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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 NTRS1985

A study of interply layer effects on the free edge stress field of angleplied laminates

The general-purpose finite-element program MSC/NASTRAN is used to study the interply layer effects on the free-edge stress field of symmetric angleplied laminates subjected to uniform tensile stress. The free-edge region is modeled as a separate substructure (superelement) which enables easy mesh refinement and provides the flexibility to move the superelement along the edge. The results indicate that the interply layer reduces the stress intensity significantly at the free edge. Another important observation of the study is that the failures observed near free edges of these types of laminates could have been caused by the interlaminar shear stresses.

Murthy, P. L. N.↗
NASA NTRS1980

Overview of the Langley subsonic research effort on SCR configuration

Recent advances achieved in the subsonic aerodynamics of low aspect ratio, highly swept wing designs are summarized. The most significant of these advances was the development of leading edge deflection concepts which effectively reduce leading edge flow separation. The improved flow attachment results in substantial improvements in low speed performance, significant delay of longitudinal pitch up, increased trailing edge flap effectiveness, and increased lateral control capability. Various additional theoretical and/or experimental studies are considered which, in conjunction with the leading edge deflection studies, form the basis for future subsonic research effort.

Coe, P. L., Jr.↗
NASA NTRS1979

Exploratory study of the effects of wing-leading-edge modifications on the stall/spin behavior of a light general aviation airplane

Configurations with full-span and segmented leading-edge flaps and full-span and segmented leading-edge droop were tested. Studies were conducted with wind-tunnel models, with an outdoor radio-controlled model, and with a full-scale airplane. Results show that wing-leading-edge modifications can produce large effects on stall/spin characteristics, particularly on spin resistance. One outboard wing-leading-edge modification tested significantly improved lateral stability at stall, spin resistance, and developed spin characteristics.

Source record↗
NASA NTRS1991

Effect of leading-edge geometry on boundary-layer receptivity to freestream sound

The receptivity to freestream sound of the laminar boundary layer over a semi-infinite flat plate with an elliptic leading edge is simulated numerically. The incompressible flow past the flat plate is computed by solving the full Navier-Stokes equations in general curvilinear coordinates. A finite-difference method which is second-order accurate in space and time is used. Spatial and temporal developments of the Tollmien-Schlichting wave in the boundary layer, due to small-amplitude time-harmonic oscillations of the freestream velocity that closely simulate a sound wave travelling parallel to the plate, are observed. The effect of leading-edge curvature is studied by varying the aspect ratio of the ellipse. The boundary layer over the flat plate with a sharper leading edge is found to be less receptive. The relative contribution of the discontinuity in curvature at the ellipse-flat-plate juncture to receptivity is investigated by smoothing the juncture with a polynomial. Continuous curvature leads to less receptivity. A new geometry of the leading edge, a modified super ellipse, which provides continuous curvature at the juncture with the flat plate, is used to study the effect of continuous curvature and inherent pressure gradient on receptivity.

Lin, Nay↗
NASA NTRS1990

Combined effect of matrix cracking and stress-free edge on delamination

The effect of the stress-free edge on the growth of local delaminations initiating from a matrix crack in (0 sub 2/90 sub 4) sub s and (+ or - 45.90 sub 4) sub s glass epoxy laminates is investigated using 3-D finite element analysis. The presence of high interlaminar normal stresses at the intersection (corner) of the matrix crack with the stress-free edge, suggests that a mode I delamination may initiate at the corners. The strain energy release rates (G) were calculated by modeling a uniform through-width delamination and two inclined delaminations at 10.6 deg and 45 deg to the matrix crack. All components of G have high values near the free edges. The mode I component of G is high at small delamination length and becomes zero for a delamination length of one-ply thickness. The total G values near the free edge agreed well with previously derived closed form solution. The quasi-3D solutions agreed well with the 3-D interior solutions.

Salpekar, S. A.↗
NASA NTRS1991

Combined effect of matrix cracking and stress-free edge on delamination

The effect of the stress-free edge on the growth of local delaminations initiating from a matrix crack in (O sub 2/90 sub 4) sub s and (+/- 45.90 sub 4) sub s glass epoxy laminates is investigated using 3D finite element analysis. The presence of high interlaminar normal stresses at the intersection (corner) of the matrix crack with the stress-free edge, suggests that a mode I delamination may initiate at the corners. The strain energy release rates (G) were calculated by modeling a uniform through-width delamination and two inclined delaminations at 10.6 deg and 45 deg to the matrix crack. All components of G have high values near the free edges. The mode I component of G is high at small delamination length and becomes zero for a delamination length of one-ply thickness. The total G values near the free edge agreed well with previously derived closed form solution. The quasi-3D solutions agreed well with the 3D interior solutions.

