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At least 91 records · Page 5

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NASA NTRS1984

The influence of leading-edge load alleviation on supersonic wing design

A theoretical and experimental program to assess the effect of leading-edge load constraints on wing design and performance was conducted. For a planform characterized by a highly swept leading edge on the inboard region, linear theory was used to design camber surfaces which produced minimum drag-due-to-lift at the design lift coefficient of 0.08 and a design Mach number of 2.4. In an effort to delay the formation of leading edge vortices which often occur on highly swept wings, two approaches were used in the design criteria to limit the loadings on the leading edge. One wing was constrained to have the normal Mach number less than one everywhere along the leading edge and the second wing was constrained to have a pressure coefficient of zero on the leading edge. Force tests were run on the two constrained wings, on a flat reference wing and on an optimized wing with no leading edge constraints. All wings had identical planforms and thicknesses and were tested over a range of Mach numbers from 1.8 to 2.8 and a range in angles of attack from -5 deg to 8 deg. A comparison of the experimental performance of these four models is shown. Correlations of these results with theoretical predictions and flow visualization photographs are also included.

Darden, C. M.↗

NASA NTRS1986

Computation of leading-edge vortex flows

The simulation of the leading edge vortex flow about a series of conical delta wings through solution of the Navier-Stokes and Euler equations is studied. The occurrence, the validity, and the usefulness of separated flow solutions to the Euler equations of particular interest. Central and upwind difference solutions to the governing equations are compared for a series of cross sectional shapes, including both rounded and sharp tip geometries. For the rounded leading edge and the flight condition considered, viscous solutions obtained with either central or upwind difference methods predict the classic structure of vortical flow over a highly swept delta wing. Predicted features include the primary vortex due to leading edge separation and the secondary vortex due to crossflow separation. Central difference solutions to the Euler equations show a marked sensitivity to grid refinement. On a coarse grid, the flow separates due to numerical error and a primary vortex which resembles that of the viscous solution is predicted. In contrast, the upwind difference solutions to the Euler equations predict attached flow even for first-order solutions on coarse grids. On a sufficiently fine grid, both methods agree closely and correctly predict a shock-curvature-induced inviscid separation near the leeward plane of symmetry. Upwind difference solutions to the Navier-Stokes and Euler equations are presented for two sharp leading edge geometries. The viscous solutions are quite similar to the rounded leading edge results with vortices of similar shape and size. The upwind Euler solutions predict attached flow with no separation for both geometries. However, with sufficient grid refinement near the tip or through the use of more accurate spatial differencing, leading edge separation results. Once the leading edge separation is established, the upwind solution agrees with recently published central difference solutions to the Euler equations.

Newsome, R. W.↗

NASA NTRS1990

Mapping sea ice leads with a coupled numeric/symbolic system

A method is presented which facilitates the detection and delineation of leads with single-channel Landsat data by coupling numeric and symbolic procedures. The procedure consists of three steps: (1) using the dynamic threshold method, an image is mapped to a lead/no lead binary image; (2) the likelihood of fragments to be real leads is examined with a set of numeric rules; and (3) pairs of objects are examined geometrically and merged where possible. The processing ends when all fragments are merged and statistical characteristics are determined, and a map of valid lead objects are left which summarizes useful physical in the lead complexes. Direct implementation of domain knowledge and rapid prototyping are two benefits of the rule-based system. The approach is found to be more successfully applied to mid- and high-level processing, and the system can retrieve statistics about sea-ice leads as well as detect the leads.

