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At least 523 records · Page 29
All sourcesNASA NTRSDOE OSTI
NASA NTRS1979

Application of an optimized winglet configuration to an advanced commercial transport

The design is presented of an aircraft which employs an integrated wing and winglet lift system. Comparison was made with a conventional baseline configuration employing a high-aspect-ratio supercritical wing. An optimized wing-winglet combination was selected from four proposed configurations for which aerodynamic, structural, and weight characteristics were evaluated. Each candidate wing-winglet configuration was constrained to the same induced drag coefficient as the baseline aircraft. The selected wing-winglet configuration was resized for a specific medium-range mission requirement, and operating costs were estimated for a typical mission. Study results indicated that the wing-winglet aircraft was lighter and could complete the specified mission at less cost than the conventional wing aircraft. These indications were sensitive to the impact of flutter characteristics and, to a lesser extent, to the performance of the high-lift system. Further study in these areas is recommended to reduce uncertainty in future development.

Shollenberger, C. A.↗
NASA NTRS1982

Aerodynamic levitation of laser-heated solids in gas jets

The aerodynamic levitation technique is developed for studies of high-temperature material properties and gas/condensed-phase reaction kinetics. Stable levitation is demonstrated in a supersonic jet from a 0.081 cm nozzle with 0.03-0.20 g 0.24-0.47 cm diameter solid spheres at a height between 0.7-2.0 cm above the nozzle and ambient pressures between 1.1-18 Torr. A model of supersonic jet levitation is developed which accurately predicts the values of height vs pressure over the full range of conditions investigated. It is found that the efficiency with which jet momentum is converted into levitation force decreases with the jet/specimen diameter ratio and the jet Reynolds number, and the rate of jet spreading with distance from the nozzle is found to agree with that measured by pitot tube traverses of the jet. In addition, laser heating is shown to reduce the jet momentum required for levitation at a given height and to increase levitation stability. Measurements of sphere levitation in subsonic gas jets show that the required jet momentum flow rate exceeds the specimen weight by about 2/the specimen drag coefficient at its terminal free-fall speed under ambient conditions.

Nordine, P. C.↗
NASA NTRS1982

Turbulence effect on crossflow around a circular cylinder at subcritical Reynolds numbers

An investigation of the effect of freestream turbulence on the flow around a smooth circular cylinder at subcritical Reynolds numbers from 5.2 x 10 to the 4th power to 2.09 x 10 to the 5th power was conducted. Measurements show that the interaction of incident turbulence with the initial laminar boundary layer: (1) modifies the characteristics of the mean surface pressure distribution; (2) induces an aft shift in the separation point ranging from 5 to 50 beyond the laminar separation angle of 80 degrees; and, (3) reduces the mean drag coefficient to values between 97 and 46% of its nearly constant laminar counterpart. The extent of these changes depends on the particular Reynolds number background turbulence combination. These results demonstrate that a boundary-layer flow similar to that found in critical, supercritical and/or transcritical flow regimes is induced by turbulence at subcritical Reynolds numbers and, hence, the effect of turbulence is equivalent to an effective increase in the Reynolds number. The change in the nature and properties of the boundary layer in the subcritical regime, consequent upon the penetration of turbulence into it, is in agreement with the model proposed by the vorticity-amplification theory.

Sadeh, W. Z.↗
NASA NTRS1983

Experimental comparison of icing cloud instruments

Icing cloud instruments were tested in the spray cloud Icing Research Tunnel (IRT) in order to determine their relative accuracy and their limitations over a broad range of conditions. It was found that the average of the readings from each of the liquid water content (LWC) instruments tested agreed closely with each other and with the IRT calibration; but all have a data scatter (+ or - one standard deviation) of about + or - 20 percent. The effect of this + or - 20 percent uncertainty is probably acceptable in aero-penalty and deicer experiments. Existing laser spectrometers proved to be too inaccurate for LWC measurements. The error due to water runoff was the same for all ice accretion LWC instruments. Any given laser spectrometer proved to be highly repeatable in its indications of volume median drop size (DVM), LWC and drop size distribution. However, there was a significant disagreement between different spectrometers of the same model, even after careful standard calibration and data analysis. The scatter about the mean of the DVM data from five Axial Scattering Spectrometer Probes was + or - 20 percent (+ or - one standard deviation) and the average was 20 percent higher than the old IRT calibration. The + or - 20 percent uncertainty in DVM can cause an unacceptable variation in the drag coefficient of an airfoil with ice; however, the variation in a deicer performance test may be acceptable.

Olsen, W.↗
NASA NTRS1983

A proposed simple and safe aircraft take-off or landing procedure with wing roughness or protuberances

A simple, safe takeoff and/or landing procedure has been developed for cases of wing roughness or proturbances. The procedure utilizes calculations of aerodynamic penalties and steady flight equations. Empirical relationships for lift, drag, and angle of attack penalties are used to construct the lift and drag coefficient versus the angle of attack. To maintain safe stall margin due to wing roughness, the lift coefficient and the angle of attack at takeoff or landing for a roughened aircraft must be less than that of a clean aircraft by the relative maximum lift loss and stall angle loss due to roughness. The procedure may be applied to many types of aircraft.

