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At least 1,729 records · Page 96

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NASA NTRS1993

Experimental aerodynamic characteristics of a generic hypersonic accelerator configuration at Mach numbers 1.5 and 2.0

An experimental investigation of the static longitudinal and lateral-directional aerodynamic characteristics of a generic hypersonic research vehicle was conducted in the Langley Unitary Plan Wind Tunnel (UPWT). A parametric study was performed to determine the interference effects of various model components. Configuration variables included delta and trapezoidal canards; large and small centerline-mounted vertical tails, along with a set of wing-mounted vertical tails; and a set of model noses with different degrees of bluntness. Wing position was varied by changing the longitudinal location and the incidence angle. The test Mach numbers were 1.5 and 2.0 at Reynolds numbers of 1 x 10(exp 6) per foot, 2 x 10(exp 6) per foot, and 4 x 10(exp 6) per foot. Angle of attack was varied from -4 degrees to 27 degrees, and sideslip angle was varied from -8 degrees to 8 degrees. Generally, the effect of Reynolds number did not deviate from conventional trends. The longitudinal stability and lift-curve slope decreased with increasing Mach number. As the wing was shifted rearward, the lift-curve slope decreased and the longitudinal stability increased. Also, the wing-mounted vertical tails resulted in a more longitudinally stable configuration. In general, the lift-drag ratio was not significantly affected by vertical-tail arrangement. The best lateral-directional stability was achieved with the large centerline-mounted tail, although the wing-mounted vertical tails exhibited the most favorable characteristics at the higher angles of attack.

Walker, Ira J.↗

NASA NTRS1960

The Longitudinal Aerodynamic Characteristics of a Sweptback Wing-Body Combination With and Without End Plates at Mach Numbers from 0.40 to 0.93

An investigation was made at high subsonic speeds in the Langley high-speed 7- by 10-foot tunnel to determine the effect of end plates on the longitudinal aerodynamic characteristics of a sweptback wing-body combination with and without drooped chord-extensions. The wing had 45 deg sweepback of the quarter-chord line, an aspect ratio of 4, a taper ratio of 0.3, and NACA 65AO06 airfoil sections parallel to the plane of symmetry, and was mounted near the rear of a body of revolution having a fineness ratio of approximately 8. The results indicated that the addition of the end plates to either the wing with drooped chord-extensions or to the wing without drooped chord-extensions slightly increased the lift in the low angle-of-attack range but slightly decreased the lift at moderate and high angles of attack. The addition of the end plates to the wing without the chord-extensions caused a small increase in the maximum lift-drag ratio at Mach numbers below 0.65 and a slight decrease at the higher Mach numbers; however, for the addition of the end plates to the wing with the chord- extensions the maximum lift-drag ratio was slightly decreased below a Mach number of 0.88, while a slight increase occurred for the higher Mach numbers. The addition of the end plates to the wings with and without the chord-extensions caused the static longitudinal stability to increase considerably for all Mach numbers; however, only a slight reduction in the aerodynamic-center variation with Mach number was observed.

Henderson, William P.↗

NASA NTRS1959

Water-Film Cooling of an 80 deg Total-Angle Cone at a Mach Number of 2 for Airstream Total Temperatures up to 3,000 deg R

Film-cooling tests, with water as the coolant, were made on an 80 deg total-angle cone in a Mach number 2 free jet at sea-level pressure. The tests were made at free-stream total temperatures from 1,500 deg R to 3,000 deg R and at free-stream Reynolds numbers per foot from 8 x 10(exp 6) to 3 x 10(exp 6). The tests showed that the downstream end of the model became very hot if the coolant rate was too small to cover the complete model with a water film. This water film was fairly symmetrical when the model was at zero angle of attack but was very asymmetrical when the model was at an angle of attack of 5 deg. A comparison with results of a previous transpiration-cooling test showed that, with water as the coolant, transpiration cooling was at least 2.5 times as efficient as the film cooling of the present tests.

