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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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Report makes it relatively easy for hybrid-circuit manufacturers to convert integrated circuit chips with aluminum bead leads. Report covers: techniques for handling tiny chips; proper geometries for ultrasonic bonding tips; best combinations of pressure, pulse time, and ultrasonic energy for bonding; and best thickness for metal films to which beam leads are bonded.
Sounding rocket Experiment 74-18 was designed to demonstrate the effects of the Black Brandt rocket acceleration levels (during the low-g coast phase of its flight) on the motion of a liquid metal system to assist in preflight design. Some post flight analyses were also conducted. Preflight studies consisted of heat transfer analysis and convection sensitivity and convection modeling analyses which aided in the: (1) final selection of fluid materials (indium-lead melts rather than paraffins); (2) design and timing of heater and quench system; and (3) preflight predictions of the degree of lead penetration into the pure indium segment of the fluid. Postflight studies involved: (1) updating the convection sensitivity calculations by utilizing actual flight gravity levels; and (2) modeling the mixing in the flight samples.
A preliminary study of the unsteady viscous flow in the region of an airfoil leading edge was performed, in which the interaction between the viscous and inviscid flow fields is neglected. The solution method uses the finite difference form of the governing equations throughout the separated flow field and incorporates a transition model based on the integral turbulence kinetic energy equation. The validity of the numerical procedure is verified by making comparisons with analytical solutions to several test problems, including unsteady flow over a plate oscillating in its own plane. The method was then applied to the problem of unsteady viscous flow over a NACA 0012 airfoil oscillating sinusoidally in pitch. The flow field characteristics were in qualitative agreement with experimental results. The bubble moved forward on the airfoil and decreased in size as incidence was increased. Viscous flow in the leading edge region was found to be quasi-steady, while bubble height varied inversely with Reynolds number.
Initial screening tests and the results obtained in developing procedures to determine Al, Cu, Fe, and Pb in glycol formulations are described. Atomic absorption completion was selected for Cu, Fe and Pb, and after comparison with emission spectroscopy, was selected for Al also. Before completion, carbon, iron, and lead are extracted with diethyl dithio carbamate (DDC) into methyl isobutyl ketone (MIBK). Aluminum was also extracted into MIBK using 8-hydroxyquinoline as a chelating agent. As little as 0.02 mg/l carbon and 0.06 mg/l lead or iron may be determined in glycol formulations. As little as 0.3 mg/l aluminum may be determined.
Wing leading-edge deflection effects on the low-speed aerodynamic characteristics of a low-aspect-ratio highly swept arrow-wing configuration were determined. Static force tests were conducted in a V/STOL tunnel at a Reynolds number of about 2.5 x 1 million for an angle-of-attack range from -10 deg to 17 deg and an angle-of-sideslip range from -5 deg to 5 deg. Limited flow visualization studies were also conducted in order to provide a qualitative assessment of leading-edge upwash characteristics.
An investigation was conducted to determine the effects of wing leading-edge flap deflections on the subsonic longitudinal aerodynamic characteristics of a wing-fuselage configuration with a 44 deg swept wing. The tests were conducted at Mach numbers from 0.40 to 0.85, corresponding to Reynolds numbers (based on wing mean geometric chord) of 2.37 x 1,000,000 to 4.59 x 1,000,000 and at angles of attack from -3 deg to 22 deg. The configurations under study included a wing-fuselage configuration and a wing-fuselage-strake configuration. Each configuration had multisegmented, constant-chord leading-edge flaps which could be deflected independently or in various combinations.
A visual study was performed using the low speed smoke wind tunnels with the objective of obtaining a better understanding of the structure of leading edge separation bubbles on airfoils. The location of separation, transition and reattachment for a cylindrical nose constant-thickness airfoil model were obtained from smoke photographs and surface oil flow techniques. These data, together with static pressure distributions along the leading edge and upper surface of the model, produced the influence of Reynolds number, angle of attack, and trailing edge flap angle on the size and characteristics of the bubble. Additional visual insight into the unsteady nature of the separation bubble was provided by high speed 16 mm movies. The 8 mm color movies taken of the surface oil flow supported the findings of the high speed movies and clearly showed the formation of a scalloped spanwise separation line at the higher Reynolds number.
