SEARCH · Engineering Papers
Results for “DRAG EFFECT”
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
Study of cooling air inlet and exit geometries for horizontally opposed piston aircraft engines
A semispan wing and nacelle of a typical general aviation twin-engine aircraft was tested to evaluate the cooling capability and drag of several nacelle shapes; the nacelle shapes included cooling air inlet and exit variations. The tests were conducted in the Ames Research Center's 40- by 80-Foot Wind Tunnel. It was found that the cooling air inlet geometry of opposed piston engine installations has a major effect on inlet pressure recovery, but only a minor effect on drag. Exit location showed a large effect on drag, especially for those locations on the sides of the nacelle where the suction characteristics were based on interaction with the wing surface pressures.
Effect of boattail juncture shape on pressure drag coefficients of isolated afterbodies
Effect of boattail juncture shape on pressure drag coefficients of isolated afterbodies of supersonic engine nacelles
Model Of Orbital Density Of Air For Computing Drag
Simple, Orbital Density Model for Drag Equations program useful for computing effect of drag over one or more orbits. Mathematical model embodied in program incorporates major changes in density due to solar activity and magnetic activity of Earth. Diurnal (day/night) effects on orbit averaged out. Based on Jacchia daily-average density, evaluated at average time of year. Advantages, right ascension and declination of Sun not needed and computation time much reduced. Written in FORTRAN 77.
The movement of small particulate matter in the early solar system and the formation of satellites
The motions of the abundant small particulate matter in the early solar system are discussed. The effects of gas drag and resonance effects of perturbing forces could have led to accretion and differentiation of the matter. The composition of the moon and the existence of the rings of Saturn can be explained on the basis of the assembly of small particulate matter in satellite orbits around the planets.
Effects of retrorocket exhaust on drag of 120 deg cone at subsonic speeds
Wind tunnel tests to determine effects of retrorocket exhaust on drag of 120 deg cone at subsonic speeds
Effects of different vegetation drag parameterizations on the tidal propagation in coastal marshlands
Vegetation drag is a fundamental quantity directly affecting results for both long- and short-term coastal marsh and geomorphological studies. The vegetation drag in coastal marshland has been modeled by various two-dimensional (2D) and threedimensional (3D) numerical parameterizations. 2D parameterizations treat coastal marshes as bottom roughness elements, while 3D parameterizations resolve the vertically-variable vegetation drag through the water column. However, differences in tidal propagation arising from different drag parameterizations within a single model are largely unknown, and clear guidance on parameterization selection is still missing. In this study, we implemented four vegetation drag parameterizations into the Model for Prediction Across Scales-Ocean (MPAS-O), which include 1) a 2D parameterization using land-cover type-determined Manning’s n (2DLM); 2) a 2D parameterization using vegetation-determined Manning’s n (2DVM); 3) a 3D parameterization for stiff vegetation (3DSV); and 4) a 3D parameterization for flexible vegetation (3DFV). Estimates of the flow resistance effects from these parameterizations were compared using a series of idealized tidal propagation simulations. Given the same tidal condition, flooding depth and flooding distance are the largest in the 2DLM simulations and the smallest in the 3DSV simulations. 2DVM results are the closest to the 2DLM results. 3DFV results are the closest to the average of 2DVM, 3DSV, and 3DFV results. 2DVM and 3DSV results are the least and most sensitive to the vegetation aboveground biomass, respectively. Based on the input data requirement and computational efficiency of each parameterization, a comparison summary is provided to help inform parameterization selection for specific applications. Here, the effects of these parameterizations on coastal geomorphology are further discussed, and the results demonstrate that estimates of the long-term evolution of coastal marshes and coastal morphology depend upon the selection of the vegetation drag parameterization
Computational Investigation of Nominally-Orthogonal Pneumatic Active Flow Control for High-Lift Systems
