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At least 271 records · Page 15

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NASA NTRS2005

Off-Design Reynolds Number Effects for a Supersonic Transport

A high Reynolds number wind tunnel test was conducted to assess Reynolds number effects on the aerodynamic performance characteristics of a realistic, second-generation supersonic transport concept. The tests included longitudinal studies at transonic and low-speed, high-lift conditions across a range of chord Reynolds numbers (8 million to 120 million). Results presented focus on Reynolds number and static aeroelastic sensitivities at Mach 0.30 and 0.90 for a configuration without a tail. Static aeroelastic effects, which mask Reynolds number effects, were observed. Reynolds number effects were generally small and the drag data followed established trends of skin friction as a function of Reynolds number. A more nose-down pitching moment was produced as Reynolds number increased because of an outward movement of the inboard leading-edge separation at constant angles of attack. This study extends the existing Reynolds number database for supersonic transports operating at off-design conditions.

Owens, Lewis R.↗

NASA NTRS1954

Longitudinal Stability Characteristics of the Consolidated Vultee XFY-1 Airplane with Windmilling Propellers as Obtained from Flight of 0.133-Scale Rocket-Propelled Model at Mach Numbers from 0.70 to 1.13

A flight test has been conducted to determine the longitudinal stability and control characteristics of a 0.133-scale model of the Consolidated Vultee XFY-1 airplane with windmilling propellers for the Mach number range between 0.70 and 1.13. The variation of lift-curve slope C(sub L(sub alpha) with Mach number was gradual with a maximum value of 0.074 occurring at a Mach number of 0.97. Propellers had little effect upon the values of lift-curve slope or the linearity of lift coefficient with angle of attack. At lift coefficients between approximately 0.25 and 0.45 with an elevon angle of approximately -l0 deg, there was a region of neutral longitudinal stability at Mach numbers below 0.93 introduced by the addition of windmilling propellers. Below a lift coefficient of 0.10 and above a lift coefficient of 0.45, the model was longitudinally stable throughout the Mach number range of the test. There was a forward shift in the aerodynamic center of about 3-percent mean aerodynamic chord introduced by the addition of propellers. The aerodynamic center as determined at low lift moved gradually from a value of 28.5-percent mean aerodynamic chord at a Mach number of 0.75 to a value of 47-percent mean aerodynamic chord at a Mach number of 1.10. There was an abrupt decrease in pitch damping between Mach numbers of 0.88 and 0.99 followed by a rapid increase in damping to a Mach number of 1.06. The propellers had little effect upon the pitch damping characteristics . The transonic trim change was a large pitching-down tendency with and without windmilling propellers. The elevons were effective pitch controls throughout the speed range; however, their effectiveness was reduced about 50 percent at supersonic speeds. The propellers had no appreciable effect upon the control effectiveness.

Hastings, Earl C.↗

NASA NTRS1946

Effect of Mach and Reynolds Numbers on Maximum Lift Coefficient

A knowledge of the effects of Mach and Reynolds numbers on the maximum lift coefficient is becoming of greater importance as the speeds and altitudes attainable by modern airplanes continually increase. Since most maximum-lift tests conducted to date have been either at full-scale Reynolds numbers and low Mach numbers or at high Mach numbers and small Reynolds numbers, very little is known about the inter-related effects of these two parameters on the maximum lift coefficient. In order to obtain quantitative information on these effects, flight tests were conducted at Ames Aeronautical Laboratory on six airplanes, three having NACA conventional airfoil sections, two having NACA low-drag sections, and the sixth having a North American Aviation - NACA compromise low-drag section. The results of these tests which cover a range of Mach numbers from 0.15 to 0.72 and of Reynolds numbers from 4,400,000 to 19,500,000 are assembled, together with a considerable quantity of pertinent wind-tunnel data, and analyzed in the present report. From this analysis, general conclusions have been reached indicating the manner in which the maximum lift coefficient is influenced by variations of Mach and Reynolds numbers.

AIRPLANES - BELL P-63A (AMER ) FLIGHT TESTS↗

NASA NTRSDate not supplied

Force and Moment Analysis for the High Reynolds Number Wind Tunnel Test of the Space Launch System at Ascent Conditions

A high Reynolds number test of the Space Launch System was performed at the NASA Langley National Transonic Facility (NTF). The objective of the test was to use the cryogenic testing capabilities of the NTF to acquire data over the largest range of Reynolds numbers possible with a specific focus on the Reynolds numbers closest to flight conditions. The test was performed at Mach numbers from 0.50 to 0.95 which corresponds to the ascent portion of flight for the SLS vehicle. Force and moment data showed that pitching and yawing moment were sensitive to Reynolds number effects over the full range of Mach and Reynolds numbers tested. Axial force also showed sensitivity to Reynolds number with the largest differences seen between Mach 0.50 to 0.90. Surface pressure data showed the highest sensitivity to Reynolds number in the vicinity of the solid rocket booster forward attach region.