The potential of natural laminar flow for significant drag reduction and improved efficiency for aircraft is assessed. Past experience with natural laminar flow as reported in published and unpublished data and personal observations of various researchers is summarized. Aspects discussed include surface contour, waviness, and smoothness requirements; noise and vibration effects on boundary layer transition, boundary layer stability criteria; flight experience with natural laminar flow and suction stabilized boundary layers; and propeller slipstream, rain, frost, ice and insect contamination effects on boundary layer transition. The resilient leading edge appears to be a very promising method to prevent leading edge insect contamination.
Lead-acid and nickel-zinc traction cells were rapidly and efficiently charged using a high rate taped dc charge (HRTDC) method which could possibly be used for on-the-road service recharge of electric vehicles. The HRTDC method takes advantage of initial high cell charge acceptance and uses cell gassing rate and temperature as an indicator of charging efficiency. On the average, 300 amp-hour nickel-zinc traction cells were given a HRTDC to 78% of rated amp-hour capacity within 53 minutes at an amp-hour efficiency of 92% and an energy efficiency of 52%. Three-hundred amp-hour lead-acid traction cells were charged to 69% of rated amp-hour capacity within 46 minutes at an amp-hour efficiency of 91% with an energy efficiency of 64%.
The nonenzymatic, nontemplate catalysis of nucleotide polymerization by Pb(2+) ions, a possible prebiotic catalyst, is reported. Adenosine and uridine phosphoimidazoles were reacted in buffered solutions of lead salts and products were analyzed by means of paper chromatography and electrophoresis. In the presence of Pb(2+) ion at pH 8.0 and 7.0 the reaction is found to progress rapidly with excellent yields of oligomers, with optimal yields observed at pH 8.0. Little temperature dependence in the range 0 to 30 C is observed, however hydrolysis of the reaction products is minimal when the reaction is carried out at 0 C. Results show that the yield of oligomers is insensitive to mixing or the source of lead ions, indicating that naturally occurring minerals or precipitates could be a source of Pb(2+) ions under prebiotic conditions.
Uranium, thorium and isotopic lead data are reported for two bulk samples and separated pyroxene, ilmenite and plagioclase from basalt 75075. In a concordia diagram the whole rock, ilmenite and four pyroxene samples define a chord intersecting the concordia curve at approximately 4.25 and 2.8 AE. Three plagioclase samples plot distinctly off the chord. The crystallization age of 75075 is accurately determined at 3.74 AE by Rb-Sr, Sm-Nd and K-Ar measurements from other laboratories. It is not possible to adjust the isotopic composition of initial lead so as to reconcile the U-Pb data with a crystallization age of 3.74 AE. The data therefore indicate some type of post-crystallization disturbance of the U-Pb system that is not detected by the other systems. The 75075 data are one of the few examples of this type of age pattern found on the moon. If the disturbance was a single event, it probably occurred around 2.8 AE ago, the time indicated by the pyroxene, whole rock and ilmenite data.
A wide variety of model and airplane tests were conducted to explore the effects of wing leading-edge modifications on the stalling and spinning characteristics of a low-wing general aviation research airplane configuration. The results presented herein discuss the effects of leading-edge airfoil modifications applied to the full wing span and to partial-span locations. The results obtained in the study indicate that the wing modifications can produce large effects (both favorable or unfavorable) on spin resistance, developed spin characteristics, and spin recovery.
