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At least 559 records · Page 31
All sourcesNASA NTRSDOE OSTI
NASA NTRS1960

Flight Investigation of the Low-Speed Characteristics of a 45 deg Swept-Wing Fighter-Type Airplane with Blowing Boundary-Layer Control Applied to the Leading- and Trailing-Edge Flaps

A flight investigation has been conducted to study how pilots use the high lift available with blowing-type boundary-layer control applied to the leading- and trailing-edge flaps of a 45 deg. swept-wing airplane. The study includes documentation of the low-speed handling qualities as well as the pilots' evaluations of the landing-approach characteristics. All the pilots who flew the airplane considered it more comfortable to fly at low speeds than any other F-100 configuration they had flown. The major improvements noted were the reduced stall speed, the improved longitudinal stability at high lift, and the reduction in low-speed buffet. The study has shown the minimum comfortable landing-approach speeds are between 120.5 and 126.5 knots compared to 134 for the airplane with a slatted leading edge and the same trailing-edge flap. The limiting factors in the pilots' choices of landing-approach speeds were the limits of ability to control flight-path angle, lack of visibility, trim change with thrust, low static directional stability, and sluggish longitudinal control. Several of these factors were found to be associated with the high angles of attack, between 13 deg. and 15 deg., required for the low approach speeds. The angle of attack for maximum lift coefficient was 28 deg.

Quigley, Hervey C.↗
NASA NTRS1959

Transonic Flutter Characteristics of a 45 deg Sweptback Wing with Various Distributions of Ballast Along the Leading Edge

An investigation of the use of ballast at the leading edge of a sweptback wing as a flutter fix has been made. The investigation was conducted in the Langley transonic blowdown tunnel with wing models which had an aspect ratio of 4, sweepback of the quarter-chord line of 450, and a taper ratio of 0.2. Four ballast configurations, which included different amounts of ballast distributed at two different span-wise locations, were investigated. Full-span sting-mounted models were employed. Data were obtained over a Mach number range from 0.65 to 1.32. Comparison of the data for the ballasted wings with data for a similar wing without ballast shows that in the often critical Mach number range between 0.85 and 1.05, the dynamic pressure required for flutter is increased by as much as 100 percent due to the addition of about 6 percent of the wing mass as ballast at the leading edge of the outboard sections. Furthermore, there are indications that similar benefits of leading-edge ballast can be obtained at Mach numbers above M = 1.1. Changing the spanwise location of the ballast and increasing the amount of the ballast by a factor of about 2 had very little additional effect on the dynamic pressure required for flutter. The possibility, therefore, exists that the beneficial effects obtained may be accomplished by using less than the minimum of about 6 percent of the wing mass as ballast as investigated in this paper.

John R Unangst↗
NASA NTRS1961

Effects of Mach Number, Leading-Edge Bluntness, and Sweep on Boundary-Layer Transition on a Flat Plate

The effects of leading-edge bluntness and sweep on boundary-layer transition on flat plate models were investigated at Mach numbers of 2.00, 2.50, 3.00, and 4.00. The effect of sweep on transition was also determined on a flat plate model equipped with an elliptical nose at a Mach number of 0.27. Models used for the supersonic investigation had leading-edge radii varying from 0.0005 to 0.040 inch. The free-stream unit Reynolds number was held constant at 15 million per foot for the supersonic tests and the angle of attack was 0 deg. Surface flow conditions were determined by visual observation and recorded photographically. The sublimation technique was used to indicate transition, and the fluorescent-oil technique was used to indicate flow separation. Measured Mach number and sweep effects on transition are compared with those predicted from shock-loss considerations as described in NACA Rep. 1312. For the models with the blunter leading edges, the transition Reynolds number (based on free-stream flow conditions) was approximately doubled by an increase in Mach number from 2.50 to 4.00; and nearly the same result was predicted from shock-loss considerations. At all super- sonic Mach numbers, increases in sweep reduced the transition Reynolds number and the amount of reduction increased with increases in bluntness. The shock-loss method considerably underestimated- the sweep effects, possibly because of the existence of crossflow instability associated with swept wings. At a Mach number of 0.27, no reduction in the transition Reynolds number with sweep was measured (as would be expected with no shock loss) until the sweep angle was attained where crossflow instability appeared.