Space Launch System↗

NASA NTRSDate not supplied

Force and Moment Analysis for the High Reynolds Number Wind Tunnel Test of the Space Launch System at Ascent Conditions

A high Reynolds number test of the Space Launch System was performed at the NASA Langley National Transonic Facility (NTF). The objective of the test was to use the cryogenic testing capabilities of the NTF to acquire data over the largest range of Reynolds numbers possible with a specific focus on the Reynolds numbers closest to flight conditions. The test was performed at Mach numbers from 0.50 to 0.95, which corresponds to the ascent portion of flight for the SLS vehicle. Force and moment data showed that pitching and yawing moment were sensitive to Reynolds number effects over the full range of Mach and Reynolds numbers tested. Axial force also showed sensitivity to Reynolds number with the largest differences seen between Mach 0.50 to 0.90. Surface pressure data showed the highest sensitivity to Reynolds number in the vicinity of the solid rocket booster forward attach region.

Space Launch System↗

DOE OSTI2024

A new portable random number generator wrapper library

Random number generator is an important component of many scientific projects. Many projects are written using programming models (like OpenMP and SYCL) to target different architectures. However, some programming models do not provide a random number generator. In this work, we introduce our random number generator wrapper. It is a header-only library that supports three distributions of random numbers: uniform, normal, and poisson. On the GPU backend, it wraps the cuRAND and rocRAND library, and supports various random number engines. It also wraps random123, a counterbased random number generator, on both CPU and GPU. With this library, we can generate random numbers with a few lines of code and target both GPU and multi-thread CPU with the same code. We also investigate the performance and scalability of this wrapper on different architectures with different engines and the number of cores.

97 MATHEMATICS AND COMPUTING↗

DOE OSTI2026

EC-Bench: A Benchmark for Enzyme Commission Number Prediction

Enzymes are proteins that catalyze specific biochemical reactions in cells. Enzyme Commission (EC) numbers are used to annotate enzymes in a four-level hierarchy that classifies enzymes based on the specific chemical reactions they catalyze. Accurate EC number prediction is essential for understanding enzyme functions. Despite the availability of numerous methods for predicting EC numbers from protein sequences, there is no unified framework for evaluating and studying such methods systematically. This gap limits the ability of the community to identify the most effective approaches for enzyme annotation. We introduce EC-Bench, a benchmark for EC number prediction, consisting of 1) an initial representative set of existing methods (including homology-based, deep learning, contrastive learning, and language model methods), 2) existing and novel accuracy and efficiency performance metrics, and 3) selected datasets to allow for comprehensive comparative study. EC-Bench is open-source and provides a framework for researchers to not only compare among existing methods objectively under uniform conditions, but also to introduce and effectively evaluate performance of new methods in a comparative framework. To demonstrate the utility of EC-Bench, we perform extensive experimentation to compare the existing EC number prediction methods and establish their advantages and disadvantages in a variety of prediction tasks, namely “exact EC number prediction”, “EC number completion” and (partial or additional) “EC number recommendation”. We find wide variation in the performance of different methods, but also subtle but potentially useful differences in the performance of different methods across tasks and for different parts of the EC hierarchy.

59 BASIC BIOLOGICAL SCIENCES↗

DOE OSTI2020

Geometry and dynamics of lipid membranes: The Scriven-Love number

The equations governing lipid membrane dynamics in planar, spherical, and cylindrical geometries are presented here. Unperturbed and first-order perturbed equations are determined and nondimensionalized. In membrane systems with a nonzero base flow, perturbed in-plane and out-of-plane quantities are found to vary over different length scales. Here, a new dimensionless number, named the Scriven-Love number, and the well-known Föppl–von Kármán number result from a scaling analysis. The Scriven-Love number compares out-of-plane forces arising from the in-plane, intramembrane viscous stresses to the familiar elastic bending forces, while the Föppl–von Kármán number compares tension to bending forces. Both numbers are calculated in past experimental works, and span a wide range of values in various biological processes across different geometries. In situations with large Scriven-Love and Föppl–von Kármán numbers, the dynamical response of a perturbed membrane is dominated by out-of-plane viscous and surface tension forces—with bending forces playing a negligible role. Calculations of non-negligible Scriven-Love numbers in various biological processes and in vitro experiments show in-plane intramembrane viscous flows cannot generally be ignored when analyzing lipid membrane behavior.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

