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Results for “Lift to Drag Ratio”

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 253 records · Page 14
All sourcesNASA NTRSDOE OSTI
NASA NTRS1982

Noise and economic characteristics of an advanced blended supersonic transport concept

Noise and economic characteristics were obtained for an advanced supersonic transport concept that utilized wing body blending, a double bypass variable cycle engine, superplastically formed and diffusion bonded titanium in both the primary and secondary structures, and an alternative interior arrangement that provides increased seating capacity. The configuration has a cruise Mach number of 2.62, provisions for 290 passengers, a mission range of 8.19 Mm (4423 n.mi.), and an average operating cruise lift drag ratio of 9.23. Advanced operating procedures, which have the potential to reduce airport community noise, were explored by using a simulator. Traded jet noise levels of 105.7 and 103.4 EPNdB were obtained by using standard and advanced takeoff operational procedures, respectively. A new method for predicting lateral attenuation was utilized in obtaining these jet noise levels.

Molloy, J. K.↗
NASA NTRS1984

Experimental and predicted heating distributions for biconics at incidence in air at Mach 10

Heating distributions were measured on a 1.9-percent-scale model of a generic aeroassisted vehicle proposed for missions to a number of planets and for use as a moderate lift-drag ratio Earth orbital transfer vehicle. This vehicle is spherically blunted, 12.84 deg/7 deg biconic with the fore-cone bent upward 7 deg to provide self-trim capability. A straight biconic with the same nose radius and the same half-angles was also tested. The free-stream Reynolds numbers based on model length were equal to about 2 x 10(5) or 9 x 10 (5). The angle of attack, referenced to the aft-cone, was varied from 0 deg to 20 deg. Heating distributions predicted with a parabolized Navier-Stokes (PNS) code are compared with the measurements for the present Reynolds numbers and range of angles of attack. Leeward heating was greatly affected by Reynolds number, with the heating increasing with decreasing Reynolds number for attached flow (low incidence). The opposite was true for separated flow, which occurred when the fore-cone angle of attack exceeded 0.8 times the fore-cone half-angle. Windward heating distributions were predicted to within 10 percent with the PNS code. Leeward heating distributions were predicted qualitatively for both Reynolds numbers, but quantitative agreement was poorer than on the windward side.

Miller, C. G., III↗
NASA NTRS1985

Hypersonic characteristics of an advanced aerospace plane

A series of hypersonic wind-tunnel tests have been conducted in the NASA Langley Hypersonic Facilities Complex to obtain the static longitudinal and lateral-directional aerodynamic characteristics of an advanced aerospace plane. Data were obtained at 0 to 20 deg angles of attack and -3 to 3 deg angles of sideslip at Mach numbers of 6 and 10 in air and 20 in helium. Results show that stable trim capability exists at angles of attack near maximum lift-drag ratio (L/D). Both performance and stability exhibited some Mach number dependency. The vehicle was longitudinally unstable at low angles of attack but stable at angles of attack near and above maximum L/D. It was directionally unstable with positive dihedral effect. The rudder showed an inability to provide lateral-directional control, and removing the vertical tail resulted in increased directional instability. Analytical predictions of the static longitudinal aerodynamic coefficients gave relatively good comparisons with the experimental data.

Mccandless, R. S.↗
NASA NTRS1985

Hypersonic characteristics of an advanced aerospace plane at Mach 20.3

Wind-tunnel studies have been performed in the Langley Hypersonic Helium Tunnel Facility to obtain static longitudinal and lateral-directional aerodynamic characteristics of an advanced aerospace plane concept. The nominal test conditions are a Mach number of 20.3 and a Reynolds number of 6.8 x 10 to the 6th power per foot at angles of attack from 0 to 25 deg and angles of sideslip of -3 and 0 deg. Stability and control characteristics are obtained for several deflections of the elevators, elevons, and rudder. In addition, a modified canopy is examined. The results indicate that this vehicle is longitudinally stable at angles of attack near the maximum lift-drag ratio. Also, the vehicle is shown to be directionally unstable with positive dihedral effect.

Mccandless, R. S.↗
NASA NTRS1986

Some effects of interference flow fields on supersonic configurations

A summary of selected results for various basic research models is presented in order to illustrate some effects of interference flow fields at supersonic speeds. Some general effects of wings and tails on typical cruciform missile configurations are shown. Several arrangements of cruise-type missile concepts are presented to show the effects of added body volume on the lift-drag ratio. In addition, the effects of several tail arrangements and some effects of body cross-section on the directional stability characteristics are included.

