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Force measurements and pressure distribution measurements on the midsection were made on a rectangular wing with slotted droop nose and end plates, on which could be placed a choice of either a plain flap-split flap combination or a slotted flap. (author)
External-drag data are presented for normal-shock nose inlets with NACA 1-series, parabolic, and conic cowling profiles. The tests were made at an angle of attack of 0 degrees by using rocket-propelled models in free flight at Mach numbers from 0.9 to 1.5. The Reynolds number based on body maximum diameter varied from 2.5 x 10 sup 6 to 5.5 x 10 sup 6. At maximum flow rate, the inlet models had about the same external drag at a Mach number of approximately 1.1, but at higher Mach numbers the sharp-lip conic cowling had the least drag. Blunting or beveling the lip of the conic cowling while keeping the fineness ratio constant resulted in drag coefficients slightly higher than for the sharp-lip conic cowling at maximum flow rate. At a mass-flow ratio of about 0.8, the conic cowlings with sharp, blunt, or beveled lips and the parabolic cowling all gave about the same drag. The higher drag of the NACA 1-49-300 cowling, compared with the blunt-lip conic cowling, is associated with the greater fullness back of the inlet.
Experimental drag measurements at zero angle of attack for various theoretical minimum drag nose shapes, hemispherically blunted cones, and other more common profiles of fineness ratios of about 3 are compared with theoretical results for a Mach number and Reynolds number range of 1.24 to 7.4 and 1.0 x 10 to the 6th power to 7.5 x 10 to the 6th power (based on body length), respectively. The results of experimental pressure-distribution measurements are used for the development of an empirical expression for predicting the pressure drag of hemispherically blunted cones.
An extended experimental study has been made in regard to the various refinements in the design of engine cowlings as related to the propeller-nacelle unit as a whole, under conditions corresponding to take-off, climb, and normal flight. The tests were all conducted at full scale in the 20-foot wind tunnel. This report presents the results of a novel type of engine cowling, characterized by the fact that the exit opening discharging the cooling air is not, as usual, located behind the engine but at the foremost extremity or nose of the cowling. The efficiency is found to be high, owing to the fact that higher velocities may be used in the exit opening.
Results are presented showing the effects of gap, elevator, nose shape, balance, cut-out, and tabs on the aerodynamic characteristics of a horizontal tail surface tested in the NACA full-scale tunnel.
An approximate method is presented for the calculation of the external lift, moment, and pressure drag of slender open-nose bodies of revolution of supersonic speeds. The lift, moment, and pressure drag of a typical ram-jet body shape are calculated at Mach numbers 1.45, 1.60, 1.75, and 3.00; and the lift and moment results are compared with available experimental data. The agreement of the calculated lift and moment data with the experimental data is excellent. The pressure-drag comparison was not presented because of the uncertainty of the amount of skin-friction drag present in the experimental results.
Ice was formed on a full-scale unheated supersonic nose inlet in the NACA Lewis icing tunnel to determine its effect on compressor-face total-pressure distortion and recovery.Inlet angle of attack was varied from 0degrees to 12 degrees, free-stream Mach number from 0.17 to 0.28, and compressor-face Mach number from 0.10 to 0.47. Icing-cloud liquid-water content was varied from 0.65 to 1.8 grams per cubic meter at free-stream static air temperatures of 15 degrees and 0 degrees F. The addition of ice to the inlet components increased total-pressure-distortion levels and decreased recovery values compared withclear0air results, the losses increasing with time in ice. The combination of glaze ice, high corrected weight flow, and high angle of attack yielded the highest levels of distortion and lowest values of recovery. The general character of compressor-face distortion with an iced inlet was the same as that for the clean inlet, the total-pressure gradients being predominantly radial, with circumferential gradients occurring at angle of attack. At zero angle of attack, free-stream Mach number of 0.27, and a constant corrected weight flow of 150 pounds per second (compressor-face Mach number of 0.43), compressor-face total-pressure-distortion level increased from about 6 percent in clear air to 12 percent after 21 minutes of heavy glaze icing; concurrently, total-pressure recovery decreased from about 0.98 to 0.945. For the same operating conditions but with the inlet at 12 deg angle of attack, a change in distortion level occurred from about 9 percent in clear air to 14 percent after 2-1/4 minutes of icing, with a decrease in recovery from about 0.97 to 0.94.