Carter, Howard S.↗

NASA NTRS1999

Flush Airdata Sensing (FADS) System Calibration Procedures and Results for Blunt Forebodies

Blunt-forebody pressure data are used to study the behavior of the NASA Dryden Flight Research Center flush airdata sensing (FADS) pressure model and solution algorithm. The model relates surface pressure measurements to the airdata state. Spliced from the potential flow solution for uniform flow over a sphere and the modified Newtonian impact theory, the model was shown to apply to a wide range of blunt-forebody shapes and Mach numbers. Calibrations of a sphere, spherical cones, a Rankine half body, and the F-14, F/A-18, X-33, X-34, and X-38 configurations are shown. The three calibration parameters are well-behaved from Mach 0.25 to Mach 5.0, an angle-of-attack range extending to greater than 30 deg, and an angle-of-sideslip range extending to greater than 15 deg. Contrary to the sharp calibration changes found on traditional pitot-static systems at transonic speeds, the FADS calibrations are smooth, monotonic functions of Mach number and effective angles of attack and sideslip. Because the FADS calibration is sensitive to pressure port location, detailed measurements of the actual pressure port locations on the flight vehicle are required and the wind-tunnel calibration model should have pressure ports in similar locations. The procedure for calibrating a FADS system is outlined.

Cobleigh, Brent R.↗

NASA NTRS1999

Flush Airdata Sensing (FADS) System Calibration Procedures and Results for Blunt Forebodies

Cobleigh, Brent R.↗

NASA NTRS2000

Flow Environment Study Near the Empennage of a 15-Percent Scale Helicopter Model

Development of advanced rotorcraft configurations has highlighted a need for high-quality experimental data to support the development of flexible and accurate analytical design tools. To provide this type of data, a test program was conducted in the Langley 14- by 22-Foot Subsonic Tunnel to measure the flow near the empennage of a 15-percent scale powered helicopter model with an operating tail fan. Three-component velocity profiles were measured with laser velocimetry (LV) one chord forward of the horizontal tail for four advance ratios to evaluate the effect of the rotor wake impingement on the horizontal tail angle of attack. These velocity data indicate the horizontal tail can experience unsteady angle of attack variations of over 30 degrees due to the rotor wake influence. The horizontal tail is most affected by the rotor wake above advance ratios of 0.10. Velocity measurements of the flow on the inlet side of the tail fan were made for a low-speed flight condition using conventional LV techniques. The velocity data show an accelerated flow near the tail fan duct, and vorticity calculations track the passage of main rotor wake vortices through the measurement plane.

Gorton, Susan Althoff↗

NASA NTRS1988

The effects of compressibility on dynamic stall

In this paper, typical computational predictions and experimental measurements of compressible flow past an airfoil at dynamic stall conditions are studied and compared to develop an insight into the effect of compressibility on dynamic stall. The dependency of the critical Mach number on airfoil leading edge curvature, camber, and angle of attack is investigated. Evidence is presented to show that a local region of supersonic flow occurs on an oscillating airfoil, even for a freestream Mach number as low as 0.2, if the boundary layer remains attached and the angle of attack is sufficiently high; that a shock terminates this local supersonic bubble; and that the vorticity that this shock generates grows rapidly and becomes very unstable as the angle of attack increases beyond the value at which the maximum local flow speed first exceeds the speed of sound. It is suggested that these shock-induced effects compete with the dynamic viscous effects occurring in the boundary layer in determining the onset of separation, which can lead to premature dynamic stall and can significantly reduce the maximum dynamic lift that can otherwise be obtained.

Fung, K.-Y.↗

NASA NTRS1977

An investigation of a close-coupled canard as a direct side-force generator on a fighter model at Mach numbers from 0.40 to 0.90

The canard panels had 5 deg of dihedral and were deflected differentially or individually over an incidence range from 10 deg to -10 deg and a model angle-of-attack range from -4 deg to 15 deg. Significant side forces were generated in a transonic tunnel by differential and single canard-panel deflections over the Mach number and angle-of-attack ranges. The yawing moment resulting from the forward location of the generated side force would necessitate a vertical tail/rudder trim force which would augment the forebody side force and be of comparable magnitude. Incremental side forces, yawing moments, lift, and pitching moments due to single canard-panel deflections were additive; that is, their sums were essentially the same as the forces and moments produced by differential canard-panel deflections of the same magnitude. Differential and single canard-panel deflections produced negligible rolling moments over the Mach number and angle-of-attack ranges.

Re, R. J.↗

NASA NTRS1973

Results of Tests OA12 and IA9 in the Ames Research Center unitary plan wind tunnels on an 0.030-scale model of the Space Shuttle Vehicle 2A to determine aerodynamic loads, volume 4

Tests were conducted in wind tunnels during April and May 1973, on an 0.030-scale replica of the Space Shuttle Vehicle Configuration 2A. Aerodynamic loads data were obtained at Mach numbers from 0.6 to 3.5. The investigation included tests on the integrated (launch) configuration and on the isolated orbiter (entry configuration). The integrated vehicle was tested at angles of attack and sideslip from minus 8 degrees to +8 degrees. The isolated orbiter was tested at angles of attack from minus 15 degrees to +40 degrees and angles of sideslip from minus 10 degrees to +10 degrees as dictated by trajectory considerations. The effects of orbiter/external tank incidence angle and deflected control surfaces on aerodynamic loads were also investigated.

