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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.

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At least 253 records · Page 14
All sourcesNASA NTRSDOE OSTI
NASA NTRS1974

Aerodynamic drag and fuel spreading measurements in a simulated scramjet combustion module

The drag of a simulated scramjet combustion module was measured at Mach 2, 2.5, and 3. The combustor was rectangular in cross section and incorporated six swept fuel injector struts. The effect of strut leading edge radius, position of maximum thickness, thickness ratio, sweep angle, and strut length on the drag was determined. Reduction in thickness ratio had the largest effect on drag reduction. Sweeping the struts upstream yielded the same drag as sweeping the struts downstream and potentially offers the advantages of increased mixing time for the fuel. Helium injection was used to simulate hydrogen fuel. The interstrut spacing required to achieve good distribution of fuel was was found to be about 10 jet diameters. The contribution of helium injection to drag reduction was small.

Povinelli, L. A.↗
NASA NTRS1974

Longitudinal aerodynamic performance of a series of power-law and minimum wave drag bodies at Mach 6 and several Reynolds numbers

Experimental data have been obtained for two series of bodies at Mach 6 and Reynolds numbers, based on model length, from 1.4 million to 9.5 million. One series consisted of axisymmetric power-law bodies geometrically constrained for constant length and base diameter with values of the exponent n of 0.25, 0.5, 0.6, 0.667, 0.75, and 1.0. The other series consisted of positively and negatively cambered bodies of polygonal cross section, each having a constant longitudinal area distribution conforming to that required for minimizing zero-lift wave drag at hypersonic speeds under the geometric constraints of given length and volume. At the highest Reynolds number, the power-law body for minimum drag is blunter (exponent n lower) than predicted by inviscid theory (n approximately 0.6 instead of n = 0.667); however, the peak value of lift-drag ratio occurs at n = 0.667. Viscous effects were present on the bodies of polygonal cross section but were less pronounced than those on the power-law bodies. The trapezoidal bodies with maximum width at the bottom were found to have the highest maximum lift-drag ratio and the lowest mimimum drag.

Ashby, G. C., Jr.↗
NASA NTRS1975

Transonic off-design drag and performance of three mixed-compression axisymmetric inlets

An experimental investigation was conducted to determine the off-design drag and pressure performance of three axisymmetric supersonic inlets in the transonic speed range. For typical engine airflows at Mach 0.8 the drag coefficient varied from 0.045 to 0.09; at Mach 1.2 the largest drag coefficient measured was 0.25. Below Mach 0.9 a lower drag resulted when all or at least part of the excess weight flow was spilled over the cowl rather than through the bypass doors; above Mach 1.1 the lowest drag was obtained by bypassing excess flow.

Woollett, R. R.↗
NASA NTRS1975

Light aircraft lift, drag, and moment prediction: A review and analysis

The historical development of analytical methods for predicting the lift, drag, and pitching moment of complete light aircraft configurations in cruising flight is reviewed. Theoretical methods, based in part on techniques described in the literature and in part on original work, are developed. These methods form the basis for understanding the computer programs given to: (1) compute the lift, drag, and moment of conventional airfoils, (2) extend these two-dimensional characteristics to three dimensions for moderate-to-high aspect ratio unswept wings, (3) plot complete configurations, (4) convert the fuselage geometric data to the correct input format, (5) compute the fuselage lift and drag, (6) compute the lift and moment of symmetrical airfoils to M = 1.0 by a simplified semi-empirical procedure, and (7) compute, in closed form, the pressure distribution over a prolate spheroid at alpha = 0. Comparisons of the predictions with experiment indicate excellent lift and drag agreement for conventional airfoils and wings. Limited comparisons of body-alone drag characteristics yield reasonable agreement. Also included are discussions for interference effects and techniques for summing the results above to obtain predictions for complete configurations.

Smetana, F. O.↗
NASA NTRS1975

Opportunities for aerodynamic-drag reduction

Methods for reducing aerodynamic drag to improve aircraft performance and reduce fuel consumption are discussed. The techniques considered are: (1) pressure drag reduction, (2) supercritical airfoils, (3) subcritical airfoils, (4) induced drag reduction by over-the-wing blowing and increased aspect ratio, and (5) friction drag reduction by laminar flow control and slot injection. It is stated that a 50 percent reduction from current drag values is expected through the application of these techniques.

