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At least 883 records · Page 49
All sourcesNASA NTRSDOE OSTI
NASA NTRS2012

Membrane Shell Reflector Segment Antenna

The mesh reflector is the only type of large, in-space deployable antenna that has successfully flown in space. However, state-of-the-art large deployable mesh antenna systems are RF-frequency-limited by both global shape accuracy and local surface quality. The limitations of mesh reflectors stem from two factors. First, at higher frequencies, the porosity and surface roughness of the mesh results in loss and scattering of the signal. Second, the mesh material does not have any bending stiffness and thus cannot be formed into true parabolic (or other desired) shapes. To advance the deployable reflector technology at high RF frequencies from the current state-of-the-art, significant improvements need to be made in three major aspects: a high-stability and highprecision deployable truss; a continuously curved RF reflecting surface (the function of the surface as well as its first derivative are both continuous); and the RF reflecting surface should be made of a continuous material. To meet these three requirements, the Membrane Shell Reflector Segment (MSRS) antenna was developed.

Fang, Houfei↗
NASA NTRS2007

Observed Enhancement of Reflectivity and Electric Field in Long-Lived Florida Anvils

A study of two long-lived Florida anvils showed that reflectivity >20 dBZ increased in area, thickness and sometimes magnitude at mid-level well downstream of the convective cores. In these same regions electric fields maintained strengths >10 kV m1 for many tens of minutes and became quite uniform over tens of kilometers. Millimetric aggregates persisted at 9 to 10 km for extended times and distances. Aggregation of ice particles enhanced by strong electric fields might have contributed to reflectivity growth in the early anvil, but is unlikely to explain observations further out in the anvil. The enhanced reflectivity and existence of small, medium and large ice particles far out into the anvil suggest that an updraft was acting, perhaps in weak convective cells formed by instability generated from the evaporation and melting of falling ice particles. We conclude that charge separation must have occurred in these anvils, perhaps at the melting level but also at higher altitudes, in order to maintain fields >10 kV m 1 at 9 to 10 km for extended periods of time over large distances. We speculate that charge separation occurred as a result of ice-ice particle collisions (without supercooled water being present) via either a non-inductive or perhaps even an inductive mechanism, given the observed broad ice particle spectra, the strong pre-existing electric fields and the many tens of minutes available for particle interactions. The observations, particularly in the early anvil, show that the charge structure in these anvils was quite complex.

Dye, James E.↗
NASA NTRS2013

High Speed Mobility Through On-Demand Aviation

Game changing advances come about by the introduction of new technologies at a time when societal needs create the opportunity for new market solutions. A unique opportunity exists for NASA to bring about such a mobility revolution in General Aviation, extendable to other aviation markets, to maintain leadership in aviation by the United States. This report outlines the research carried out so far under NASA's leadership towards developing a new mobility choice, called Zip Aviation1,2,3. The feasibility, technology and system gaps that need to be addressed, and pathways for successful implementation have been investigated to guide future investment. The past decade indicates exciting trends in transportation technologies, which are quickly evolving. Automobiles are embracing automation to ease driver tasks as well as to completely control the vehicle with added safety (Figure 1). Electric propulsion is providing zero tail-pipe emission vehicles with dramatically lower energy and maintenance costs. These technologies have not yet been applied to aviation, yet offer compelling potential benefits across all aviation markets, and in particular to General Aviation (GA) as an early adopter market. The benefits of such an adoption are applicable in the following areas: 􀁸 Safety: The GA market experiences accident rates that are substantially higher than automobiles or commercial airlines, with 7.5 fatal accidents per 100 million vehicle miles compared to 1.3 for automobiles and.068 for airlines. Approximately 80% of these accidents are caused by some form of pilot error, with another 13% caused by single point propulsion system failure. 􀁸 Emissions: Environmental constraints are pushing for the elimination of 100Low Lead (LL) fuel used in most GA aircraft, with aviation fuel the #1 source of lead emissions into the environment. Aircraft also have no emission control systems (i.e. no catalytic converters etc.), so they are gross hydrocarbon polluters compared to automobiles. 􀁸 Community Noise: Hub and smaller GA airports are facing increasing noise restrictions, and while commercial airliners have dramatically decreased their community noise footprint over the past 30 years, GA aircraft noise has essentially remained same, and moreover, is located in closer proximity to neighborhoods and businesses. 􀁸 Operating Costs: GA operating costs have risen dramatically due to average fuel costs of over $6 per gallon, which has constrained the market over the past decade and resulted in more than 50% lower sales and 35% less yearly operations. Infusion of autonomy and electric propulsion technologies can accomplish not only a transformation of the GA market, but also provide a technology enablement bridge for both larger aircraft and the emerging civil Unmanned Aerial Systems (UAS) markets. The NASA Advanced General Aviation Transport Experiments (AGATE) project successfully used a similar approach to enable the introduction of primary composite structures and flat panel displays in the 1990s, establishing both the technology and certification standardization to permit quick adoption through partnerships with industry, academia, and the Federal Aviation Administration (FAA). Regional and airliner markets are experiencing constant pressure to achieve decreasing levels of community emissions and noise, while lowering operating costs and improving safety. But to what degree can these new technology frontiers impact aircraft safety, the environment, operations, cost, and performance? Are the benefits transformational enough to fundamentally alter aircraft competiveness and productivity to permit much greater aviation use for high speed and On-Demand Mobility (ODM)? These questions were asked in a Zip aviation system study named after the Zip Car, an emerging car-sharing business model. Zip Aviation investigates the potential to enable new emergent markets for aviation that offer "more flexibility than the existing transportation solutions." These studies indicate that autonomy and electric propulsion technology infusions offer a unique opportunity to provide breakthrough capabilities for new high speed, on-demand travel alternatives that can leapfrog the need for future expensive ground-based infrastructure investment. At the same time, such investments offer a method of laying the foundation for these technologies to be incubated for commercial aviation at lower cost, and with lower initial certification thresholds due to the relatively poor capabilities of GA aircraft to permit early adoption and private market capitalization by rapid technology accelerations, as depicted in Figure 2.

