Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “DRAG EFFECT”

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 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1993

Pressure versus drag effects on crater size

The topic of atmospheric effects on crater formation is very complex because it includes not only pressure effects on excavation, but also drag effects on ejecta placement. Experiments have to be designed very carefully to allow isolation of the two phenomena. Historically, numerous investigators have shown an influence of atmospheric pressure. However, none have identified the scaling that correctly isolates pressure from drag effects. On-going work in explosive cratering has produced scaling paradigms for deeply buried explosive charges where drag effects are negligible. Here it was found that increased pressure caused significant induced strength effects that impeded crater excavation. The effect is more pronounced with increasing burial depth and less pronounced with increased yield.

Schmidt, R. M.↗
DOE OSTI2026

Numerical Analysis of Offshore Wind-Farm-Induced Drag Effects on Coastal Upwelling Dynamics

Wind farms extract momentum from the atmospheric flow, generating wind-speed deficits both within the plant, and extending downstream. When located offshore, these deficits modulate air-sea coupling, potentially impacting coastal upwelling in sensitive regions. We investigate impacts of wind farms on coastal upwelling using kilometre-scale, three-way-coupled simulations with the coupled ocean-atmosphere-wave-sediment transport system for the US West Coast. Wind-farm effects are represented by a generalised turbine drag formulation, an idealised, height-dependent body force whose magnitude is systematically varied. This approach isolates the leading-order fluid-dynamical response in a realistic coastal configuration. The atmospheric adjustment exhibits an approximately linear relation between drag force and wind-speed deficit, with wakes that expand downstream and increase in magnitude as drag increases. An empirical orthogonal function analysis of sea-surface-temperature anomalies reveals the emergence of a canonical dipole pattern under strong drag forcing. Subsurface diagnostics show consistent shoaling of the mixed layer and suppressed upward velocities in areas near wind-farm region, accompanied by compensating enhancements of shoaling closer to the coast. These results identify turbine drag as a control parameter in assessing interactions between wind-farm wake and coastal upwelling and provide scaling relationships for understanding offshore wind-farm effects on the coastal circulation dynamics.

16 TIDAL AND WAVE POWER↗
NASA NTRS1981

Flight test evaluation of drag effects on surface coatings on the NASA Boeing 737 TCV airplane

A flight test program was conducted in which the effects of various surface coatings on aerodynamic drag were investigated; results of this program are described in this report. The tests were conducted at NASA-Langley Research Center on the terminal configured vehicle (TCV) Boeing 737 research airplane. The Boeing Company, as contractor with NASA under the Energy Efficient Transport (EET) program, planned and evaluated the experiment. The NASA-TCV Program Office coordinated the experiment and performed the flight tests. The principal objective of the test was to evaluate the drag reduction potential of an elastomeric polyurethane surface coating, CAAPCO B-274, which also has been considered for application on transport airplanes to protect leading edges from erosion. The smooth surface achievable with this type of coating held some promise of reducing the skin friction drag as compared to conventional production type aircraft surfaces, which are usually anodized bare metal or coated with corrosion protective paint. Requirements for high precision measurements were the principal considerations in the experiment.

George-Falvy, D.↗
NASA NTRS2017

Stony Meteoroid Space Erosion and Drag: Effect on Cosmic Ray Exposure Ages

Collisions with dust particles in retrograde orbits cause space erosion on stony meteoroids in addition to the particle drag which causes drift toward resonances. The spacing between resonances determines the maximum drift time and sets upper limits on the neon-21 cosmic ray exposure (CRE) ages for meteoroids less than ∼1 m in radius, while space erosion controls the limit for radii greater than ∼1 m; the limits accord well with the measured CRE ages of stony meteorites.

Rubincam, David P.↗
NASA NTRS1978

Fresnel drag effect in fiber optic gyroscope

Consideration is given to the development of a low-noise fiber-optic ring interferometer gyroscope. A technique for measuring the Fresnel drag coefficient of optical fibers is described, and the accuracy of the technique is considered. An experiment is performed which allows verification of the Einstein velocity addition theorem to the first nonlinear term. An experimental setup for measuring Fresnel drag is described: it consists of a Sagnac interferometer and a Fresnel drag measurement configuration.

Vali, V.↗
NASA NTRS1974

Radiation pressure and air drag effects on the orbit of the balloon satellite 1963 30D

Computed orbits of the balloon satellite 1963 30D are given every 2 days over an interval of 456 days near the beginning of the satellite's lifetime and an interval of 824 days near the end of its lifetime. The effects of radiation pressure on the satellite are examined in some detail. It is found that the variations in all the elements can be represented by use of a single parameter to specify the effect of diffuse reflection from the satellite's surface, and that this parameter remains constant, or nearly so, during the entire 7-year lifetime. Success in obtaining a consistent representation of the radiation-pressure effects is ascribed to the inclusion of the effects of terrestrial radiation pressure, using a model for the earth's albedo that includes seasonal and latitudinal variations. Anomalous effects in the orbital acceleration, as well as in the other elements, are represented quite well by including a small force at right angle to the solar direction and by allowing this to rotate about the solar direction. This implies that the satellite is aspherical, that it is rotating, and that the axis of rotation precesses.