A broad research program to identify maneuvering requirements for advanced fighters and the corresponding design criteria to aid in making critical design tradeoffs is being conducted under the NASA High-Angle-of-Attack Technology Program (HATP). As part of this activity, NASA and the U.S. Navy are conducting cooperative research to develop high-angle-of-attack control margin requirements. This paper will summarize the status of this program. Following some background information, the simulation study conducted to develop a set of preliminary guidelines for nose-down pitch control is reviewed, and the results of some very limited flight tests are described.
A low-speed wind tunnel investigation was conducted in the Langley 12-Foot Tunnel on a typical commercial transport configuration to determine the effect of adding nose strakes on the aerodynamic characteristics of the model. The fuselage and wings of the model were scaled versions of the McDonnell-Douglas DC-9 aircraft. A generic tail assembly was employed that was different from that of the DC-9. Three different strake configurations were tested at several inclination angles. One strake configuration was identical to that employed on the DC-9 aircraft. The model was tested through a range of angles of attack and sideslip angles. Tests were made both with and without strakes and also with the vertical tail removed.
NASA Dryden Flight Research Center has developed a flush airdata sensing (FADS) system on a sharp-nosed, wedge-shaped vehicle. This paper details the design and calibration of a real-time angle-of-attack estimation scheme developed to meet the onboard airdata measurement requirements for a research vehicle equipped with a supersonic-combustion ramjet engine. The FADS system has been designed to perform in flights at speeds between Mach 3 and Mach 8 and at angles of attack between -6 deg. and 12 deg. The description of the FADS architecture includes port layout, pneumatic design, and hardware integration. Predictive models of static and dynamic performance are compared with wind-tunnel results across the Mach and angle-of-attack range. Results indicate that static angle-of-attack accuracy and pneumatic lag can be adequately characterized and incorporated into a real-time algorithm.
NASA Dryden Flight Research Center has developed a flush airdata sensing (FADS) system on a sharp-nosed, wedge-shaped vehicle. This paper details the design and calibration of a real-time angle-of-attack estimation scheme developed to meet the onboard airdata measurement requirements for a research vehicle equipped with a supersonic-combustion ramjet engine. The FADS system has been designed to perform in flights at Mach 3-8 and at -6 deg - 12 deg angle of attack. The description of the FADS architecture includes port layout, pneumatic design, and hardware integration. Predictive models of static and dynamic performance are compared with wind-tunnel results across the Mach and angle-of-attack range. Results indicate that static angle-of-attack accuracy and pneumatic lag can be adequately characterized and incorporated into a real-time algorithm.
A miniature electronic nose in which the sensing media are insulating polymers loaded with carbon black as a conductive medium has been designed and built at the Jet Propulsion Laboratory. The ENose has a volume of 1700 cc, weighs 1.4 kg including the operating computer, and uses 1.5 W average power (3 W peak power). This ENose was used in a demonstration experiment aboard STS-95 (October, 1998), in which the ENose was operated continuously for six days and recorded the sensors' response to the air in the middeck. The ENose was designed to detect ten common contaminants in space shuttle crew quarters air. The experiment was controlled by collecting air samples daily and analyzing them using standard analytical techniques after the flight. Changes in humidity were detected and quantified, neither the ENose nor the air samples detected any of the contaminants on the target list. The device is microgravity insensitive.
As part of a project to encourage the use of shape memory alloy actuators for space actuators, this mechanism uses a nitinol ribbon to provide the necessary motion to help retract the proposed extended nose landing gear (ENLG) for the space shuttle. Initial proof-of-concept design of the ENLG did not include the ability to retract the gear automatically. One proposed actuator for this purpose was designed at Johnson Space Center and uses resistive heating to rotate the ribbon around a cylinder. This rotation then allows the assembly to pull down a wedge that is used to hold the landing gear strut in place, thus returning the landing gear to its previous height before extension. The presentation will follow the design of this assembly from working with the nitinol ribbon to providing mechanical connections and allowing minimal friction for motion of three wraps around a cylinder. Also to be presented is preliminary work on design of a shape memory alloy gripper, a design project to demonstrate uses of NiTi.