Dietenberger, M. A.↗
NASA NTRS1983

Sensitivity studies with a coupled ice-ocean model of the marginal ice zone

An analytical coupled ice-ocean model is considered which is forced by a specified wind stress acting on the open ocean as well as the ice. The analysis supports the conjecture that the upwelling dynamics at ice edges can be understood by means of a simple analytical model. In similarity with coastal problems it is shown that the ice edge upwelling is determined by the net mass flux at the boundaries of the considered region. The model is used to study the sensitivity of the upwelling dynamics in the marginal ice zone to variation in the controlling parameters. These parameters consist of combinations of the drag coefficients used in the parameterization of the stresses on the three interfaces atmosphere-ice, atmosphere-ocean, and ice-ocean. The response is shown to be sensitive to variations in these parameters in that one set of parameters may give upwelling while a slightly different set of parameters may give downwelling.

Roed, L. P.↗
NASA NTRS1983

An analytic solution for the response of the neutral atmosphere to the high-latitude convection pattern

The analytic solutions to a two-dimensional, shallow-water model of the high-latitude thermosphere are developed. The equations are a linearized representation of the response of the neutral atmosphere to the momentum source due to the plasma convection pattern. The obtained results show how the neutral winds depend on the Pedersen and Hall ion drag coefficients and the horizontal wave number. The response depends on the dimensionless scale as it appears in the product of the Rossby radius of deformation and the wave number. The flow pattern is shifted in local time from the plasma flow pattern by an amount that depends on the average electron density. At the largest scales there is a 180 deg phase shift between the rotational flow components in the E and F regions. The model applies to quiet magnetic conditions and below 200 km of altitude.

Mikkelsen, I. S.↗
NASA NTRS1983

Reynolds number tests of an NPL 9510 airfoil in the Langley 0.3-meter transonic cryogenic tunnel

An investigation of the NPL 9510 airfoil was conducted in the Langley 0.3-Meter Transonic Cryogenic Tunnel over the following ranges of test conditions: Mach number of 0.35 to 0.82, total temperature of 94 K to 300 K, total pressure of 1.20 to 5.81 atm, Reynolds number based on airfoil chord of 1.34 x 10 to the 6th power to 48.23 x 10 to the 6th power, and angle of attack of 0 deg to 6 deg. The drag creep previously reported by the British National Physics Laboratory at low Reynolds numbers was also found to be present at high Reynolds numbers; the section drag coefficient continued to decrease even at the highest Reynolds number tested. Tests made close to free-stream saturation did not produce altered aerodynamic coefficients due to condensation effects.

Jenkins, R. V.↗
NASA NTRS1983

Tabulation of data from tests of an NPL 9510 airfoil in the Langley 0.3-meter transonic cryogenic tunnel

The tabulated data from tests of a six inch chord NPL 9510 airfoil in the Langley 0.3-Meter Transonic Cryogenic Tunnel. The tests were performed over the following range of conditions: Mach numbers of 0.35 to 0.82, total temperature of 94 K to 300 K, total pressure of 1.20 to 5.81 atm, Reynolds number based on chord of 1.34 x 10 to the 6th to 48.23 x 10 to the 6th, and angle of attack of 0 deg to 6 deg. The NPL 9510 airfoil was observed to have decreasing drag coefficient up to the highest test Reynolds number.

Jenkins, R. V.↗
NASA NTRS1983

Investigation of installation effects on twin-engine convergent-divergent nozzles

An investigation was conducted in the Langley 16-Foot Transonic Tunnel to determine installation effects on convergent-divergent nozzles applicable to twin-engine reduced-power supersonic cruise aircraft. Tests were conducted at Mach numbers from 0.50 to 1.20, angles of attack from -5 deg to 9 deg, and at nozzle pressure ratios from jet off (1.0) to 8.0. The effects of empennage arrangement, nozzle length, and afterbody closure on total and component drag coefficients were investigated.

Bare, E. A.↗
NASA NTRS1984

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.

Nagamatsu, H. T.↗
NASA NTRS1984

Unsteady wake measurements of an oscillating flap at transonic speeds

The steady and unsteady wake profiles of an airfoil with an oscillating flap were measured at nominal free stream Mach number of 0.8 in the NASA Ames 11 x 11-foot wind tunnel. The instantaneous wake velocity and pressure profiles at four axial locations are presented up to one chord length from the trailing edge. Both fundamental harmonic frequency and typical time history data are presented to observe the effects of airfoil incidence and flap angle. The drag coefficient obtained from the wake pressure measurements is compared with that obtained from the airfoil pressure distribution.

Bodapati, S.↗
NASA NTRS1986

Zero-Lift Wave Drag of Complex Aircraft Configurations

WAVDRAG calculates supersonic zero-lift wave drag of complex aircraft configurations. Numerical model of aircraft used throughout design process from concept to manufacturing. Incorporates extended geometric input capabilities to permit use of more accurate mathematical model. Engineer defines aircraft components as fusiform or nonfusiform in terms of traditional parallel contours or nonintersecting contours in any direction. Laterally asymmetric configurations simulated. WAVDRAG calculates total drag and wave-drag coefficient of specified aircraft configuration.

