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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 307 records · Page 17
All sourcesNASA NTRSDOE OSTI
NASA NTRS1987

Aerodynamic analysis for aircraft with nacelles, pylons, and winglets at transonic speeds

A computational method has been developed to provide an analysis for complex realistic aircraft configurations at transonic speeds. Wing-fuselage configurations with various combinations of pods, pylons, nacelles, and winglets can be analyzed along with simpler shapes such as airfoils, isolated wings, and isolated bodies. The flexibility required for the treatment of such diverse geometries is obtained by using a multiple nested grid approach in the finite-difference relaxation scheme. Aircraft components (and their grid systems) can be added or removed as required. As a result, the computational method can be used in the same manner as a wind tunnel to study high-speed aerodynamic interference effects. The multiple grid approach also provides high boundary point density/cost ratio. High resolution pressure distributions can be obtained. Computed results are correlated with wind tunnel and flight data using four different transport configurations. Experimental/computational component interference effects are included for cases where data are available. The computer code used for these comparisons is described in the appendices.

Boppe, Charles W.↗
NASA NTRS1986

A fast-response aspirating probe for measurements of total temperature and pressure in transonic cryogenic wind tunnel

A newly developed, 3-mm-diam, dual hot-wire aspirating probe was used to measure the time-resolved stagnation temperature and pressure in a transonic cryogenic wind tunnel. The probe consists of two coplanar constant temperature hot wires at different overheat ratios operating in a 1.5-mm-diam channel with a choked exit. Thus, the constant Mach number flow by the wires is influenced only by free-stream stagnation temperature and pressure. Diffusion of the free-stream Mach number to a lower value in the channel reduces the dynamic drag on the hot-wire. Frequency response of the present design is dc to 20 kHz. The probe was used to measure the unsteady wake shed from an oscillating airfoil tested in the 0.3-m Transonic Cryogenic Tunnel at NASA-Langley Research Center. The hot-wire lasted for more than ten hours before breaking, proving the ruggedness of the probe and the usefulness of the technique in a high dynamic pressure, transonic cryogenic wind tunnel. Typical data obtained from the experiment are presented after reduction to stagnation pressure and temperature.

Ng, W.-F.↗
NASA NTRS1938

The effects of partial-span plain flaps on the aerodynamic characteristics of a rectangular and a tapered Clark Y wing

An investigation was made to determine the aerodynamic characteristics of tapered and rectangular wings with partial-span plain flaps. Two Clark Y airfoils equipped with center section and with tip-section flaps were tested. The results showed that the aerodynamic characteristics of partial-span plain flaps were, in general, similar to those of split flaps of the same span, but that the lift and the drag were less for the wing with plain flaps than for the wing with split flaps of comparable size. For the rectangular wing with center-section plain flaps, the maximum lift and the lift-drag ratio at maximum lift were greater and the drag at maximum lift was less than for the wing with tip-section plain flaps of the same size. The maximum lift of the tapered wing varied in the same manner as that of the rectangular wing but the drag and the lift-drag-ratio relationship were opposite.

House, R O↗
NASA NTRS1984

Comparison of uniform perturbation solutions and numerical solutions for some potential flows past slender bodies

Approximate solutions for potential flow past an axisymmetric slender body and past a thin airfoil are calculated using a uniform perturbation method and then compared with either the exact analytical solution or the solution obtained using a purely numerical method. The perturbation method is based upon a representation of the disturbance flow as the superposition of singularities distributed entirely within the body, while the numerical (panel) method is based upon a distribution of singularities on the surface of the body. It is found that the perturbation method provides very good results for small values of the slenderness ratio and for small angles of attack. Moreover, for comparable accuracy, the perturbation method is simpler to implement, requires less computer memory, and generally uses less computation time than the panel method. In particular, the uniform perturbation method yields good resolution near the regions of the leading and trailing edges where other methods fail or require special attention.

Wong, T. C.↗
NASA NTRS1985

Comparison of uniform perturbation and numerical solutions for some potential flows past slender bodies

Approximate solutions for potential flow past an axisymmetric slender body and past a thin airfoil are calculated using a uniform perturbation method and then compared with either the exact analytical solution or the solution obtained using a purely numerical method. The perturbation method is based upon a representation of the disturbance flow as the superposition of singularities distributed entirely within the body, while the numerical (panel) method is based upon a distribution of singularities on the surface of the body. It is found that the perturbation method provides very good results for small values of the slenderness ratio and for small angles of attack. Moreover, for comparable accuracy, the perturbation method is simpler to implement, requires less computer memory, and generally uses less computation time than the panel method. In particular, the uniform perturbation method yields good resolution near the regions of the leading and trailing edges where other methods fail or require special attention.