Spangler, R. H.↗

NASA NTRS1973

Results of tests OA12 and IA9 in the Ames Research Center unitary plan wind tunnels on an 0.030-scale model of the Space Shuttle Vehicle 2A to determine aerodynamic loads, volume 9

Tests were conducted in the NASA/ARC Unitary Plan wind tunnels on an 0.030-scale replica of the space shuttle vehicle configuration 2A. Aerodynamic loads data were obtained at Mach numbers from 0.6 to 3.5. The investigation included Tests IA9A, B and C on the integrated (launch) configuration and Tests OA12A and C on the isolated orbiter (entry configuration). The integrated vehicle was tested at angles of attack and sideslip from minus 8 degrees to + 8 degrees. The isolated orbiter was tested at angles of attack from minus 15 degrees to + 40 degrees and angles of sideslip from minus 10 degrees to + 10 degrees as dictated by trajectory considerations. The effects of orbiter/external tank incidence angle and deflected control surfaces on aerodynamic loads were also investigated.

Spangler, R. H.↗

NASA NTRS1961

Effect at High Subsonic Speeds of Fuselage Forebody Strakes on the Static Stability and Vertical-Tail-Load Characteristics of a Complete Model Having a Delta Wing

A wind-tunnel investigation at high subsonic speeds has been conducted to determine the effect of fuselage forebody strakes on the static stability and the vertical-tail-load characteristics of an airplane-type configuration having a delta wing. The tests were made at Mach numbers from 0.60 to 0.92 corresponding to Reynolds numbers from 3.0 x 10(exp 6) to 4.2 x 10(exp 6), based on the wing mean aerodynamic chord, and at angles of attack from approximately -2 to 24 deg. The strakes provided improvements in the directional stability characteristics of the wing-fuselage configuration which were reflected in the characteristics of the complete configuration in the angle-of-attack range where extreme losses in directional stability quite often occur. It was also found that the strakes, through their beneficial effect on the wing-fuselage directional stability, reduced the vertical-tail load per unit restoring moment at high angles of attack. The results also indicated that, despite the inherent tendency for strakes to produce a pitch-up, acceptable pitching-moment characteristics can be obtained provided the strakes are properly chosen and used in conjunction with a wing-body-tail configuration characterized by increasing stability with increasing lift.

Polamus, Edward C.↗

NASA NTRS1979

Effect of Reynolds number on the aerodynamic characteristics of a cruciform wing-body configuration

An experimental investigation has been conducted to determine the effect of Reynolds number on the aerodynamic characteristics of a body with cruciform wings at large angles of attack. Both pressure distributions and force and moment data have been obtained and are presented for Mach 1.6 and 2.7, Reynolds numbers based on body diameter of approximately 200,000-2,800,000, and angles of attack from 0 to 50 deg. In general, the data show only small effects of Reynolds number throughout the range of test conditions. Also presented and discussed are schlieren and pressure data that suggest the existence of 'wing-choking' between the two windward wings for certain roll angles at large angles of attack.

Stallings, R. L., Jr.↗

NASA NTRS1980

Effect of Reynolds number on stability characteristics of a cruciform wing-body

An experimental investigation was conducted to determine the effect of Reynolds number on the stability characteristics of a body with cruciform wings at large angles of attack. Pressure distributions and force and moment data (axial force not measured) are presented for Mach 1.60 and 2.70, Reynolds numbers based on body diameter from approximately 130,000 to 2,800,000, and angles of attack from 0 deg to 50 deg. In general, the data show only small effects of Reynolds number throughout the range of test condition. Also discussed are force balance and pressure data that suggest a direct relationship between wind choking and the onset of a nonlinear stability variaton with angle of attack.

