Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “Drag coefficient”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 127 records · Page 7
All sourcesNASA NTRSDOE OSTI
NASA NTRS1993

Observation of pressure ridges in SAR images of sea ice: Scattering theory and comparison with observations

Ridges and keels (hummocks and bummocks) in sea ice flows are important in sea ice research for both scientific and practical reasons. Sea ice movement and deformation is driven by internal and external stresses on the ice. Ridges and keels play important roles in both cases because they determine the external wind and current stresses via drag coefficients. For example, the drag coefficient over sea ice can vary by a factor of several depending on the fluid mechanical roughness length of the surface. This roughness length is thought to be strongly dependent on the ridge structures present. Thus, variations in ridge and keel structure can cause gradients in external stresses which must be balanced by internal stresses and possibly fracture of the ice. Ridging in sea ice is also a sign of fracture. In a practical sense, large ridges form the biggest impediment to surface travel over the ice or penetration through sea ice by ice-strengthened ships. Ridges also play an important role in the damage caused by sea ice to off-shore structures. Hence, observation and measurement of sea ice ridges is an important component of sea ice remote sensing. The research reported here builds on previous work, estimating the characteristics of ridges and leads in sea ice from SAR images. Our objective is to develop methods for quantitative measurement of sea ice ridges from SAR images. To make further progress, in particular, to estimate ridge height, a scattering model for ridges is needed. Our research approach for a ridge scattering model begins with a survey of the geometrical properties of ridges and a comparison with the characteristics of the surrounding ice. For this purpose we have used airborne optical laser (AOL) data collected during the 1987 Greenland Sea Experiment. These data were used to generate a spatial wavenumber spectrum for height variance for a typical ridge - the typical ridge is the average over 10 large ridges. Our first-order model radar scattering includes both the quasi-specular and Bragg resonant scatter mechanisms. This model is extended to include contributions from volume scatter and scatter from discrete objects. Geometrical characteristics from the AOL survey and model calculations imply that for radar wavelengths and observation geometries that are dominated by the quasi-specular scattering mechanism radar backscatter from a ridge is a measure of peak ridge height. We present scattering model results and compare them with ridges observed during the LEADEX experiment of March-April 1992 when both X, C, and L-band aircraft SAR and the ERS-1 satellite SAR observed a region in the Beaufort Sea near 86 deg N, 10 deg W. Data were also collected documenting ridge characteristics on the surface. The surface data are used to generate a SAR signature via the scattering model described above. The predicted SAR signatures compare well with the SAR observations.

Vesecky, J. F.↗
NASA NTRS1962

Unitary Wind Tunnel Tests of 30-Degree Conical Ribbon Parachute and a Rotofoil Parachute Towed in the Wake of a Conical Nosed Cylindrical Body

Multiple wind tunnel test trials were conducted on a 30 degree conical ribbon parachute with porosities of 30, 27, and 24 percent. Variables were Mach number, dynamic pressure, towline length, and coefficient of drag. A Rotofoil parachute having a porosity of approximately 24 percent was tested, but failed after about 30 seconds of operation at a Mach number of 1.8 All of the parachutes had a nominal diameter and shroud line length of 10 inches. Drag coefficients were based on the area of a circle having a diameter two-thirds of the nominal parachute diameter.

WIND TUNNEL TESTS↗
NASA NTRS2021

Performance Assessment of Fluidic Oscillators Tested on the NASA Hump Model

Flow separation control over a wall-mounted hump model was studied experimentally to assess the performance of fluidic oscillators (sweeping jet actuators). An array of fluidic oscillators was used to control flow separation. The results showed that the fluidic oscillators were able to achieve substantial control over the separated flow by increasing the upstream suction pressure and downstream pressure recovery. Using the data available in the literature, the performance of the fluidic oscillators was compared to other active flow control (AFC) methods such as steady blowing, steady suction, and zero-net-mass-flux (ZNMF) actuators. Several integral parameters, such as the inviscid flow comparison coefficient, pressure drag coefficient, and modified normal force coefficient, were used as quality metrics in the performance comparison of the AFC methods. These quality metrics indicated the superiority of the steady suction method, especially at lower excitation amplitudes that is followed by the fluidic oscillators, steady blowing, and the ZNMF actuators, respectively. An aerodynamic figure of merit (AFM) was also constructed using the integral parameters and AFC power usage. The AFM results revealed that, for this study, steady suction was the most efficient AFC method at lower excitation amplitudes. The steady suction loses its efficiency as the excitation amplitude increases, and the fluidic oscillators become the most efficient AFC method. Both the steady suction and the fluidic oscillators have an AFM > 1 for the range tested in this study, indicating that they provide a net benefit when the AFC power consumption is also considered. On the other hand, both the steady blowing and ZNMF actuators were found to be inefficient AFC methods (AFM < 1) for the current configuration. Although they improved the flow field by controlling flow separation, the power requirement was more than their benefit.