We explore the feasibility of using nominally-orthogonal jets as active aerodynamic load control for multi-element high-lift systems, and whether the nominally-orthogonal jets can offer a variety of performance improvements. These nominally-orthogonal jets inject momentum normal to the airfoil surface near the flap trailing edge, where they create a vortex that entrains flow from the opposing side and change the airfoil circulation. Lift-enhancement opportunities of trailing edge nominally-orthogonal jets have previously been studied by Malavard et al. and Blaylock et al. on single-element airfoils; however, their effect on drag was not thoroughly investigated. In this study, we investigate two- dimensional nominally-orthogonal jet effects on both lift and drag on a two-element airfoil, NLR7301. We utilize Chimera Grid Tools to generate structured curvilinear overset grids, and the Reynolds-averaged Navier-Stokes solver OVERFLOW-2 to solve for the flow field around the airfoil. We perform various computational sensitivity studies on the baseline airfoil without a jet to validate computational results against benchmark experimental data. Using a Chimera overset grid topology, we demonstrate a similar lift-enhancement effect between a nominally-orthogonal jet and a nominally-orthogonal physical tab employed at the same location on the studied airfoil. After we introduce the nominally-orthogonal jet concept, we investigate nominally-orthogonal jets with various momentum coefficient settings, C(sub µ) = 0.00 − 0.04 and present a lift-enhancement relationship ∆C(sub l) ≃ 3.59 (C(sub µ)) for this airfoil. We discuss that utilizing a nominally-orthogonal jet with C(sub µ) = 0.01 can shift the linear region of the lift curve by a ∆C(sub l) = 0.36 for the pressure side jet and by a ∆C(sub l) = −0.27 for the suction side jet. Employing a nominally-orthogonal jet is also shown effective in altering the drag. To study the impact, we carry out a drag decomposition study in the form of drag polars. We show for a given C(sub l) = 2.50, a nominally-orthogonal jet with C(sub µ) = 0.01 on the pressure and suction side of the airfoil results in 113 drag count decrements and 41 drag count increments, respectively, compared to the baseline airfoil with no jet. These results show that large and controllable changes in aerodynamic performance can be achieved by relatively small active flow control inputs using the nominally-orthogonal jets presented in this study.
Implications of the effects of surface temperature and imperfections on supersonic operations
Effects of surface temperature and imperfections on drag of supersonic transport
The semidiscrete Galerkin finite element modeling of compressible viscous flow past an airfoil
The primary project was the numerical simulation, by a finite element/finite difference method, of the viscous flow about an airfoil. The secondary project involved the numerical simulation of the three-dimensional separated and vortex-dominated flow about a hemispherically capped cylinder in the transonic regime. Preliminary calculations were started for the hemisphere-cylinder at 0 and 5 degree angle of attack. The solution of the flow field about airfoils and wings is required to determine the important parameters of lift, moment, and drag. Viscous effects must be accounted for if the drag is to be accurately calculated. At present there are basically two approaches to the numerical simulation of the flow field, the use of fully viscous models and the inviscid/viscous models. The fully viscous models require the solution of an approximation of the Navier-Stokes equations and therefore should simulate most of the physical mechanisms. A fast, accurate, and computationally efficient inviscid flow solver was recently developed by Hartwich. It is thought that Hartwich's program coupled to a fast, accurate, and computationally efficient boundary layer code, will make an excellent tool for airfoil design. The purpose of the primary project was to develop a compressible boundary layer code using the semidiscrete Galerkin finite element method. The numerical scheme employed used the combination of a Dorodnitsyn formulation of the boundary layer equations, with a finite difference/finite element procedure (semidiscrete Galerkin method), in the solution of the compressible two-dimensional boundary layer equations. A laminar compressible boundary layer code was developed and tested for a NACA 0012 airfoil at a Mach number of 0.5, a Reynolds number of 5000, and zero angle of attack. At present the boundary layer program solves up to, but not beyond, separation.
Wind-tunnel Investigation of Ailerons on a Low-drag Airfoil III : the Effect of Tabs
Explore the source record for details and available documents.
