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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.

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At least 235 records · Page 13
All sourcesNASA NTRSDOE OSTI
NASA NTRS1982

Theoretical and experimental power from large horizontal-axis wind turbines

A method for calculating the output power from large horizontal-axis wind turbines is presented. Modifications to the airfoil characteristics and the momentum portion of classical blade element-momentum theory are given that improve correlation with measured data. Improvement is particularly evident at low tip-speed ratios where aerodynamic stall can occur as the blade experiences high angles of attack. Output power calculated using the modified theory is compared with measured data for several large wind turbines. These wind turbines range in size from the DOE/NASA 100 kW Mod-0 (38 m rotor diameter) to the 2000 kW Mod-1 (61 m rotor diameter). The calculated results are in good agreement with measured data from these machines.

Viterna, L. A.↗
NASA NTRS1984

Improving the efficiency of smaller transport aircraft

The efficiency of small transport aircraft can be improved through the adaptation of high altitude turbine engines, and that flights reaching altitudes of 40,000, 60,000, and 80,000 feet can show savings in both flight time and fuel consumption even for trips as short as 500 miles. Studies for a 40-passenger high altitude transport are presented. An increase in structural weight due to larger wing areas, larger engines, and larger engine frontal areas would make the ratio of gross weight to payload look less favorable, but the efficiency of the plane in passenger miles per gallon would increase with altitude. It is also suggested that supercritical airfoils be designed to achieve higher lift coefficients and speeds. A reduction of reduced drag through the use of horizontal or vertical wing tip extensions is also discussed.

Jones, R. T.↗
NASA NTRS1988

3-D thermal analysis using finite difference technique with finite element model for improved design of components of rocket engine turbomachines for Space Shuttle Main Engine SSME

Three-dimensional finite element models were generated and transferred into three-dimensional finite difference models to perform transient thermal analyses for the SSME high pressure fuel turbopump's first stage nozzles and rotor blades. STANCOOL was chosen to calculate the heat transfer characteristics (HTCs) around the airfoils, and endwall effects were included at the intersections of the airfoils and platforms for the steady-state boundary conditions. Free and forced convection due to rotation effects were also considered in hollow cores. Transient HTCs were calculated by taking ratios of the steady-state values based on the flow rates and fluid properties calculated at each time slice. Results are presented for both transient plots and three-dimensional color contour isotherm plots; they were also converted into universal files to be used for FEM stress analyses.

Sohn, Kiho D.↗
NASA NTRS1972

Single-stage experimental evaluation of tandem-airfoil rotor and stator blading for compressors. Part 1: Analysis and design of stages A, B, and C

A conventional rotor and stator, two dual-airfoil tandem rotors, and one dual-airfoil tandem stator were designed. The two tandem rotors were each designed with different percentages of the overall lift produced by the front airfoil. Velocity diagrams and blade leading and trailing edge metal angles selected for the conventional rotor and stator blading were used in the design of the tandem blading. Rotor inlet hub/tip ratio was 0.8. Design values of rotor tip velocity and stage pressure ratio were 757 ft/sec and 1.30, respectively.

Brent, J. A.↗
NASA NTRS1950

Investigation of the NACA 4-(3)(8)-045 Two-blade Propellers at Forward Mach Numbers to 0.725 to Determine the Effects of Compressibility and Solidity on Performance

As part of a general investigation of propellers at high forward speeds, tests of two 2-blade propellers having the NACA 4-(3)(8)-03 and NACA 4-(3)(8)-45 blade designs have been made in the Langley 8-foot high-speed tunnel through a range of blade angle from 20 degrees to 60 degrees for forward Mach numbers from 0.165 to 0.725 to establish in detail the changes in propeller characteristics due to compressibility effects. These propellers differed primarily only in blade solidity, one propeller having 50 percent and more solidity than the other. Serious losses in propeller efficiency were found as the propeller tip Mach number exceeded 0.91, irrespective of forward speed or blade angle. The magnitude of the efficiency losses varied from 9 percent to 22 percent per 0.1 increase in tip Mach number above the critical value. The range of advance ratio for peak efficiency decreased markedly with increase of forward speed. The general form of the changes in thrust and power coefficients was found to be similar to the changes in airfoil lift coefficient with changes in Mach number. Efficiency losses due to compressibility effects decreased with increase of blade width. The results indicated that the high level of propeller efficiency obtained at low speeds could be maintained to forward sea-level speeds exceeding 500 miles per hour.

Stack, John↗
NASA NTRS1941

Wind-tunnel Tests of Four Curtiss Propellers Embodying Different Blade Sections

Tests of four 10-foot propellers were made in the propeller-research tunnel for the Army Air Corps to check flight and static thrust test results made on several propellers embodying Clark Y and modified NACA 16-series sections. These propellers were identical as to diameter and activity factor and very closely identical in thickness ratio and pitch distribution. The blades embodied sections with both single- and double-cambered Clark Y, modified NACA 16-series, and a combination of Clark Y and modified NACA-16 airfoils. Tests covered a range of blade angles from 20 deg. to 70 deg., and were all made at tip speeds below 280 feet per second. Although these tests were not conclusive in themselves, owing to the conditions under which they were made, the results seem to check the flight and static tests as closely as would be expected.