A low cost cylindrical thermionic converter has been designed, fabricated, and tested for use in a NASA-JPL program to directly measure converter lead efficiencies using various electrode materials and surfaces. Efficiency measurements are made using input emitter heater power, output power at the leads, and calculated values of the parasitic losses that would not be present in the application configuration. This information can be used to predict the performance characteristics of the advanced converters currently under development. A series of five converters has been tested. Both structured and smooth molybdenum collectors have been used. Emitters included smooth molybdenum, smooth rhenium, and microstructured rhenium. Cesium pressure families of current-voltage curves are presented for emitter temperatures of 1600, 1700, and 1800 K, along with measured efficiencies as a function of converter current densities for each temperature.
Experimental/theoretical correlations are presented which show that significant levels of leading-edge thrust are possible at supersonic speeds for certain planforms having the geometry to support the theoretical thrust-distribution potential. The new analytical process employed provides not only the level of leading-edge thrust attainable but also the spanwise distribution of both it and that component of full theoretical thrust which acts as vortex lift. Significantly improved aerodynamic performance in the moderate supersonic speed regime is indicated.
A bit synchronizer is analyzed via timing diagrams in a noise-free environment. It is believed that this new bit synchronizer will track the rising edge of the data bits with 25% asymmetry and up to a 90 deg phase shift between the received clock and data bit timing. In addition, the data bits will be demodulated correctly. It is not true that phase shifts larger than 90 deg will necessarily be corrected by this bit synchronizer. However, the specifications currently require the loop to operate over only a + or - 75 deg phase shift between the received data stream leading edges and the bit synchronizer leading edges; consequently, there should be no problem.
Pulse charging, as a method of rapidly and efficiently charging 300 amp-hour lead-acid traction cells for an electric vehicle application was investigated. A wide range of charge pulse current square waveforms were investigated and the results were compared to constant current charging at the time averaged pulse current values. Representative pulse current waveforms were: (1) positive waveform-peak charge pulse current of 300 amperes (amps), discharge pulse-current of zero amps, and a duty cycle of about 50%; (2) Romanov waveform-peak charge pulse current of 300 amps, peak discharge pulse current of 15 amps, and a duty of 50%; and (3) McCulloch waveform peak charge pulse current of 193 amps, peak discharge pulse current of about 575 amps, and a duty cycle of 94%. Experimental results indicate that on the basis of amp-hour efficiency, pulse charging offered no significant advantage as a method of rapidly charging 300 amp-hour lead-acid traction cells when compared to constant current charging at the time average pulse current value. There were, however, some disadvantages of pulse charging in particular a decrease in charge amp-hour and energy efficiencies and an increase in cell electrolyte temperature. The constant current charge method resulted in the best energy efficiency with no significant sacrifice of charge time or amp-hour output. Whether or not pulse charging offers an advantage over constant current charging with regard to the cell charge/discharge cycle life is unknown at this time.
A portable device for starting aircraft engines and the like is disclosed. The device includes a lead testing and motor starting circuit characterized by: (1) a direct current voltage source, (2) a pair of terminal plugs connected with the circuit (each being characterized by a first, second, and third terminal) (3) a pair of manually operable switches for connecting the first terminal of each plug of the pair to the positive side of the voltage source, (4) a circuit lead connecting to the second terminal of each plug the negative side of said source, (5) a pair of electrical cables adapted to connect said first and second terminals of each plug to an air-start unit, and means for connecting each cable of the pair of cables between the first terminal of one plug and the third terminal of the other plug of the pair, and (6) a second pair of manually operable switches for selectivity connecting the third terminal of each plug of the pair to the negative side of the voltage source.
Wind tunnel and flight tests were conducted to determine the effects of several discontinuous drooped wing leading-edge configurations on the spinning characteristics of a light, single-engine, low-wing research airplane. Particular emphasis was placed on the identification of modifications which would improve the spinning characteristics. The spanwise length of a discontinuous outboard droop was varied and several additional inboard segments were added to determine the influence of such leading-edge configurations on the spin behavior. Results of the study indicated that the use of only the discontinuous outboard droop, over a specific spanwise area, was most effective towards improving spin and spin recovery characteristics, whereas the segmented configurations having both inboard and outboard droop exhibited a tendency to enter a flat spin.