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At least 793 records · Page 44

Exospheric density measurements from the drag-free satellite Triad

The Triad satellite is maintained within 1 mm of its proof mass (a small metal ball) in a purely gravitational orbit, using a drag-free control system, named Discos, as the disturbance compensation system. The Discos proof mass is surrounded by an outer shell which holds fuel tanks and cold gas jets. The shell shields the proof mass from such nongravitational forces as radiation pressure, atmospheric drag, and micrometeorite impact. Whenever these forces displace the outer shell relative to the proof mass, an error signal is generated by a capacitive bridge sensor, and the satellite is propelled by gas jets to remain centered on the proof mass when the error reaches 1 mm. Local atmospheric densities near 800 km were measured, using ball position data, and the observed accelerations were corrected for the effects of solar radiation pressure. The measured densities reveal a greater dependence on latitude than that indicated by balloon satellites, and also a dependence on longitude. Only a small dependence on Kp, however, was observed in the region where the measurements were made.

Moe, K.↗

Prediction of the drag coefficient of a 20-degree conical ribbon parachute

An empirical formula for the steady state drag coefficient of a 20 degree conical ribbon parachute is developed. The derived expression takes into account the effect of suspension line length and geometric porosity within the limits of practical design. Also included are factors which provide drag reduction due to skirt reefing and the wake behind a primary body. The calculated values are in agreement with the available experimental results.

Utreja, L. R.↗

Boron-epoxy-reinforced titanium aircraft landing-gear drag strut

The structural performance of a boron-epoxy-reinforced titanium drag strut, containing a bonded scarf joint and designed to the criteria of a large commercial transport, has been evaluated experimentally and analytically. The strut was exposed to two lifetimes of fatigue loading and was statically loaded to the tensile and compressive design ultimate loads. Throughout the test program no evidence of any damage in the drag strut was detected by strain-gage measurements, ultrasonic inspection, or visual observation. The bonded joint was analyzed using the NASTRAN computer program. A comparison of the strains predicted by the NASTRAN computer program with the experimentally determined values shows excellent agreement. An analytical study indicated that the nonlinear behavior of a structural spacer at each end of the strut could be explained by the inelastic behavior and possible creep of the adhesive.

Howell, W. E.↗

Advanced airfoil design empirically based transonic aircraft drag buildup technique

To systematically investigate the potential of advanced airfoils in advance preliminary design studies, empirical relationships were derived, based on available wind tunnel test data, through which total drag is determined recognizing all major aircraft geometric variables. This technique recognizes a single design lift coefficient and Mach number for each aircraft. Using this technique drag polars are derived for all Mach numbers up to MDesign + 0.05 and lift coefficients -0.40 to +0.20 from CLDesign.

Morrison, W. D., Jr.↗

Calculations, and comparison with an ideal minimum, of trimmed drag for conventional and canard configurations having various levels of static stability

Classical drag equations were used to calculate total and induced drag and ratios of stabilizer lift to wing lift for a variety of conventional and canard configurations. The Flight efficiencies of such configurations that are trimmed in pitch and have various values of static margin are evaluated. Classical calculation methods are compared with more modern lifting surface theory.

Mclaughlin, M. D.↗

Determining the Lift and Drag Distributions on a Three-Dimensional Airfoil from Flow-Field Velocity Surveys

The application of the incompressible momentum integral equation to a three-dimensional airfoil was reviewed to interpret the resulting equations in a way that suggests a reasonable experimental technique for determining the spanwise distributions of lift and drag. Consideration was given to constraints that must be placed on the character of the vortex wake structure shed by the wing, to provide the familiar relationship between lift and bound vorticity. It is shown that the induced drag distribution is not directly measurable, but can be obtained, via the lift distribution, approximately for a deflected wake and exactly for a planar wake. Moreover, it is shown that it is only necessary to survey a short distance above and below the wing trailing edge. Examples are presented for several typical loading distributions and the results of a numerical simulation of the suggested experiment are discussed.