AIRFOILS - CLARK Y - CHARACTERISTICS PROPELLER↗
NASA NTRS1980

Design considerations of advanced supercritical low drag suction airfoils

Supercritical low drag suction laminar flow airfoils were laid out for shock-free flow at design freestream Mach = 0.76, design lift coefficient = 0.58, and t/c = 0.13. The design goals were the minimization of suction laminarization problems and the assurance of shock-free flow at freestream Mach not greater than design freestream Mach (for design lift coefficient) as well as at lift coefficient not greater than design lift coefficient (for design freestream Mach); this involved limiting the height-to-length ratio of the supersonic zone at design to 0.35. High design freestream Mach numbers result with extensive supersonic flow (over 80% of the chord) on the upper surface, with a steep Stratford-type rear pressure rise with suction, as well as by carrying lift essentially in front- and rear-loaded regions of the airfoil with high static pressures on the carved out front and rear lower surface.

Pfenninger, W.↗
NASA NTRS1979

Low-turbulence high-speed wind tunnel for the determination of cascade shock losses

A low turbulence high-speed wind tunnel, using anti-turbulence screening and a 100:1 contraction ratio, has been found suitable for high-speed smoke flow visualization. The location and strength of normal, oblique, and curved shock waves generated by transonic or supersonic wind tunnel flow over airfoils or through axial compressor cascades is determined by combined shadowgraph and smokelines visualization techniques without the interference effects caused by intrusive probes. The Reynolds number based on chord varied between 50,000 and 1,000,000. Preliminary results are compared with the relevant theory and data gathered using a total pressure probe.

Slovisky, J. A.↗
NASA NTRS2005

Loads and Performance Data from a Wind-Tunnel Test of Generic Model Helicopter Rotor Blades

An investigation was conducted in the NASA Langley Transonic Dynamics Tunnel to acquire data for use in assessing the ability of current and future comprehensive analyses to predict helicopter rotating-system and fixed-system vibratory loads. The investigation was conducted with a generic model helicopter rotor system using blades with rectangular planform, no built-in twist, uniform radial distribution of mass and stiffnesses, and a NACA 0012 airfoil section. Rotor performance data, as well as mean and vibratory components of blade bending and torsion moments, fixed-system forces and moments, and pitch link loads were obtained at advance ratios up to 0.35 for various combinations of rotor shaft angle-of-attack and collective pitch. The data are presented without analysis.

Yeager, William T., Jr.↗
NASA NTRS1955

Investigations at Supersonic Speeds of 22 Triangular Wings Representing Two Airfoil Sections for Each of 11 Apex Angles

The results of tests of 22 triangular wings, representing two leading-edge shapes for each of 11 apex angles, at Mach numbers 1.62, 1.92, and 1.40 are presented and compared with theory. All wings have a common thickness ratio of 8 percent and a common maximum-thickness point at 18 percent chord. Lift, drag, and pitching moment are given for all wings at each Mach number. The relation of transition in the boundary layer, shocks on the wing surfaces, and characteristics of the pressure distributions is discussed for several wings.

Love, Eugene S↗
NASA NTRS1979

A parametric wing design study for a modern laminar flow wing

The results of a parametric wing design study using a modern laminar flow airfoil designed to exhibit desirable stall characteristics while maintaining high cruise performance are presented. It was found that little is sacrificed in cruise performance when satisfying the stall margin requirements if a taper ratio of 0.65 or greater is used.

Koegler, J. A., Jr.↗
NASA NTRS1986

Wing loads induced by a propeller wake

A wing located in the wake of a propeller sustains unsteady loading. This loading can generate components of structureborne noise which are transmitted to the interior of the aircraft. The vibration of the wing can also contribute to reradiation of propeller noise. An analysis system for the evaluation of wing unsteady loads is presented. The propeller wake is modeled as a potential helical tip vortex and unsteady airfoil theory is used to determine the wing response. The result is the forcing function for determining the structureborne noise. The wing response is evaluated as a function of propeller thrust coefficient, advance ratio, and propeller installation geometry. The system capabilities are demonstrated by application to three significantly different aircraft.

Weir, D. S.↗
NASA NTRS1993

A study of the accuracy of neutrally buoyant bubbles used as flow tracers in air

Research has been performed to determine the accuracy of neutrally buoyant and near neutrally buoyant bubbles used as flow tracers in air. Theoretical, computational, and experimental results are presented to evaluate the dynamics of bubble trajectories and factors affecting their ability to trace flow-field streamlines. The equation of motion for a single bubble was obtained and evaluated using a computational scheme to determine the factors which affect a bubble's trajectory. A two-dimensional experiment was also conducted to experimentally determine bubble trajectories in the stagnation region of NACA 0012 airfoil at 0 deg angle of attack using a commercially available helium bubble generation system. Physical properties of the experimental bubble trajectories were estimated using the computational scheme. These properties included the density ratio and diameter of the individual bubbles. the helium bubble system was then used to visualize and document the flow field about a 30 deg swept semispan wing with simulated glaze ice. Results were compared to Navier-Stokes calculations and surface oil flow visualization. The theoretical and computational analysis have shown that neutrally buoyant bubbles will trace even the most complex flow patterns. Experimental analysis revealed that the use of bubbles to trace flow patterns should be limited to qualitative measurements unless care is taken to ensure neutral buoyancy. This is due to the difficulty in the production of neutrally buoyant bubbles.

