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At least 649 records · Page 36
All sourcesNASA NTRSDOE OSTI
NASA NTRS2005

Turbulent Vortex-Flow Simulation Over a 65 deg Sharp and Blunt Leading-Edge Delta Wing at Subsonic Speeds

Turbulent thin-layer, Reynolds-Averaged Navier-Stokes solutions, based on a multi-block structured grid, are presented for a 65 deg delta wing having either a sharp leading edge (SLE) or blunt leading edge (BLE) geometry. The primary objective of the study is to assess the prediction capability of the method for simulating the leading-edge flow separation and the ensuing vortex flow characteristics. Computational results are obtained for two angles of attack of approximately 13 and 20 deg, at free-stream Mach number of 0.40 and Reynolds number of 6 million based on the wing mean aerodynamic chord. The effects of two turbulence models of Baldwin-Lomax with Degani-Schiff (BL/DS) and the Spalart-Allmaras (SA) on the numerical results are also discussed. The computations also explore the effects of two numerical flux-splitting schemes, i.e., flux difference splitting (fds) and flux vector splitting (fvs), on the solution development and convergence characteristics. The resulting trends in solution sensitivity to grid resolution for the selected leading-edge geometries, angles of attack, turbulence models and flux splitting schemes are also presented. The validity of the numerical results is evaluated against a unique set of experimental wind-tunnel data that was obtained in the National Transonic Facility at the NASA Langley Research Center.

Ghaffari, Farhad↗
NASA NTRSDate not supplied

Influence of Airfoil Angle of Attack on Ice Accretion Roughness

The influence of airfoil angle attack on roughness evolution and spatial variation was investigated in the Icing Research Tunnel (IRT) at the NASA Glenn Research Center. Two airfoil models were used for the study: a 53.34-cm (21-in.) NACA 0012 model and a 152.4-cm (60-in.) HAARP-II model. For the NACA 0012, the angle of attack was varied from 0° to 3°, and the ice accretion roughness was characterized while keeping the other icing parameters such as freestream velocity, freestream stagnation temperature, accumulation parameter, and median volumetric diameter (MVD) constant. For the HAARP-II, the angle of attack was varied from -1.9°, which is the non-lifting angle of attack for the airfoil, to 3°. A series of accumulation time progression cases for the HAARP-II at 2.3° angle of attack was also performed in Appendix C and Appendix O conditions and compared to the measurements presented by McClain et al. (2018) for the non-lifting angle of attack condition. The results demonstrate the strong influence of the changing local static pressure along the surface influencing the roughness characteristics. A correlation approach for the maximum equivalent sand-grain roughness along the surface of an airfoil is presented and considers the scaled accumulation time, the stagnation point freezing fraction, and the surface pressure relative to the static and stagnation pressures of the flow. Finally, an attempt to relate the maximum roughness quantities to local pressure coefficients and local icing quantities is presented and discussed.

Icing↗
DOE OSTI2025

Dynamical Low-Rank Compression of Neural Networks with Robustness under Adversarial Attacks

Deployment of neural networks on resource-constrained devices demands models that are both compact and robust to adversarial inputs. However, compression and adversarial robustness often conflict. In this work, we introduce a dynamical low-rank training scheme enhanced with a novel spectral regularizer that controls the condition number of the low-rank core in each layer. This approach mitigates the sensitivity of compressed models to adversarial perturbations without sacrificing clean accuracy. The method is model- and data-agnostic, computationally efficient, and supports rank adaptivity to automatically compress the network at hand. Extensive experiments across standard architectures, datasets, and adversarial attacks show the regularized networks can achieve over 94 compression while recovering or improving adversarial accuracy relative to uncompressed baselines.

Schotthoefer, Steffen [ORNL] (ORCID:00000002156965↗
NASA NTRS1961

An Investigation of Wing and Aileron Loads Due to Deflected Inboard and Outboard Ailerons on a 4-Percent-Thick 30 deg Sweptback Wing at Transonic Speeds

An investigation has been conducted in the Langley 16-foot transonic tunnel to determine the changes in wing loading characteristics due to deflections of a plain faired flap-type inboard aileron, a plain faired flap-type outboard aileron, and a slab-sided thickened trailing edge outboard aileron. The test wing was 4 percent thick and had 30 sweep of the quarter chord, an aspect ratio of 3.0, a taper ratio of 0.2, and NACA 65A004 airfoil sections. The loading characteristics of the deflected ailerons were also investigated. The model was a sting-mounted wing-body combination, and pressure measurements over one wing panel (exposed area) and the ailerons were obtained for angles of attack from 0 to 20 at deflections up to +/- 15 deg for Mach numbers between 0.80 and 1.03. The test Reynolds number based on the wing mean aerodynamic chord was about 7.4 x 10(exp 6). The results of the investigation indicated that positive deflection of the plain faired flap-type inboard aileron caused significant added loading over the wing sections outboard of the aileron at all Mach numbers for model angles of attack from 0 deg or 4 deg up to 12 deg. Positive deflection of the two outboard ailerons (plain faired and slab sided with thickened trailing edge) caused significant added loading over the wing sections inboard of the ailerons for different model angle-of-attack ranges at the several test Mach numbers. The loading shapes over the ailerons were irregular and would be difficult to predict from theoretical considerations in the transonic speed range. The longitudinal and lateral center-of-pressure locations for the ailerons varied only slightly with increasing angle of attack and/or Mach number. Generally, the negative slopes of the variations of aileron hinge-moment coefficient with aileron deflection for all three ailerons varied similarly with Mach number at the test angles of attack.