Salpekar, Satish A.↗
NASA NTRS1996

Effects of Nonequilibrium at Edge of Boundary Layer on Convective Heat Transfer to a Blunt Body

This investigation is a continuation of a previous study on nonequilibrium convective heat transfer to a blunt body. In the previous study, for relatively high Reynolds number flows, it was found that: nonequilibrium convective heat transfer to a blunt body is not strongly dependent on freestream parameters, provided that the thermochemical equilibrium is reached at the edge of boundary layer; and successful testing of convective heat transfer in an arc-jet environment is possible by duplicating the surface pressure and total enthalpy. The nonequilibrium convective heat transfer computations are validated against the results of Fay and Riddell/Goulard theory. Present work investigates low Reynolds number conditions which are typical in an actual arc-jet flow environment. One expects that there will be departures from the Fay and Riddell/Goulard result since certain assumptions of the classical theory are not satisfied. These departures are of interest because the Fay and Riddell/Goulard formulas are extensively used in arc-jet testing (e.g., to determine the enthalpy of the flow and the catalytic efficiency of heat shield materials). For practical sizes of test materials, density of the test flow (and Reynolds number) in an arc-jet is such that thermochemical equilibrium may not be reached at the edge of boundary layer. For blunt body flows of nitrogen and air, computations will be presented to show the effects of thermochemical nonequilibrium at the boundary layer edge on nonequilibrium heat transfer.

Goekcen, Tahir↗
NASA NTRS1978

Effect of leading-edge contour and vertical-tail configuration on the low-speed stability characteristics of a supersonic transport model having a highly-swept arrow wing

A low-speed investigation was made on a highly-swept arrow-wing model to determine the effect of wing leading-edge contour and vertical-tail configuration on the aerodynamic characteristics in pitch and sideslip. The investigation was made with the trailing-edge flaps deflected over a range of angles of attack from 8 deg to 32 deg. The tests were made at a Mach number of 0.13, which corresponds to a Reynolds number of about 3,000,000 based on the wing reference chord.

Lockwood, V. E.↗
NASA NTRS2003

Effects of Wing Leading Edge Penetration with Venting and Exhaust Flow from Wheel Well at Mach 24 in Flight

A baseline solution for CFD Point 1 (Mach 24) in the STS-107 accident investigation was modified to include effects of: (1) holes through the leading edge into a vented cavity; and (2) a scarfed, conical nozzle directed toward the centerline of the vehicle from the forward, inboard corner of the landing gear door. The simulations were generated relatively quickly and early in the investigation because simplifications were made to the leading edge cavity geometry and an existing utility to merge scarfed nozzle grid domains with structured baseline external domains was implemented. These simplifications in the breach simulations enabled: (1) a very quick grid generation procedure; and (2) high fidelity corroboration of jet physics with internal surface impingements ensuing from a breach through the leading edge, fully coupled to the external shock layer flow at flight conditions. These simulations provided early evidence that the flow through a two-inch diameter (or larger) breach enters the cavity with significant retention of external flow directionality. A normal jet directed into the cavity was not an appropriate model for these conditions at CFD Point 1 (Mach 24). The breach diameters were of the same order or larger than the local, external boundary-layer thickness. High impingement heating and pressures on the downstream lip of the breach were computed. It is likely that hole shape would evolve as a slot cut in the direction of the external streamlines. In the case of the six-inch diameter breach the boundary layer is fully ingested. The intent of externally directed jet simulations in the second scenario was to approximately model aerodynamic effects of a relatively large internal wing pressure, fueled by combusting aluminum, which deforms the corner of the landing gear door and directs a jet across the windside surface. These jet interactions, in and of themselves, were not sufficiently large to explain observed aerodynamic behavior.

Gnoffo, Peter A.↗
NASA NTRS2005

Particle Image Velocimetry Measurements to Evaluate the Effectiveness of Deck-Edge Columnar Vortex Generators on Aircraft Carriers

Candidate passive flow control devices were chosen from a NASA flow visualization study to investigate their effectiveness at improving flow quality over a flat-top carrier model. Flow over the deck was analyzed using a particle image velocimeter and a 1/120th scaled carrier model in a low-speed wind tunnel. Baseline (no devices) flow quality was compared to flow quality from combinations of bow and deck-edge devices at both zero and 20 degrees yaw. Devices included plain flaps and spiral cross-section columnar vortex generators attached in various combinations to the front and sides of the deck. Centerline and cross plane measurements were made with velocity and average turbulence measurements reported. Results show that the bow/deck-edge flap and bow/deck-edge columnar vortex generator pairs reduce flight deck turbulence both at zero yaw and at 20 degrees yaw by a factor of approximately 20. Of the devices tested, the most effective bow-only device appears to be the plain flap.

