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    Aerodynamic Heating - Wikipedia

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    keerthana c
    Aerodynamic heating occurs when a solid body passes through air at high speeds, converting the body's kinetic energy into heat through friction with the air. It is a major concern for vehicles traveling at supersonic or hypersonic speeds, such as spacecraft during reentry or high-speed aircraft, as the intense heat can damage structures. Aerodynamic heating increases temperatures and thermal loads that must be accounted for in vehicle design through the use of heat-resistant materials, insulation, or ablative heat shields. It poses challenges for aircraft wing design, as high temperatures can reduce the strength of common materials requiring thicker or stronger structures.

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    Aerodynamic Heating - Wikipedia

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    keerthana c
    123 views17 pages
    Aerodynamic heating occurs when a solid body passes through air at high speeds, converting the body's kinetic energy into heat through friction with the air. It is a major concern for vehicles traveling at supersonic or hypersonic speeds, such as spacecraft during reentry or high-speed aircraft, as the intense heat can damage structures. Aerodynamic heating increases temperatures and thermal loads that must be accounted for in vehicle design through the use of heat-resistant materials, insulation, or ablative heat shields. It poses challenges for aircraft wing design, as high temperatures can reduce the strength of common materials requiring thicker or stronger structures.

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    Aerodynamic heating occurs when a solid body passes through air at high speeds, converting the body's kinetic energy into heat through friction with the air. It is a major concern for vehicles traveling at supersonic or hypersonic speeds, such as spacecraft during reentry or high-speed aircraft, as the intense heat can damage structures. Aerodynamic heating increases temperatures and thermal loads that must be accounted for in vehicle design through the use of heat-resistant materials, insulation, or ablative heat shields. It poses challenges for aircraft wing design, as high temperatures can reduce the strength of common materials requiring thicker or stronger structures.

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    123 views17 pages

    Aerodynamic Heating - Wikipedia

    Uploaded by

    keerthana c
    Aerodynamic heating occurs when a solid body passes through air at high speeds, converting the body's kinetic energy into heat through friction with the air. It is a major concern for vehicles traveling at supersonic or hypersonic speeds, such as spacecraft during reentry or high-speed aircraft, as the intense heat can damage structures. Aerodynamic heating increases temperatures and thermal loads that must be accounted for in vehicle design through the use of heat-resistant materials, insulation, or ablative heat shields. It poses challenges for aircraft wing design, as high temperatures can reduce the strength of common materials requiring thicker or stronger structures.

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    Aerodynamic

    heating

    This article includes a list of references, but its


    sources remain unclear because it has Learn
    insufficient
    more

    Aerodynamic heating is the heating of a


    solid body produced by its high-speed
    passage through air (or by the passage of
    air past a test object in a wind tunnel),
    whereby its kinetic energy is converted to
    heat by skin friction on the surface of the
    object at a rate that depends on the
    viscosity and speed of the air. In science
    and engineering, it is most frequently a
    concern regarding meteors, reentry
    vehicles, and the design of high-speed
    aircraft.

    Physics
    At high speeds through the air, the object's
    kinetic energy is converted to heat through
    compression and friction. At lower speed,
    the object will lose heat to the air through
    which it is passing, if the air is cooler. The
    combined temperature effect of heat from
    the air and from passage through it is
    called the stagnation temperature; the
    actual temperature is called the recovery
    temperature.[1] These viscous dissipative
    effects to neighboring sub-layers make the
    boundary layer slow down via a non-
    isentropic process. Heat then conducts
    into the surface material from the higher
    temperature air. The result is an increase
    in the temperature of the material and a
    loss of energy from the flow. The forced
    convection ensures that other material
    replenishes the gases that have cooled to
    continue the process.

    The stagnation and the recovery


    temperature of a flow increases with the
    speed of the flow and are greater at high
    speeds. The total thermal loading of the
    object is a function of both the recovery
    temperature and the mass flow rate of the
    flow. Aerodynamic heating is greatest at
    high speed and in the lower atmosphere
    where the density is greater. In addition to
    the convective process described above,
    there is also Thermal radiation from the
    flow to the body and vice versa with the
    net direction set by the relative
    temperature of each.

    Aerodynamic heating increases with the


    speed of the vehicle. Its effects are
    minimal at subsonic speeds but at
    supersonic speeds beyond about M2.2 it
    dictates the design/materials of the
    vehicle structure and internal systems.
    The heating effects are greatest at leading
    edges but the whole vehicle heats up to a
    stabilized temperature if it remains at
    speed. Aerodynamic heating is dealt with
    by the use of high temperature alloys for
    metals, the addition of insulation of the
    exterior of the vehicle, or the use of
    ablative material.

    Aircraft
    Aerodynamic heating is a concern for
    supersonic and hypersonic aircraft.
    One of the main concerns caused by
    aerodynamic heating arises in the design
    of the wing. When the structure of an
    aircraft wing is designed, there are two
    main considerations that must be
    accounted for when this aircraft is to fly at
    subsonic speeds: minimizing weight and
    maximizing strength. Aerodynamic
    heating, which occurs at supersonic and
    hypersonic aircraft speeds, adds an
    additional consideration in wing structure
    analysis. In an idealized wing structure, a
    wing is made up of spars, stringers, and
    skin segments. In a wing that normally
    experiences subsonic speeds, there must
    be a sufficient number of stringers to
    withstand the axial and bending stresses
    induced by the lift force acting on the
    wing. In addition, the distance between the
    stringers must be small enough that the
    skin panels do not buckle, and the panels
    must be thick enough to withstand the
    shear stress and shear flow present in the
    panels due to the lifting force on the wing.
    However, the weight of the wing must be
    made as small as possible, so the choice
    of material for the stringers and the skin is
    an important factor.