Orloff, K. L.↗

A possible experiment with two counter-orbiting drag-free satellites to obtain a new test of Einstein's general theory of relativity and improved measurements in geodesy

In 1918, Lense and Thirring calculated that a moon in orbit around a massive rotating planet would experience a nodal dragging effect due to general relativity. We describe an experiment to measure this effect by means of two counter-orbiting drag-free satellites in polar orbit about the earth. For a 2-1/2 year experiment, the measurement should approach an accuracy of 1%. An independent measurement of the geodetic precession of the orbit plane due to the motion about the sun may also be possible to about 10% accuracy. In addition to precision tracking data from existing ground stations, satellite-to-satellite Doppler data are taken at points of passing near the poles to yield an accurate measurement of the separation distance between the two satellites. New geophysical information on both earth harmonics and tidal effects is inherent in this polar ranging data.

Van Patten, R. A.↗

Experimental subsonic drag properties of the space shuttle orbiter TPS tiles

The drag characteristics of the space shuttle orbiter thermal protection system (TPS) tiles were studied experimentally in subsonic flow. Full-scale tiles were mounted to a 3.05 x 3.5 m test board in four configurations plus a completely smooth case. Pressure gradients were produced by tilting the board relative to the freestream. The drags due to steps, slots, and gaps between the tiles were evaluated at various orientations, pressure gradients, and Reynolds numbers. Results showed that the contribution of gaps and slots were minor compared to those of typical steps. The results for skin friction did not correlate as a fully rough surface. Thus, the surface area of the TPS tiles was sufficient to allow smooth-wall Reynolds number effects even though the steps between tiles could double the skin friction.

Norton, D. J.↗

Form drag, skin friction, and vortex shedding frequencies for subsonic and transonic crossflows on circular cylinder

A series of wind-tunnel tests covering a range of Mach numbers and Reynolds numbers in subsonic and transonic flows was conducted on a circular cylinder placed normal to the flow. Form drag coefficients were determined from surface-pressure measurements and displayed as a function of Mach number to show the drag rise phenomenon. Buried wire gages arranged on the model surface were used to measure skin-friction distributions and vortex-shedding frequencies at different flow conditions. It was found that detectable periodic shedding ceases above M = 0.9. The measured skin-friction distributions indicate the positions of mean separation points clearly; these values are documented for the different flow conditions.

Murthy, V. S.↗

Preliminary lift and drag characteristics of the F-8 supercritical wing airplane

A flight research program is being conducted using a supercritical wing attached to a modified F-8 fuselage to demonstrate the potential benefits of the supercritical wing concept in a realistic cruise flight environment. One of the primary goals of the flight program is to determine the drag-divergence Mach number, that is, the Mach number at which the total vehicle drag increases significantly. Another objective of the program is to show how well wind-tunnel data can be used to predict the performance of a supercritical wing configuration in the transonic Mach number region from 0. 9 to 1. 0. Comparisons of this nature are important in view of the uncertainties in the present methods for extrapolating wind-tunnel-model data to flight Reynolds numbers, determining the effect of wall interference on the model results, and simulating the flow separation characteristics on the model wing to correspond to the large-scale wing. However, in comparing these wind-tunnel and flight results, it must be taken into account that this supercritical wing test configuration is of only intermediate scale und that a full-scale transport would have Reynolds numbers three to five times larger.

Jon S. Pyle↗

Interactions of satellite-speed helium atoms with satellite surfaces. 3: Drag coefficients from spatial and energy distributions of reflected helium atoms

Spatial and energy distributions of helium atoms scattered from an anodized 1235-0 aluminum surface as well as the tangential and normal momentum accommodation coefficients calculated from these distributions are reported. A procedure for calculating drag coefficients from measured values of spatial and energy distributions is given. The drag coefficient calculated for a 6061 T-6 aluminum sphere is included.

Sharma, P. K.↗

Minimum induced drag configurations with jet interaction

A theoretical method is presented for determining the optimum camber shape and twist distribution for the minimum induced drag in the wing-alone case without prescribing the span loading shape. The same method was applied to find the corresponding minimum induced drag configuration with the upper-surface-blowing jet. Lan's quasi-vortex-lattice method and his wing-jet interaction theory was used. Comparison of the predicted results with another theoretical method shows good agreement for configurations without the flowing jet. More applicable experimental data with blowing jets are needed to establish the accuracy of the theory.

