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At least 1,495 records · Page 83

The coupling of the troposphere and stratosphere

A linear, time-dependent, primitive-equation, 3D numerical model is used to investigate the dynamical coupling between the troposphere and stratosphere through the vertical propagation of planetry waves. Attention is given to the roles of the tropopause in affecting the propagation of planetary waves and to the extent to which the stratosphere can determine its own wave driving, i.e., the sensitivity of the generation of the wave activity in the troposphere to the change of zonal wind in the stratosphere. Two maxima in Eliassen-Palm (EP) flux convergence are found for wave 1 in high latitudes, one in the upper stratosphere and the other in the upper troposphere. For wave 2 there is a third maximum north of the zero wind line in the tropical stratosphere. The formation of the maximum in EP-flux convergence in the upper troposphere is related to the dissipation of non-WKBJ waves near a local maximum of the refractive index. The existence of the local maximum in refractive index at the tropopause is a result of the great gradient of the buoyancy frequency as well as the vertical shear of the zonal flow there.

Chen, Ping↗

Tests of N.A.C.A. airfoils in the variable-density wind tunnel Series 43 and 63

This note is one of a series covering an investigation of a family of related airfoils. It gives in preliminary form the results obtained from tests in the N.A.C.A. Variable-Density Wind Tunnel of two groups of six airfoils each. One group, the 43 series, has a maximum mean camber of 4 per cent of the chord at a position 0.3 of the chord from the leading edge; the other group, the 63 series, has a maximum mean camber of 6 per cent of the chord at the same position. The members within each group differ only in maximum thickness, the maximum thickness/chord ratios being:0.06, 0.09, 0.12, 0.15, 0.18, and 0.21. The results are analyzed with a view to indicating the variation of the aerodynamic characteristics with profile thickness for airfoils having a certain mean camber line.

Jacobs, Eastman N↗

Tests of N.A.C.A. airfoils in the variable-density wind tunnel Series 45 and 65

This note is one of a series covering an investigation of a number of related airfoils. It presents the results obtained from tests in N.A.C.A. Variable-Density Wind Tunnel of two groups of six airfoils each. One group, the 45 series, has a maximum mean camber of 4 per cent of the chord at a position 0.5 of the chord behind the leading edge, and the other group, the 65 series, has a maximum mean camber of 6 per cent of the chord at the same position. The members within each group differ only in maximum thickness, the maximum thickness/chord ratios being: 0.06, 0.09, 0.12, 0.15, 0.18, and 0.21. The results are analyzed with a view to indicating the variation of the aerodynamic characteristics with profile thickness for airfoils having a certain mean camber line form.

Jacobs, Eastman N↗

Tests of N.A.C.A. airfoils in the variable density wind tunnel Series 44 and 64

This note is one of a series covering an investigation of a number of related airfoils. It presents the results obtained from tests in the N.A.C.A. Variable Density Wind Tunnel of two groups of six airfoils each. One group, the 44 series, has a maximum mean camber of 4 percent of the chord at a position 0.4 of the chord behind the leading edge and the other group, the 64 series, has a maximum mean camber of 6 percent of the chord at the same position. The members within each group differ only in maximum thickness, the maximum thickness/chord ratios being: 0.06, 0.09, 0.12, 0.15, 0.18, and 0.21. The results are analyzed with a view to indicating the variation of the aerodynamic characteristics with profile thickness for airfoils having a certain mean camber line form.

Jacobs, Eastman N↗

The effects of partial-span plain flaps on the aerodynamic characteristics of a rectangular and a tapered Clark Y wing

An investigation was made to determine the aerodynamic characteristics of tapered and rectangular wings with partial-span plain flaps. Two Clark Y airfoils equipped with center section and with tip-section flaps were tested. The results showed that the aerodynamic characteristics of partial-span plain flaps were, in general, similar to those of split flaps of the same span, but that the lift and the drag were less for the wing with plain flaps than for the wing with split flaps of comparable size. For the rectangular wing with center-section plain flaps, the maximum lift and the lift-drag ratio at maximum lift were greater and the drag at maximum lift was less than for the wing with tip-section plain flaps of the same size. The maximum lift of the tapered wing varied in the same manner as that of the rectangular wing but the drag and the lift-drag-ratio relationship were opposite.