Fluidic oscillators↗
NASA NTRSDate not supplied

Airfoil Table Generation Comparison Utilizing XFOIL and UNS2D Flow Solvers

The flow solvers XFOIL and UNS2D were utilized within the airfoil table generator AFTGen to generate airfoil performance tables, and these results were compared to determine accuracy at low Mach numbers that may be relevant to Urban Air Mobiltiy (UAM) applications. Airfoil tables were generated for the NACA 0012 airfoil as well as a set of three asymmetrical airfoils developed in this study from which the rotor blade CSUS 001 was comprised. To determine which solver more accurately represented real-world aerodynamics, the airfoils were experimentally tested in the CSU 2-foot by 2-foot wind tunnel. The results of XFOIL and UNS2D were compared to the experimental results. It is important to note that due to differences in the Reynolds numbers between simulations and experimental testing, the magnitude of the section lift and drag coefficient varies between the two methods. However, observations on the accuracy of XFOIL and UNS2D could still be made based on the trends of the data. For the symmetrical NACA 0012 airfoil, it was found that XFOIL and UNS2D accurately predicted the trends of the section lift and drag coefficients. However, XFOIL predicted slightly lower section drag coefficients than UNS2D for the tested angles of attack. For the asymmetrical CSUS 001 airfoils, XFOIL could not predict a steady to decreasing section lift coefficient phenomenon at negative angles of attack observed in both the UNS2D and experimental results. Similarly, XFOIL was unable to predict an increased section drag coefficient at negative angles of attack for the CSUS 001 airfoils as observed in the UNS2D and experimental results. Additionally, 3D computational fluid dynamics was utilized through RotCFD to compare the performance of a rotor blade using the CSUS 001 airfoils versus a rotor blade using the NACA 0012 airfoil.

UAM↗
NASA NTRS1951

Preliminary Investigation of a New Type of Supersonic Inlet

A supersonic inlet with supersonic deceleration of the flow entirely outside of the inlet is considered. A particular arrangement with fixed geometry having a central body with a circular annular intake is analyzed, and it is shown theoretically that this arrangement gives high pressure recovery for a large range of Mach number and mass flow and therefore is practical for use on supersonic airplanes and missiles. For some Mach numbers the drag coefficient for this type of inlet is larger than the drag coefficient for the type of inlet with supersonic compression entirely inside, but the pressure recovery is larger for all flight conditions. The differences in drag can be eliminated for the design Mach number. Experimental results confirm the results of the theoretical analysis and show that pressure recoveries of 95 percent for Mach numbers of 1.33 and 1.52, 92 percent for a Mach number of 1.72, and 86 percent for a Mach number of 2.10 are possible, with the configurations considered. If the mass flow decreases, the total drag coefficient increases gradually and the pressure recovery does not change appreciably. The results of this work were first presented in a classified document issued in 1946.

DIFFUSERS, SUPERSONIC↗
NASA NTRS1946

Preliminary Investigation of a New Type of Supersonic Inlet

A supersonic inlet with supersonic deceleration of the flow entirely outside of the inlet is considered. A particular arrangement with fixed geometry having a central body with a circular annular intake is analyzed, and it is shown theoretically that this arrangement gives high pressure recovery for a large range of Mach number and mass flow and therefore is practical for use on supersonic airplanes and missiles. For some Mach numbers the drag coefficient for this type of inlet is larger than the drag coefficient for the type of inlet with supersonic compression entirely inside, but the pressure recovery is larger for all flight conditions. The differences in drag can be eliminated for the design Mach number. Experimental results confirm the results of the theoretical analysis and show that pressure recoveries of 95 percent for Mach numbers of 1.33 and 1.52, 92 percent for a Mach number of 1.72, and 86 percent for a Mach number oof 2.10 are possible with the configurations considered. If the mass flow decreases, the total drag coefficient increases gradually and the pressure recovery does not change appreciably.