Moore, Mark D.↗
NASA NTRS2016

Metal-Silicate-Sulfide Partitioning of U, Th, and K: Implications for the Budget of Volatile Elements in Mercury

During formation of the solar system, the Sun produced strong solar winds, which stripped away a portion of the volatile elements from the forming planets. Hence, it was expected that planets closest to the sun, such as Mercury, are more depleted in volatile elements in comparison to other terrestrial planets. However, the MESSENGER mission detected higher than expected K/U and K/Th ratios on Mercury's surface, indicating a volatile content between that of Mars and Earth. Our experiments aim to resolve this discrepancy by experimentally determining the partition coefficients (D(sup met/sil)) of K, U, and Th between metal and silicate at varying pressure (1 to 5 GPa), temperature (1500 to 1900 C), oxygen fugacity (IW-2.5 to IW-6.5) and sulfur-content in the metal (0 to 33 wt%). Our data show that U, Th, and K become more siderophile with decreasing fO2 and increasing sulfur-content, with a stronger effect for U and Th in comparison to K. Using these results, the concentrations of U, Th, and K in the bulk planet were calculated for different scenarios, where the planet equilibrated at a fO2 between IW-4 and IW-7, assuming the existence of a FeS layer, between the core and mantle, with variable thickness. These models show that significant amounts of U and Th are partitioned into Mercury's core. The elevated superficial K/U and K/Th values are therefore only a consequence of the sequestration of U and Th into the core, not evidence of the overall volatile content of Mercury.

Habermann, M.↗
NASA NTRS2024

Transitional Flow in the Wake of a Pseudorandom Roughness on a Supersonic Flat Plate

Prediction of roughness-induced transition is a practical requirement for the optimized design of high-speed vehicles, which rely on a reduction of thermal stresses and drag for higher performance. This reduction is affected by boundary layer transition, which on real vehicles may be caused by unavoidable roughness such as inherent surface material roughness and deterioration or roughness in the form of sensing elements, fasteners, etc. A better understanding of transition resulting from roughness can help inform acceptable manufacturing tolerances or maintenance requirements on real vehicles.

Amanda Chou↗
NASA NTRS1989

Classical geometries defined by exterior differential systems on higher frame bundles

Exterior differential ideals are discussed, and sets of invariant generators presented, for Reimannian, conformal and projective geometries, and for specializations such as Ricci-flat, self-dual and Einstein-Maxwell theories. The Cartan characteristic integers are explicitly calculated, and involutory basis forms found, for each of these (specialized to four dimensions), exposing their algebraic structure and showing how they generate well-posed sets of partial differential equations.