NASA NTRS1972

Boundary-Layer Edge Conditions and Transition Reynolds Number Data for a Flight Test at Mach 20 (Reentry F)

A flight experiment, designated Reentry F, was conducted to measure heat-transfer rates for laminar, transitional, and turbulent boundary layers on a 5 deg half-angle cone 3.962 m (13 ft) long with a preflight nose radius of 2.54 mm (0.10 in.). Data were obtained over an altitude range from 36.58 to 18.29 km (120 000 to 60 000 ft) at a flight velocity of about 6.096 km/sec (20 000 ft/sec). The nominal values of the free-stream total enthalpy, sharp-cone Mach number, and the wall-to-total enthalpy ratio were 18 MJ/kg (8000 Btu/lb), 15, and 0.03, respectively. Calculated boundary-layer edge conditions that account for effects of the entropy layer and corresponding local transition Reynolds numbers are reported in the present paper. Fully developed turbulent flow occurred with essentially constant boundary-layer edge conditions near the sharp-cone values. Transition data were obtained with local edge Mach numbers ranging from about 5.55 to 15. Transition Reynolds numbers, based on local condition, were as high as 6.6 x 10(exp 7) with an edge Mach number of about 14.4 at an altitude of 24.38 km (80 000 ft). The transition could be correlated with previous flight data taken over a Mach number range from 3 to 12 in terms of parameters including the effects of local unit Reynolds number, boundary-layer wall-to-edge enthalpy ratio, and local Mach number.

Johnson, Charles B.↗

NASA NTRS1948

The Development of Cambered Airfoil Sections Having Favorable Lift Characteristics at Supercritical Mach Numbers

Several groups of new airfoil sections, designated as the NACA 8-series, are derived analytically to have lift characteristics at supercritical Mach numbers which are favorable in the sense that the abrupt loss of lift, characteristic of the usual airfoil section at Mach numbers above the critical, is avoided. Aerodynamic characteristics determined, from two-dimensional windtunnel tests at Mach numbers up to approximately 0.9 are presented for each of the derived airfoils. Comparisons are made between the characteristics of these airfoils and the corresponding characteristics of representative NPiCA 6-series airfoils. The experimental results confirm the design expectations in demonstrating for the NACA S-series airfoils either no variation, or an Increase from the low-speed design value, In the lift coefficient at a constant angle of attack with increasing Mach number above the critical. It was not found possible to improve the variation with Mach number of the slope of the lift curve for these airfoils above that for the NACA 6-series airfoils. The drag characteristics of the new airfoils are somewhat inferior to those of the NACA 6- series with respect to divergence with Mach number, but the pitching-moment characteristics are more favorable for the thinner new sections In demonstrating somewhat smaller variations of moment coefficient with both angle of attack and Mach number. The effect on the aero&ynamic characteristics at high Mach numbers of removing the cusp from the trailing-edge regions of two 10-percent-chord-thick NACA 6-series airfoils is determined to be negligible.

AIRFOILS - NACA 836B110 - CHAR , MOMENTS & ORDINAT↗

NASA NTRS1948

Aerodynamic Characteristics at Subsonic and Supersonic Mach Numbers of a Thin Triangular Wing of Aspect Ratio 2 II : Maximum Thickness at Midchord

The lift, drag, and pitching-moment characteristics of a triangular wing, having an aspect ratio of 2 and a symmetrical double-wedge profile of 5-percent-chord maximum thickness at midchord, have been evaluated from wind-tunnel tests at Mach numbers from 0.50 to 0.975 and from 1.09 to 1.49 and at Reynolds numbers ranging from 0.67 to 0.85 million. The lift, drag, and pitching-moment coefficients of the triangular wing with a leading-edge sweepback of approximately 63 degrees did not exhibit the irregular variations with Mach number at high subsonic and low supersonic Mach numbers that are characteristic of unswept wings. The lift-curve slope increased steadily with Mach number below unity and declined slowly beyond the Mach number of 1.13. A substantial rise in the minimum drag coefficient occurred between Mach numbers of 0.95 and 1.20 with an associated reduction in the maximum lift-drag ratio. The aerodynamic center shifted rearward toward the centroid of area of the wing with increasing Mach number below 0.975; whereas above 1.09 it coincided with the centroid.