Jillie, Don W.↗
NASA NTRS1961

Effects of Canard Planform and Wing-Leading-Edge Modification on Low-Speed Longitudinal Aerodynamic Characteristics of a Canard Airplane Configuration

An investigation has been conducted at low subsonic speeds to study the effects of canard planform and wing-leading-edge modification on the longitudinal aerodynamic characteristics of a general research canard airplane configuration. The basic wing of the model had a trapezoidal planform, an aspect ratio of 3.0, a taper ratio of 0.143, and an unswept 80-percent-chord line. Modifications to the wing included addition of full-span and partial-span leading-edge chord-extensions. Two canard planforms were employed in the study; one was a 60 deg sweptback delta planform and the other was a trapezoidal planform similar to that of the basic wing. Modifications to these canards included addition of a full-span leading-edge chord-extension to the trapezoidal planform and a fence to the delta planform. For the basic-wing-trapezoidal-canard configuration, rather abrupt increases in stability occurred at about 12 deg angle of attack. A slight pitch-up tendency occurred for the delta-canard configuration at approximately 8 deg angle of attack. A comparison of the longitudinal control effectiveness for the basic-wing-trapezoidal-canard combination and for the basic-wing-delta-canard combination indicates higher values of control effectiveness at law angles of attack for the trapezoidal canard. The control effectiveness for the delta-canard configuration, however, is seen to hold up for higher canard deflections and to higher angles of attack. Use of a full-span chord-extension deflected approximately 30 deg on the trapezoidal canard greatly improved the control characteristics of this configuration and enabled a sizeable increase in trim lift to be realized.

Spencer, Bernard, Jr.↗
NASA NTRS1959

Predicted Static Aeroelastic Effects on Wings with Supersonic Leading Edges and Streamwise Tips

A method is presented for calculation of static aeroelastic effects on wings with supersonic leading edges and streamwise tips. Both chord-wise and spanwise deflections are taken into account. Aerodynamic and structural forces are introduced in influence coefficient form; the former are developed from linearized supersonic wing theory and the latter are assumed to be known from load-deflection tests or theory. The predicted effects of flexibility on lateral-control effectiveness, damping in roll, and lift-curve slope are shown for a low-aspect-ratio wing at Mach numbers of 1.25 and 2.60. The control effectiveness is shown for a trailing-edge aileron, a tip aileron, and a slot-deflector spoiler located along the 0.70 chord line. The calculations indicate that the tip aileron is particularly attractive from an aeroelastic standpoint, because the changes in effectiveness with dynamic pressure are small compared to the changes in effectiveness of the trailing-edge aileron and slot-deflector spoiler. The effects of making several simplifying assumptions in the example calculations are shown. The use of a modified strip theory to determine the aerodynamic influence coefficients gave adequate results only for the high Mach number case. Elimination of chordwise bending in the structural influence coefficients exaggerated the aeroelastic effects on rolling-moment and lift coefficients for both Mach numbers.

Brown, Stuart C.↗
NASA NTRS1958

Aerodynamic Characteristics in Sideslip of a Large-Scale 49 deg Sweptback Wing-Body-Tail Configuration with Blowing Applied Over the Flaps and Wing Leading Edge