Estabrook, Frank B.↗
NASA NTRS1999

Comparative Magma Oceanography

The question of whether the Earth ever passed through a magma ocean stage is of considerable interest. Geochemical evidence strongly suggests that the Moon had a magma ocean and the evidence is mounting that the same was true for Mars. Analyses of martian (SNC) meteorites have yielded insights into the differentiation history of Mars, and consequently, it is interesting to compare that planet to the Earth. Three primary features of Mars contrast strongly to those of the Earth: (i) the extremely ancient ages of the martian core, mantle, and crust (about 4.55 b.y.); (ii) the highly depleted nature of the martian mantle; and (iii) the extreme ranges of Nd isotopic compositions that arise within the crust and depleted mantle. The easiest way to explain the ages and diverse isotopic compositions of martian basalts is to postulate that Mars had an early magma ocean. Cumulates of this magma ocean were later remelted to form the SNC meteorite suite and some of these melts assimilated crustal materials enriched in incompatible elements. The REE pattern of the crust assimilated by these SNC magmas was LREE enriched. If this pattern is typical of the crust as a whole, the martian crust is probably similar in composition to melts generated by small degrees of partial melting (about 5%) of a primitive source. Higher degrees of partial melting would cause the crustal LREE pattern to be essentially flat. In the context of a magma ocean model, where large degrees of partial melting presumably prevailed, the crust would have to be dominated by late-stage, LREE-enriched residual liquids. Regardless of the exact physical setting, Nd and W isotopic evidence indicates that martian geochemical reservoirs must have formed early and that they have not been efficiently remixed since. The important point is that in both the Moon and Mars we see evidence of a magma ocean phase and that we recognize it as such. Several lines of theoretical inference point to an early Earth that was also hot and, perhaps, mostly molten. The Giant Impact hypothesis for the origin of the Moon offers a tremendous input of thermal energy and the same could be true for core formation. And current solar system models favor the formation of a limited number of large (about 1000 km) planetesimals that, upon accreting to Earth, would cause great heating, being lesser versions of the Giant Impact. Several lines of geochemical evidence do not favor this hot early Earth scenario. (i) Terrestrial man-tle xenoliths are sometimes nearly chondritic in their major element compositions, suggesting that these rocks have never been much molten. Large degrees of partial melting probably promote differentiation rather than homogenization. (ii) Unlike the case of Mars, the continental crust probably did not form as a highly fractionated residual liquid from a magma ocean (about 99% crystallization), but, rather, formed in multiple steps. [The simplest model for the formation of continental crust is complicated: (a) about 10% melting of a primitive mantle, making basalt; (b) hydrothermal alteration of that basalt, converting it to greenstone; and (c) 10% partial melting of that greenstone, producing tonalite.] This model is reinforced by the recent observation from old (about 4.1 b.y.) zircons that the early crust formed from an undepleted mantle having a chondritic Lu/Hf ratio. (iii) If the mantle were once differentiated by a magma ocean, the mantle xenolith suite requires that it subsequently be homogenized. The Os isotopic compositions of fertile spinel lherzolites place constraints on the timing of that homogenization. The Os isotopic composition of spinel lherzolites approaches that of chondrites and correlates with elements such as Lu and Al. As Lu and Al concentrations approach those of the primitive mantle, Os isotopic compositions approach chondritic. The Re and Os in these xenoliths were probably added as a late veneer. Thus, the mantle that received the late veneer must have been nearly chondritic in terms of its major elements (excluding Fe). If the mantle that the veneer was mixed into was not al-ready homogenized, then Os isotopes should not correlate with incompatible elements such as Al. Consequently, either early differentiation of the mantle did not occur or the homogenization of this differentiation must have occurred before the late veneer was added. The timing of the late veneer is itself uncertain but presumably postdated core formation at about 4.45 b.y. and did not postdate the 3.8-3.9 b.y. late bombardment of the Moon. This timing based on siderophile elements is consistent with the Hf isotopic evidence cited above. If the Earth, Moon and Mars had magma oceans, the Earth subsequently rehomogenized whereas the Moon and Mars did not. The simplest solution to this observation is that homogenization of igneous differentiates was never necessary on Earth, either because the hypothetical magma ocean never occurred or because this event did not produce mantle differentiation.