Bower, R. E.↗
NASA NTRS1975

Effect of empennage interference on single-engine afterbody/nozzle drag

An investigation has been conducted in the Langley 16-foot transonic tunnel to determine the effects of empennage surfaces on single-engine afterbody and nozzle drag at Mach numbers up to 1.20. Empennage interference drag was obtained by using experimental values of afterbody/nozzle drag and theoretical values of empennage drag. Three methods for minimizing adverse empennage interference effects were investigated. Results show that empennage interference effects were always detrimental but could be reduced by proper location of tail surfaces. Afterbody contouring and addition of 'contour' bumps were generally ineffective in reducing aft-end drag for Mach numbers less than 0.95.

Berrier, B. L.↗
NASA NTRS1966

Summary of External-Store Drag

The drag problems associated with the addition of external stores to airplanes are reviewed. Current analytic techniques for estimating drag penalties associated with the addition of stores in both subsonic and supersonic flight are discussed. In subsonic flight, the drag penalty caused by the addition of external stores is shown to be a function of the type of store installation. In supersonic flight, the drag is shown to be a function of the type of store installation and also of the location of the store installation with respect to the rest of the airplane components. Special store arrangements and attention to the design of the store itself can reduce the drag penalty of the store installation.

Shrout, B. L.↗
NASA NTRS1975

Some comments on trim drag

A discussion of data of and methods for predicting trim drag is presented. Specifically the following subjects are discussed: (1) economic impact of trim drag; (2) the trim drag problem in propeller driven airplanes and the effect of propeller and nacelle location; (3) theoretical procedures for predicting trim drag; and (4) research needs in the area of trim drag.

Roskam, J.↗
NASA NTRS1978

Flicking-wire drag tensioner

Wire-drag system improves wire profile and applies consistent drag to wire. Wire drag is continuously adjustable from zero drag to tensile strength of wire. No-sag wire drag is easier to thread than former system and requires minimal downtime for cleaning and maintenance.

Dassele, M. A.↗
NASA NTRS1978

Drag and heat transfer on surfaces with small longitudinal fins

An investigation is conducted regarding the drag characteristics of longitudinally ribbed surfaces using various configurations which attempt to confine the turbulent wall bursts to regions of small transverse extent in the initial birth region. The ratio of heat transfer increase to drag increase for the high area ratio rib configurations is determined and the heat transfer efficiency of the present surfaces is compared with data found in the literature. The drag data obtained indicate local 'wetted area skin friction' reductions but due to the increased surface area the planform drag is increased in most instances. There is no indication of drag reduction with the rectangular ribbed models that had sharp leading and fin tip edges. Heat transfer data indicate that several of the triangular grooved models have efficiencies approximately 10 percent higher than that of a smooth flat plate.

Walsh, M. J.↗
NASA NTRS1981

Comparisons of AEROX computer program predictions of lift and induced drag with flight test data

The AEROX aerodynamic computer program which provides accurate predictions of induced drag and trim drag for the full angle of attack range and for Mach numbers from 0.4 to 3.0 is described. This capability is demonstrated comparing flight test data and AEROX predictions for 17 different tactical aircraft. Values of minimum (skin friction, pressure, and zero lift wave) drag coefficients and lift coefficient offset due to camber (when required) were input from the flight test data to produce total lift and drag curves. The comparisons of trimmed lift drag polars show excellent agreement between the AEROX predictions and the in flight measurements.

Axelson, J.↗
NASA NTRS1980

Large-eddy breakup scheme for turbulent viscous drag reduction

A concept for reducing turbulent skin friction drag by altering/controlling the large coherent eddy structures within the turbulent boundary layer is proposed. Results of an ongoing experimental and numerical investigation to develop large-eddy breakup devices (LEBU devices) are presented and indicate that the average skin friction drag downstream of the LEBU devices is reduced by up to 24% compared to 'undisturbed' flat plate levels; device drag requires further reduction before net drag reductions can be realized. Future work is discussed and will focus on reducing device drag by taking advantage of the unsteady 'freestream' ahead of the LEBU devices.

Hefner, J. N.↗
NASA NTRS1980

Drag reduction characteristics of small amplitude rigid surface waves

The possibility of reducing drag by using rigid, wavy surfaces is investigated both analytically and experimentally. Although pressure drag for rigid sine-wave surfaces can be predicted empirically, viscous drag for even shallow waves was poorly predicted by state-of-the-art turbulent boundary layer calculation procedures. Calculations for the effects of geometric and fluid variables on total wave drag are presented under the philosophy that trends will be nearly correct even though levels are probably incorrect. Experiments by the present authors indicate that a total drag reduction with wavy walls is possible.