Wong, T.-C.↗
NASA NTRS1956

Theoretical and Experimental Investigation of the Effect of Tunnel Walls on the Forces on an Oscillating Airfoil in Two-Dimensional Subsonic Compressible Flow

This report presents a theoretical and experimental investigation of the effect of wind-tunnel walls on the air forces on an oscillating wing in two-dimensional subsonic compressible flow. A method of solving an integral equation which relates the downwash on a wing to the unknown loading is given, and some comparisons are made between the theoretical results and the experimental results. A resonance condition, which was predicted by theory in a previous report (NACA report 1150), is shown experimentally to exist. In addition, application of the analysis is made to a number of examples in order to illustrate the influence of walls due to variations in frequency of oscillation, Mach number , and ratio of tunnel height to wing semichord.

Runyan, Harry L↗
NASA NTRS1955

Investigation of Porous Gas-Heated Leading-Edge Section for Icing Protection of a Delta Wing

A tip section of a delta wing having an NACA 0004-65 airfoil section and a 600 leading-edge sweepback was equipped with a porous leading-edge section through which hot gas was 'bled for anti-icing. Heating rates for anti-icing were determined for a wide range of icing conditions. The effects of gas flow through the porous leading-edge section on airfoil pressure distribution and drag in dry air were investigated. The drag increase caused by an ice formation on the unheated airfoil was measured for several icing conditions. Experimental porous surface- to free-stream convective heat-transfer coefficients were obtained in dry air and compared with theory. Adequate icing protection was obtained at all icing conditions investigated. Savings in total gas-flow rate up to 42 percent may be obtained with no loss in anti-icing effectiveness by sealing half the upper-surface porous area. Gas flow through the leading-edge section had no appreciable effect on airfoil pressure distribution. The airfoil section drag increased slightly (5-percent average) with gas flow through the porous surface. A heavy glaze-ice formation produced after 10 minutes of icing caused an increase in section drag coefficient of 240 percent. Experimental convective heat-transfer coefficients obtained with hot-gas flow through the porous area in dry air and turbulent flow were 20 to 30 percent lower than the theoretical values for a solid surface under similar conditions. The transition region from laminar to turbulent flow moved forward as the ratio of gas velocity through the porous surface to air-stream velocity was increased.

Bowden, Dean T.↗
NASA NTRS1990

Performance Data from a Wind-Tunnel Test of Two Main-rotor Blade Designs for a Utility-Class Helicopter

An investigation was conducted in the NASA Langley Transonic Dynamics Tunnel to evaluate an advanced main rotor designed for use on a utility class helicopter, specifically the U.S. Army UH-60A Blackhawk. This rotor design incorporated advanced twist, airfoil cross sections, and geometric planform. For evaluation purposes, the current UH-60A main rotor was also tested and is referred to as the baseline blade set. A total of four blade sets were tested. One set of both the baseline and the advanced rotors were dynamically scaled to represent a full scale helicopter rotor blade design. The remaining advanced and baseline blade sets were not dynamically scaled so as to isolate the effects of structural elasticity. The investigation was conducted in hover and at rotor advance ratios ranging from 0.15 to 0.4 at a range of nominal test medium densities from 0.00238 to 0.009 slugs/cu ft. This range of densities, coupled with varying rotor lift and propulsive force, allowed for the simulation of several vehicle gross weight and density altitude combinations. Performance data are presented for all blade sets without analysis; however, cross referencing of data with flight condition may be useful to the analyst for validating aeroelastic theories and design methodologies as well as for evaluating advanced design parameters.

Singleton, Jeffrey D.↗
NASA NTRS1978

Low-speed aerodynamic characteristics of a 16-percent-thick variable-geometry airfoil designed for general aviation applications

Tests were conducted in the Langley low-turbulence pressure tunnel to determine the aerodynamic characteristics of climb, cruise, and landing configurations. These tests were conducted over a Mach number range from 0.10 to 0.35, a chord Reynolds number range from 2.0 x 1 million to 20.0 x 1 million, and an angle-of-attack range from -8 deg to 20 deg. Results show that the maximum section lift coefficients increased in the Reynolds number range from 2.0 x 1 million to 9.0 x 1 million and reached values of approximately 2.1, 1.8, and 1.5 for the landing, climb, and cruise configurations, respectively. Stall characteristics, although of the trailing-edge type, were abrupt. The section lift-drag ratio of the climb configuration with fixed transition near the leading edge was about 78 at a lift coefficient of 0.9, a Mach number of 0.15, and a Reynolds number of 4.0 x 1 million. Design lift coefficients of 0.9 and 0.4 for the climb and cruise configurations were obtained at the same angle of attack, about 6 deg, as intended. Good agreement was obtained between experimental results and the predictions of a viscous, attached-flow theoretical method.