Jones, J. H.↗
NASA NTRS2010

Propulsion Design With Freeform Fabrication (PDFF)

The nation is challenged to decrease the cost and schedule to develop new space transportation propulsion systems for commercial, scientific, and military purposes. Better design criteria and manufacturing techniques for small thrusters are needed to meet current applications in missile defense, space, and satellite propulsion. The requirements of these systems present size, performance, and environmental demands on these thrusters that have posed significant challenges to the current designers and manufacturers. Designers are limited by manufacturing processes, which are complex, costly, and time consuming, and ultimately limited in their capabilities. The PDFF innovation vastly extends the design opportunities of rocket engine components and systems by making use of the unique manufacturing freedom of solid freeform rapid prototype manufacturing technology combined with the benefits of ceramic materials. The unique features of PDFF are developing and implementing a design methodology that uses solid freeform fabrication (SFF) techniques to make propulsion components with significantly improved performance, thermal management, power density, and stability, while reducing development and production costs. PDFF extends the design process envelope beyond conventional constraints by leveraging the key feature of the SFF technique with the capability to form objects with nearly any geometric complexity without the need for elaborate machine setup. The marriage of SFF technology to propulsion components allows an evolution of design practice to harmonize material properties with functional design efficiency. Reduced density of materials when coupled with the capability to honeycomb structure used in the injector will have significant impact on overall mass reduction. Typical thrusters in use for attitude control have 60 90 percent of its mass in the valve and injector, which is typically made from titanium. The combination of material and structure envisioned for use in an SFF thruster design could reduce thruster weight by a factor of two or more. The thrust-to-weight ratios for such designs can achieve 1,000:1 or more, depending on chamber pressure. The potential exists for continued development in materials, size, speed, accuracy of SFF techniques, which can lead to speculative developments of PDFF processes such as fabrication of custom human interface devices like masks, chairs, and clothing, and advanced biomedical application to human organ reconstruction. Other potential applications are: higher fidelity lower cost test fixtures for probes and inspection, disposable thrusters, and ISRU (in situ resource utilization) for component production in space or on Lunar and Martian missions, and application for embedding MEMS (microelectromechanical systems) during construction process of form changing aerostructure/dynamic structures.

Barnes, Daudi↗
NASA NTRS2002

Oxidation Behavior of GRCop-84 Copper Alloy Assessed

NASA's goal of safe, affordable space transportation calls for increased reliability and lifetimes of launch vehicles, and significant reductions of launch costs. The areas targeted for enhanced performance in the next generation of reusable launch vehicles include combustion chambers and nozzle ramps; therefore, the search is on for suitable liner materials for these components. GRCop-84 (Cu-8Cr-4Nb), an advanced copper alloy developed at the NASA Glenn Research Center in conjunction with Case Western Reserve University, is a candidate. The current liner of the Space Shuttle Main Engine is another copper alloy, NARloy-Z (Cu-3Ag-0.1Zr). It provides a benchmark against which to compare the properties of candidate successors. The thermomechanical properties of GRCop-84 have been shown to be superior, and its physical properties comparable, to those of NARloy-Z. However, environmental durability issues control longevity in this application: because copper oxide scales are not highly protective, most copper alloys are quickly consumed in oxygen environments at elevated temperatures. In consequence, NARloy-Z and most other copper alloys are prone to blanching, a degradation process that occurs through cycles of oxidation-reduction as the oxide is repeatedly formed and removed because of microscale fluctuations in the oxygen-hydrogen fuel systems of rocket engines. The Space Shuttle Main Engine lining typically degraded by blanching-induced hot spots that lead to surface roughening, pore formation, and coolant leakage. Therefore, resistance to oxidation and blanching are key requirements for second-generation reusable launch vehicle liners. The rocket engine ambient includes H2 (fuel) and H2O (combustion product) and is, hence, under reduced oxygen partial pressures. Accordingly, our studies were expanded to include oxygen partial pressures as low as 322 parts per million (ppm) at the temperatures likely to be experienced in service. A comparison of 10-hr weight gains of GRCop-84, NARloy-Z, and pure copper in 0.032, 2.2, and 100 percent oxygen from 550 to 750 C is shown. In 2.2 vol% and higher oxygen content, GRCop-84 oxidation was slower than that of NARloy-Z or Cu, but that advantage was lost or diminished in 322-ppm O2. Over longer (50-hr) exposures in 1.0 atm O2, however, the advantage of GRCop-84 increased significantly, its oxidation rate becoming approximately 10 times slower than those of Cu and NARloy-Z from 500 to 700 C. Weight gains were moderate and the kinetics parabolic for all three materials in 2.2 vol% and higher oxygen content; however, in 322-ppm O2, the scales were nonprotective below about 650 C, as reflected in linear kinetics and large weight gains. The superior oxidation resistance of GRCop-84 is likely related to the kinetics of extra oxygen consumption to form the additional oxides of Cr and Nb detected beneath the GRCop-84 oxide layer. While we continue to evaluate the blanching resistance of GRCop-84 in other tests, these oxidation results indicate that GRCop-84 is suitable as a reusable launch vehicle liner, and in applications where it is desired to use a copper alloy but without the risk of oxidative failure. Three bar charts comparing overall specific weight gains by each of the three materials studied. The top chart is for oxidation in 1.0 atm of oxygen, the middle is for 2.2% oxygen (balance argon), and the bottom is for 0.0322% oxygen. GRCop-84 outperforms the other two materials, showing the least weight gain in nearly all cases.