House, R O↗

The effects of partial-span slotted flaps on the aerodynamic characteristics of a rectangular and a tapered N.A.C.A. 23012 wing

An investigation was made in the N.A.C.A. 7- by 10-foot wind tunnel to determine the aerodynamic characteristics of tapered and rectangular wings with partial-span slotted flaps. Two N.A.C.A. 23012 airfoils equipped with center-section and tip-section flaps were tested. The results showed that the changes in lift and drag due to changes in flap span for both rectangular and tapered wings having partial-span slotted flaps were similar to those for corresponding wings having partial-span split or plain flaps. For the two wings tested, higher values of maximum lift were obtained with center-section slotted flaps than with tip-section slotted flaps of the same size. The highest values of lift-drag ratio at maximum lift for the rectangular wing were obtained with center-section flaps and, for the tapered wing, with tip-section flaps. Center-section flaps on the tapered wing gave higher values of drag at maximum lift than tip-section flaps; no great difference in drag at maximum lift was apparent for either center-section or tip-section slotted flaps on the rectangular wing.

House, Rufus O↗

The Effects of Engine Speed and Mixture Temperature on the Knocking Characteristics of Several Fuels

Six 100-octane and two 87-octane aviation engine fuels were tested in a modified C.F.R. variable-compression engine at 1,500, 2,000 and 2,500 rpm. The mixture temperature was raised from 50 to 300 F in approximately 50 degree steps and, at each temperature, the compression ratio was adjusted to give incipient knock as shown by a cathode ray indicator. The results are presented in tabular form. The results are analyzed on the assumption that the conditions which determine whether a given fuel will knock are the maximum values of density and temperature reached by the burning gases. A maximum permissible density factor, proportional to the maximum density of the burning gases just prior to incipient knock, and the temperature of the burning gases at that time were computed for each of the test conditions. Values of the density factors were plotted against the corresponding end-gas temperatures for the three engine speeds and also against engine speed for several and end-gas temperatures. The maximum permissible density factor varied only slightly with engine speed but decreased rapidly with an increase in the end-gas temperature. The effect of changing the mixture temperature was different for fuels of different types. The results emphasize the desirability of determining the anti knock values of fuels over a wide range of engine and intake-air conditions rather that at a single set of conditions.

Lee, Dana W↗

Comparison of High-Speed Operating Characteristics of Size 215 Cylindrical-Roller Bearings as Determined in Turbojet Engine and in Laboratory Test Rig

A comparison of the operating characteristics of 75-millimeter-bore (size 215) cylindrical-roller one-piece inner-race-riding cage-type bearings was made using a laboratory test rig and a turbojet engine. Cooling correlation parameters were determined by means of dimensional analysis, and the generalized results for both the inner- and outer-race bearing operating temperatures are compared for the laboratory test rig and the turbojet engine. Inner- and outer-race cooling-correlation curves were obtained for the turbojet-engine turbine-roller bearing with the same inner- and outer-race correlation parameters and exponents as those determined for the laboratory test-rig bearing. The inner- and outer-race turbine roller-bearing temperatures may be predicted from a single curve, regardless of variations in speed, load, oil flow, oil inlet temperature, oil inlet viscosity, oil-jet diameter or any combination of these parameters. The turbojet-engine turbine-roller-bearing inner-race temperatures were 30 to 60 F greater than the outer-race-maximum temperatures, the exact values depending on the operating condition and oil viscosity; these results are in contrast to the laboratory test-rig results where the inner-race temperatures were less than the outer-race-maximum temperatures. The turbojet-engine turbine-roller bearing, maximum outer-race circumferential temperature variation was approximately 30 F for each of the oils used. The effect of oil viscosity on inner- and outer-race turbojet-engine turbine-roller-bearing temperatures was found to be significant. With the lower viscosity oil (6x10(exp -7) reyns (4.9 centistokes) at 100 F; viscosity index, 83), the inner-race temperature was approximately 30 to 35 F less than with the higher viscosity oil (53x10(exp -7) reyns (42.8 centistokes) at 100 F; viscosity index, 150); whereas the outer-race-maximum temperatures were 12 to 28 F lower with the lower viscosity oil over the DN range investigated.