Slowey, J. W.↗
NASA NTRS1923

Lift and drag effects of wing-tip rake

This report deals with a description and report of tests carried out at the Washington Navy Yard on models of the RAF-6, albatross and Slone airfoils to determine the effectiveness of the conventional wing-trailing edge being always longer than the leading edge. The results are compared with the values computed by standard formulae in use at the time the tests were conducted.

Zahm, A F↗
NASA NTRS1956

An Experimental Investigation of Sting-Support Effects on Drag and a Comparison with Jet Effects at Transonic Speeds

This paper presents the results of an investigation of sting-support interference on afterbody drag at transonic speeds. Stings with varying diameter, cone angle, and cylindrical length were tested at the rea r of a model with various afterbody shapes. The data were obtained at an angle of attack of O deg. and at Mach numbers from 0.80 to 1.10. It was found that, in general, the addition of a sting caused a drag reduction. A method is presented whereby approximate sting-interferen ce corrections may be made to models with afterbodies and sting suppo rts of similar size and scale to those of this paper provided the bou ndary layer is turbulent at the model base and the Reynolds numbers a re of the same order of magnitude. Reynolds number of the tests prese nted varied from 15.0 x 10 (exp 6) to 17.4 x 10 (exp 6) based on body length. Sting effects from this investigation are compared with data of jet effects on the same afterbodies. The results of this comparis on indicate that for the more gradually contoured afterbodies, a stin g shape can be found which will duplicate the jet effects, but that f or blunt afterbodies no solid sting shape will duplicate the jet effe cts.

Cahn, Maurice S.↗
NASA NTRS1958

An experimental investigation of sting-support effects on drag and a comparison with jet effects at transonic speeds

Various dummy stings were tested on the rear of a related series of afterbody shapes for Mach numbers from 0.80 to 1.10 and Reynolds numbers based on body length from 15.0 x 16 to the 6th power to 17.4 x 10 to the 6th power. A method is presented whereby approximate sting interference corrections can be made to models having afterbody shapes and sting supports similar to those of these tests if the Reynolds numbers are of the same order of magnitude and a turbulent boundary layer exists at the model base. Also presented is an analysis of jet duplication by use of a sting.

Cahn, Maurice S↗
NASA NTRS2019

Satellite Orbital Drag During Magnetic Storms

We investigate satellite orbital drag effects at lowEarth orbit associated with thermosphere heating during magnetic storms caused by coronal mass ejections. CHAllenge Minisatellite Payload (CHAMP) and Gravity Recovery And Climate Experiment (GRACE) neutral density data are used to compute orbital drag. Stormtoquiet density comparisons are performed with background densities obtained by the JacchiaBowman 2008 (JB2008) empirical model. Our storms are grouped in different categories regarding their intensities as indicated by minimum values of the SYMH index. We then perform superposed epoch analyses with storm main phase onset as zero epoch time. In general, we find that orbital drag effects are larger for CHAMP (lower altitudes) in comparison to GRACE (higher altitudes). Results show that storm time drag effects manifest first at high latitudes, but for extreme storms, particularly observed by GRACE, stronger orbital drag effects occur during early main phase at low/equatorial latitudes, probably due to heating propagation from high latitudes. We find that storm time orbital decay along the satellites' path generally increases with storm intensity, being stronger and faster for the most extreme events. For these events, orbital drag effects decrease faster probably due to elevated cooling effects caused by nitric oxide, which introduce modeled density uncertainties during storm recovery phase. Errors associated with total orbit decay introduced by JB2008 are generally the largest for the strongest storms and increase during storm times, particular during recovery phases. We discuss the implication of these uncertainties for the prediction of collision between space objects at lowEarth orbit during magnetic storms.

Oliveira, D. M.↗
NASA NTRS1954

Effect on Drag of Longitudinal Positioning of Half-Submerged and Pylon-Mounted Douglas Aircraft Stores on a Fuselage with and without Cavities between Mach Numbers 0.9 and 1.8

The effect on drag of positioning symmetrically mounted Douglas Aircraft Company, Inc. stores in pairs on a parabolic fuselage of fineness ratio 10.0 has been determined by flight tests of rocket-propelled, zero-lift models through a range of Mach number from 0.9 to 1.8. The stores were mounted in half-submerged positions and on pylons and were tested in three longitudinal locations on the fuselage with the forward position being located at the maximum diameter of the fuselage. The effects on drag of removing the half-submerged stores or extending them outward on pylons also was investigated by tests of models with half-submerged-store cavities on the fuselage. Two pylons differing in airfoil section and thickness were tested at the forward position of the stores on the fuselage with cavities. The half-submerged stores gave the smallest drag increments, which were approximately equal regardless of their respective longitudinal locations. Removing the half-submerged stores to expose the cavities increased the drag increments from two to three times. For the pylon-mounted stores, the store in the midposition had less drag than in the forward or rear positions at supersonic speeds. Adding the half-submerged-store cavities to the pylon-mounted-store configurations reduced the drag at the rear position between Mach numbers 0.95 and 1.50 and increased the drag at the midposition throughout the speed range. Changing from the 6-percent-thick flat pylon to the 10-percent-thick airfoil pylon increased the total drag slightly above Mach number 1.10. Good agreement was obtain& between the experimental and theoretical interference drag coefficients for the pylon-mounted stores (without fuselage cavities} in the three longitudinal locations tested at Mach numbers 1.2 and 1.5.

Hoffman, Sherwood↗