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NASA NTRS1992

Helicopter Rotor Blade With Free Tip

Free-tip rotor blades improve fuel efficiency and performance characteristics of helicopters. Outermost portion of blade pivots independently with respect to inboard portion about pitch axis parallel to blade axis, located forward of aerodynamic center. Centrifugal force acts on tension/torsion strap and biases tip nose-up. Airstream turns tip nose-down, other torques cause tip to "weathervane" to intermediate angular position resulting in net lift. Reduces fluctuations in lift, with two effects: flapwise vibratory loads on blade and vibratory loads on pitch-control mechanism reduced; negative lift produced by advancing fixed tip eliminated, reducing power required to achieve same overall lift. Applies to tilt rotors and tail rotors as well.

Stroub, Robert H.↗

NASA NTRS1992

Failure detection and fault management techniques for flush airdata sensing systems

A high-angle-of-attack flush airdata sensing system was installed and flight tested on the F-18 High Alpha Research Vehicle at NASA-Dryden. This system uses a matrix of pressure orifices arranged in concentric circles on the nose of the vehicle to determine angles of attack, angles of sideslip, dynamic pressure, and static pressure as well as other airdata parameters. Results presented use an arrangement of 11 symmetrically distributed ports on the aircraft nose. Experience with this sensing system data indicates that the primary concern for real-time implementation is the detection and management of overall system and individual pressure sensor failures. The multiple port sensing system is more tolerant to small disturbances in the measured pressure data than conventional probe-based intrusive airdata systems. However, under adverse circumstances, large undetected failures in individual pressure ports can result in algorithm divergence and catastrophic failure of the entire system. How system and individual port failures may be detected using chi sq. analysis is shown. Once identified, the effects of failures are eliminated using weighted least squares.

Whitmore, Stephen A.↗

NASA NTRS1990

High Reynolds Number Test of the Boeing TR77 Airfoil in the Langley 0.3-Meter Transonic Cryogenic Tunnel

A Boeing TR77 airfoil associated with the Advanced Technology Airfoil Test (ATAT) program was tested in the Langley 0.3 m Transonic Cryogenic Tunnel. Limited analysis of the data indicated that increasing Reynolds number for a fixed Mach number resulted in increased normal-force, nose-down pitching moment, and decreased drag coefficient. Increasing Mach number while keeping the Reynolds number constant yielded the expected increase in normal-force slopes, nose-down pitching moment coefficients, and decrease in angle of attack associated with maximum normal-force coefficient. Turbulent boundary layer flow was achieved over the airfoil at low Reynolds numbers for the test Mach number range using aluminum discs.

Chu, Julio↗

NASA NTRS1992

Computational fluid dynamics application to hypersonic flow over a Martian entry vehicle (MEV) - A correlation with experiment

A class of vehicles for a mission to Mars are analyzed for aerodynamic characteristics using advanced Computational Fluid Dynamics (CFD). The general configuration is a modified cone-conical-frustum geometry where the nose radius has a large influence on the flowfield. Inviscid-compressible flow using the Euler equations and viscous-compressible flow using the thin-layer Navier-Stokes equations is applied to the configuration. The surface modeling, grid generation and application of state-of-the-art CFD software are described. The effects of nose radius, angle of attack, and hypersonic velocity on the flight characteristics of the vehicle are discussed. The numerical simulations demonstrate the merits of the inviscid and viscous software. Results are compared with wind tunnel experiments.

Stewart, John E.↗

NASA NTRS1992

A practical low-boom overpressure signature based on minimum sonic boom theory

A brief resume of sonic boom minimization methods is given to provide a background for a new, empirical modification of the Seebass and George minimum-nose-shock sonic boom F-function and signature. The new 'hybrid' F-function has all the inherent flexibility of application found with the Darden-modified Seebass and George F-function. In addition, it has enhanced this flexibility and applicability with neglegible increase in nose and/or tail shock strength. A description of this 'hybrid' F-function and signature is provided, and the benefits of using them to design high-performance, low-boom aircraft are discussed.