Grace Industries, Inc.'s Electronic Nose is a vapor and gas detector, deriving from NASA's electronic circuitry, capable for sensing the presence of accelerants several days after a fire. The device is powered by rechargeable battery and no special training needed to operate. If an accelerant is present, device will emit a beeping sound and trigger a flashing light; the faster the beep rate, the more volatile the accelerant. Its sensitivity can also detect minute traces of accelerants. Unit saves investigators of fire causes time and expense by providing speedy detection of physical evidence for use in court. Device is also useful for detecting hazardous fumes, locating and detecting gas leaks in refineries and on oil drilling rigs.
An investigation of the pressure distribution on the fuselage nose and the pilot canopy of a supersonic airplane model has been conducted at a Mach number of 1.90 over a wide range of angles of attack and yaw. Boundary layer separation apparently occurred from the upper surface at angles of attack above 24 degrees and from the lower surface at minus 15 degrees. No separation from the sides of the fuselage was evident at yaw angles up to 12 degrees.
We report a molecular modeling study to investigate the polymer-carbon black (CB) composite-analyte interactions in resistive sensors. These sensors comprise the JPL electronic nose (ENose) sensing array developed for monitoring breathing air in human habitats. The polymer in the composite is modeled based on its stereoisomerism and sequence isomerism, while the CB is modeled as uncharged naphthalene rings with no hydrogens. The Dreiding 2.21 force field is used for the polymer, solvent molecules and graphite parameters are assigned to the carbon black atoms. A combination of molecular mechanics (MM) and molecular dynamics (NPT-MD and NVT-MD) techniques are used to obtain the equilibrium composite structure by inserting naphthalene rings in the polymer matrix. Polymers considered for this work include poly(4-vinylphenol), polyethylene oxide, and ethyl cellulose. Analytes studied are representative of both inorganic and organic compounds. The results are analyzed for the composite microstructure by calculating the radial distribution profiles as well as for the sensor response by predicting the interaction energies of the analytes with the composites. c2003 Elsevier Science B.V. All rights reserved.
A miniature electronic nose (ENose) has been designed and built at the Jet Propulsion Laboratory (JPL), Pasadena, CA, and was designed to detect, identify, and quantify ten common contaminants and relative humidity changes. The sensing array includes 32 sensing films made from polymer carbon-black composites. Event identification and quantification were done using the Levenberg-Marquart nonlinear least squares method. After successful ground training, this ENose was used in a demonstration experiment aboard STS-95 (October-November, 1998), in which the ENose was operated continuously for six days and recorded the sensors' response to the air in the mid-deck. Air samples were collected daily and analyzed independently after the flight. Changes in shuttle-cabin humidity were detected and quantified by the JPL ENose; neither the ENose nor the air samples detected any of the contaminants on the target list. The device is microgravity insensitive.
We report a molecular modeling study to investigate the polymer-carbon black (CB) composite-analyte interactions in resistive sensors. These sensors comprise the JPL Electronic Nose (ENose) sensing array developed for monitoring breathing air in human habitats. The polymer in the composite is modeled based on its stereisomerism and sequence isomerism, while the CB is modeled as uncharged naphthalene rings (with no hydrogens). The Dreiding 2.21 force field is used for the polymer and solvent molecules and graphite parameters are assigned to the carbon black atoms. A combination of molecular mechanics (MM) and molecular dynamics (NPT-MD and NVT-MD) techniques are used to obtain the equilibrium composite structure by inserting naphthalene rings in the polymer matrix. Polymers considered for this work include poly(4- vinylphenol), polyethylene oxide, and ethyl cellulose. Analytes studied are representative of both inorganic (ammonia) and organic (methanol, toluene, hydrazine) compounds. The results are analyzed for the composite microstructure by calculating the radial distribution profiles as well as for the sensor response by predicting the interaction energies of the analytes with the composites.