BEARINGS, ANTI-FRICTION↗

Pressure Distribution over the Rudder and Fin of an Airplane in Flight

This investigation was carried out by the National Advisory Committee for Aeronautics at the Langley Memorial Aeronautical Laboratory for the purpose of determining the loads which occur on the vertical tail surfaces in flight. The method consisted in measuring the pressures simultaneously at 28 points on the rudder and fin by means of a recording multiple manometer. The results show that the maximum load encountered in stunting was 7 pounds per square foot on the rudder and fin, and it is probable that this might rise to 10 pounds per square foot in a violent barrel roll; but in steady flight the average loads do not exceed 0.6 pound per square foot. The maximum load on the rudder and fin may occur at the same instant as the maximum load on the horizontal tail surfaces and the maximum normal acceleration. The torsional moment about the axis of the fuselage due to the rudder and fin may rise as high as 250 foot-pound. The results obtained from this investigation have a direct application to the design of the rudder, fin, and fuselage.

Norton, F H↗

A Study of Airplane Maneuvers with Special Reference to Angular Velocities

This investigation was undertaken by the National Advisory Committee for Aeronautics for the purpose of increasing our knowledge on the behavior of the airplane during various maneuvers and to obtain values of the maximum angular velocities and accelerations in flight. The method consisted in flying a JN4H airplane through various maneuvers while records were being taken of the control position, the air speed, the angular velocity and the acceleration along the Z axis. The results showed that the maximum angular velocity about the X axis of radians per second in a barrel roll. The maximum angular acceleration about the X axis of -2.10 radians per (second) to the 2nd power occurred in a spin, while the maximum about the Y axis was 1.40 radians per (second) to the 2nd power when pulling suddenly out of a dive. These results have direct application to the design of airplane parts, such as propeller shaft and instruments.

Reid, J E↗

The effect of multiple fixed slots and a trailing-edge flap on the lift and drag of a Clark Y airfoil

Lift and drag tests were made on a Clark Y wing equipped with four fixed slots and a trailing-edge flap in the 5-foot vertical wind tunnel of the National Advisory Committee for Aeronautics. All possible combinations of the four slots were tested with the flap neutral and the most promising combinations were tested with the flap down 45 degrees. Considering both the maximum lift coefficient and the speed-range ratio with the flap neutral no appreciable improvement was found with the use of more than the single leading-edge slot. With the flap down 45 degrees a maximum lift coefficient of 2.60 was obtained but the particular slot combination used had a rather large minimum drag coefficient with the flap neutral. With the flap down 45 degrees the optimum combination, considering both the maximum lift coefficient and the speed-range ratio, was obtained with only the two rearmost slots in use. For this arrangement the maximum lift coefficient was 2.44.

Weick, Fred E↗

Experimental Investigation of Acceleration Characteristics of a Turbojet Engine Including Regions of Surge and Stall for Control Applications

The acceleration characteristics, in the region of maximum acceleration and compressor stall and surge, of an axial-flow turbojet engine with a fixed-area exhaust nozzle were determined by subjecting the engine to fuel flow steps, ramps, and ramps with a sine wave superimposed. From the data obtained, the effectiveness of an optimalizer type of control for this engine was evaluated. At all speeds above 40 percent of rated, a maximum acceleration was not obtained until the engine reached the point of stall or surge. A sharp drop, as high as 80 percent of maximum, in acceleration then occurred as the compressor entered surge of stall. With the maximum acceleration occurring at the point of surge or stall, the optimalizer-type control could not prevent the engine from entering surge or stall. Effective operation of the control may still be possible by sensing the sharp drop in acceleration experienced at the point of stall or surge and using this signal to limit fuel flow. The success of this type of operation would depend on the magnitude of the stall-recovery hysteresis.

Stiglic, Paul M↗

Shock-free supersonic elliptic nozzles and method of forming same

A method of forming a shock-free supersonic elliptic nozzle, in which the nozzle to be designed is divided into three sections, a circular-to-elliptic section which begins at a circular nozzle inlet, an elliptic subsonic section downstream from the circular-to-elliptic section, and a supersonic section downstream from the elliptic subsonic section is described. The maximum and minimum radii for each axial point in the circular-to-elliptic section and the elliptic subsonic section are then separately determined, the maximum and minimum radii being the radii for the widest part of an elliptic cross-section and the narrowest part of the elliptic cross-section, respectively. The maximum and minimum radii for each axial point in the supersonic section are determined based on the Method of Characteristics. Then, each of the three sections are based on the maximum and minimum radii for each axial point in the section. The resulting nozzle is acoustically superior.