Mack, Robert J.↗

NASA NTRS1992

Correlation of forebody pressures and aircraft yawing moments on the X-29A aircraft at high angles of attack

In-flight pressure distributions at four fuselage stations on the forebody of the X-29A aircraft have been reported at angles of attack from 15 to 66 deg and at Mach numbers from 0.22 to 0.60. At angles of attack of 20 deg and higher, vortices shed from the nose strake caused suction peaks in the pressure distributions that generally increased in magnitude with angle of attack. Above 30 deg-angle of attack, the forebody pressure distributions became asymmetrical at the most forward station, while they remained nearly symmetrical until 50 to 55 deg-angle of attack for the aft stations. Between 59 to 66 deg-angle of attack, the asymmetry of the pressure distributions changed direction. Yawing moments for the forebody alone were obtained by integrating the forebody pressure distributions. At 45 deg-angle of attack, the aircraft yaws to the right and at 50 deg and higher, the aircraft yaws to the left. The forebody yawing moments correlated well with the aircraft left yawing moment at an angle of attack of 50 deg or higher. At a 45 deg-angle of attack, the forebody yawing moments did not correlate well with the aircraft yawing moment, but it is suggested that this was due to asymmetric pressures on the cockpit region of the fuselage which was not instrumented. The forebody was also shown to provide a positive component of directional stability of the aircraft at angles of attack of 25 deg or higher. A Mach number effect was noted at angles of attack of 30 deg or higher at the station where the nose strake was present. At this station, the suction peaks in the pressure distributions at the highest Mach number were reduced and much more symmetrical as compared to the lower Mach number pressure distributions.

Fisher, David F.↗

NASA NTRS1993

Combined LAURA-UPS hypersonic solution procedure

A combined solution procedure for hypersonic flowfields around blunted slender bodies was implemented using a thin-layer Navier-Stokes code (LAURA) in the nose region and a parabolized Navier-Stokes code (UPS) on the after body region. Perfect gas, equilibrium air, and non-equilibrium air solutions to sharp cones and a sharp wedge were obtained using UPS alone as a preliminary step. Surface heating rates are presented for two slender bodies with blunted noses, having used LAURA to provide a starting solution to UPS downstream of the sonic line. These are an 8 deg sphere-cone in Mach 5, perfect gas, laminar flow at 0 and 4 deg angles of attack and the Reentry F body at Mach 20, 80,000 ft equilibrium gas conditions for 0 and 0.14 deg angles of attack. The results indicate that this procedure is a timely and accurate method for obtaining aerothermodynamic predictions on slender hypersonic vehicles.

Wood, William A.↗

NASA NTRS1992

Investigations on entropy layer along hypersonic hyperboloids using a defect boundary layer

A defect approach coupled with matched asymptotic expansions is used to derive a new set of boundary layer equations. This method ensures a smooth matching of the boundary layer with the inviscid solution. These equations are solved to calculate boundary layers over hypersonic blunt bodies involving the entropy gradient effect. Systematic comparisons are made for both axisymmetric and plane flows in several cases with different Mach and Reynolds numbers. After a brief survey of the entropy layer characteristics, the defect boundary layer results are compared with standard boundary layer and full Navier-Stokes solutions. The entropy gradient effects are found to be more important in the axisymmetric case than in the plane one. The wall temperature has a great influence on the results through the displacement effect. Good predictions can be obtained with the defect approach over a cold wall in the nose region, with a first order solution. However, the defect approach gives less accurate results far from the nose on axisymmetric bodies because of the thinning of the entropy layer.

Brazier, J. P.↗

NASA NTRS1992

Correlation of Forebody Pressures and Aircraft Yawing Moments on the X-29A Aircraft at High Angles of Attack

In-flight pressure distributions at four fuselage stations on the forebody of the X-29A aircraft have been reported at angles of attack from 15 to 66° and at Mach numbers from 0.22 to 0.60. At angles of attack of 20° and higher, vortices shed from the nose strake caused suction peaks in the pressure distributions that generally increased in magnitude with angle of attack. Above 30° -angle of attack, the fore body pressure distributions became asymmetrical at the most forward station, while they remained nearly symmetrical until 50- to 55°-angle of attack for the aft stations. Between 59- to 66°-angle of attack, the asymmetry of the pressure distributions changed direction. Yawing moments for the forebody alone were obtained by integrating the forebody pressure distributions. At 45°-angle of attack, the aircraft yaws to the right and at 50° and higher, the aircraft yaws to the left. The fore body yawing moments correlated well with the aircraft left yawing moment at an angle of attack of 50° or higher. At a 45°-angle of attack, the forebody yawing moments did not correlate well with the aircraft yawing moment, but it is suggested that this was due to asymmetric pressures on the cockpit region of the fuselage which was not instrumented. The forebody was also shown to provide a positive component of directional stability of the aircraft at angles of attack of 25° or higher. A Mach number effect was noted at angles of attack of 30° or higher at the station where the nose strake was present. At this station, the suction peaks in the pressure distributions at the highest Mach number were reduced and much more symmetrical as compared to the lower Mach number pressure distributions.