Whitcomb, Charles F.↗
NASA NTRS1994

High angle of attack flying qualities criteria for longitudinal rate command systems

This study was designed to investigate flying qualities requirements of alternate pitch command systems for fighter aircraft at high angle of attack. Flying qualities design guidelines have already been developed for angle of attack command systems at 30, 45, and 60 degrees angle of attack, so this research fills a similar need for rate command systems. Flying qualities tasks that require post-stall maneuvering were tested during piloted simulations in the McDonnell Douglas Aerospace Manned Air Combat Simulation facility. A generic fighter aircraft model was used to test angle of attack rate and pitch rate command systems for longitudinal gross acquisition and tracking tasks at high angle of attack. A wide range of longitudinal dynamic variations were tested at 30, 45, and 60 degrees angle of attack. Pilot comments, Cooper-Harper ratings, and pilot induced oscillation ratings were taken from five pilots from NASA, USN, CAF, and McDonnell Douglas Aerospace. This data was used to form longitudinal design guidelines for rate command systems at high angle of attack. These criteria provide control law design guidance for fighter aircraft at high angle of attack, low speed flight conditions. Additional time history analyses were conducted using the longitudinal gross acquisition data to look at potential agility measures of merit and correlate agility usage to flying qualities boundaries. This paper presents an overview of this research.

Wilson, David J.↗
DOE OSTI2021

Identification of a Delay Attack in the Secondary Control of Grid-Tied Inverter Systems

This work is developed for the identification of a denial-of-service cyberattack on the secondary controller of inverter systems which is connected to the power grid. The identification is made through the dynamic response of the reactive power (Q) of the system under attack. By observing the dynamic characteristic of Q, it is possible to correlate the attack with the nominal response of the hierarchical controller. The article shows that the occurrence of the attack can be identified through a supervisory control that runs a model in parallel. The article argues that after an early identification of the attack, a local controller can take action to mitigate its effects on the system’s response.

Roig Greidanus, Mateo D.↗
NASA NTRS1956

Some Effects of Roll Rate on the Longitudinal Stability Characteristics of a Cruciform Missile Configuration as Determined from Flight Test for a Mach Number Range of 1.1 to 1.8

A model of a cruciform missile configuration having a low-aspectratio wing equipped with flap-type controls was flight tested in order to determine stability and control characteristics while rolling at about 5 radians per second. Comparison is made with results from a similar model which rolled at a much lower rate. Results showed that, if the ratio of roll rate to natural circular frequency in pitch is not greater than about 0.3, the motion following a step disturbance in pitch essentially remains in a plane in space. The slope of normal-force coefficient against angle of attack C(sub N(sub A)) was the same as for the slowly rolling model at O deg control deflection but C(sub N(sub A)) was much higher for the faster rolling model at about 5 deg control deflection. The slope of pitching-moment coefficient against angle of attack & same for both models at 0 deg control deflection but was lower for the faster rolling model at about 5 deg control deflection. Damping data for the faster rolling model showed considerably more scatter than for the slowly rolling model.

Barber, H. T., Jr.↗
DOE OSTI2022

ASK: Adversarial Soft k-Nearest Neighbor Attack and Defense

K-Nearest Neighbor (kNN)-based deep learning methods have been applied to many applications due to their simplicity and geometric interpretability. However, the robustness of kNN-based deep classification models has not been thoroughly explored and kNN attack strategies are underdeveloped. In this paper, we first propose an Adversarial Soft kNN (ASK) loss for developing more effective kNN-based deep neural network attack strategies and designing better defense methods against them. Our ASK loss provides a differentiable surrogate of the expected kNN classification error. It is also interpretable as it preserves the mutual information between the perturbed input and the in-class-reference data. We use the ASK loss to design a novel attack method called the ASK-Attack (ASK-Atk), which shows superior attack efficiency and accuracy degradation relative to previous kNN attacks on hidden layers. We then derive an ASK-Defense (ASK-Def) method that optimizes the worst-case ASK training loss. Experiments on CIFAR-10 (ImageNet) show that (i) ASK-Atk achieves ≥13% (≥ 13% ) improvement in attack success rate over previous kNN attacks, and (ii) ASK-Def outperforms the conventional adversarial training method by ≥ 6.9% (≥ 3.5% ) in terms of robustness improvement. Relevant codes are available at https://github.com/wangren09/ASK .