Seiner, John M.↗

Mean motions and tidal and two-day structure and variability in the mesosphere and lower thermosphere over Hawaii

An overview of the motion field and an analysis of the tidal and 2-day wave motions observed in the mesosphere and lower thermosphere over the central Pacific from 1 October 1990 through 19 August 1992 is presented. Characteristics and interactions of motions at lower and higher frequencies will be addressed elsewhere. Wind measurements were obtained with an MF radar operating on Kauai, Hawaii (22 deg N, 160 deg W), using the partial reflection drift technique. Results presented in this paper reveal a zonal mean motion reflecting the mesopause semiannual oscillation (MSAO) observed at more equatorial latitudes from approximately January to July, coinciding with the period during which the MSAO and the annual cycle of the zonal mean wind at higher latitudes are in phase. Eastward and westward maxima are 55 m/s below 80 km and 45 m/s near 85 km during the first year, with maxima of 57 and 53 m/s during the second year and evidence of substantial interannual variability. The second MSAO cycle is greatly suppressed in the Hawaiian data due to the reversal of the correlation between this and the annual cycle at higher latitudes from approximately July to December and because the second cycle is weaker climatologically at equatorial latitudes. Significant planetary wave activity is observed during periods of mean eastward motions, and tidal and 2-day motions are found to be large and variable. The maximum diurnal tides were observed during October and November 1990, and February, March, April, July, and August of 1991 and 1992. Maximum 2-day amplitudes occurred during February, July, and August of 1991 and 1992. Significantly, the large diurnal amplitude maximum noted during November 1990 failed to appear the following year, while the February 2-day amplitude maximum declined somewhat in 1992.

Fritts, David C.↗

The response of middle atmospheric ozone to solar UV irradiance variations with a period of 27 days

A one-dimensional photochemical-dynamical-radiative time-dependent model was used to study the response of middle atmospheric temperature and ozone to solar UV irradiance variations with the period of 27 days. The model solar UV O(x), HO(x), NO(x), and CIO(x)families and modeled solar UV variations. The amplitude of the primary temperature response to the solar UV variation is plus 0.4 K at 85-90 km with a phase lag of about 6 days. A secondary maximum response of plus 0.3 K at 45-50 km appears with a phase lag of 1 day. There is a maximum positive ozone response to the 27-day solar UV oscillation of 2.5 percent at 80-90 km with a phase lag of about 10 days after the solar irradiance maximum. At 70 km the ozone response is about 1.2 percent and is out of phase with the solar variation. In the upper stratosphere (40-50 km) the relative ozone variation is small, about 0.2 percent to 0.3 percent, and there is a negative phase of about 4 days between the ozone and solar oscillations. These oscillations are in phase in the middle stratosphere (35-40 km) where there is again a maximum relative response of about 0.6 percent. The reasons for these ozone amplitude and phase variations are discussed.

Chen, LI↗

Models of classical and recurrent novae

The behavior of novae may be divided roughly into two separate stages: quiescence and outburst. However, at closer inspection, both stages cannot be separated. It should be attempted to explain features in both stages with a similar model. Various simple models to explain the observed light and spectral observations during post optical maximum activity are conceivable. In instantaneous ejection models, all or nearly all material is ejected in a time that is short compared with the duration of post optical maximum activity. Instantaneous ejection type 1 models are those where the ejected material is in a fairly thin shell, the thickness of which remains small. In the instantaneous ejection type 2 model ('Hubble Flow'), a thick envelope is ejected instantaneously. This envelope remains thick as different parts have different velocities. Continued ejection models emphasize the importance of winds from the nova after optical maximum. Ejection is supposed to occur from one of the components of the central binary, and one can imagine a general swelling of one of the components, so that something resembling a normal, almost stationary, stellar photosphere is observed after optical maximum. The observed characteristics of recurrent novae in general are rather different from those of classical novae, thus, models for these stars need not be the same.