Ferri, Antonio↗
NASA NTRS1976

Environmental dynamics at orbital altitudes

The influence of real satellite aerodynamics on the determination of upper atmospheric density was investigated. A method of analysis of satellite drag data is presented which includes the effect of satellite lift and the variation in aerodynamic properties around the orbit. The studies indicate that satellite lift may be responsible for the observed orbit precession rather than a super rotation of the upper atmosphere. The influence of simplifying assumptions concerning the aerodynamics of objects in falling sphere analysis were evaluated and an improved method of analysis was developed. Wind tunnel data was used to develop more accurate drag coefficient relationships for studying altitudes between 80 and 120 Km. The improved drag coefficient relationships revealed a considerable error in previous falling sphere drag interpretation. These data were reanalyzed using the more accurate relationships. Theoretical investigations of the drag coefficient in the very low speed ratio region were also conducted.

Karr, G. R.↗
NASA NTRS1955

Comparison of the Drag of a Fin-Stabilized Body of Revolution and of a Complete Airplane Configuration as Obtained at Transonic Speeds in a Slotted Wind Tunnel and in Free Flight

A comparison of the zero-lift drag coefficients at Mach numbers from 0.81 to 1.41 of a fin-stabilized parabolic body of revolution as measured in the Langley transonic blowdown tunnel has been made with measurements obtained in free-flight on a larger but geometrically similar model. The absolute values of drag coefficient obtained in the slotted wind tunnel were equivalent to the free-flight drag-coefficient values up to a Mach number of 1.4 when adjustments were made for the effect on viscous drag of differences in Reynolds number between the two test conditions. Excellent agreement was obtained between the two tests for the pressure-drag variation with Mach number, regardless of whether the scale effect on skin friction was considered. Favorable agreement was also obtained between the pressure-drag increments due t o the presence of the stabilizing fins as determined in the wine tunnel from fins-on and fins-off tests and as obtained by a different method in free flight. Tests of a specific airplane configuration to obtain an indication of the problems involved in the construction and tests of small-scale (approximately 7-inch span) complete airplane configuration with internal air flow indicated that reliable zero-lift drag-coefficient measurements at Mach numbers up to 1.4 can be attained with such models, provided the model is constructed with a high but not an unreasonable degree of accuracy.

Howell, Robert R.↗
NASA NTRS1951

Low-Lift Drag and Duct Pressure Recovery of a 1/8.25-Scale Model of the Consolidated Vultee XF-92 Airplane at Mach Numbers from 0.7 to 1.4

A flight investigation has been made to determine the external drag and pressure recovery of a 1/8.25 - scale flight model of the Consolidated Vultee XF-92 from Mach numbers 0.7 to 1.4 and Reynolds numbers from 8.5 x 10(exp 6) to 19.2 x 10(exp 6) at or near zero lift. Relative mass flow, average pressure recovery, total drag, internal drag, and external drag are presented as functions of Mach number. Between Mach numbers of 0.90 and 0.975, the external drag of the configuration (including base drag of the inner body and additive drag) was about equal to that of a similar model with a faired nose and no mass flow; however, at supersonic speeds the drag coefficient for the faired-nose model remained relatively constant whereas the drag coefficient for the ducted model continued to increase sharply. The internal drag coefficient of the duct was roughly constant at 0.013 up to a Mach number of 1.20; after which it decreased to 0.0075 at a Mach number of 1.4. The over-all pressure recovery of the inlet and duct varied from 94 percent at a Mach number of 0.7 to about 91 percent at a Mach number of 1.4 at a relative-mass-flow ratio of about 0.30. The losses in pressure recovery were believed to be caused by the possible occurrence of separation of flow from the inner body and by an aerodynamically unclean internal configuration which did not duplicate the form proposed for the original XF-92 airplane.

