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Measurements were made in the variable density wind tunnel to determine the pressure distribution over one section of a R.A.F. 31 airfoil with a leading edge slot fully open. To provide data for the study of scale effect on this type of airfoil, the tests were conducted with air densities of approximately one and twenty atmospheres.
This report contains the lift, drag, and moment characteristics of tapered Clark Y, Gottingen 393, and USA 45 airfoils as obtained from tests made in the Variable Density Wind Tunnel of the NACA. The results are given at both low and high Reynolds Numbers to show scale effect and to provide data for use in airplane design.
This report presents the results of force and pressure-distribution tests on a 2:1 tapered USA 45 airfoil as determined in the full-scale wind tunnel. The airfoil has a constant-chord center section and rounded tips and is tapered in thickness from 18 percent at the root to 9 percent at the tip. Force tests were made throughout a Reynolds Number range of approximately 2,000,000 to 8,000,000 providing data on the scale effect in addition to the conventional characteristics. Pressure-distribution data were obtained from tests at a Reynolds Number of approximately 4,000,000. The aerodynamic characteristics given by the usual dimensionless coefficients are presented graphically.
Tests were carried out in the variable density wind tunnel of the National Advisory Committee for Aeronautics on six airfoil sections used by the Bureau of Aeronautics as propeller sections. The sections were tested at pressures of 1 and 20 atmospheres corresponding to Reynolds numbers of about 170,000 and 3,500,000. The results obtained, besides providing data for the design of propellers, should be of special interest because of the opportunity afforded for the study of scale effect on a family of airfoil sections having different thickness ratios. (author)
The trials reported in this report were instigated by the Bureau of Aeronautics of the Navy Department for the purpose of determining accurately the speed and resistance of the U. S. S. "Los Angeles" with and without water recovery apparatus, and to clear up the apparent discrepancies between the speed attained in service and in the original trials in Germany. The trials proved very conclusively that the water recovery apparatus increases the resistance about 20 per cent, which is serious, and shows the importance of developing a type of recovery having less resistance. Between the American and the German speed trials without water recovery there remains an unexplained discrepancy of nearly 6 per cent in speed at a given rate of engine revolutions. Warping of the propeller blades and small cumulative errors of observation seem the most probable causes of the discrepancy. It was found that the customary resistance coefficients C, are 0.0242 and 0.0293 without and with the water recovery apparatus, respectively. The corresponding values of the propulsive coefficient K, are 56.7 and 44.6. If there is an error in these figures, it is probably in a slight overestimate of C, and an underestimate of K. The maximum errors are almost certainly less than 5 per cent. No scale effect was detected indicating variation of C with respect to velocity (author)
Report presents the results of wind tunnel tests of pressure distribution measurements over one section each of six airfoils. Pressure distribution diagrams, as well as the integrated characteristics of the airfoils, are given for both a high and a low dynamic scale or, Reynolds number VL/V, for comparison with flight and other wind-tunnel tests, respectively. It is concluded that the scale effect is very important only at angles of attack near the burble. The distribution of pressure over an airfoil having a Joukowski section is compared with the theoretically derived distribution. A further study of the distribution of pressure over all of the airfoils resulted in the development of an approximate method of predicting the pressure distribution along the chord of any normal airfoil for all attitudes within the working range if the distribution at one attitude is known.
Determinations of the power-off maximum lift of a Fairchild 22 airplane were made in the NACA full-scale wind tunnel and in flight. The results from the two types of test were in satisfactory agreement. It was found that, when the airplane was rotated positively in pitch through the angle of stall at rates of the order of 0.1 degree per second, the maximum lift coefficient was considerably higher than that obtained in the standard tests, in which the forces are measured with the angles of attack fixed. Scale effect on the maximum lift coefficient was also investigated.
An investigation at medium to high subsonic speeds has been conducted in the Langley low-turbulence pressure tunnel to determine the static stability and control characteristics and to measure the fin normal forces and moments for a model of a wingless fin-controlled missile. The data were obtained at Reynolds number of 2.1 x 10(6) based on the missile maximum diameter or 17.7 x 10(6) based on missile length; this Reynolds number was found to be large enough to avoid any large scale effects between the test and the expected flight Reynolds number. With the horizontal-fin deflection limited to a maximum of 6 degrees, longitudinally stable and trimmed flight could not be maintained beyond an angle of attack of 17 degrees for a Mach number of 0.88 and beyond 20 degrees for a Mach number of 0.50 for any center-of-gravity location without the use of some auxiliary stability or control device such as jet vanes. Mach number had no appreciable effect on the center-of-pressure positions and only a slight effect on neutral-point position. There was a shift in neutral-point position of about 1 caliber as the angle of attack was varied through the range for which the neutral point could be determined. Yawing the model to angles of sideslip up to 7 degrees had little effect on the longitudinal stability at angles of attack up to 15 degrees; however, above 15 degrees, the effect of sideslip was destabilizing. With the vertical fins at a plus-or-minus 6 degree roll deflection, the rolling moment caused by yawing the model at high angles of attack could be trimmed out up to angles of sideslip of 6.5 degrees and an angle of attack of 26 degrees for a Mach number of 0.50; this range of sideslip angles was reduced to 3 degrees at a Mach number of 0.88. The data indicated that, at lower angles of attack, the trim range extended to higher angles of sideslip. The total normal-force and hinge-moment coefficients for both horizontal fins were slightly nonlinear with both angle-of-attack and fin deflection. The effect of Mach number was to reduce the slopes of the hinge-moment coefficient with angle of attack and deflection angle. In general, the effort of increasing the sideslip angle was to reduce the values of the fin normal-force and hinge-moment coefficients.