Friedjung, Michael↗

Mapping the dark matter in the NGC 5044 group with ROSAT: Evidence for a nearly homogeneous cooling flow with a cooling wake

The NGC 5044 group of galaxies was observed by the ROSAT Position Sensitive Proportional Counter (PSPC) for 30 ks during its reduced pointed phase (1991 July). Due to the relatively cool gas temperature in the group (kT = 0.98 +/- 0.02 keV) and the excellent photon statistics (65,000 net counts), we are able to determine precisely a number of fundamental properties of the group within 250 kpc of the central galaxy. In particular, we present model-independent measurements of the total gravitating mass, the temperature and abundance profiles of the gas, and the mass accretion rate. Between 60 and 250 kpc, the gas is nearly isothermal with T varies as r(exp (-0.13 +/- 0.03)). The total gravitating mass of the group can be unambiguously determined from the observed density and temperature profiles of the gas using the equation of hydrostatic equilibrium. Within 250 kpc, the gravitating mass is 1.6 x 10(exp 13) solar mass, yielding a mass-to-light ratio of 130 solar mass/solar luminosity. The baryons (gas and stars) comprise 12% of the total mass within this radius. At small radii, the temperature clearly increases outward and attains a maximum value at 60 kpc. The positive temperature gradient in the center of the group confirms the existence of a cooling flow. The cooling flow region extends well beyond the temperature maximum with a cooling radius between 100 and 150 kpc. There are two distinct regions in the cooling flow separated by the temperature maximum. In the outer region, the gas is nearly isothermal with a unifor m Fe abundance of approximately 80% solar, the flow is nearly homogeneous with dot-M= 20 to 25 solar mass/year, the X-ray contours are spherically symmetric, and rho(sub gas) varies as r(exp -1.6). In the inner region, the temperature profile has a positive gradient, the mass accretion rate decreases rapidly inward, the gas density profile is steeper, and the X-ray image shows some substrucutre. NGC 5044 is offset from the centroid of the outer X-ray contours indicating that the central galaxy may have a residual velocity with respect to the center of the group potential. There is also a linear X-ray feature with an extent of approximately 30 kpc with one end coincident with NGC 5044. The X-ray emission from this feature is softer than the ambient gas. We interpret this feature as a 'cooling wake' formed by the accreting gas as it is gravitationally focused into the wake of NGC 5044. One of the most surprising results of our PSPC observation is the discovery of a nearly homogeneous cooling flow. Prior results concerning the mass accretion profile in cooling flows indicate that dot-M varies as r. This relation implies that significant mass deposition occurs at large radii which generates an inhomogeneous flow. The mass accretion rate in the NGC 5044 group is essentially a constant beyond 40 kpc (well within the cooling radius). Significant mass deposition (a declining dot-M) does not commence until the gas accretes to within 40 kpc of the group center where the radiative cooling time is approximately equals 10(exp 9) year. Th is radius also corresponds to the temperature maximum, the break in gas density profile, and the onset of structure in the X-ray image. A Hubble constant of H(sub 0) = 50 km/sec/Mpc is used throughout the paper.

David, Laurence P.↗

Solar cycle variations of electron density and temperature in the Venusian nightside ionosphere

The return of periapsis to low altitudes during the Summer and Fall of 1992 provided a unique opportunity for the Pioneer Venus Orbiter (PVO) to make in situ measurements in the Venusian ionosphere at much lower levels of solar activity (F10.7 approx. equals 120) than existed when periapsis was at low altitudes in 1979 and 1980 (F10.7 approx. equals 220). We present the observations of electron density (N(sub e)) and temperature (T(sub e)) made by the Orbiter Electron Temperature Probe (OETP) during the Entry Period. Empirical models of the N(sub e) and T(sub e) height variations are presented and compared with similar models based on OETP measurements made at solar maximum. The median N(sub e) at the ionospheric peak (approx. 140 km) was essentially unchanged from its solar maximum value, but the ionosphere was increasingly depleted at higher altitudes, reaching a factor of 7 lower densities at 200 km. T(sub e) was lower by almost a factor of 2 at 140 km but was rather significantly enhanced at higher altitudes; exceeding its solar maximum values by a factor of 1.3 at 200 km and a factor of 2 at 500 km. In general these results support the earlier conclusions that the nightside upper ionosphere is depleted at lower levels of solar activity by a reduction of the nightward ion flow. The lack of N(sub e) variation near the peak (between solar maximum and entry) suggests that nightward ion transport does not play as large a role in the peak formation as does local ion production by energetic particles. The decrease does local ion production by energetic particles. The decrease in T(sub e) at low altitudes suggests that the low densities of the upper ionosphere at the time of PVO entry could no longer support the conduction of heat from the dayside ionosphere, thus allowing the lower nightside ionosphere to cool by collisions with ions and neutrals, and by heat conduction to the cooler regions below.

Theis, Robert F.↗