    At supersonic airspeeds, aerodynamic


    heating adds another element to this
    structural analysis. At normal speeds,
    spars and stringers experience a load
    called Delta P, which is a function of the lift
    force, first and second moments of inertia,
    and length of the spar. When there are
    more spars and stringers, the Delta P in
    each member is reduced, and the area of
    the stringer can be reduced to meet critical
    stress requirements. However, the
    increase in temperature caused by energy
    flowing from the air (heated by skin
    friction at these high speeds) adds
    another load factor, called a thermal load,
    to the spars. This thermal load increases
    the net force felt by the stringers, and thus
    the area of the stringers must be
    increased in order for the critical stress
    requirement to be met.

    Another issue that aerodynamic heating


    causes for aircraft design is the effect of
    high temperatures on common material
    properties. Common materials used in
    aircraft wing design, such as aluminum
    and steel, experience a decrease in
    strength as temperatures get extremely
    high. The Young’s Modulus of the material,
    defined as the ratio between stress and
    strain experienced by the material,
    decreases as the temperature increases.
    Young’s Modulus is critical in the selection
    of materials for wing, as a higher value lets
    the material resist the yield and shear
    stress caused by the lift and thermal
    loads. This is because Young's Modulus is
    an important factor in the equations for
    calculating the critical buckling load for
    axial members and the critical buckling
    shear stress for skin panels. If the Young’s
    Modulus of the material decreases at high
    temperatures caused by aerodynamic
    heating, then the wing design will call for
    larger spars and thicker skin segments in
    order to account for this decrease in
    strength as the aircraft goes supersonic.
    There are some materials that retain their
    strength at the high temperatures that
    aerodynamic heating induces. For
    example, Inconel X was used for the wing
    skins of the X-15, a North American
    aircraft that flew at hypersonic speeds in
    1958.[2] Titanium is another high-strength
    material, even at high temperatures, and is
    often used for wing frames of supersonic
    aircraft. The SR-71 used titanium skin
    panels painted black to reduce the
    temperature[3] and corrugated to
    accommodate expansion.[4] Another
    important design concept for early
    supersonic aircraft wings was using a
    small thickness-to-chord ratio, so that the
    speed of the flow over the airfoil does not
    increase too much from the free stream
    speed. As the flow is already supersonic,
    increasing the speed even more would not
    be beneficial for the wing structure.
    Reducing the thickness of the wing brings
    the top and bottom stringers closer
    together, reducing the total moment of
    inertia of the structure. This increases is
    axial load in the stringers, and thus the
    area, and weight, of the stringers must be
    increased. Some designs for hypersonic
    missiles have used liquid cooling of the
    leading edges (usually the fuel en route to
    the engine). The Sprint missile's heat
    shield needed several design iterations for
    Mach 10 temperatures.[5]

    Reentry vehicles
    Heating caused by the very high reentry
    speeds (greater than Mach 20) is
    sufficient to destroy the vehicle unless
    special techniques are used. The early
    space capsules such as used on Mercury,
    Gemini, and Apollo were given blunt
    shapes to produce a stand-off bow shock,
    allowing most of the heat to dissipate into
    the surrounding air. Additionally, these
    vehicles had ablative material that
    sublimates into a gas at high temperature.
    The act of sublimation absorbs the
    thermal energy from the aerodynamic
    heating and erodes the material away as
    opposed to heating the capsule. The
    surface of the heat shield for the Mercury
    spacecraft had a coating of aluminum with
    glassfiber in many layers. As the
    temperature rose to 1,100 °C (1,400 K) the
    layers would evaporate and take the heat
    with it. The spacecraft would become hot
    but not harmfully so.[6] The Space Shuttle
    used insulating tiles on its lower surface to
    absorb and radiate heat while preventing
    conduction to the aluminum airframe. The
    damage to the heat shield during liftoff of
    Space Shuttle Columbia contributed to its
    destruction upon reentry.

    References
    1. Kurganov, V.A. (3 February 2011),
    Adiabatic Wall Temperature , Thermopedia,
    doi:10.1615/AtoZ.a.adiabatic_wall_temper
    ature , retrieved 2015-10-03
    2. Weisshaar, Dr. Terry A. (2011). Aerospace
    Structures- an Introduction to Fundamental
    Problems. Purdue University. p. 18.
    3. Rich, Ben R.; Janos, Leo (1994). Skunk
    works: a personal memoir of my years at
    Lockheed. Warner Books. p. 218.
    ISBN 0751515035.
    4. Johnson, Clarence L.; Smith, Maggie
    (1985). Kelly: more than my share of it all.
    Washington, D.C.: Smithsonian Institution
    Press. p. 141. ISBN 0874744911.
    5. Bell Labs 1974, 9-17
    6. "How Project Mercury Worked" . How
    Stuff Works. Retrieved 2011-10-04.
    Moore, F.G., Approximate Methods for
    Weapon Aerodynamics, AIAA Progress
    in Astronautics and Aeronautics,
    Volume 186
    Chapman, A.J., Heat Transfer, Third
    Edition, Macmillan Publishing Company,
    1974
    Bell Laboratories R&D, ABM Research
    and Development At Bell Laboratories,
    1974. Stanley R. Mickelsen Safeguard
    Complex
    Retrieved from
    "https://en.wikipedia.org/w/index.php?
    title=Aerodynamic_heating&oldid=889188756"

    Last edited 1 month ago by Kinnlm

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