Effects of Winglets on the Drag of a Low-Aspect-Ratio Configuration
A wind-tunnel investigation has been performed to determine the effect of winglets on the induced drag of a low-aspect-ratio wing configuration at Mach numbers between 0.30 and 0.85 and a nominal angle-of-attack range from -2 deg to 20 deg. Results of the tests at the cruise lift coefficient showed significant increases in lift-drag ratio for the winglet configuration relative to a wing-alone configuration designed for the same lift coefficient and Mach number. Further, even larger increases in lift-drag ratio were observed at lift coefficients above the design value at all Mach numbers tested. The addition of these winglets had a negligible effect on the static lateral-directional stability characteristics of the configuration. No tests were made to determine the effect of these winglets at supersonic Mach numbers, where increases in drag caused by winglets might be more significant. Computational analyses were also performed for the two configurations studied. Linear and small-disturbance formulations were used. The codes were found to give reasonable performance estimates sufficient for predicting changes of this magnitude.
EFFECTS OF CROSS-SECTION SHAPE ON THE LOW-SPEED AERODYNAMIC CHARACTERISTICS OF A LOW-WAVE-DRAG HYPERSONIC BODY
Effect of cross section shape on low speed aero- dynamic characteristics of low-wave drag hyper- sonic body
A summary of the effects of Reynolds number on drag divergence for airfoils tested in the Langley 0.3-meter transonic cryogenic tunnel
The direct first order effect of Reynolds number on the determination of drag-divergence conditions is summarized for six airfoils which were tested in the Langley 0.3-Meter Transonic Cryogenic Tunnel. A second order effect, derived through the effect of Reynolds number on the sidewall boundary layer, is included. In addition, a comparison of how the drag divergence condition is affected on going from one class of airfoil to another is presented. The drag-divergence condition is affected first order by Reynolds number for each of the six airfoils and of course all data are affected second order, since the presence of the boundary layer necessitates a sidewall correction.
Flight evaluation of splitter-plate effectiveness in reducing base drag at Mach numbers from 0.65 to 0.90
Flight test evaluation of splitter plate in base drag reduction at subsonic speeds
Drag measurements in tubular structure elements. Part 3: Effect of diameter and surface structure on the drag of cylindrical tubes
Measurements on five cylinders with different surfaces show that the supercritical drag coefficient tends to 0.5 for smooth cylinders with maximum critical Re number 4.16 times 10 to the -5 power and to 0.6 for point pattern surfaces with Re number reduced to 2.16 times 10 to the -5 power. For the other surfaces, with increasing roughness the critical Re number decrease while both minimum supercritical drag coefficients increase.
Porosity effect on supercritical airfoil drag reduction by shock wave/boundary layer control
An investigation of the passive shock wave/boundary layer control for reducing the drag of 14 percent-thick supercritical airfoil was conducted in the 3 in. x 15.4 in. RPI Transonic Wind Tunnel at transonic Mach numbers. Various porous surfaces with a cavity beneath it was positioned on the area of the airfoil, mounted on the test section bottom wall, where the shock wave occurs. The static pressure distributions over the airfoil, the wake impact pressure survey for determining the profile drag and the Schlieren photographs for porous surfaces are presented and compared with the results for solid surface airfoil. With a uniform porosity surface the normal shock wave for solid surface was changed to a lambda shock wave, and the wake impact pressure data indicated an appreciable drag reduction at transonic Mach numbers. For a free stream Mach number of 0.81 the profile drag coefficient for the airfoil top surface with uniform porosity was 46 percent lower than for the solid surface airfoil.
Combined Devices for Turbulent-Drag Reduction
Aircraft skin-friction drag reduced as much as 15 percent. One effective drag-reduction technique involves use of riblets. Riblets are longitudinal striations or grooves machined on originally smooth surface. Grooves alined with flow. Grooves have depths and spacings on order of turbulent wallstreak and burst dimensions and designed to change near-wall structure of turbulent boundary layer. Another approach, using large-eddy-breakup (LEBU) devices, or turbulence manipulators or ribbons also demonstrated reductions in local skin friction and net drag in air. LEBU device consists of thin, ribbonlike strips or airfoils suspended parallel to test surface and positioned within turbulent boundary layer. Technique potentially reduce net skin-friction drag by at least 15 percent on turbulent boundary layer of aircraft, representing possible annual savings in fuel costs of $300 to $400 million for U.S. commercial fleet. Also applicable to frictionloss reduction inside pipes and ducts, contributing to increased efficiency of pumps, heat exchangers, air conditioners, and other devices involving fluid flow.