Permanent magnet excited linear alternators rated tens of kW and coupled to free-piston Stirling engines are presently viewed as promising candidates for long term generation of electric power in both space and terrestrial applications. Series capacitive cancellation of the internal inductive reactance of such alternators was considered a viable way to both increase power extraction and to suppress unstable modes of the thermodynamic oscillation. Idealized toroidal and cylindrical alternator geometries are used for a comparative study of the issues of specific mass and capacitive tuning, subject to stability criteria. The analysis shows that the stator mass of an alternator designed to be capacitively tuned is always greater than the minimum achievable stator mass of an alternator designed with no capacitors, assuming equal utilization of materials ratings and the same frequency and power to a resistive load. This conclusion is not substantially altered when the usually lesser masses of the magnets and of any capacitors are added. Within the reported stability requirements and under circumstances of normal materials ratings, this study finds no clear advantage to capacitive tuning. Comparative plots of the various constituent masses are presented versus the internal power factor taken as a design degree of freedom. The explicit formulas developed for stator core, coil, capacitor, and magnet masses and for the degree of magnet utilization provide useful estimates of scaling effects.
The Global Energy and Water Cycle Experiment (GEWEX) Cloud Systems Study (GCSS) program seeks to improve the physical understanding of sub-grid scale cloud processes and their representation in parameterization schemes. By improving the description and understanding of key cloud system processes, GCSS aims to develop the necessary parameterizations in climate and numerical weather prediction (NWP) models. GCSS will address these issues mainly through the development and use of cloud-resolving or cumulus ensemble models to generate realizations of a set of archetypal cloud systems. The focus of GCSS is on mesoscale cloud systems, including precipitating convectively-driven cloud systems like MCS's and boundary layer clouds, rather than individual clouds, and on their large-scale effects. Some of the key scientific issues confronting GCSS that particularly relate to research activities in the central U.S. are presented.
The work done in the period August 1993 through February 1994 on the 'Prediction of Thermal Cycling Induced Cracking In Polymer Matrix Composites' program is summarized. Most of the work performed in this period, as well as the previous one, is described in detail in the attached Master's thesis, 'Analysis of Thermally Induced Damage in Composite Space Structures,' by Cecelia Hyun Seon Park. Work on a small thermal cycling and aging chamber was concluded in this period. The chamber was extensively tested and calibrated. Temperatures can be controlled very precisely, and are very uniform in the test chamber. Based on results obtained in the previous period of this program, further experimental progressive cracking studies were carried out. The laminates tested were selected to clarify the differences between the behaviors of thick and thin ply layers, and to explore other variables such as stacking sequence and scaling effects. Most specimens tested were made available from existing stock at Langley Research Center. One laminate type had to be constructed from available prepreg material at Langley Research Center. Specimens from this laminate were cut and prepared at MIT. Thermal conditioning was carried out at Langley Research Center, and at the newly constructed MIT facility. Specimens were examined by edge inspection and by crack configuration studies, in which specimens were sanded down in order to examine the distribution of cracks within the specimens. A method for predicting matrix cracking due to decreasing temperatures and/or thermal cycling in all plies of an arbitrary laminate was implemented as a computer code. The code also predicts changes in properties due to the cracking. Extensive correlations between test results and code predictions were carried out. The computer code was documented and is ready for distribution.
Research on damage mechanisms and ultimate strength of composite materials relevant to scaling issues will be addressed in this viewgraph presentation. The use of fracture mechanics and Weibull statistics to predict scaling effects for the onset of isolated damage mechanisms will be highlighted. The ability of simple fracture mechanics models to predict trends that are useful in parametric or preliminary designs studies will be reviewed. The limitations of these simple models for complex loading conditions will also be noted. The difficulty in developing generic criteria for the growth of these mechanisms needed in progressive damage models to predict strength will be addressed. A specific example for a problem where failure is a direct consequence of progressive delamination will be explored. A damage threshold/fail-safety concept for addressing composite damage tolerance will be discussed.