Stallings, R. L., Jr.↗

NASA NTRS1972

Space shuttle: Static aerodynamic characteristics and control effectiveness of the GAC H-33 orbiter at Mach numbers from 0.6 to 4.96

A .003366 scale model of the Grumman H-33 orbiter was tested in the MSFC 14 inch Trisonic Wind Tunnel. Six-component aerodynamic force and moment data was recorded over a Mach number range of 0.6 to 4.96. Both pitch runs and yaw runs at various constant angles of attack were completed. The basic model configuration was investigated. The effects of a component build-up and of various control deflections were obtained. The elevons were deflected symmetrically and asymmetrically to determine elevator and aileron effectiveness. The rudder was tested both flared and unflared and the effects of deflections were determined in the flared case. The model was tested in pitch in two intervals. The first interval was from 0 to 20 deg. Then an adaptor was set to give the sting an offset angle and 20 to 40 deg angle of attack was obtained. Characteristics in sideslip were determined by varying sideslip angle from -4 deg to 10 deg with angle of attack set at 0 deg, 10 deg, 15 deg, and 30 deg.

Krepski, R.↗

NASA NTRS1989

Unsteady Navier-Stokes computations over airfoils using both fixed and dynamic meshes

A finite volume implicit approximate factorization method which solves the thin layer Navier-Stokes equations was used to predict unsteady turbulent flow airfoil behavior. At a constant angle of attack of 16 deg, the NACA 0012 airfoil exhibits an unsteady periodic flow field with the lift coefficient oscillating between 0.89 and 1.60. The Strouhal number is 0.028. Results are similar at 18 deg, with a Strouhal number of 0.033. A leading edge vortex is shed periodically near maximum lift. Dynamic mesh solutions for unstalled airfoil flows show general agreement with experimental pressure coefficients. However, moment coefficients and the maximum lift value are underpredicted. The deep stall case shows some agreement with experiment for increasing angle of attack, but is only qualitatively comparable past stall and for decreasing angle of attack.

Rumsey, Christopher L.↗

NASA NTRS1990

Analytical study of the origin and behavior of asymmetric vortices

An hypothesis advanced originally to explain computational observations is supported by theoretical considerations: The asymmetric mean flow observed on bodies of revolution at moderate to high angles of attack is the result of a convective instability of an originally symmetric flow to a time-invariant space-fixed disturbance. Additionally, the time-dependent fluctuations characteristic of the flow at higher angles of attack (up to 90 deg) are the result of an absolute instability of an originally steady flow to a small temporal disturbance of finite duration. Within a common domain, the instability mechanisms may coexist. The experimentally confirmed existence of bistable states, wherein the side-force variation with nose roll angle approaches a square-wave distribution, is attributed to the dominant influence of a pair of trailing vortices from the ogival forebody. Their existence is made possible by the appearance of foci of separation in the skin-friction line pattern beyond a critical angle of attack. The extreme sensitivity of the asymmetric flow orientation to nose geometry, demonstrated experimentally, is attributed to the presence of an indeterminate phase in the family of possible solutions for the three-dimensional wave system.

Tobak, Murray↗

NASA NTRS1971

Space shuttle: Aerodynamic stability and control characteristics of the NASA/MSC .006 scale 040-A delta wing orbiter

Experimental aerodynamic investigations were made on a .006 scale model 040-A delta wing space shuttle orbiter configuration. These tests were conducted to determine six-degree-of-freedom force and moment data for preliminary stability and control analysis. Data were obtained over a Mach number range from 0.6 to 4.96 at angles of attack from -10 deg to 50 deg at zero degrees sideslip and at angles of sideslip from -10 deg to 10 deg at constants angles of attack of 0 deg, 15 deg, 30 deg, and 45 deg. Various aileron, elevator, (elevon) rudder and rudder flare deflection angles were tested to establish the control effectiveness and vehicle stability. Model component buildup data were also obtained to provide a data base for future configuration modifications. Plotted data results are presented in both the body and stability axis system.

Click, P. L.↗

NASA NTRS2009

NO PLIF Study of Hypersonic Transition Over a Discrete Hemispherical Roughness Element

Nitric oxide (NO) planar laser-induced fluorescence (PLIF) has been use to investigate the hypersonic flow over a flat plate with and without a 2-mm (0.08-in) radius hemispherical trip. In the absence of the trip, for all angles of attack and two different Reynolds numbers, the flow was observed to be laminar and mostly steady. Boundary layer thicknesses based on the observed PLIF intensity were measured and compared with a CFD computation, showing agreement. The PLIF boundary layer thickness remained constant while the NO flowrate was varied by a factor of 3, indicating non-perturbative seeding of NO. With the hemispherical trip in place, the flow was observed to be laminar but unsteady at the shallowest angle of attack and lowest Reynolds number and appeared vigorously turbulent at the steepest angle of attack and highest Reynolds number. Laminar corkscrew-shaped vortices oriented in the streamwise direction were frequently observed to transition the flow to more turbulent structures.

Danehy, Paul M.↗