Spearman, M. L.↗
NASA NTRS1988

Rarefied flow past a flat plate at incidence

Results of a numerical study using the direct simulation Monte Carlo (DSMC) method are presented for the transitional flow about a flat plate at 40 deg incidence. The plate has zero thickness and a length of 1.0 m. The flow conditions simulated are those experienced by the Shuttle Orbiter during reentry at 7.5 km/s. The range of freestream conditions are such that the freestream Knudsen number values are between 0.02 and 8.4, i.e., conditions that encompass most of the transitional flow regime. The DSMC simulations show that transitional effects are evident when compared with free molecule results for all cases considered. The calculated results demonstrate clearly the necessity of having a means of identifying the effects of transitional flow when making aerodynamic flight measurements as are currently being made with the Space Shuttle Orbiter vehicles. Previous flight data analyses have relied exclusively on adjustments in the gas-surface interaction models without accounting for the transitional effect which can be comparable in magnitude. The present calculations show that the transitional effect at 175 km would increase the Space Shuttle Orbiter lift-drag ratio by 90 percent over the free molecule value.

Dogra, Virendra K.↗
NASA NTRS1989

Feasibility and benefits of laminar flow control on supersonic cruise airplanes

An evaluation was made of the applicability and benefits of laminar flow control (LFC) technology to supersonic cruise airplanes. Ancillary objectives were to identify the technical issues critical to supersonic LFC application, and to determine how those issues can be addressed through flight and wind-tunnel testing. Vehicle types studied include a Mach 2.2 supersonic transport configuration, a Mach 4.0 transport, and two Mach 2-class fighter concepts. Laminar flow control methodologies developed for subsonic and transonic wing laminarization were extended and applied. No intractible aerodynamic problems were found in applying LFC to airplanes of the Mach 2 class, even ones of large size. Improvements of 12 to 17 percent in lift-drag ratios were found. Several key technical issues, such as contamination avoidance and excresence criteria were identified. Recommendations are made for their resolution. A need for an inverse supersonic wing design methodology is indicated.

Powell, A. G.↗
NASA NTRS1989

Rarefied flow past a flat plate at incidence

Results of a numerical study using the direct simulation Monte Carlo (DSMC) method are presented for the transitional flow about a flat plate at 40 deg incidence. The plate has zero thickness and a length of 1.0 m. The flow conditions simulated are those experienced by the Shuttle Orbiter during reentry at 7.5 km/s. The range of freestream conditions are such that the freestream Knudsen number values are between 0.02 and 8.4, i.e., conditions that encompass most of the transitional flow regime. The DSMC simulations show that transitional effects are evident when compared with free molecule results for all cases considered. The calculated results demonstrate clearly the necessity of having a means of identifying the effects of transitional flow when making aerodynamic flight measurements as are currently being made with the Space Shuttle Orbiter vehicles. Previous flight data analyses have relied exclusively on adjustments in the gas-surface interaction models without accounting for the transitional effect which can be comparable in magnitude. The present calculations show that the transitional effect at 175 km would increase the Space Shuttle Orbiter lift-drag ratio by 90 percent over the free molecule value.

Dogra, Virendra K.↗
NASA NTRS1990

Application of the direct simulation Monte Carlo method to the full shuttle geometry

A new set of programs has been developed for the application of the direct simulation Monte Carlo (or DSMC) method to rarefied gas flows with complex three-dimensional boundaries. The programs are efficient in terms of the computational load and also in terms of the effort required to set up particular cases. This efficiency is illustrated through computations of the flow about the Shuttle Orbiter. The general flow features are illustrated for altitudes from 170 to 100 km. Also, the computed lift-drag ratio during re-entry is compared with flight measurements.

Bird, G. A.↗
NASA NTRS1990

Project HyBuJET

A conceptual Hypersonic Business Jet (HyBuJet) was examined. The main areas of concentration include: aerodynamics, propulsion, stability and control, mission profile, and atmospheric heating. In order to optimize for cruise conditions, a waverider configuration was chosen for the high lift drag ratio and low wave drag. The leading edge and lower surface of a waverider was mapped out from a known flow field and optimized for cruising at Mach 6 and at high altitudes. The shockwave generated by a waverider remains attached along the entire leading edge, allowing for a larger compression along the lower surface. Three turbofan ramjets were chosen as the propulsion of the aircraft due to the combination of good subsonic performance along with high speed propulsive capabilities. A combination of liquid silicon convective cooling for the leading edges with a highly radiative outer skin material was chosen to reduce the atmospheric heating to acceptable level.

Ramsay, Tom↗
NASA NTRS1990

Winged cargo return vehicle conceptual design

NASA is committed to placing a permanent space station in Earth orbit in the 1990's. Space Station Freedom (SSF) will be located in a 220 n.m. orbit at 28.5 degrees inclination. The Winged Cargo Return Vehicle's (CRV) primary mission is to support SSF crew by flying regular resupply missions. The winged CRV is designed to be reusable, dry land recoverable, and unmanned. The CRV will be launched inline on three liquid hydrogen/oxygen rocket boosters with a payload capacity of 113,000 lbs. The three boosters will take the CRV to an orbit of 50 by 110 n.m. From this altitude the orbital manuevering engine will place the vehicle in synchronous orbit with the space station. The winged CRV will deliver cargo modules to the space station by direct docking or by remaining outside the SSF command zone and using the Orbital Maneuvering Vehicle (OMV) to transfer cargo. After unloading/loading, the CRV will deorbit and fly back to Kennedy Space Center. The CRV has a wing span of 57.8 feet, a length of 76.0 feet, and a dry weight of 61.5 klb. The cargo capacity of the vehicle is 44.4 klb. The vehicle has a lift-drag ratio of 1.28 (hypersonic) and 6.0 (subsonic), resulting in a 1351 n.m. cross range. The overall mission length ranges between 18.8 and 80.5 hr. The operational period will be the years 2000 to 2020.