An investigation has been conducted in the Langley full-scale tunnel to determine the aerodynamic characteristics in sideslip of a large-scale 490 sweptback wing-body-tail configuration having wing leading- edge and flap-blowing boundary-layer control. The wing and tails had an aspect ratio of 3.5, a taper ratio of 0.3, and NACA 65AO06 airfoil sections parallel to the plane of symmetry. The tests were conducted over a range of angles of attack of about -5 deg to 28 deg for sideslip angles of 0 deg, -5.06 deg, -10.15 deg, and -15.18 deg. Lateral and longitudinal stability and control characteristics were obtained for6a minimized blowing rate. The Reynolds number of the tests was 5.2 x 10(exp 6), corresponding to a Mach number of 0.08. The results of the investigation showed that sideslip to angles of about -15 deg did not require, from a consideration of the longitudinal characteristics, blowing rates over the wing leading edge or flap greater than that established as minimum at zero sideslip. The optimum configuration was laterally and directionally stable through the complete lift-coefficient range including the stall; however, maximum lift for sideslip angles greater than about 50 was seriously limited by a deficiency of lateral control. Blowing over the leading edge of the retreating wing in sideslip at a rate greater than that established as minimum at zero sideslip was ineffective in improving the lateral control characteristics. The optimum configuration at zero sideslip had no hysteresis of the aerodynamic parameters upon recovery from stall.

McLemore, H. Clyde↗
NASA NTRS1998

Fabrication and Testing of a Leading-Edge-Shaped Heat Pipe

The development of a refractory-composite/heat-pipe-cooled leading edge has evolved from the design stage to the fabrication and testing of a full size, leading-edge-shaped heat pipe. The heat pipe had a 'D-shaped' cross section and was fabricated from arc cast Mo-4lRe. An artery was included in the wick. Several issues were resolved with the fabrication of the sharp leading edge radius heat pipe. The heat pipe was tested in a vacuum chamber at Los Alamos National Laboratory using induction heating and was started up from the frozen state several times. However, design temperatures and heat fluxes were not obtained due to premature failure of the heat pipe resulting from electrical discharge between the induction heating apparatus and the heat pipe. Though a testing anomaly caused premature failure of the heat pipe, successful startup and operation of the heat pipe was demonstrated.

Glass, David E.↗
NASA NTRS1998

Closed Form Equations for the Preliminary Design of a Heat-Pipe-Cooled Leading Edge

A set of closed form equations for the preliminary evaluation and design of a heat-pipe-cooled leading edge is presented. The set of equations can provide a leading-edge designer with a quick evaluation of the feasibility of using heat-pipe cooling. The heat pipes can be embedded in a metallic or composite structure. The maximum heat flux, total integrated heat load, and thermal properties of the structure and heat-pipe container are required input. The heat-pipe operating temperature, maximum surface temperature, heat-pipe length, and heat pipe-spacing can be estimated. Results using the design equations compared well with those from a 3-D finite element analysis for both a large and small radius leading edge.

Glass, David E.↗
NASA NTRS1999

Subsonic Investigation of a Leading-Edge Boundary Layer Control Suction System on a High-Speed Civil Transport Configuration

A wind tunnel investigation of a leading edge boundary layer control system was conducted on a High Speed Civil Transport (HSCT) configuration in the Langley 14- by 22-Foot Subsonic Tunnel. Data were obtained over a Mach number range of 0.08 to 0.27, with corresponding chord Reynolds numbers of 1.79 x 10(exp 6) to 5.76 x 10(exp 6). Variations in the amount of suction, as well as the size and location of the suction area, were tested with outboard leading edge flaps deflected 0 and 30 deg and trailing-edge flaps deflected 0 and 20 deg. The longitudinal and lateral aerodynamic data are presented without analysis. A complete tabulated data listing is also presented herein.

Campbell, Bryan A.↗
NASA NTRS2001

Defining the Polar Vortex Edge Using an N2O: Potential Temperature Correlation Versus the Nash Criterion: A Comparison

A prerequisite to study phenomena in the winter stratospheric polar vortex is the separation of measurements inside and outside the dynamical barrier of the vortex edge. We describe a technique to accurately determine the inner edge of the vortex boundary region from measurements of potential temperature and a trace gas, such as N2O, and apply it to in situ aircraft and balloon measurements from the SOLVE/THESE02000 Arctic campaign. The method may be used to refine the Nash algorithm, which, due to the inherently coarser resolution of potential vorticity on which it is dependent, may misidentify the inner edge by up to 466 km, and omit the identification of small, extra-vortex filaments within the vortex.