Barnwell, R. W.↗
NASA NTRS1987

Performance and aerodynamic braking of a horizontal-axis wind turbine from small-scale wind tunnel tests

Wind tunnel tests of three 20" diameter, zero twist, zero pitch wind turbine rotor models were conducted in a 7' x 10' wind tunnel to determine the performance of such rotors with NACA 23024 and NACA 64 sub 3-621 airfoil sections. Aerodynamic braking characteristics of a 38% span, 30% chord, vented aileron configuration were measured on the NACA 23024 rotor. Surface flow patterns were observed using fluorescent mini-tufts attached to the suction side of the rotor blades. Experimental results with and without ailerons are compared to predictions using airfoil section data and a momentum performance code. Results of the performance studies show that the 64 sub 3-621 rotor produces higher peak power than the 23024 rotor for a given rotor speed. Analytical studies, however, indicate that the 23024 should produce higher power. Transition strip experiments show that the 23024 rotor is much more sensitive to roughness than the 64 sub 3-621 rotor. These trends agree with analytical predictions. Results of the aileron test show that this aileron, when deflected, produces a braking torque at all tip speed ratios. In free wheeling coastdowns the rotor blade stopped, then rotated backward at a tip speed ratio of -0.6.

Cao, H. V.↗
NASA NTRS1939

The effects of partial-span slotted flaps on the aerodynamic characteristics of a rectangular and a tapered N.A.C.A. 23012 wing

An investigation was made in the N.A.C.A. 7- by 10-foot wind tunnel to determine the aerodynamic characteristics of tapered and rectangular wings with partial-span slotted flaps. Two N.A.C.A. 23012 airfoils equipped with center-section and tip-section flaps were tested. The results showed that the changes in lift and drag due to changes in flap span for both rectangular and tapered wings having partial-span slotted flaps were similar to those for corresponding wings having partial-span split or plain flaps. For the two wings tested, higher values of maximum lift were obtained with center-section slotted flaps than with tip-section slotted flaps of the same size. The highest values of lift-drag ratio at maximum lift for the rectangular wing were obtained with center-section flaps and, for the tapered wing, with tip-section flaps. Center-section flaps on the tapered wing gave higher values of drag at maximum lift than tip-section flaps; no great difference in drag at maximum lift was apparent for either center-section or tip-section slotted flaps on the rectangular wing.

House, Rufus O↗
NASA NTRS1986

Verification of performance results for a low-speed 15 percent elliptical circulation control airfoil

Low-speed wind tunnel tests performed by the Naval Ship Research and Development Center (NSRDC) on a circulation control airfoil model was repeated by the Joint Institute for Aerodynamics and Acoustics in an attempt to reproduce the performance results. The model used was a 15% ellipse with interchangeable trailing edges. Surface pressure measurements were taken to obtain lift and pitching moment coefficients as functions of jet blowing momentum, and the momentum deficit in the wake was measured and used to calculate the drag coefficient. The effects of spanwise slot height variation and of leading edge blowing on performance were also investigated. The performance results showed that of the three slot heights tested, a slot height/chord ratio of 0.0022 produced the most lift coefficient for a given blowing rate. Lift obtained in the current test ranged from 2 to 35% lower than the NSRDC test. However, the two data sets compared reasonably well considering wind tunnel and wall blowing scheme differences. The spanwise lift distribution showed less change in lift due to a variation in slot height than expected. The leading edge blowing results demonstrated that although lift initially decreased, a positive lift increment was possible at higher leading edge blowing rates.

Rodman, L. C.↗
NASA NTRS1988

Measurement of the steady surface pressure distribution on a single rotation large scale advanced prop-fan blade at Mach numbers from 0.03 to 0.78

The aerodynamic pressure distribution was determined on a rotating Prop-Fan blade at the S1-MA wind tunnel facility operated by the Office National D'Etudes et de Recherches Aerospatiale (ONERA) in Modane, France. The pressure distributions were measured at thirteen radial stations on a single rotation Large Scale Advanced Prop-Fan (LAP/SR7) blade, for a sequence of operating conditions including inflow Mach numbers ranging from 0.03 to 0.78. Pressure distributions for more than one power coefficient and/or advanced ratio setting were measured for most of the inflow Mach numbers investigated. Due to facility power limitations the Prop-Fan test installation was a two bladed version of the eight design configuration. The power coefficient range investigated was therefore selected to cover typical power loading per blade conditions which occur within the Prop-Fan operating envelope. The experimental results provide an extensive source of information on the aerodynamic behavior of the swept Prop-Fan blade, including details which were elusive to current computational models and do not appear in the two-dimensional airfoil data.