The energy absorption response and crushing characteristics of geometrically scaled graphite-Kevlar epoxy composite plates were investigated. Two different trigger mechanisms including notch, and steeple geometries were incorporated into the plate specimens to initiate crushing. Sustained crushing was achieved with a new test fixture which provided lateral support to prevent global buckling. Values of specific sustained crushing stress (SSCS) were obtained which were lower than values reported for tube specimens from previously published data. Two sizes of hybrid plates were fabricated; a baseline or model plate, and a full-scale plate with inplane dimensions scaled by a factor of two. The thickness dimension of the full-scale plates was increased using two different techniques: the ply-level method in which each ply orientation in the baseline laminate stacking sequence is doubled, and the sublaminate technique in which the baseline laminate stacking sequence is repeated as a group. Results indicated that the SSCS has a small dependence on trigger mechanism geometry. However, a reduction in the SSCS of 10-25% was observed for the full-scale plates as compared with the baseline specimens, indicating a scaling effect in the crushing response.
The energy dissipated by substorms manifested in several ways is discussed: the Joule dissipation in the ionosphere; the energization of the ring current by the injection of plasma sheet particles; auroral election and ion acceleration; plasmoid ejection; and plasma sheet ion heating during the recovery phase. For each of these energy dissipation mechanisms, a 'rule of thumb' formula is given, and a typical dissipation rate and total energy expenditure is estimated. The total energy dissipated as Joule heat (approximately) 2 x 10(exp 15) is found about twice the ring current injection term, and may be even larger if small scale effects are included. The energy expended in auroral electron precipitation, on the other hand, is smaller than the Joule heating by a factor of five. The energy expended in refilling and heating the plasma sheets is estimated to be approximately 5 x 10(exp 14)J, while the energy lost due to plasmoid ejection is between (approximately) (10 exp 13)(exp 14)J.
Intelligent tutoring systems (ITS's) play an increasing role in training and education of people with different levels of skill and knowledge. As compared to conventional computer based training (CBT) an ITS provides more tailored instruction by trying to mimic the teaching behavior of a human instructor as much as possible and is therefore much more flexible. This paper starts with an introduction to ITS's, followed by the description of an ITS for training of an (astronaut) operator in monitoring and controlling robotic arm procedures. The robotic arm will be used for exchange of equipment between a space station and a space plane involving critical and accurate movements of the robotic arm. The ITS for this application, called Pointer, is developed by TNO Physics and Electronics Laboratory and is based upon an existing ITS that includes procedural training. Pointer has been developed on a workstation whereas the target platform was a portable computer. Therefore, a lot of attention had to be paid to scaling effects and keeping up with user friendliness of the much smaller user interface. Although the learning domain was the control of a robotic arm, it is clear that use of intelligent training technologies on a portable computer has many other applications (payload operations, operation control rooms, etc.). Training can occur at any time and place in an attractive and cost effective way.
The purpose of this study is to demonstrate the feasibility of determining the soil-water content fields required as initial conditions for land surface components within atmospheric prediction models. This is done using a model of the hydrologic balance and conventional meteorological observations, land cover, and soils information. A discussion is presented of the subgrid-scale effects, the integration time, and the choice of vegetation type on the soil-water content patterns. Finally, comparisons are made between two The Pennsylvania State University/National Center for Atmospheric Research mesoscale model simulations, one using climatological fields and the other one using the soil-moisture fields produced by this new method.
Steady and unsteady experimental data are presented for several fixed geometry conditions from a test in the NASA Langley 0.3-Meter Transonic Cryogenic Tunnel. The purpose of this test was to obtain unsteady data for transonic conditions on a fixed and pitching supercritical airfoil at high Reynolds numbers. Data and brief analyses for several of the fixed geometry test conditions will be presented here. These are at Reynolds numbers from 6 x 10(exp 6) to 35 x 10(exp 6) bases on chord length, and span a limited range of Mach numbers and angles of attack just below and at the onset of shock buffet. Reynolds scaling effects appear in both the steady pressure data and in the onset of shock buffet at Reynolds numbers of 15 x 10(exp 6) and 3O x 10(exp 6) per chord length.
Flow and turbulence models applied to the problem of shock buffet onset are studied. The accuracy of the interactive boundary layer and the thin-layer Navier-Stokes equations solved with recent upwind techniques using similar transport field equation turbulence models is assessed for standard steady test cases, including conditions having significant shock separation. The two methods are found to compare well in the shock buffet onset region of a supercritical airfoil that involves strong trailing-edge separation. A computational analysis using the interactive-boundary layer has revealed a Reynolds scaling effect in the shock buffet onset of the supercritical airfoil, which compares well with experiment. The methods are next applied to a conventional airfoil. Steady shock-separated computations of the conventional airfoil with the two methods compare well with experiment. Although the interactive boundary layer computations in the shock buffet region compare well with experiment for the conventional airfoil, the thin-layer Navier-Stokes computations do not. These findings are discussed in connection with possible mechanisms important in the onset of shock buffet and the constraints imposed by current numerical modeling techniques.