Thomas-Ogbuji, Linus U.↗
NASA NTRS1972

Recirculation patterns in the initial region of coaxial jets.

This experimental study is concerned with the mixing in the initial region of turbulent coaxial streams. The investigation is limited to the low-speed incompressible case with the inner stream of lower velocity than the outer stream. Velocity ratios ranged from infinity to one. The inner to outer stream density ratio was either 4 or 1. Experimental measurements were made with a hot-wire anemometer system, static pressure probes, and shadowgraphy. The data show that a backflow region is formed in this particular apparatus at outer to inner stream velocity ratio of 13 for the homogeneous case and at outer to inner stream velocity ratio of 26 for the heterogeneous case. For higher velocity ratio, a circulating toroidal vortex is established which enhances mixing between the inner and outer streams. This vortex pattern exhibits similarity of velocity with velocity ratio variations.

Rozenman, T.↗
NASA NTRS1971

Test-particle method in kinetic theory of a plasma.

The introduction of a test particle into a system is considered. The system may be described by the Born-Bogoliubov-Green-Kirkwood-Yvon hierarchy. The field particles form a cloud which surrounds the test particle. The cloud is described by a conditional probability function which satisfies a certain equation. A generalization of the superposition principle reported by Rostoker (1964) to higher order correlation functions is discussed. Kinetic equations with the generalized Lenard-Balescu term are obtained, taking into account also diffusion by waves. The characteristics regarding the absorption or emission of waves by particles can be calculated.

Matsuda, K.↗
NASA NTRS1973

Neutron emission following muon capture in Ce-142, Ce-140, Ba-138, and Sn-120.

Branching ratios to excited nuclear states formed after muon capture have been measured with Ge(Li) detectors. The delayed gamma rays were observed in studies of muonic Ce-142, Ce-140, Ba-138, and Sn-120, using separated isotopes. The resulting isotopes formed indicate at least a 60% probability of neutron emission upon muon capture, with the most likely product resulting from single-neutron emission. No evidence for delayed proton emission with a probability higher than 2% was found. Using our more precise energies for the observed nuclear transitions, we present revised energy levels schemes for La-141, La-139, Cs-137, and In-119.

Lucas, G. R., Jr.↗
NASA NTRS1983

The star-forming history of the young cluster NGC 2264

UBVRI H-alpha photographic photometry was obtained for a sample of low-mass stars in the young open cluster NGC 2264 in order to investigate the star-forming history of this region. A theoretical H-R diagram was constructed for the sample of probable cluster members. Isochrones and evolutionary tracks were adopted from Cohen and Kuhi (1979). Evidence for a significant age spread in the cluster was found amounting to over ten million yr. In addition, the derived star formation rate as a function of stellar mass suggests that the principal star-forming mass range in NGC 2264 has proceeded sequentially in time from the lowest to the highest masses. The low-mass cluster stars were the first cluster members to form in significant numbers, although their present birth rate is much lower now than it was about ten million yr ago. The star-formation rate has risen to a peak at successively higher masses and then declined.

Adams, M. T.↗
NASA NTRS1984

Relaxation and approximate factorization methods for the unsteady full potential equation

The unsteady form of the full potential equation is solved in conservation form, using implicit methods based on approximate factorization and relaxation schemes. A local time linearization for density is introduced to enable solution to the equation in terms of phi, the velocity potential. A novel flux-biasing technique is applied to generate proper forms of the artificial viscosity, to treat hyperbolic regions with shocks and sonic lines present. The wake is properly modeled by accounting not only for jumps in phi, but also for jumps in higher derivatives of phi obtained from requirements of density continuity. The far field is modeled using the Riemann invariants to simulate nonreflecting boundary conditions. Results are presented for flows over airfoils, cylinders, and spheres. Comparisons are made with available Euler and full potential results.