Kerho, Michael F.↗
NASA NTRS1940

Wind-tunnel Investigation of Two Airfoils with 25-percent-chord Gwinn and Plain Flaps

Aerodynamic force tests of an NACA 23018 airfoil with a Gwinn flap having a chord 25 percent of the overall chord and of an NACA 23015 airfoil with a plain flap having a 25-percent chord were conducted to determine the relative merits of the Gwinn and the plain flaps. The tests indicated that, based on speed-range ratios, the plain flap was more effective than the Gwinn flap. At small flap deflections, the plain flap had lower drag coefficients at lift-coefficient values less than 0.70. For lift coefficients greater than 0.70, however, the Gwinn flap at all downward flap deflections had the lower drag coefficients.

Ames, Milton B , Jr↗
NASA NTRS1960

Transonic and Supersonic Wind-Tunnel Tests of Wing-Body Combinations Designed for High Efficiency at a Mach Number of 1.41

Wind-tunnel force tests of a number of wing-body combinations designed for high lift-drag ratio at a Mach number of 1.41 are reported. Five wings and six bodies were used in making up the various wing-body combinations investigated. All the wings had the same highly swept dis- continuously tapered plan form with NACA 65A-series airfoil sections 4 percent thick at the root tapering linearly to 3 percent thick at the tip. The bodies were based on the area distribution of a Sears-Haack body of revolution for minimum drag with a given length and volume. These wings and bodies were used to determine the effects of wing twist., wing twist and camber, wing leading-edge droop, a change from circular to elliptical body cross-sectional shape, and body indentation by the area-rule and streamline methods. The supersonic test Mach numbers were 1.41 and 2.01. The transonic test Mach number range was from 0.6 to 1.2. For the transition-fixed condition and at a Reynolds number of 2.7 x 10(exp 6) based on the mean aerodynamic chord, the maximum value of lift- drag ratio at a Mach number of 1.41 was 9.6 for a combination with a twisted wing and an indented body of elliptical cross section. The tests indicated that the transonic rise in minimum drag was low and did not change appreciably up to the highest test Mach number of 2.01. The lower values of lift-drag ratio obtained at a Mach number of 2.01 can be attributed to the increase of drag due to lift with Mach number.

Grant, Frederick C.↗
NASA NTRS1983

Effects of various empennage parameters on the aerodynamic characteristics of a twin-engine afterbody model

An experimental investigation to determine the effects of various empennage parameters on aft-end drag and tail interference drag characteristics of a twin-engine, axisymmetric nozzle, afterbody model has been conducted in the Langley 16-Foot Transonic Tunnel. Model variables included: horizontal tail location; vertical tail location, toe angle, cant angle, configuration (single and twin) and airfoil (Symmetrical and cambered); and tail booms. Tests were conducted over a Mach number range from 0.6 to 1.2 and over an angle-of-attack range from -2 to 10 deg. Nozzle pressure ratio was varied from jet off to approximately 10.0.

Leavitt, L. D.↗
NASA NTRS1947

Calculation of Compressible Flows past Aerodynamic Shapes by Use of the Streamline Curvature

A simple approximate method is given for the calculation of isentropic irrotational flows past symmetrical airfoils, including mixed subsonic-supersonic flows. The method is based on the choice of suitable values for the streamline curvature in the flow field and the subsequent integration of the equations of motion. The method yields limiting solutions for potential flow. The effect of circulation is considered. A comparison of derived velocity distributions with existing results that are based on calculation to the third order in the thickness ratio indicated satisfactory agreement. The results are also presented in the form of a set of compressibility correction rules that lie between the Prandtl-Glauert rule and the von Karman-Tsien rule (approximately). The different rules correspond to different values of the local shape parameter square root sign YC sub a, in which Y is the ordinate and C sub a is the curvature at a point on an airfoil. Bodies of revolution, completely supersonic flows, and the significance of the limiting solutions for potential flow are also briefly discussed.

Perl, W↗
NASA NTRS1972

Single-stage experimental evaluation of tandem-airfoil rotor and stator blading for compressors. Part 3: Data and performance for stage C

Stage C, comprised of tandem-airfoil rotor C and tandem-airfoil stator B, was designed and tested to establish performance data for comparison with the performance of conventional single-airfoil blading. Velocity diagrams and blade leading and trailing edge metal angles selected for the conventional rotor and stator blading were used in the design of the tandem blading. The rotor had an inlet hub/tip ratio of 0.8 and a design tip velocity of 757 ft/sec. At design equivalent rotor speed, rotor C achieved a maximum adiabatic efficiency of 91.8% at a pressure ratio of 1.31. The stage maximum adiabatic efficiency was 86.5% at a pressure ratio of 1.31.

Brent, J. A.↗