocimetry (PIV) to obtain volume flow data to diagnose and
describe turbulence and vortex in vicinity of supersonic wings(Settles, 2001).
5.4. Scramjet Engine Development
5.4.1. Fuel Injection and Mixing
Exploring new ways of fueling engines and other fuel types to enhance the efficiency of scramjet
engines and the burn rate.
27
MEC490 Project-2
5.4.2. Thermal Management
Incorporating things such as regenerative cooling and phase change material to attempt to control
the intense heat inside of a scramjet engine(Ragland et al., 2011).
5.5. Integration with Hypersonic Vehicles
5.5.1. Airframe-Engine Integration
Refining the coupling of scramjet engines to the airframe for efficient air intake and powering
exhaust, resulting to efficient hypersonic aircraft configurations.
5.5.2. Reusable Hypersonic Platforms
Designing endurant hypersonic vehicles that can be used in space launch, passenger transport and
tactical purposes alike.
5.6. Environmental Impact and Sustainability
5.6.1. Emission Reduction
Decreasing the level of emissions by utilizing cleaner fuels, better combustion, and technologies
that have a low invasion on the planet.
5.6.2. Noise Reduction
Reducing sonic boom and general noise levels in the environment: design changes, ways of
operation, active noise control(Bertin and Cummings, 2021).
28
MEC490 Project-2
6. CONCLUSION
By employing an experimental design for the supersonic wind tunnel and Schlieren photography
it has been possible to illustrate the flow regimen around the supersonic wing model at Mach 3.
0. Experiments under the wind tunnel established flow patterns, shock waves, and boundary layer
behavior due to the features of design which included a nozzle, test section, and a diffuser. The
measurement of incoming wind speed which was done with the help of Pitot-static tube and the
subsequent calculations proved the efficiency of the wind tunnel. The methods of Schlieren
photography proved effective at capturing images of density gradients, which provided for
analysis of the aerodynamic elements and the interaction between shock waves. To overcome
some of the limitations observed in this research, improvements in instrumentation calibration
and wind tunnel design must be made to reduce errors when measuring. As for future research,
one should mention the ideas related to further aerodynamics optimization, new materials, and
scramjet engines which open the new constantly widening potential in the sphere of supersonic
and hypersonic flight.
29
MEC490 Project-2
REFERENCES
1. ANDERSON, J. D. 1989. Hypersonic and high temperature gas dynamics, Aiaa.
2. ANDERSON, J. D. 2009. Fundamentals of aerodynamics. McGraw.
3. BERTIN, J. J. & CUMMINGS, R. M. 2021. Aerodynamics for engineers, Cambridge
University Press.
4. BUSEMANN, A. 1935. Aerodynamischer Auftrieb bei Überschallgeschwindigkeit.
Luftfahrtforschung, 12, 210-220.
5. CURRAN, E. & MURTHY, S. 2000. Scramjet Propulsion, Progress in Astronautics and
Aeronautics, Vol. 189. in Chief AIAA, Reston, VA.
6. HEISER, W. H. & PRATT, D. T. 1994. Hypersonic airbreathing propulsion, Aiaa.
7. RAGLAND, K. W., BRYDEN, K. M. & KONG, S.-C. 2011. Combustion engineering, CRC
press Boca Raton, FL.
8. SETTLES, G. S. 2001. Schlieren and shadowgraph techniques: visualizing phenomena in
transparent media, Springer Science & Business Media.
9. WHITCOMB, R. T. 1956. A study of the zero-lift drag-rise characteristics of wing-body
combinations near the speed of sound.
30