Cary, A. M., Jr.↗
NASA NTRS1954

Effect of Ice Formations on Section Drag of Swept NACA 63A-009 Airfoil with Partial-Span Leading-Edge Slat for Various Modes of Thermal Ice Protection

The effects of primary and runback ice formations on the section drag of a 36 deg swept NACA 63A-009 airfoil section with a partial-span leading-edge slat were studied over a range of angles of attack from 2 to 8 deg and airspeeds up to 260 miles per hour for icing conditions with liquid-water contents ranging from 0.39 to 1.23 grams per cubic meter and datum air temperatures from 10 to 25 F. The results with slat retracted showed that glaze-ice formations caused large and rapid increases in section drag coefficient and that the rate of change in section drag coefficient for the swept 63A-009 airfoil was about 2-1 times that for an unswept 651-212 airfoil. Removal of the primary ice formations by cyclic de-icing caused the drag to return almost to the bare-airfoil drag value. A comprehensive study of the slat icing and de-icing characteristics was prevented by limitations of the heating system and wake interference caused by the slat tracks and hot-gas supply duct to the slat. In general, the studies showed that icing on a thin swept airfoil will result in more detrimental aerodynamic characteristics than on a thick unswept airfoil.

VonGlahn, Uwe H.↗
NASA NTRS1981

RSRA vertical drag test report

The Rotor Systems Research Aircraft (RSRA), because of its ability to measure rotor loads, was used to conduct an experiment to determine vertical drag, tail rotor blockage, and thrust augmentation as affected by ground clearance and flight velocity. The RSRA was flown in the helicopter configuration at speeds from 0 to 15 knots for wheel heights from 5 to 150 feet, and to 60 knots out of ground effect. The vertical drag trends in hover, predicted by theory and shown in model tests, were generally confirmed. The OGE hover vertical drag is 4.0 percent, 1.1 percent greater than predicted. The vertical drag decreases rapidly as wheel height is reduced, and is zero at a wheel height of 6 feet. The vertical drag also decreases with forward speed, approaching zero at sixty knots. The test data show the effect of wheel height and forward speed on thrust, gross weight capability, and power, and provide the relationships for power and collective pitch at constant gross weight required for the simulation of helicopter takeoffs and landings.

Flemming, R. J.↗
NASA NTRS1983

Flat-plate drag measurements with vortex generators in turbulent boundary layer

Direct drag measurements were obtained on a flat plate with a spanwise row of vortex generators near the leading edge, to produce an array of stream wise vortices within the approaching turbulent boundary layer. The object was to explore the possibility of modifying the large scale structure of the boundary layer through embedded longitudinal vortices with a view to obtaining a reduction in wall shear. Both obstacle and vane type vortex generators were tested at free stream velocities 40 ft/sec to 130 ft/sec corresponding to plate length Reynolds no. 0.3 million to 0.8 million with a nominal boundary layer thickness of approximately 0.6 in. at the leading edge. A few vortex generator configurations were tested both on and off the plate to measure the total drag as well as the plate drag alone. The obstacle type devices reduced the plate drag, indicating that the wake momentum defect predominated even in the presence of streamwise vortices. The vane type vortex generators however always increased the plate drag.

Rao, D. M.↗
NASA NTRS1983

The effect of atmospheric drag on the design of solar-cell power systems for low Earth orbit

The feasibility of reducing the atmospheric drag of low orbit solar powered satellites by operating the solar-cell array in a minimum-drag attitude, rather than in the conventional Sun pointing attitude was determined. The weights of the solar array, the energy storage batteries, and the fuel required to overcome the drag of the solar array for a range of design life times in orbit were considered. The drag of the array was estimated by free molecule flow theory, and the system weights were calculated from unit weight estimates for 1990 technology. The trailing, minimum drag system was found to require 80% more solar array area, and 30% more battery capacity, the system weights for reasonable life times were dominated by the thruster fuel requirements.

Kyser, A. C.↗
NASA NTRS1983

Iterative optimal subcritical aerodynamic design code including profile drag

A subcritical aerodynamic design computer code has been developed, which uses linearized aerodynamics along with sweep theory and airfoil data to obtain minimum total drag preliminary designs for multiple planform configurations. These optimum designs consist of incidence distributions yielding minimum total drag at design values of Mach number and lift and pitching moment coefficients. Linear lofting is used between airfoil stations. Solutions for isolated transport wings have shown that the solution is unique, and that including profile drag effects decreases tip loading and incidence relative to values obtained for minimum induced drag solutions. Further, including effects of variation of profile drag with Reynolds number can cause appreciable changes in the optimal design for tapered wings. Example solutions are also discussed for multiple planform configurations.

Kuhlman, J. M.↗