Pao, J. L.↗

A procedure for the determination of the effect of fuselage nose bluntness on the wave drag of supersonic cruise aircraft

The incremental wave drag penalty due to nose blunting of a fuselage was investigated using a three dimensional finite difference scheme. An aircraft typical of current supersonic cruise concepts was considered. Computational problems with the finite difference scheme as the fuselage afterbody closes were addressed. A linear theory method was employed to compute the afterbody aerodynamics and effectively extends the finite difference scheme to closing afterbodies. Acceptable drag increments for various levels of nose bluntness were demonstrated using this approach.

Walkley, K. B.↗

Effects of nozzle design and power on cruise drag for upper-surface-blowing aircraft

A high speed wind tunnel investigation was conducted on a series of upper surface blowing nozzles with D-shaped exits installed on a representative short haul aircraft model. Both two and four engine configurations were investigated. Powered engine simulators were used to properly represent nacelle flows. Large differences in cruise drag penalties associated with the various nozzle designs were seen. Some geometric parameters influencing nozzle cruise drag are identified.

Meleason, E. T.↗

Modifications to the WDTVOR and VORTWD computer programs for converting input data between VORLAX and wave drag input formats

Computer programs, WDTVOR and VORTWD, were developed to convert input data between wave drag and VORLAX input formats. Both programs were modified to include the capability of converting multisegment fuselage data. The capability of converting VORLAX geometric data to wave drag format without camber as well as with camber was added to the VORTWD program. Listings of the original program, the modifications, and the modified program are included for both programs.

Martin, G. L.↗

Comparison of drag and mass spectrometer measurements during small geomagnetic disturbances

During small geomagnetic disturbances, ESRO 4 and OGO 6 gas analyzer measurements at high altitudes suggest that helium and atomic oxygen concentrations in the lower thermosphere decrease, whereas satellite drag measurements indicate that density increases. This discrepancy is explained by the corresponding temperature increases maximizing at high latitudes. ESRO 4 data suggest that at altitudes where atomic oxygen or helium predominates, the temperature increase compensates for the decrease in lower thermospheric concentrations. This yields a net density increase with geomagnetic disturbances. The Explorer 39 drag satellite measurements verify this conclusion. It is felt that the composition variations associated with minor disturbances indicate the upwelling of the polar atmosphere, circulation towards the equator, and subsidence in the equatorial region. ESRO measurements show that at low latitudes the increases in helium concentrations with geomagnetic disturbances are chiefly caused by the circulation from high latitudes and the subsidence at lower latitudes.

Keating, G. M.↗

Flight test evaluation of predicted light aircraft drag, performance, and stability

A technique was developed which permits simultaneous extraction of complete lift, drag, and thrust power curves from time histories of a single aircraft maneuver such as a pullup (from V sub max to V sub stall) and pushover (to sub V max for level flight.) The technique is an extension to non-linear equations of motion of the parameter identification methods of lliff and Taylor and includes provisions for internal data compatibility improvement as well. The technique was show to be capable of correcting random errors in the most sensitive data channel and yielding highly accurate results. This technique was applied to flight data taken on the ATLIT aircraft. The drag and power values obtained from the initial least squares estimate are about 15% less than the 'true' values. If one takes into account the rather dirty wing and fuselage existing at the time of the tests, however, the predictions are reasonably accurate. The steady state lift measurements agree well with the extracted values only for small values of alpha. The predicted value of the lift at alpha = 0 is about 33% below that found in steady state tests while the predicted lift slope is 13% below the steady state value.

Smetana, F. O.↗

Delta method, an empirical drag buildup technique

An empirical drag correlation technique was developed from analysis of 19 subsonic and supersonic military aircraft and 15 advanced or supercritical airfoil configurations which can be applied in conceptual and advanced aircraft design activities. The Delta Method may be used for estimating the clean wing drag polar for cruise and maneuver conditions up to buffet onset, and to approximately Mach 2.0. This technique incorporates a unique capability of predicting the off-design performance of advanced or supercritical airfoil sections. The buffet onset limit may also be estimated. The method is applicable to wind tunnel models as well as to full scale configurations. This technique has been converted into a computer code for use on the IBM 360 and CDC 7600 computer facilities at NASA AMES. Results obtained using this method to predict known aircraft characteristics are good and agreement can be obtained within a degree of accuracy judged to be sufficient for the initial processes of preliminary design.

Feagin, R. C.↗