Greenblatt, Jeffery B.↗
NASA NTRS2001

Analysis and Verification of HET 1 m Mirror Deflections Due to Edge Sensor Loading

The ninety-one 1 m mirror segments which comprise the McDonald Observatory Hobby Eberly Telescope (HET) primary mirror have been observed to drift out of alignment in an unpredictable manner in response to time variant temperature deviations. A Segment Alignment Maintenance System (SAMS) is being developed to detect and correct this segment-to-segment drift using sensors mounted at the edges of the mirror segments. However, the segments were not originally designed to carry the weight of edge sensors. Thus, analyses and tests were conducted as part of the SAMS design to estimate the magnitude and shape of the edge sensor induced deformations as well as the resultant optical performance. Interferometric testing of a 26 m radius of curvature HET mirror segment was performed at the Marshall Space Flight Center using several load conditions to verify the finite element analyses.

Stallcup, Michael A.↗
NASA NTRS1995

Aerothermal/FEM Analysis of Hypersonic Sharp Leading Edges

Advanced hypersonic vehicles, like wave riders, will have sharp leading edges to minimize drag. These designs require accurate finite element modeling (FEM) of the thermal-structural behavior of a diboride ceramic matrix composite sharp leading edge. By coupling the FEM solver to an engineering model of the aerothermodynamic heating environment the impact of non catalytic surfaces, rarefied flow effects, and multidimensional conduction on the performance envelopes of sharp leading edges can be examined.

Kolodziej, Paul↗
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 NTRS2001

Method Improvements in Thermal Analysis of Mach 10 Leading Edges

Several improvements have recently been made in the thermal analysis methods for leading edges of a hypersonic vehicle. The leading edges of this vehicle undergo exceptionally high heat loads that incorporate extreme spatial gradients as well as severe transients. Due to the varying flight conditions, complex geometry, and need for thermal loads at many points along the trajectory, full computational fluid dynamics (CFD) analysis of the aeroheating; loads is not feasible. Thus, engineering methods must be used to determine the aeroheating on the vehicle surfaces, and that must be utilized in the thermal analysis. Over the last year, the thermal analysis of a hypersonic vehicle has been enhanced in several ways. Two different engineering codes are used to predict aeroheating loads: one over the curve near the stagnation point, and the other on flat surfaces downstream of the leading edge. These two are matched together at the intersection point using a method that allows closer approximation of CFD results. User-developed FORTRAN, which is part of the thermal solver PATRAN Thermal, is used to accomplish this. The customizable FORTRAN code also allows use of many different time- and space-dependent factors, interpolation of the heat load in time and space, and inclusion of both highly swept and unswept grid structures. This FORTRAN is available to other PATRAN users who may want to accomplish a similar objective in analysis. Flux, rather than convective coefficient, is used to define heat loads, which allows more accurate analysis as well as better application of margins. Improvements have also been made in more efficient utilization of imported CAD geometry, by creating faces on solids to facilitate load application.