Mitcham, Grady L.↗
NASA NTRS1959

Pressure Drag of Axisymmetric Cowls Having Large Initial Lip Angles at Mach Numbers from 1.90 to 4.90

The results of experimental and theoretical data on nine cowls are presented to determine the effect of initial lip angle and projected frontal area on the cowl pressure drag coefficient at Mach numbers from 1.90 to 4.90. The experimental drag coefficients were approximated well with two-dimensional shock-expansion theory at the lower cowl-projected areas, but the difference between theory and experiment increased as the cowl area ratio was increased or as shock detachment at the cowl lips was approached. An empirical chart is presented, which can be used to estimate the cowl pressure drag coefficient of cowls approaching an elliptic contour.

Samanich, Nick E.↗
NASA NTRS1955

Low-Lift Drag of the Grumman F9F-9 Airplane as Obtained by a 1/7.5-Scale Rocket-Boosted Model and by Three 1/45.85-Scale Equivalent-Body Models between Mach Numbers of 0.8 and 1.3, TED No. NACA DE 391

Low-lift drag data are presented herein for one 1/7.5-scale rocket-boosted model and three 1/45.85-scale equivalent-body models of the Grumman F9F-9 airplane, The data were obtained over a Reynolds number range of about 5 x 10(exp 6) to 10 x 10(exp 6) based on wing mean aerodynamic chord for the rocket model and total body length for the equivalent-body models. The rocket-boosted model showed a drag rise of about 0,037 (based on included wing area) between the subsonic level and the peak supersonic drag coefficient at the maximum Mach number of this test. The base drag coefficient measured on this model varied from a value of -0,0015 in the subsonic range to a maximum of about 0.0020 at a Mach number of 1.28, Drag coefficients for the equivalent-body models varied from about 0.125 (based on body maximum area) in the subsonic range to about 0.300 at a Mach number of 1.25. Increasing the total fineness ratio by a small amount raised the drag-rise Mach number slightly.

Stevens, Joseph E.↗
NASA NTRS1982

An experimental study of airfoil icing characteristics

The present investigation is concerned with the icing characteristics of a general aviation wing section, taking into account selected results from icing wind tunnel tests of the wing section. Drag coefficient increases of about 130 percent were measured for a 20 minute glaze icing encounter and cruise aerodynamic conditions. The drag increased by about 40 percent for a 15 minute rime icing encounter and the same aerodynamic conditions. The considered wing section was found to be less sensitive to rime and glaze ice accretions occurring for the climb aerodynamic conditions. The observed aft frost layer growths contributed significantly to the measured increase in section drag coefficient level. Comparisons of measured increases in section drag coefficient due to the primary ice accretion with predictions of NACA drag correlation indicated agreement was as good as that for the original data upon which the correlation was based.

Shaw, R. J.↗
NASA NTRS1980

Comparisons of subsonic drag estimates derived from Pioneer Venus probes flight data with wind-tunnel results

Subsonic drag coefficients have been obtained from flight data for the Pioneer Venus multiprobes. The technique used to extract the information from the data consisted of utilizing in situ pressure and temperature measurements. Analysis of the major model parameter error sources indicates overall error levels of five percent or less in the flight values of the drag coefficient. Comparisons of the flight coefficients with preflight wind-tunnel test data showed generally good agreement except for the Sounder descent probe configuration. To preclude atmospheric phenomena as a possible explanation of this difference, additional wind-tunnel tests were performed on the Sounder descent probe. Special attempts were made to duplicate the probe geometry for tests in a high Reynolds number environment in order to achieve as realistic model and flight conditions as practical. Preliminary results from this testing in the NASA LaRC Low Turbulence Pressure Tunnel produced a drag coefficient of 0.68 at 0 deg angle of attack which is within the expected accuracy limits of the flight derived drag coefficient value of 0.72 + or - 0.04, thus eliminating atmospheric phenomena as the explanation for the initial difference.

Blanchard, R. C.↗
NASA NTRS1933

Lift and Drag Characteristics and Gliding Performance of an Autogiro as Determined in Flight

This report presents the results of flight test of the Pitcairn "PCA-2" autogiro. Lift and drag coefficients with the propeller stopped have been determined over approximately a 90 degree range of angles of attack. Based on the sum of fixed-wing and swept-disk areas, the maximum lift coefficient is 0.895, the minimum drag coefficient with propeller stopped is 0.015, and the maximum l/d with propeller stopped is 4.8. Lift coefficients were found also with the propeller delivering positive thrust and did not differ consistently from those found with propeller stopped. Curves of gliding performance included in this report show a minimum vertical velocity of 15 feet per second at an air speed of 36 miles per hour and a flight-path angle of -17 degrees. In vertical descent the vertical velocity is 35 feet per second.