Bushnell, Peter↗
NASA NTRSDate not supplied

Fluidic Fence Flow Control on A 30° Swept Wing in Compressible Freestreams

A 30° swept wing with a NACA 64(3)-618 airfoil cross-section was evaluated in four different freestream conditions with Mach numbers increasing from 0.05 to 0.7 using computational fluid dynamics simulations. Active flow control (AFC) through a streamwise row of vortex generating jets was applied at 70% span, blowing inboard to obstruct the development of spanwise flow and increase lift outboard of the control location. The effectiveness of the AFC was evaluated at α = 5° and 10° as freestream Mach number increased and the AFC mass flow coefficient was held constant. Increases to lift coefficient were reduced at higher Mach numbers, but the ratio of change in lift coefficient and the AFC momentum coefficient remained roughly constant. The fluidic fence caused decreased pressure coefficients on the outboard wing sections, but this region of decreased pressure coefficient moved aft on the chord with increasing Mach number. Mach 0.7 is higher than the critical Mach number of the wing and produced interesting interplay with the AFC, as the suction surface shock moved forward on the inboard wing section but moved aft on the outboard wing section.

Evan J McFadden↗
NASA NTRSDate not supplied

Fluidic Fence Flow Control on A 30° Swept Wing in Compressible Freestreams

A 30° swept wing with a NACA 64(3)-618 airfoil cross-section was evaluated in four different freestream conditions with Mach numbers increasing from 0.05 to 0.7 using computational fluid dynamics simulations. Active flow control (AFC) through a streamwise row of vortex generating jets was applied at 70% span, blowing inboard to obstruct the development of spanwise flow and increase lift outboard of the control location. The effectiveness of the AFC was evaluated at α = 5° and 10° as freestream Mach number increased and the AFC mass flow coefficient was held constant. Increases to lift coefficient were reduced at higher Mach numbers, but the ratio of change in lift coefficient and the AFC momentum coefficient remained roughly constant. The fluidic fence caused decreased pressure coefficients on the outboard wing sections, but this region of decreased pressure coefficient moved aft on the chord with increasing Mach number. Mach 0.7 is higher than the critical Mach number of the wing and produced interesting interplay with the AFC, as the suction surface shock moved forward on the inboard wing section but moved aft on the outboard wing section.

Evan J McFadden↗
NASA NTRS1980

Performance deterioration of commercial high-bypass ratio turbofan engines

NASA programs for improving aircraft engine fuel efficiency include the Engine Component Improvement Project of which the Engine Diagnostics section is to identify performance deterioration factors for the JT9D and CF6 high-bypass ratio turbofan engines and to develop technology for fuel consumption reduction. The program tests and inspects engines, examines deteriorated elements, formulates deterioration trends and models, identifies specific causative events or modules and determines mechanisms. Results show that short-term performance deterioration is less than 1% of cruise specific fuel consumption and is caused by flight loads or thermal damage due to rubbing of turbine blade tips against shrouds. Long-term deterioration is 2.5-3% of cruise specific fuel consumption after 2500-3000 flights and mechanisms are thermal damage to blade tips with rubbing and damaged airfoils and parts.

Mehalic, C. 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↗
NASA NTRS1984

Progress in wind tunnel wall interference assessment/correction procedures at the NAE

Wall corrections as a function of wall porosity in the transonic wall interference problem was assessed. Effective porosities primarily for the two dimensional case were established as follows: (1) comparison of experimental data for two geometrically similar models of different chord/height ratio, an overall value of wall porosity could be deduced; (2) theoretical development which allows for unequal porosity for the floor and ceiling and wall boundary pressure measurements, porosities for floor and ceiling could be deduced; (3) a scheme was developed which allowed unequal porosity of floor and ceiling and streamwise varying porosity. The boundary layer development along the perforated floor and ceiling under the influence of the model pressure field, variations in boundary layer thickness underlining the difficulties in deducing meaningful values of wall porosity were determined. Wall boundary pressure measurement, in combination with singularity modelling of the airfoil, was sufficient to yield required information on the wall interference flow without having to establish some value for wall porosity. The singularity modelling of the airfoil initially covered only lift and volume but was extended to include drag and pitching moment, and second order volume term. It is shown by asymptotic transonic small disturbance analysis, that the derived corrections to angle of attack and free stream Mach number are correct to the first order.

Ohman, L. H.↗