Flight Testing↗

NASA NTRS1992

High-speed civil transport - Advanced flight deck challenges

This paper presents the results of a nine month study of the HSCT flight deck challenges and assessment of its benefits. Operational requirements are discussed and the most significant findings for specified advanced concepts are highlighted. These concepts are a no nose-droop configuration, a far forward cockpit location and advanced crew monitoring and control of complex systems. Results indicate that the no nose-droop configuration is critically dependent on the design and development of a safe, reliable and certifiable synthetic vision system (SVS). This configuration would cause significant weight, performance and cost penalties. A far forward cockpit configuration with a tandem seating arrangement allows either an increase in additional payload or potential downsizing of the vehicle leading to increased performance efficiency and reductions in emissions. The technologies enabling such capabilities, which provide for Category III all-weather opreations on every flight represent a benefit multiplier in a 20005 ATM network in terms of enhanced economic viability and environmental acceptability.

Swink, Jay R.↗

NASA NTRS1993

Design of a recovery system for a reentry vehicle

Engineers are often required to design decelerator systems which are deployed in cross-wind orientations. If the system is not designed to minimize 'line sail', damage to the parachutes could result. A Reentry Vehicle Analysis Code (RVAC) and an accompanying graphics animation software program (DISPLAY) are presented in this paper. These computer codes allow the user to quickly apply the Purvis line sail modeling technique to any vehicle and then observe the relative motion of the vehicle, nose cap, suspension lines, pilot and drogue bags and canopies on a computer screen. Data files are created which allow plots of velocities, spacial positions, and dynamic pressures versus time to be generated. The code is an important tool for the design engineer because it integrates two degrees of freedom (DOF) line sail equations with a three DOF model of the reentry body and jettisoned nose cap to provide an animated output.

Von Eckroth, Wulf↗

NASA NTRS1993

A viscous shock-layer analysis of 2-D and axisymmetric flows

Results are obtained for cylindrical leading edges of proposed transatmospheric vehicles by employing a 2D viscous shock-layer code for nonequilibrium and perfect gas flows. The accuracy and efficiency of the planar code is verified through detailed comparisons with other predictions. It is found to be as accurate and robust as its axisymmetric counterpart. This study includes results for nose radii ranging from 0.01 to 2.0 ft and half-angles of 5 and 6 deg for both cylindrically-blunted wedges and spherically blunted cones (included for comparison). Some results are presented as a ratio of the noncatalytic to the corresponding fully catalytic heating value to illustrate the maximum potential for a heating reduction in dissociated nonequilibrium flows. This ratio and the individual heating rates are smaller for cylindrically-blunted wedges with small nose radii, relative to the spherically-blunted cones (at the same radius). Therefore, a larger potential exists for heating reduction in cylindrically-blunted as compared with the spherically-blunted surfaces for finite-rate chemistry.

Gupta, Roop N.↗

NASA NTRS1923

Wind tunnel tests of five strut sections in yaw

In the first series of wind tunnel tests, the drag and cross wing force of all the struts were measured at a wind speed of 30 mph and at angles of yaw from 0 degrees to 20 degrees. To determine the magnitude of the VL effect, each strut was tested at zero yaw and at a series of speeds ranging from 15 to 38 mph. Although designed as fairings for cables, part of these sections gave such high crosswind forces that they seemed to have possibilities as airfoils. Therefore, the lift (identical with the crosswind force) and drag coefficients were recalculated for four sections on the basis of broadside area to make them comparable with wing coefficients. The general conclusion that the best fineness ratio for a strut is a function of the Reynolds number, decreasing steadily as that quality increases, has of course been reached many times, both by theory and experiment. It was confirmed here once more, and the effect of form on sensitiveness to VL is also strikingly shown. It seems probable that this effect of form is largely due to interaction between the nose and tail, and to the influence which the form of the nose exerts over the whole flow around the strut.