Craidon, C., B.↗
NASA NTRS1984

Observations from varying the lift and drag inputs to a noise prediction method for supersonic helical tip speed propellers

Previous comparisons between calculated and measured supersonic helical tip speed propeller noise show them to have different trends of peak blade passing tone versus helical tip Mach number. It was postulated that improvements in this comparison could be made first by including the drag force terms in the prediction and then by reducing the blade lift terms at the tip to allow the drag forces to dominate the noise prediction. Propeller hub to tip lift distributions were varied, but they did not yield sufficient change in the predicted lift noise to improve the comparison. This result indicates that some basic changes in the theory may be needed. In addition, the noise predicted by the drag forces did not exhibit the same curve shape as the measured data. So even if the drag force terms were to dominate, the trends with helical tip Mach number for theory and experiment would still not be the same. The effect of the blade shock wave pressure rise was approxmated by increasing the drag coefficient at the blade tip. Predictions using this shock wdave approximation did have a curve shape similar to the measured data. This result indicates that the shock pressure rise probably controls the noise at supersonic tip speed and that the linear prediction method can give the proper noise trend with Mach number.

Dittmar, J. H.↗
NASA NTRS1984

Effects of the oceans on polar motion: Continued investigations

Data on the pole tide, the oceanic response to the Chandler wobble were presented. Observed North Sea pole tide enhancement (i.e., larger amplitudes than a static tide would possess) resulted from bottom friction, with the drag coefficient, in combination with the depth of the North Sea decreasing southward. Computer programs were written for the boundary conditions. Dissipation of the energy by North Sea pole tide currents was also computed; preliminary results indicate that such dissipation may explain a significant fraction of Chandler wobble energy loss.

Dickman, S. R.↗
NASA NTRS1984

Investigation to optimize the passive shock wave/boundary layer control for supercritical airfoil drag reduction

The passive shock wave/boundary layer control for reducing the drag of 14%-thick supercritical airfoil was investigated in the 3 in. x 15.4 in. RPI Transonic Wind Tunnel with and without the top wall insert at transonic Mach numbers. Top wall insert was installed to increase the flow Mach number to 0.90 with the model mounted on the test section bottom wall. Various porous surfaces with a cavity underneath were positioned on the area of the airfoil where the shock wave occurs. The higher pressure behind the shock wave circulates flow through the cavity to the lower pressure ahead of the shock wave. The effects from this circulation prevent boundary layer separation and enthropy increase hrough the shock wave. 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 2.8% uniform porosity the normal shock wave for the solid surface was changed to a lambda shock wave, and the wake impact pressure data indicate a drag coefficient reduction as much as 45% lower than for the solid surface airfoil at high transonic Mach numbers.

Nagamatsu, H. T.↗
NASA NTRS1985

Specification of Surface Roughness Over Oceans in the GLAS Fourth Order GCM

The surface roughness height z sub 0 is a parameter which measures the effect of surface irregularities on the mean profiles which occur in the atmospheric surface layer. Over land surfaces, z sub 0 is a function of soil composition, plant canopy type and distribution and other factors such as buildings and structures. Over open water, z sub 0 depends only on the distribution of waves, wavelets and other surface irregularities. These, in turn, are thought to be determined by the mean wind within the surface layer. Large and Pond have derived an empirical relationship between the mean wind speed U sub 10 at the ten meter level over open water and the neutral drag coefficient C sub DN. Their relationship covers the range U sub 10 or = M/S. Earlier, Kondo had computed a relationship between U sub 10 and C sub DN on the basis of laboratory observations which extended down to the range of infinitely small wind speeds. An interpretation between the relationships of Large and Pond for large wind speed and of Kondo for small wind speed is presented.

Helfand, H. M.↗
NASA NTRS1985

Mechanics of a gaseous film barrier to lubricant wetting of elastohydrodynamically lubricated conjunctions

Two analytical models, one based on simple hydrodynamic lubrication and the other on soft elastohydrodynamic lubrication, are presented and compared to delineate the dominant physical parameters that govern the mechanics of a gaseous film between a small droplet of lubricant and the outer race of a ball bearing. Both models are based on the balance of gravity forces, air drag forces, and air film lubrication forces and incorporate a drag coefficient C sub D and a lubrication coefficient C sub L to be determined from experiment. The soft elastohydrodynamic lubrication (EHL) model considers the effects of droplet deformation and solid-surface geometry; the simpler hydrodynamic lubrication (HL) model assumes that the droplet remains essentially spherical. The droplet's angular position depended primarily on the ratio of gas inertia to droplet gravity forces and on the gas Reynolds number and weakly on the ratio of droplet gravity forces to surface tension forces (Bond number) and geometric ratios for the soft EHL. An experimental configuration in which an oil droplet is supported by an air film on the rotating outer race of a ball bearing within a pressure-controlled chamber produced measurements of droplet angular position as a function of outer-race velocity droplet size and type, and chamber pressure.

Prahl, J. M.↗