Key, J.↗

NASA NTRS1995

Arctic sea ice leads from advanced very high resolution radiometer images

A large number of advanced very high resolution radiometer (AVHRR) images from throughout 1989 are analyzed to determine lead characteristics. The units of analysis are square 200-km cells, and there are 270 such cells in the data set. Clouds are masked manually. Leads determine from images of the potential open water delta, a scaled version of the surface temperature or albedo that weights thin ice by its thermal or brightness impact. The lead fraction is determined as the mean delta, the monthly mean lead fraction ranges from 0.02 in winter to 0.06 in summer in the central Arctic and is near 0.08 in the winter in the peripheral seas. A method of accounting for lead width sampling errors due to the finite sample areas is introduced. In the central Arctic the observed mean lead width for a threshold of delta = 0.1 ranges from 2 or 3 km (near the resolution of the instrument) in the winter to 6 km in the summer. In the peripheral seas it is about 5 km in the winter. Width distributions are often more heavily weighted in the tail than exponential distributions and are well approximated by a power law. The along-track, number density power law N = aw(exp -6) has a mean exponent of b = 1.60 (standard deviation 0.18) and shows some seasonal variability. Mean floe widths in the central Arctic are 40 to 50 km in the winter, dropping to about 10 km in the summer. For floes the power law has a mean exponent of 0.93 and exhibits a clearer annual cycle. Lead orientation is determined with a method based on the direction of maximum extent.

Lindsay, R. W.↗

NASA NTRS1995

Lead-induced atmospheric circulations

Leads provide a significant source of heat and moisture to the Arctic winter atmosphere, and plumes from wide leads have been observed to penetrate the Arctic inversion. We have developed a two-dimensional, high-resolution, deep anelastic numerical model to investigate the atmospheric convection from leads with widths ranging from 100 m to 10 km. A second-order turbulence closure scheme is used to parameterize the atmospheric turbulence in the horizontally inhomogeneous system. This study describes how the lead-induced circulations can enhance the vertical transport of heat into the atmospheric boundary layer. This model is compared with large-eddy simulation results and with lidar observations of a lead-induced ice crystal plume. The model is used to study the effect of varying lead widths and ambient atmospheric conditions on the resultant convection from leads, and some preliminary results are described.

Alam, Afshan↗

NASA NTRS1959

Effects of Outboard Thickened and Blunted Leading Edges on the Wave Drag of a 45 Degree Swept-Wing and Body Combination

An investigation to evaluate the effects of thickened and blunted leading-edge modifications on the wave drag of a swept wing has been made at Mach numbers from 0.65 to 2.20 and at a Reynolds number of 2,580,000 based on the mean aerodynamic chord of the basic wing. Two leading-edge designs were investigated and they are referred to as the thickened and the blunted modifications although both sections had equally large leading-edge radii. The thickened leading edge was formed by increasing the thickness over the forward 40 percent of the basic wing section. The blunted modification was formed by reducing the wing chords about 1 percent and by increasing the section thickness slightly over the forward 6 percent of the basic section in a manner to keep the wing sweep and volume essentially equal to the respective values for the basic wing. The basic wing had an aspect ratio of 3, a leading-edge sweep of 45 deg., a taper ratio of 0.4, and NACA 64AO06 sections perpendicular to a line swept back 39.45 deg., the quarter-chord line of these sections. Test results indicated that the thickened modification resulted in an increase in zero-lift drag coefficient of from 0.0040 to 0.0060 over values for the basic model at Mach numbers at which the wing leading edge was sonic or supersonic. Although drag coefficients of both the basic and thickened models were reduced at all test Mach numbers by body indentations designed for the range of Mach numbers from 1.00 to 2.00, the greater drag of the thickened model relative to that of the basic model was not reduced. The blunted model, however, had less than one quarter of the drag penalty of the thickened model relative to the basic model at supersonic leading-edge conditions (M greater or equal to root-2).

Holdaway, George H.↗

NASA NTRS1960

Heat Transfer to 36.75 and 45 degree Swept Blunt Leading Edges in Free Flight at Mach Numbers from 1.70 to 2.99 and From 2.50 to 4.05