Shankar, V.↗
NASA NTRS1985

A fast, time-accurate unsteady full potential scheme

The unsteady form of the full potential equation is solved in conservation form by an implicit method based on approximate factorization. At each time level, internal Newton iterations are performed to achieve time accuracy and computational efficiency. A local time linearization procedure is introduced to provide a good initial guess for the Newton iteration. A novel flux-biasing technique is applied to generate proper forms of the artificial viscosity to treat hyperbolic regions with shocks and sonic lines present. The wake is properly modeled by accounting not only for jumps in phi, but also for jumps in higher derivatives of phi, obtained by imposing the density to be continuous across the wake. The far field is modeled using the Riemann invariants to simulate nonreflecting boundary conditions. The resulting unsteady method performs well which, even at low reduced frequency levels of 0.1 or less, requires fewer than 100 time steps per cycle at transonic Mach numbers. The code is fully vectorized for the CRAY-XMP and the VPS-32 computers.

Shankar, V.↗
NASA NTRS1986

A potpourri of pristine moon rocks, including a VHK mare basalt and a unique, augite-rich Apollo 17 anorthosite

The anorthosite fragment, 76504,18, the first of the Apollo 17's pristine anorthosites, was found to have: (1) a higher ratio of high-Ca pyroxine to low-Ca pyroxene, (2) higher Na in its plagioclase, (3) higher contents of incompatible elements, and (4) a higher Eu/Al ratio in comparison to ferroan anorthosites. With a parent melt having a negative Eu anomaly, 76504,18 closely resembles a typical mare basalt. This anorthosite was among the latest to be formed by plagioclase flotation above a primordial magmasphere; typical mare basalt regions accumulated at about the same time or even earlier. Another fragment 14181c, a very high potassium basalt, was studied and found to be similar to typical Apollo 14 mare basalt though it has a K/La ratio of 1050. It is suggested that this lithology formed after a normal Apollo 14 mare basaltic melt partially assimilated granite. New data for siderphile elements in Apollo 12 mare basalts indicate that only the lowest of earlier data are trustworthy as being free of laboratory contamination.

Warren, P. H.↗
NASA NTRS1987

Program VSAERO theory document: A computer program for calculating nonlinear aerodynamic characteristics of arbitrary configurations

The VSAERO low order panel method formulation is described for the calculation of subsonic aerodynamic characteristics of general configurations. The method is based on piecewise constant doublet and source singularities. Two forms of the internal Dirichlet boundary condition are discussed and the source distribution is determined by the external Neumann boundary condition. A number of basic test cases are examined. Calculations are compared with higher order solutions for a number of cases. It is demonstrated that for comparable density of control points where the boundary conditions are satisfied, the low order method gives comparable accuracy to the higher order solutions. It is also shown that problems associated with some earlier low order panel methods, e.g., leakage in internal flows and junctions and also poor trailing edge solutions, do not appear for the present method. Further, the application of the Kutta conditions is extremely simple; no extra equation or trailing edge velocity point is required. The method has very low computing costs and this has made it practical for application to nonlinear problems requiring iterative solutions for wake shape and surface boundary layer effects.

Maskew, Brian↗
NASA NTRS1990

Effects of nonplanar outboard wing forms on a wing

It is possible for a constant span to obtain better aerodynamic performance from a wing with a nonplanar outboard wing form than from a wing with a planar outboard form, despite the added drag from the increased wetted area. Furthermore, the semispan rolling-moment characteristics indicate the lower wing-root bending moment for some nonplanar configurations. These conclusions are based on an experimental and computational investigation of the aerodynamic characteristics of planar and nonplanar outboard wing forms. Seven different configurations - planar rectangular, nonplanar rising arc, nonplanar drooping arc, planar sheared, sheared with dihedral, sheared with anhedral, and planar elliptical - were investigated for two different spans. Flow-visualization photographs indicate that there are three vortex systems associated with the sheared forms. The lower induced drag coefficients of nonplanar wings are believed to accrue from the movement of vorticity away from the center-of-span line, resulting, in some instances, in induced efficiencies higher than that of a planar elliptical wing. Flow surveys indicate that the effective span, as determined by the location of the tip vortex, might not be a sufficient yardstick of the induced performance of a nonplanar wing.

Naik, D. A.↗