Source record↗
NASA NTRS1991

Aerobrake design studies for manned Mars missions

The dimensions of aerobrakes and associated heat shields are calculated as a fraction of the vehicle mass required for a high-velocity manned Mars entry. The entry speed and deceleration limit are assumed to be 8.6 km/sec and 5 earth g, respectively, to consider vehicles with low lift-drag ratio (L/D) and ballistic coefficients of 100 and 200 kg/sq m, as well as a vehicle with a medium L/D and a ballistic coefficient of 375 kg/sq m. The aerobrake mass plus the heat shield divided by an optimized, blunt-shaped vehicle's total mass is 15 and 13 percent for ballistic coefficients of 100 and 200 kg/sq m, respectively. For a winged vehicle the mass fraction is 17 percent because the higher ballistic coefficient requires more thermal protection to account for the greater temperatures generated. It is concluded that aerobraking is more efficient than propulsive braking because the mass fraction for a propulsive system would be 4 or 5 times greater than those calculated for aerobraking.

Tauber, M.↗
NASA NTRS1991

Earth aerobraking strategies for manned return from Mars

The atmospheric flight environment of manned return from Mars is evaluated by analyzing the earth-return entry corridor. To identify and quantify the effects of various atmospheric exit conditions on the mission, the differences beween the capture to a specific orbit and the direct entry to a target splashdown site are investigated. The differences are quantified in terms of the airbrake lift-drag ratio requirements, the stagnation-point heating, and the significance of off-nominal atmospheric conditions. Results are presented on three different earth-return aerobraking scenarios: (1) the capture into a phasing orbit with a 24-hr period, (2) the capture into a 500-km circular orbit, and (3) the direct entry to splashdown.

Braun, Robert D.↗
NASA NTRS1923

Speed limits of aircraft

This paper is restricted to the question of attainable speed limits and attacks the problem from different angles. Theoretical limits due to air resistance are presented along with design factors which may affect speed such as wing loads, wing areas, wing section shifting, landing speeds, drag-lift ratios, and power coefficients.

Everling, E↗
NASA NTRS1955

Reduction of Profile Drag at Supersonic Velocities by the Use of Airfoil Sections Having a Blunt Trailing Edge

A preliminary theoretical and experimental investigation has been made on the aerodynamic characteristics of blunt-trailing-edge airfoils at supersonic velocities. The theoretical considerations indicate that properly designed airfoils with moderately blunt trailing edges can have less profile drag, greater lift-curve slope, and high maximum lift-drag ratio than conventional sections. These predictions have been substantiated by experimental measurements on airfoils of 10-percent-thickness ratio at Mach numbers of 1.5 and 2.0, and at Reynolds numbers between 0.2 and 1.2 million.

Chapman, Dean R↗
NASA NTRS1941

A simplified theoretical method of determining the characteristics of a lifting rotor in forward flight

Theoretical derived expressions for the flapping, the thrust, the torque, and the profile drag-lift ratio of nonfeathering rotor with hinged, rectangular, linearly twisted blades are given as simple functions of the inflow velocity and the blade pitch. Representative values of the coefficients of each of the terms in these expressions are tabulated for a series of specified values of the tip-speed ratio. Analysis indicates that the tabulated values can be used to calculate, with reasonable accuracy, the characteristics of any rotor of conventional design.

Bailey, F J , Jr↗
NASA NTRS1944

Intercooler cooling-air weight flow and pressure drop for minimum drag loss

An analysis has been made of the drag losses in airplane flight of cross-flow plate and tubular intercoolers to determine the cooling-air weight flow and pressure drop that give a minimum drag loss for any given cooling effectiveness and, thus, a maximum power-plant net gain due to charge-air cooling. The drag losses considered in this analysis are those due to (1) the extra drag imposed on the airplane by the weight of the intercooler, its duct, and its supports and (2) the drag sustained by the cooling air in flowing through the intercooler and its duct. The investigation covers a range of conditions of altitude, airspeed, lift-drag ratio, supercharger-pressure ratio, and supercharger adiabatic efficiency. The optimum values of cooling air pressure drop and weight flow ratio are tabulated. Curves are presented to illustrate the results of the analysis.

Reuter, J George↗