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2021

Structural dissection of sequence recognition and catalytic mechanism of human LINE-1 endonuclease

Abstract Long interspersed nuclear element-1 (L1) is an autonomous non-LTR retrotransposon comprising ∼20% of the human genome. L1 self-propagation causes genomic instability and is strongly associated with aging, cancer and other diseases. The endonuclease domain of L1’s ORFp2 protein (L1-EN) initiates de novo L1 integration by nicking the consensus sequence 5′-TTTTT/AA-3′. In contrast, related nucleases including structurally conserved apurinic/apyrimidinic endonuclease 1 (APE1) are non-sequence specific. To investigate mechanisms underlying sequence recognition and catalysis by L1-EN, we solved crystal structures of L1-EN complexed with DNA substrates. This showed that conformational properties of the preferred sequence drive L1-EN’s sequence-specificity and catalysis. Unlike APE1, L1-EN does not bend the DNA helix, but rather causes ‘compression’ near the cleavage site. This provides multiple advantages for L1-EN’s role in retrotransposition including facilitating use of the nicked poly-T DNA strand as a primer for reverse transcription. We also observed two alternative conformations of the scissile bond phosphate, which allowed us to model distinct conformations for a nucleophilic attack and a transition state that are likely applicable to the entire family of nucleases. This work adds to our mechanistic understanding of L1-EN and related nucleases and should facilitate development of L1-EN inhibitors as potential anticancer and antiaging therapeutics.

59 BASIC BIOLOGICAL SCIENCES↗
NASA NTRS1972

Aerodynamic characteristics of some modified conical bodies with low lift-drag ratios at Mach numbers of 2.30 and 4.63

A wind-tunnel investigation was conducted at Mach numbers of 2.30 and 4.63 to determine the static aerodynamic characteristics of three 60 deg half-angle cone models. Configuration 1 was obtained by raking off a symmetrical cone at a base angle of 6.15 deg, and configuration 2 and 3 were obtained by adding flaps to a symmetrical cone. The models were tested at angles of attack from about -5 deg to about 20 deg at roll angles of 0 deg to -180 deg and at a freestream Reynolds number of 1.09 x one million, based on body diameter. The results showed that all three configurations produced finite values of lift-drag ratio useful for lifting planetary entry. All three configurations exhibited increases in yawing moment and side force with roll angle; thus, the capability for lateral trajectory control is provided.

Davenport, E. E.↗
NASA NTRS1973

Analysis of the Flow About Delta Wings with Leading Edge Separation at Supersonic Speeds

A research program was conducted to develop an improved theoretical flow model for the flow about sharp edge delta wings with leading-edge separation at supersonic speeds. The flow model incorporates a representation of the secondary separation region which occurs just inboard of the leading edge on such wings and is based on a slender-wing theory whereby the full three-dimensional problem is reduced to a quasi two-dimensional problem in the cross-flow plane. The secondary separation region was modeled by a surface distribution of singularities or a linearized type of cavity representation. The primary vortex and separation were modeled by a concentrated vortex and cut in the cross-flow potential which represents its feeding sheet. The cross-flow solutions for the cavity model were obtained, but these solutions have physical significance only in a very restricted range of angle of attack. The reasons for the failure of the flow model are discussed. The analysis is presented so that other interested researchers may critically review the work.

Nenni, J. P.↗
NASA NTRS1974

Results of tests OA26 and IA16 in the NASA/ARC 3.5-foot hypersonic wind tunnel on an 0.015-scale model (36-OTS) of the space shuttle configuration 140A/B to obtain pressures for venting analysis

Tests were conducted, from November 15 to December 4, 1973, to obtain surface pressure data on an 0.015-scale replica of the Space Shuttle Vehicle 4. Data were obtained at Mach numbers of 5.3, 7.4, and 10.3, to support the venting analysis for both launch and entry conditions. These tests were the final tests in a series covering a Mach number range from 0.6 to 10.3. The model was instrumented with pressure orifices in the vicinity of the cargo bay door hinge and parting lines, and on the side of the fuselage at the crew compartment, and below the orbital maneuvering system pods at the aft compartment. The model was tested at angles of attack and sideslip consistent with expected divergencies from the nominal trajectory.