Landman, Drew↗
NASA NTRS1954

Investigation of the Effects of Leading-edge Chord-extensions and Fences in Combination with Leading-edge Flaps on the Aerodynamic Characteristics at Mach Numbers from 0.40 to 0.93 of a 45 Degree Sweptback Wing of Aspect Ratio 4

This investigation was made to determine the effects of 6 degree full-spoan and 3 degree partial-span leading-edge flaps in combination with chord-extensions or fences on the aerodynamic characteristics of a wing-fuselage configuration with a 45 degree sweptback wing of aspect ratio 4, taper ratio 0.3, and NACA 65A006 airfoil sections. The investigation was made in the Langley high-speed 7- by 10-foot tunnel over a Mach number range of 0.40 to 0.93 and an angle-of-attack range of about -2 degrees to 24 degrees. Lift, drag, and pitching-moment data were obtained for all configurations. From overall considerations of stability and performance it appears that with the model of this investigation the 6 degree full-span leading-edge flaps in combination with the chord-extension over the outboard 35 percent of the span, with or without leading-edge camber, would be the most desirable configuration.

Spreeman, Kenneth P↗
NASA NTRS1985

Wind-Tunnel Investigation of a Full-Scale Canard-Configured General Aviation Airplane

An investigation was conducted in the Langley 30- by 60-Foot Tunnel to determine the aerodynamic characteristics of a powered, full-scale model of a general aviation airplane employing a canard. Although primary emphasis of the investigation was placed on evaluating the aerodynamic performance and the stability and control characteristics of the basic configuration, tests were also conducted to study the following effects of varying the basic configuration: effect of Reynolds number; effect of canard; effect of outboard wing leading-edge droop; effect of center-of-gravity location; effect of elevator trim; effect of landing gear; effect of lateral-directional control; effect of power; effect of fixed transition; effect of water spray; effects of canard incidence, canard airfoil section, and canard position; and effects of winglets and upper winglet size. Additional aspects of the study were to determine the boundary-layer transition characteristics of airfoil surfaces and the effect of fixing the boundary layer to be turbulent by means of a transition strip near the leading edge. The tests were conducted at Reynolds numbers from 0.60 x 10 to the 6th power to 2.25x10 to the 6th power, based on the wing mean aerodynamic chord, at angles of attack from -4.5 deg to 41.5 deg, and at angles of sideslip from -15 deg to 15 deg.

Yip, L. P.↗
NASA NTRS1977

Transonic aerodynamic characteristics of a supercritical-wing transport model with trailing-edge controls

The effects of wing trailing-edge control surfaces on the static transonic aerodynamic characteristics of a transport configuration with a supercritical wing were studied. The configuration was tested with both an area-ruled fuselage and a cylindrical fuselage. The Mach number range was from 0.80 to 0.96 and the angle of attack range was from -1 deg to 12 deg. The Reynolds number was 1,580,000 based on the mean aerodynamic chord. Tabular data are presented.

Mann, M. J.↗
NASA NTRS1982

Unsteady airfoils

Progress towards successful modelling of unsteady flows past two-dimensional oscillating airfoils is examined. Linearized, thin airfoil theory is reviewed with special regard to the vortex shedding which occurs when either the body or the flow fluctuates. A sinusoidally oscillating flat-plate airfoil is considered in terms of noncirculatory components, including boundary conditions and bound and wake vortices, respectively. Applications of linear theory to vertical airfoil oscillations and to oscillating control surfaces are described, and oscillating airfoils in subsonic and supersonic flows are investigated. Perturbations in linear solutions are explored for the occurrence of second-order effects, and trailing edge and wake effects. The effects of unsteady transonic flows are broken into nearly inviscid and strongly viscous cases, and analyses of dynamic stall and stall flutter are presented.

Mccroskey, W. J.↗
NASA NTRS1974

The effect of canard leading edge sweep and dihedral angle on the longitudinal and lateral aerodynamic characteristic of a close-coupled canard-wing configuration

A generalized wind-tunnel model, with canard and wing planforms typical of highly maneuverable aircraft, was tested in the Langley high-speed 7- by 10-foot tunnel at a Mach number of 0.30. The test was conducted in order to determine the effects of canard sweep and canard dihedral on canard-wing interference at high angles of attack. In general, the effect of canard sweep on lift is small up to an angle of attack of 16 deg. However, for angles of attack greater than 16 deg, an increase in the canard sweep results in an increase in lift developed by the canard when the canard is above or in the wing chord plane. This increased lift results in a lift increase for the total configuration for the canard above the wing chord plane. For the canard in the wing chord plane, the increased canard lift is partially lost by increased interference on the wing.

Gloss, B. B.↗
NASA NTRS1934

The calculated effect of trailing-edge flaps on the take-off of flying boats

The results of take-off calculations are given for an application of simple trailing-edge flaps to two hypothetical flying boats, one having medium wing and power loading and consequently considerable excess of thrust over total resistance during the take-off run, the other having high wing and power loading and a very low excess thrust. For these seaplanes the effect of downward flap settings was: (1) to increase the total resistance below the stalling speed, (2) to decrease the get-away speed, (3) to improve the take-off performance of the seaplane having considerable excess thrust, and (4) to hinder the take-off of the seaplane having low excess thrust. It is indicated that flaps would allow a decrease in the high angles of wing setting necessary with most seaplanes, provided that the excess thrust is not too low.

Parkinson, J E↗