PROPELLERS, METAL↗

NASA NTRS1924

Remarks on the Pressure Distribution over the Surface of an Ellipsoid, Moving Translationally Through a Perfect Fluid

This note, prepared for the National Advisory Committee for Aeronautics, contains a discussion of the pressure distribution over ellipsoids when in translatory motion through a perfect fluid. An easy and convenient way to determine the magnitude of the velocity and of the pressure at each point of the surface of an ellipsoid of rotation is described. The knowledge of such pressure distribution is of great practical value for the airship designer. The pressure distribution over the nose of an airship hull is known to be in such good agreement with the theoretical distribution as to permit basing the computation of the nose stiffening structure on the theoretical distribution of pressure.

Munk, Max M↗

NASA NTRS1953

Transient temperature distributions in simple conducting bodies steadily heated through a laminar boundary layer

An analysis is made of the transient heat-conduction effects in three simple semi-infinite bodies: the flat insulated plate, the conical shell, and the slender solid cone. The bodies are assumed to have constant initial temperatures and, at zero time, to begin to move at a constant speed and zero angle of attack through a homogeneous atmosphere. The heat input is taken as that through a laminar boundary layer. Radiation heat transfer and transverse temperature gradients are assumed to be zero. The appropriate heat-conduction equations are solved by an iteration method, the zeroeth-order terms describing the situation in the limit of small time. The method is presented and the solutions are calculated to three orders which are sufficient to give reasonably accurate results when the forward edge has attained one-half the total temperature rise (nose half-rise time). Flight Mach number and air properties occur as parameters in the result. Approximate expressions for the extent of the conduction region and nose half-rise times as functions of the parameters of the problem are presented. (author)

Parker, Hermon M↗

NASA NTRS1951

Theoretical and experimental investigation of additive drag

The significance of additive drag is discussed and equations for determining its approximate value are derived. Charts are presented giving values of additive drag for open-nose inlets and for annular-nose inlets with conical flow at the inlet. The effects of variable inlet total-pressure recovery and static pressures on the center body are investigated, and an analytical method of predicting the variation of pressure on the center body with mass-flow ratio is given. Experimental values of additive drag are compared with values predicted by the methods.

AIR INLETS↗

NASA NTRS1951

A Comparison of the Experimental and Theoretical Loading over Triangular Wings in Sideslip at Supersonic Speeds

The results of an experimental investigation of the load distribution over two triangular wings in sideslip at Mach numbers from 1.20 to 1.79 are presented and compared with theory. The two wings tested have identical plan form, 45 degrees sweepback of the leading edge, and an aspect ratio of 4.0. One model was composed of round-nose airfoil sections and the other of sharp-nose, biconvex sections. For both wings the maximum thickness of streamwise sections was 6 percent and was located at the 30-percent chord.

DIHEDRAL - COMPLETE WING↗

NASA NTRS1930

Drag and Cooling with Various Forms of Cowling for a "Whirlwind" Radial Air-Cooled Engine I

This report presents the results of an investigation undertaken in the 20-foot Propeller Research Tunnel at Langley Field on the cowling of radial air-cooled engines. A portion of the investigation has been completed, in which several forms and degrees of cowling were tested on Wright "Whirlwind" J-5 engine mounted in the nose of a cabin fuselage. The cowlings varied from the one extreme of an entirely exposed engine to the other in which the engine was entirely inclosed. Cooling tests were made and each cowling modified, if necessary, until the engine cooled approximately as satisfactorily as when it was entirely exposed. Drag tests were then made with each form of cowling, and the effect of the cowling on the propulsive efficiency determined with a metal propeller. The propulsive efficiency was found to be practically the same with all forms of cowling. The drag of the cabin fuselage with uncowled engine was found to be more than three times as great as the drag of the fuselage with engine removed and nose rounded. The conventional forms of cowling, in which at least the tops of the cylinder heads and valve gear are exposed, reduce the drag somewhat, but the cowling entirely covering the engine reduces it 2.6 times as much as the best conventional one. The decrease in drag due to the use of spinners proved to be almost negligible. The use of the cowling completely covering the engine seems entirely practical as regards both cooling and maintenance under service conditions. It must be carefully designed, however, to cool properly. With cabin fuselages its use should result in a substantial increase in high speed over that obtained with present forms of cowling on engines similar in contour to the J-5. (author)

Weick, Fred E↗