Walker, Harold J↗

NASA NTRS1993

An investigation of small scales of turbulence in a boundary layer at high Reynolds numbers

The assumption that turbulence at large wave-numbers is isotropic and has universal spectral characteristics which are independent of the flow geometry, at least for high Reynolds numbers, has been a cornerstone of closure theories as well as of the most promising recent development in the effort to predict turbulent flows, viz. large eddy simulations. This hypothesis was first advanced by Kolmogorov based on the supposition that turbulent kinetic energy cascades down the scales (up the wave-numbers) of turbulence and that, if the number of these cascade steps is sufficiently large (i.e. the wave-number range is large), then the effects of anisotropies at the large scales are lost in the energy transfer process. Experimental attempts were repeatedly made to verify this fundamental assumption. However, Van Atta has recently suggested that an examination of the scalar and velocity gradient fields is necessary to definitively verify this hypothesis or prove it to be unfounded. Of course, this must be carried out in a flow with a sufficiently high Reynolds number to provide the necessary separation of scales in order unambiguously to provide the possibility of local isotropy at large wave-numbers. An opportunity to use our 12-sensor hot-wire probe to address this issue directly was made available at the 80'x120' wind tunnel at the NASA Ames Research Center, which is normally used for full-scale aircraft tests. An initial report on this high Reynolds number experiment and progress toward its evaluation is presented.

Wallace, James M.↗

NASA NTRS1959

Boundary-Layer Transition on Hollow Cylinders in Supersonic Free Flight as Affected by Mach Number and a Screwthread Type of Surface Roughness

The effects of Mach number and surface-roughness variation on boundary-layer transition were studied using fin-stabilized hollow-tube models in free flight. The tests were conducted over the Mach number range from 2.8 to 7 at a nominally constant unit Reynolds number of 3 million per inch, and with heat transfer to the model surface. A screwthread type of distributed two-dimensional roughness was used. Nominal thread heights varied from 100 microinches to 2100 microinches. Transition Reynolds number was found to increase with increasing Mach number at a rate depending simultaneously on Mach number and roughness height. The laminar boundary layer was found to tolerate increasing amounts of roughness as Mach number increased. For a given Mach number an optimum roughness height was found which gave a maximum laminar run greater than was obtained with a smooth surface.

James, Carlton S.↗

NASA NTRS1959

Exploratory Investigation of the Effects of Boundary-Layer Control on the Pressure-Recovery Characteristics of a Circular Internal-Contraction Inlet with Translating Centerbody at Mach Numbers of 2.00 and 2.35

Exploratory tests of a circular internal-contraction inlet were made at Mach numbers of 2.00 and 2.35 to determine the effect of a cowl-type boundary-layer control located downstream of the inlet throat. The inlet was designed for a Mach number of 2.5. Tests were also made of the inlet modified to correspond to design Mach numbers of 2.35 and 2.25. Surveys near the minimum area section of the inlet without boundary-layer control indicated maximum averaged pressure recoveries between 0.90 and 0.92 at a free-stream Mach number, M(sub infinity), of 2.35 for the inlets. Farther downstream, after partial subsonic diffusion, a maximum pressure recovery of 0.842 was obtained with the inlet at M(sub infinity) = 2.35. The pressure recovery of the inlet was increased by 0.03 at a Mach number of 2.35 and decreased by 0.02 at a Mach number of 2.00 by the application of cowl-type boundary-layer control. Further investigation with the inlet without bleed demonstrated that an increase of angle of attack from 0 deg to 3 deg reduced the pressure recovery 0.04. The effect of Reynolds number was to increase pressure recovery 0.07 (from 0.785 to 0.855) with an increase in Reynolds number (based on inlet diameter) from 0.79 x 10(exp 6) to 3.19 x 10(exp 6).

Martin, Norman J.↗

NASA NTRS2000

Effect of Medium Symmetries in Limiting the Number of Parameters Estimated with Polarimetric Interferometry