A flight investigation has been conducted to study the heat transfer to swept-wing leading edges. A rocket-powered model was used for the investigation and provided data for Mach number ranges of 1.78 to 2.99 and 2.50 to 4.05 with corresponding free-stream Reynolds number per foot ranges of 13.32 x 10(exp 6) to 19.90 x 10(exp 6) and 2.85 x 10(exp 6) to 4.55 x 10(exp 6). The leading edges employed were cylindrically blunted wedges ', three of which were swept 450 with leading-edge diameters of 1/4, 1/2, and 3/4 inch and one swept 36-750 with a leading-edge diameter of 1/2 inch. In the high Reynolds number range, measured values of heat transfer were found to be much higher than those predicted by laminar theory and at the larger values of leading-edge diameter were approaching the values predicted by turbulent theory. For the low Reynolds number range a comparison between measured and theoretical heat transfer showed that increasing the leading-edge diameter resulted in turbulent flow on the cylindrical portion of the leading edge.

ONeal, Robert L.↗

NASA NTRS1959

Low-Speed Wind-Tunnel Investigation of Blowing Boundary-Layer Control on Leading- and Trailing-Edge Flaps of a Large-Scale, Low-Aspect-Ratio, 45 Swept-wing Airplane Configuration

Blowing boundary-layer control was applied to the leading- and trailing-edge flaps of a 45 deg sweptback-wing complete model in a full-scale low-speed wind-tunnel study. The principal purpose of the study was to determine the effects of leading-edge flap deflection and boundary-layer control on maximum lift and longitudinal stability. Leading-edge flap deflection alone was sufficient to maintain static longitudinal stability without trailing-edge flaps. However, leading-edge flap blowing was required to maintain longitudinal stability by delaying leading-edge flow separation when trailing-edge flaps were deflected either with or without blowing. Partial-span leading-edge flaps deflected 60 deg with moderate blowing gave the major increase in maximum lift, although higher deflection and additional blowing gave some further increase. Inboard of 0.4 semispan leading-edge flap deflection could be reduced to 40 deg and/or blowing could be omitted with only small loss in maximum lift. Trailing-edge flap lift increments were increased by boundary-layer control for deflections greater than 45 deg. Maximum lift was not increased with deflected trailing-edge flaps with blowing.

Maki, Ralph L.↗

NASA NTRS1959

Air-Cooled Turbine Blades with Tip Cap For Improved Leading-Edge Cooling

An investigation was conducted in a modified turbojet engine to determine the cooling characteristics of the semistrut corrugated air- cooled turbine blade and to compare and evaluate a leading-edge tip cap as a means for improving the leading-edge cooling characteristics of cooled turbine blades. Temperature data were obtained from uncapped air-cooled blades (blade A), cooled blades with the leading-edge tip area capped (blade B), and blades with slanted corrugations in addition to leading-edge tip caps (blade C). All data are for rated engine speed and turbine-inlet temperature (1660 F). A comparison of temperature data from blades A and B showed a leading-edge temperature reduction of about 130 F that could be attributed to the use of tip caps. Even better leading-edge cooling was obtained with blade C. Blade C also operated with the smallest chordwise temperature gradients of the blades tested, but tip-capped blade B operated with the lowest average chordwise temperature. According to a correlation of the experimental data, all three blade types 0 could operate satisfactorily with a turbine-inlet temperature of 2000 F and a coolant flow of 3 percent of engine mass flow or less, with an average chordwise temperature limit of 1400 F. Within the range of coolant flows investigated, however, only blade C could maintain a leading-edge temperature of 1400 F for a turbine-inlet temperature of 2000 F.

Calvert, Howard F.↗

NASA NTRS2004

Improving the Simulation of Sea Ice Lead Conditions and Turbulent Fluxes Using RGPS Products and Merged RADARSAT, AVHRR and MODIS Data

The importance of sea ice leads in the ice-ocean-atmosphere system lies in the fact that each of the boxes in the 'surface processes' interface in this diagram is closely linked to lead conditions. For example, heat, moisture and salt exchange between the Ocean and atmosphere within the ice pack occur nearly entirely through leads. The shear, divergence and convergence associated with lead formation and closure alter surface and basal roughness and topography, which in turn affects momentum transfer in the atmosphere and ocean boundary layers, and modifies the accumulation of snow on the ice surface, which then affects heat conduction and summertime albedo. In addition to providing openings for loss of heat and moisture fluxes to the atmosphere, leads absorb solar energy, which is used to melt ice and is transmitting to the underlying ocean. Given that leads dominate the ice-ocean interface in this manner, then it stands to reason that focusing on lead treatments within models can identify performance limitations of models and yield routes for significant improvements.