Spangler, R. H.↗
NASA NTRS1975

Results from investigations in the NASA/MSFC TWT on a .004 scale model space shuttle launch vehicle (model 13P-OTS) to determine gas supply strut effects on model pressure environment (IA53)

The Rockwell Space Shuttle Launch Vehicle components were tested in a Trisonic Wind Tunnel. Pressure measurements were made on the aft portion, in the base regions, and on the wing surfaces. Axial force determination were made from the pressure data. Data were recorded with the model at zero degrees angle of attack and sideslip through a Mach number from 0.9 to 3.0. The only configuration changes investigated were strut mounting techniques and gas line fairing location between the external tank and the orbiter.

Garton, W. P.↗
NASA NTRS1975

Hypersonic aeroheating test of space shuttle vehicle configuration 3 (model 22-OTS) in the NASA-Ames 3.5-foot hypersonic wind tunnel (IH20), volume 1

The results of hypersonic wind tunnel testing of an 0.0175 scale version of the vehicle 3 space shuttle configuration are presented. Temperature measurements were made on the launch configuration, orbiter plus tank, orbiter alone, tank alone, and solid rocket booster alone to provide heat transfer data. The test was conducted at free-stream Mach numbers of 5.3 and 7.3 and at free-stream Reynolds numbers of 1.5 million, 3.7 million, 5.0 million, and 7.0 million per foot. The model was tested at angles of attack from -5 deg to 20 deg and side slip angles of -5 deg and 0 deg.

Kingsland, R. B.↗
NASA NTRS1975

Hypersonic aeroheating test of space shuttle vehicle: Configuration 3 (model 22 OTS) in the NASA-Ames 3.5-foot hypersonic wind tunnel (IH20), volume 2

The model tested was an 0.0175-scale version of the vehicle 3 space shuttle configuration. Temperature measurements were made on the launch configuration, orbiter plus tank, orbiter alone, tank alone, and solid rocket booster (SRB) alone to provide heat transfer data. The test was conducted at free stream Mach numbers of 5.3 and 7.3 and at free stream Reynolds numbers of 1.5, 3.7, 5.0, and 7.0 million per foot. The model was tested at angles of attack from -5 deg to 20 deg and side slip angles of -5 deg and 0 deg.

Kingsland, R. B.↗
NASA NTRS1976

Aeroheating (pressure) characteristics on a 0.010-scale version of the vehicle 3 space shuttle configuration (26-OTS) in the Langley Research Center 4-foot wind tunnel (IH4), volume 1

The results of wind tunnel tests conducted on a 0.010-scale version of the Vehicle 3 Space Shuttle Configuration were presented. Pressure measurements were made on the launch configuration, orbiter alone, external tank alone, and solid rocket booster alone, to provide heat transfer pressure data. The tests were conducted for a Mach number range from 2.36 to 4.6 and Reynolds number range from 1.2 to 5 million per foot. The model was tested at angles of attack from -10 deg to 20 deg for a sideslip angle range from -5 deg to +5 deg and at sideslip angles from -5 deg to 48 deg for 0 deg angle of attack.

Kingsland, R. B.↗
NASA NTRS1976

Aeroheating (pressure) characteristics on a 0.10-scale version of the vehicle 3 space shuttle configuration (26-OTS) in the Langley Research Center 4-foot wind tunnel (IH4)

Results of wind tunnel tests, conducted at the Langley Research Center Unitary Plan Wind Tunnel, are presented. The model tested was an 0.010-scale version of the Vehicle 3 Space Shuttle Configuration. Pressure measurements were made on the launch configuration, Orbiter alone, external tank alone, and solid rocket booster alone, to provide heat transfer pressure data. The tests were conducted for a Mach number range from 2.36 to 4.6 and Reynolds number range from 1.2 to 5 million per foot. The model was tested at angles of attack from -10 to 20 deg for a sideslip angle range from -5 to +5 deg, and at sideslip angles from -5 to 48 deg for 0 deg angle of attack. Tabulated data are given and photographs of the test configuration are shown.

Kingsland, R. B.↗
NASA NTRS1976

Roughness induced transition criteria for space shuttle-type vehicles

Tripping effectiveness of surface roughness on a delta wing shuttle orbiter model at 20 deg angle of attack is compared to that on plane and axisymmetrical bodies with and without longitudinal pressure gradients. The experimental data presented are compared on the basis of effective roughness Reynolds number since this parameter is not sensitive to flow conditions downstream of the roughness. The discussion covers the effective roughness Reynolds number as a function of roughness position Reynolds number, effective size ratio as a function of pressure gradient and distance from vehicle nose, and effect of spanwise roughness position on roughness effectiveness. It is shown that conventional criteria for sizing roughness elements which promote transition in two-dimensional zero-pressure gradient flows are insufficient for high-pressure gradient flows and three-dimensional flows. Roughness much smaller than that given by conventional criteria can cause transition and significantly increase the heating load.

Morrisette, E. L.↗