Amundsen, Ruth M.↗
NASA NTRS2002

Photoionization of the Fe lons: Structure of the K-Edge

X-ray absorption and emission features arising from the inner-shell transitions in iron are of practical importance in astrophysics due to the Fe cosmic abundance and to the absence of traits from other elements in the nearby spectrum. As a result, the strengths and energies of such features can constrain the ionization stage, elemental abundance, and column density of the gas in the vicinity of the exotic cosmic objects, e.g. active galactic nuclei (AGN) and galactic black hole candidates. Although the observational technology in X-ray astronomy is still evolving and currently lacks high spectroscopic resolution, the astrophysical models have been based on atomic calculations that predict a sudden and high step-like increase of the cross section at the K-shell threshold (see for instance. New Breit-Pauli R-matrix calculations of the photoionization cross section of the ground states of Fe XVII in the region near the K threshold are presented. They strongly support the view that the previously assumed sharp edge behaviour is not correct. The latter has been caused by the neglect of spectator Auger channels in the decay of the resonances converging to the K threshold. These decay channels include the dominant KLL channels and give rise to constant widths (independent of n). As a consequence, these series display damped Lorentzian components that rapidly blend to impose continuity at threshold, thus reformatting the previously held picture of the edge. Apparent broadened iron edges detected in the spectra of AGN and galactic black hole candidates seem to indicate that these quantum effects may be at least partially responsible for the observed broadening.

Palmeri, P.↗
NASA NTRS2000

Heat Transfer in a Complex Trailing Edge Passage for a High Pressure Turbine Blade - Part 1: Experimental Measurements: Experimental Measurements - Part 1

A combined experimental and computational study has been performed to investigate the detailed heat transfer coefficient distributions within a complex blade trailing edge passage. The experimental measurements are made using a steady liquid crystal thermography technique applied to one major side of the passage. The geometry of the trailing edge passage is that of a two-pass serpentine circuit with a sharp 180-degree turning region at the tip. The upflow channel is split by interrupted ribs into two major subchannels, one of which is turbulated. This channel has an average aspect ratio of roughly 14:1. The spanwise extent of the channel geometry includes both area convergence from root to tip, as well as taper towards the trailing edge apex. The average section Reynolds numbers tested in this upflow channel range from 55,000 to 98,000. The tip section contains a turning vane near the extreme comer. The downflow channel has an aspect ratio of about 5:1, and also includes convergence and taper. Turbulators of varying sizes are included in this channel also. Both detailed heat transfer and pressure distribution measurements are presented. The pressure measurements are incorporated into a flow network model illustrating the major loss contributors.

Bunker, Ronald S.↗
NASA NTRS2002

Design and Analysis of UHTC Leading Edge Attachment

NASA Glenn Research Center was contacted to provide technical support to NASA Ames Research Center in the design and analysis of an ultra high temperature ceramic (UHTC) leading edge. UHTC materials are being considered for reusable launch vehicles because their high temperature capability may allow for un-cooled sharp leading edge designs. While ceramic materials have the design benefit of allowing subcomponents to run hot, they also provide a design challenge in that they invariably must be in contact with cooler subcomponents elsewhere in the structure. NASA Glenn Research Center proposed a modification to an existing attachment design. Thermal and structural analyses of the leading edge assembly were carried out using ABAQUS finite element software. Final results showed that the proposed modifications aided in thermally isolating hot and cold subcomponents and reducing bearing stresses at the attachment location.

Thomas, David J.↗
NASA NTRS2002

Heat Transfer in a Complex Trailing Edge Passage for a High Pressure Turbine Blade: Simulation Results - Part 2:

A combined experimental and numerical study to investigate the heat transfer distribution in a complex blade trailing edge passage was conducted. The geometry consists of a two pass serpentine passage with taper toward the trailing edge, as well as from hub to tip. The upflow channel has an average aspect ratio of roughly 14:1, while the exit passage aspect ratio is about 5:1. The upflow channel is split in an interrupted way and is smooth on the trailing edge side of the split and turbulated on the other side. A turning vane is placed near the tip of the upflow channel. Reynolds numbers in the range of 31,000 to 61,000, based on inlet conditions, were simulated numerically. The simulation was performed using the Glenn-HT code, a full three-dimensional Navier-Stokes solver using the Wilcox k-omega turbulence model. A structured multi-block grid is used with approximately 4.5 million cells and average y+ values on the order of unity. Pressure and heat transfer distributions are presented with comparison to the experimental data. While there are some regions with discrepancies, in general the agreement is very good for both pressure and heat transfer.

Rigby, David L.↗