Maslanik, James A.↗

NASA NTRS2000

Formation of Leading-Edge Pinholes in the Space Shuttle Wings Investigated

The space shuttle wing leading edge and nose cap are composed of a carbon/carbon composite that is protected by silicon carbide. The coefficient of thermal expansion mismatch leads to cracks in the silicon carbide. The outer coating of the silicon carbide is a sodium-silicate-based glass that becomes fluid at the shuttles high reentry temperatures and fills these cracks. Small pinholes roughly 0.1 mm in diameter have been observed on these materials after 12 or more flights. These pinholes have been investigated by researchers at the NASA Johnson Space Center, Rockwell International, the Boeing Company, Lockheed Martin Corporation, and the NASA Glenn Research Center at Lewis Field to determine the possible sources and the extent of damage. A typical pinhole is illustrated in the photomicrographs. These pinholes are found primarily on the wing leading edges and not on the nose cap, which is covered when the orbiter is on the launch pad. The pinholes are generally associated with a bead of zincrich glass. Examination of the orbiter and launch structure indicates that weathering paint on the launch structure leads to deposits of zinc-containing paint flakes on the wing leading edge. These may become embedded in the crevices of the wing leading edge and form the observed zinc-rich glass. Laboratory experiments indicate that zinc oxide reacts vigorously with the glass coating on the silicon carbide. Thus, it is likely that this is the reaction that leads to pinhole formation (Christensen, S.V.: Reinforced Carbon/Carbon Pin Hole Formation Through Zinc Oxide Attack. Rockwell International Internal Letter, RDW 96 057, May 1996). Cross-sectional examination of pinholes suggests that they are enlarged thermal expansion mismatch cracks. This is illustrated in the photomicrographs. A careful microstructural analysis indicates that the pinhole walls consist of layers of zinc-containing glass. Thus, pinholes are likely formed by zinc oxide particles lodging in crevices and forming a corrosive zinc-rich glass that enlarges existing cracks. Having established the likely source of the pinholes, we next needed to model the damage. Our concern was that if a pinhole went through the silicon carbide to the carbon/carbon substrate, oxygen would have a clear path to oxidize the carbon at high temperatures. This possibility was examined with studies in a laboratory furnace. An ultrasonic drill was used to make artificial pinholes in a sample of protected carbon/carbon. After exposure, the specimens were weighed and cross-sectioned to quantify the extent of oxidation below the pinhole. The results at higher temperatures showed good agreement with a simple diffusion-control model. This model is based on the two-step oxidation of carbon to carbon monoxide and carbon dioxide. The fluxes are illustrated in the final figure. The model indicates a strong dependence on pinhole diameter. For smaller diameters and short times, the oxidation of carbon is very limited.

Jacobson, Nathan S.↗

NASA NTRS1997

Vortex leading edge flap assembly for supersonic airplanes

A leading edge flap (16) for supersonic transport airplanes is disclosed. In its stowed position, the leading edge flap forms the lower surface of the wing leading edge up to the horizontal center of the leading edge radius. For low speed operation, the vortex leading edge flap moves forward and rotates down. The upward curve of the flap leading edge triggers flow separation on the flap and rotational flow on the upper surface of the flap (vortex). The rounded shape of the upper fixed leading edge provides the conditions for a controlled reattachment of the flow on the upper wing surface and therefore a stable vortex. The vortex generates lift and a nose-up pitching moment. This improves maximum lift at low speed, reduces attitude for a given lift coefficient and improves lift to drag ratio. The mechanism (27) to move the vortex flap consists of two spanwise supports (24) with two diverging straight tracks (64 and 68) each and a screw drive mechanism (62) in the center of the flap panel (29). The flap motion is essentially normal to the airloads and therefore requires only low actuation forces.