Wheatley, John B↗
NASA NTRS1950

The Zero-Lift Drag of Several Configurations of the XAAM-N-2 Pilotless Aircraft. TED No. NACA DE332

Free-flight tests have been made to determine the zero-lift drag of several configurations of the XAAM-N-2 pilotless aircraft. Base-pressure measurements were also obtained for some of the configurations. The results show that increasing the wing-thickness ratio from 4 to 6 percent increased the wing drag by about 100 percent at M = 1.3 and by about 30 percent at M = 1.8. Increasing the nose fineness ratio from 5.00 to 6.25 reduced the drag coefficient of the wingless models a maximum of about 0.030 (10 percent) at M = 2.0. A corresponding change in nose shape for the winged models decreased the drag coefficient by about 0.05 in the Mach number range from 1.1 to 1.4; at Mach numbers greater than 1.6 no measurable reduction in drag coefficient was obtained. The drag of the present Sparrow fuselage is less than that of a parabolic fuselage which could contain the same equipment.

Hall, James R.↗
NASA NTRS1947

Aerodynamic Characteristics of Three Deep-Stepped Planing-Tail Flying-Boat Hulls

An investigation was made in the Langley 300 MPH 7- by 10-foot tunnel to determine the aerodynamic characteristics of three deep-stepped planing-tail flying-boat hulls differing only in the amount of step fairing. The hulls were derived by increasing the unfaired step depth of a planing-tail hull of a previous aerodynamic investigation to a depth about 92 percent of the hull beam. Tests were also made on a transverse-stepped hull with an extended afterbody for the purpose of comparison and in order to extend and verify the results of a previous investigation. The investigation indicated that the extended afterbody hull had a minimum drag coefficient about the same as a conventional hull, 0.0066, and an angle-of-attack range for minimum drag coefficient of 0.0057 which was 14 percent less than the transverse stepped hull with extended afterbody; the hulls with step fairing had up to 44 percent less minimum drag coefficient than the transverse-stepped hull, or slightly more drag than a streamlined body having approximately the same length and volume. Longitudinal and lateral instability varied little with step fairing and was about the same as a conventional hull.

Riebe, John M.↗
NASA NTRS1991

The dependence of wind stress on wave height and wind speed

Three near-neutral boundary layer data sets were investigated with the aim of finding a dependence of wind stress on both wind speed and significant wave height. The data set most representative of open-ocean wave height, wind speed, and momentum flux conditions, was selected and analyzed by means of the least-squares method to produce a new parameterization for the wind stress as a function of both wind speed and significant wave height. This study shows that the wind stress, and consequently the drag coefficient, decreases with increasing wave height for a fixed wind speed. The study also shows that the curvature of the wind profile decreases with increasing wave height and that the C(DN) = A + BU-bar(10) form for the drag coefficient parameterization is inadequate. A drag coefficient that applies to both smooth and rough flows is proposed. These results are more applicable for open-ocean deep-water conditions and less applicable for sheltered, closed, shallow water sites.

Blake, Reginald A.↗
NASA NTRS1986

An experimental study of the lift, drag and static longitudinal stability for a three lifting surface configuration

The experimental procedure and aerodynamic force and moment measurements for wind tunnel testing of the three lifting surface configuration (TLC) are described. The influence of nonelliptical lift distributions on lift, drag, and static longitudinal stability are examined; graphs of the lift coefficient versus angle of attack, the pitching moment coefficient, drag coefficient, and lift to drag ratio versus lift coefficient are provided. The TLC data are compared with the conventional tail-aft configuration and the canard-wing configuration; it is concluded that the TLC has better lift and high-lift drag characteristics, lift to drag ratio, and zero-lift moments than the other two configurations. The effects of variations in forward and tail wind incidence angles, gap, stagger, and forward wind span on the drag, lift, longitudinal stability, and zero-lift moments of the configuration are studied.

Ostowari, C.↗