The addition of interferometric backscattering pairs to the conventional polarimetric SAR data over forests and other vegetated areas increases the dimensionality of the data space, in principle enabling the estimation of a larger number of vegetation parameters. Without regard to the sensitivity of these data to vegetation scattering parameters, this paper poses the question: Will increasing the data channels as such result in a one-to-one increase in the number of parameters that can be estimated, or do vegetation and data properties inherently limit that number otherwise? In this paper, the complete polarimetric interferometric covariance matrix is considered and various symmetry properties of the scattering medium are used to study whether any of the correlation pairs can be eliminated. The number of independent pairs has direct consequences in their utility in parameter estimation schemes, since the maximum number of parameters that can be estimated cannot exceed the number of unique measurements. The independent components of the polarimetric interferometric SAR (POL/INSAR) data are derived for media with reflection, rotation, and azimuth symmetries, which are often encountered in vegetated surfaces. Similar derivations have been carried out before for simple polarimetry, i.e., zero baseline. This paper extends those to the interferometric case of general nonzero baselines. It is shown that depending on the type of symmetries present, the number of independent available measurements that can be used to estimate medium parameters will vary. In particular, whereas in the general case there are 27 mathematically independent measurements possible from a polarimetric interferometer, this number can be reduced to 15, 9, and 6 if the medium has reflection, rotation, or azimuthal symmetries, respectively. The results can be used in several ways in the interpretation of SAR data and the development of parameter estimation schemes, which will be discussed at the presentation. Recent POL/INSAR data from the JPL AIRSAR over a forested area will be used to demonstrate the results of this derivation. This work was performed by the Jet Propulsion Laboratory, California Institute of Technology, Pasadena, CA, under contract from the National Aeronautics and Space Administration.

Moghaddam, Mahta↗

NASA NTRS2000

Reynolds Number Effects on the Performance of Lateral Control Devices

The influence of Reynolds number on the performance of outboard spoilers and ailerons was investigated on a generic subsonic transport configuration in the National Transonic Facility over a chord Reynolds number range 41 from 3x10(exp 6) to 30xl0(exp 6) and a Mach number range from 0.50 to 0.94, Spoiler deflection angles of 0, 10, 15, and 20 deg and aileron deflection angles of -10, 0, and 10 deg were tested. Aeroelastic effects were minimized by testing at constant normalized dynamic pressure conditions over intermediate Reynolds number ranges. Results indicated that the increment in rolling moment due to spoiler deflection generally becomes more negative as the Reynolds number increases from 3x10(exp 6) to 22x10(exp 6) with only small changes between Reynolds numbers of 22x10(exp 6) and 30x10(exp 6). The change in the increment in rolling moment coefficient with Reynolds number for the aileron deflected configuration is generally small with a general trend of increasing magnitude with increasing Reynolds number.

Mineck, Raymond E.↗

NASA NTRS2001

Reynolds Number Effects on the Performance of Ailerons and Spoilers (Invited)

The influence of Reynolds number on the performance of outboard spoilers and ailerons was investigated on a generic subsonic transport configuration in the National Transonic Facility over a chord Reynolds number range from 3 to 30 million and a Mach number range from 0.70 to 0.94. Spoiler deflection angles of 0, 10, and 20 degrees and aileron deflection angles of -10, 0, and 10 degrees were tested. Aeroelastic effects were minimized by testing at constant normalized dynamic pressure conditions over intermediate Reynolds number ranges. Results indicated that the increment in rolling moment due to spoiler deflection generally becomes more negative as the Reynolds number increases from 3 x 10(exp 6) to 22 x 10 (exp 6) with only small changes between Reynolds numbers of 22 x 10(exp 6) and 30 x 10(exp 6). The change in the increment in rolling moment coefficient with Reynolds number for the aileron deflected configuration is generally small with a general trend of increasing magnitude with increasing Reynolds number.

Mineck, R. E.↗

NASA NTRS1960

Effects of Fineness Ratio and Reynolds Number on the Low-Speed Crosswind Drag Characteristics of Circular and Modified-Square Cylinders

A wind-tunnel investigation has been made on modified-square and circular cylinders to determine the effects of fineness ratio and Reynolds numbers on the crosswind drag characteristics. Fineness ratios from 2 to 14 were investigated over a Reynolds number range from approximately 300,000 to 1,650,000 which corresponded to Mach numbers from 0.057 to 0.377.The result of the investigation show that at supercraft Reynolds numbers the drag coefficient of the circular cylinder increases with increasing Reynolds number for all fineness ratios but at low fineness ratios this effect is considerably less than at higher fineness ratios. For circular cylinders in the high fineness-ratio range there is a reduction in drag as the fineness ratio is decreased except for Reynolds numbers of 900,000 and 1,000,000, whereas at low fineness ratios the opposite trend generally occurs. The addition of hemispherical ends to the circular cylinder gave a substantial decrease in drag at a fineness ratio of 3.27 but the effect was negligible at fineness ratios of 5.27 and 10. The finite-length modified-square cylinder gave the reduction in drag over the two-dimensional modified-square cylinder for the complete range of test Reynolds numbers with the lowest fineness ratio giving the lowest drag at Reynolds numbers above 3O0,OOO.

McKinney, Linwood W.↗