Rudolph, Peter K. C.↗

NASA NTRS2010

When Deriving the Spatial QRS-T Angle from the 12-lead ECG, which Transform is More Frank: Regression or Inverse Dower?

Our primary objective was to ascertain which commonly used 12-to-Frank-lead transformation yields spatial QRS-T angle values closest to those obtained from simultaneously collected true Frank-lead recordings. Simultaneous 12-lead and Frank XYZ-lead recordings were analyzed for 100 post-myocardial infarction patients and 50 controls. Relative agreement, with true Frank-lead results, of 12-to-Frank-lead transformed results for the spatial QRS-T angle using Kors regression versus inverse Dower was assessed via ANOVA, Lin s concordance and Bland-Altman plots. Spatial QRS-T angles from the true Frank leads were not significantly different than those derived from the Kors regression-related transformation but were significantly smaller than those derived from the inverse Dower-related transformation (P less than 0.001). Independent of method, spatial mean QRS-T angles were also always significantly larger than spatial maximum (peaks) QRS-T angles. Spatial QRS-T angles are best approximated by regression-related transforms. Spatial mean and spatial peaks QRS-T angles should also not be used interchangeably.

Schlegel, Todd T.↗

NASA NTRS2010

NASA-DoD Lead-Free Electronics Project

Original Equipment Manufacturers (OEMs), depots, and support contract ors have to be prepared to deal with an electronics supply chain that increasingly provides parts with lead-free finishes, some labeled no differently and intermingled with their SnPb counterparts. Allowance of lead-free components presents one of the greatest risks to the r eliability of military and aerospace electronics. The introduction of components with lead-free terminations, termination finishes, or cir cuit boards presents a host of concerns to customers, suppliers, and maintainers of aerospace and military electronic systems such as: 1. Electrical shorting due to tin whiskers 2. Incompatibility of lead-f ree processes and parameters (including higher melting points of lead -free alloys) with other materials in the system 3. Unknown material properties and incompatibilities that could reduce solder joint reli ability As the transition to lead-free becomes a certain reality for military and aerospace applications, it will be critical to fully un derstand the implications of reworking lead-free assemblies.

Kessel, Kurt↗

NASA NTRS2009

Shuttle Wing Leading Edge Root Cause NDE Team Findings and Implementation of Quantitative Flash Infrared Thermography

Comparison metrics can be established to reliably and repeatedly establish the health of the joggle region of the Orbiter Wing Leading Edge reinforced carbon carbon (RCC) panels. Using these metrics can greatly reduced the man hours needed to perform, wing leading edge scanning for service induced damage. These time savings have allowed for more thorough inspections to be preformed in the necessary areas with out affecting orbiter flow schedule. Using specialized local inspections allows for a larger margin of safety by allowing for more complete characterizations of panel defects. The presence of the t-seal during thermographic inspection can have adverse masking affects on ability properly characterize defects that exist in the joggle region of the RCC panels. This masking affect dictates the final specialized inspection should be preformed with the t-seal removed. Removal of the t-seal and use of the higher magnification optics has lead to the most effective and repeatable inspection method for characterizing and tracking defects in the wing leading edge. Through this study some inadequacies in the main health monitoring system for the orbiter wing leading edge have been identified and corrected. The use of metrics and local specialized inspection have lead to a greatly increased reliability and repeatable inspection of the shuttle wing leading edge.

Burke, Eric R.↗

NASA NTRS2011

Leading and Trailing Anvil Clouds of West African Squall Lines

The anvil clouds of tropical squall-line systems over West Africa have been examined using cloud radar data and divided into those that appear ahead of the leading convective line and those on the trailing side of the system. The leading anvils are generally higher in altitude than the trailing anvil, likely because the hydrometeors in the leading anvil are directly connected to the convective updraft, while the trailing anvil generally extends out of the lower-topped stratiform precipitation region. When the anvils are subdivided into thick, medium, and thin portions, the thick leading anvil is seen to have systematically higher reflectivity than the thick trailing anvil, suggesting that the leading anvil contains numerous larger ice particles owing to its direct connection to the convective region. As the leading anvil ages and thins, it retains its top. The leading anvil appears to add hydrometeors at the highest altitudes, while the trailing anvil is able to moisten a deep layer of the atmosphere.

Centrone, Jasmine↗

NASA NTRS2013

Ultra-Low Heat-Leak, High-Temperature Superconducting Current Leads for Space Applications

NASA Goddard Space Flight Center has a need for current leads used in an adiabatic demagnetization refrigerator (ADR) for space applications. These leads must comply with stringent requirements such as a heat leak of approximately 100 W or less while conducting up to 10 A of electric current, from more than 90 K down to 10 K. Additionally, a length constraint of < 300 mm length and < 50 mm diameter is to be maintained. The need for these current leads was addressed by developing a superconducting hybrid lead. This hybrid lead comprises two different high-temperature superconducting (HTS) conductors bonded together at a thermally and electrically determined optimum point along the length of the current lead. By taking advantage of material properties of each conductor type, employing advanced fabrication techniques, and taking advantage of novel insulation materials, the company was able to develop and fabricate the lightweight, low heat-leak leads currently to NASA's specs.

Rey, Christopher M.↗

NASA NTRS2013

Passivation of Flexible YBCO Superconducting Current Lead With Amorphous SiO2 Layer

Adiabatic demagnetization refrigerators (ADR) are operated in space to cool detectors of cosmic radiation to a few 10s of mK. A key element of the ADR is a superconducting magnet operating at about 0.3 K that is continually energized and de-energized in synchronism with a thermal switch, such that a piece of paramagnetic salt is alternately warm in a high magnetic field and cold in zero magnetic field. This causes the salt pill or refrigerant to cool, and it is able to suck heat from an object, e.g., the sensor, to be cooled. Current has to be fed into and out of the magnets from a dissipative power supply at the ambient temperature of the spacecraft. The current leads that link the magnets to the power supply inevitably conduct a significant amount of heat into the colder regions of the supporting cryostat, resulting in the need for larger, heavier, and more powerful supporting refrigerators. The aim of this project was to design and construct high-temperature superconductor (HTS) leads from YBCO (yttrium barium copper oxide) composite conductors to reduce the heat load significantly in the temperature regime below the critical temperature of YBCO. The magnet lead does not have to support current in the event that the YBCO ceases to be superconducting. Cus - tomarily, a normal metal conductor in parallel with the YBCO is a necessary part of the lead structure to allow for this upset condition; however, for this application, the normal metal can be dispensed with. Amorphous silicon dioxide is deposited directly onto the surface of YBCO, which resides on a flexible substrate. The silicon dioxide protects the YBCO from chemically reacting with atmospheric water and carbon dioxide, thus preserving the superconducting properties of the YBCO. The customary protective coating for flexible YBCO conductors is silver or a silver/gold alloy, which conducts heat many orders of magnitude better than SiO2 and so limits the use of such a composite conductor for passing current across a thermal gradient with as little flow of heat as possible to make an efficient current lead. By protecting YBCO on a flexible substrate of low thermal conductivity with SiO2, a thermally efficient and flexible current lead can be fabricated. The technology is also applicable to current leads for 4 K superconducting electronics current biasing. A commercially available thin-film YBCO composite tape conductor is first stripped of its protective silver coating. It is then mounted on a jig that holds the sample flat and acts as a heat sink. Silicon dioxide is then deposited onto the YBCO to a thickness of about 1 micron using PECVD (plasma-enhanced chemical vapor deposition), without heating the YBCO to the point where degradation occurs. Since SiO2 can have good high-frequency electrical properties, it can be used to coat YBCO cable structures used to feed RF signals across temperature gradients. The prime embodiment concerns the conduction of DC current across the cryogenic temperature gradient. The coating is hard and electrically insulating, but flexible.

Johannes, Daniel↗