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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 343 records · Page 19
All sourcesNASA NTRSDOE OSTI
NASA NTRS1979

Theoretical evaluation of high-speed aerodynamics for arrow-wing configurations

The use of the theoretical methods to calculate the high-speed aerodynamic characteristics of arrow-wing supersonic cruise configurations was studied. Included are correlations of theoretical predictions with wind-tunnel data at Mach numbers from 0.8 to 2.7, examples of the use of theoretical methods to extrapolate the wind-tunnel data to full-scale flight condition, and presentation of a typical supersonic data package for an advanced supersonic transport application. A brief description of the methods and their application is given.

Dollyhigh, S. M.↗
NASA NTRS2001

Insights into Airframe Aerodynamics and Rotor-on-Wing Interactions from a 0.25-Scale Tiltrotor Wind Tunnel Model

A recent experimental investigation into tiltrotor aerodynamics and acoustics has resulted in the acquisition of a set of data related to tiltrotor airframe aerodynamics and rotor and wing interactional aerodynamics. This work was conducted in the National Full-scale Aerodynamics Complex's (NFAC) 40-by-80 Foot Wind Tunnel, at NASA Ames Research Center, on the Full-Span Tilt Rotor Aeroacoustic Model (TRAM). The full-span TRAM wind tunnel test stand is nominally based on a quarter-scale representation of the V-22 aircraft. The data acquired will enable the refinement of analytical tools for the prediction of tiltrotor aeromechanics and aeroacoustics.

Young, L. A.↗
NASA NTRS1976

The calculation of steady non-linear transonic flow over finite wings with linear theory aerodynamics

The feasibility of calculating steady mean flow solutions for nonlinear transonic flow over finite wings with a linear theory aerodynamic computer program is studied. The methodology is based on independent solutions for upper and lower surface pressures that are coupled through the external flow fields. Two approaches for coupling the solutions are investigated which include the diaphragm and the edge singularity method. The final method is a combination of both where a line source along the wing leading edge is used to account for blunt nose airfoil effects; and the upper and lower surface flow fields are coupled through a diaphragm in the plane of the wing. An iterative solution is used to arrive at the nonuniform flow solution for both nonlifting and lifting cases. Final results for a swept tapered wing in subcritical flow show that the method converges in three iterations and gives excellent agreement with experiment at alpha = 0 deg and 2 deg. Recommendations are made for development of a procedure for routine application.

Cunningham, A. M., Jr.↗
NASA NTRS1977

Thrust reverser design studies for an over-the-wing STOL transport

Aerodynamic and acoustics analytical studies were conducted to evaluate three thrust reverser designs for potential use on commercial over-the-wing STOL transports. The concepts were: (1) integral D nozzle/target reverser, (2) integral D nozzle/top arc cascade reverser, and (3) post exit target reverser integral with wing. Aerodynamic flowpaths and kinematic arrangements for each concept were established to provide a 50% thrust reversal capability. Analytical aircraft stopping distance/noise trade studies conducted concurrently with flow path design showed that these high efficiency reverser concepts are employed at substantially reduced power settings to meet noise goals of 100 PNdB on a 152.4 m sideline and still meet 609.6 m landing runway length requirements. From an overall installation standpoint, only the integral D nozzle/target reverser concept was found to penalize nacelle cruise performance; for this concept a larger nacelle diameter was required to match engine cycle effective area demand in reverse thrust.

Ammer, R. C.↗
NASA NTRS1977

Aerodynamic characteristics of wing-body configuration with two advanced general aviation airfoil sections and simple flap systems

Aerodynamic characteristics of a general aviation wing equipped with NACA 65 sub 2-415, NASA GA(W)-1, and NASA GA(PC)-1 airfoil sections were examined. The NASA GA(W)-1 wing was equipped with plain, split, and slotted partial- and full-span flaps and ailerons. The NASA GA(PC)-1 wing was equipped with plain, partial- and full-span flaps. Experimental chordwise static-pressure distribution and wake drag measurements were obtained for the NASA GA(PC)-1 wing at the 22.5-percent spanwise station. Comparisons were made between the three wing configurations to evaluate the wing performance, stall, and maximum lift capabilities. The results of this investigation indicated that the NASA GA(W)-1 wing had a higher maximum lift capability and almost equivalent drag values compared with both the NACA 65 sub 2-415 and NASA GA(PC)-1 wings. The NASA GA(W)-1 had a maximum lift coefficient of 1.32 with 0 deg flap deflection, and 1.78 with 41.6 deg deflection of the partial-span slotted flap. The effectiveness of the NASA GA(W)-1 plain and slotted ailerons with differential deflections were equivalent. The NASA GA(PC)-1 wing with full-span flaps deflected 0 deg for the design climb configuration showed improved lift and drag performance over the cruise flap setting of -10 deg.

Morgan, H. L., Jr.↗
NASA NTRS1976

Transonic lateral and longitudinal control characteristics of an F-8 airplane model equipped with an oblique wing

The aerodynamic stability and control characteristics of a 0.087-scale model of an F-8 airplane fitted with an oblique wing was studied. The wing had an elliptical planform (axis ratio = 8:1), a maximum thickness of 12 percent, and was tested at three sweep angles, 0, 45, and 60 deg. Six-component force and moment data were measured at zero sideslip for angles of attack between -6 and +16 deg, with the left and right ailerons deflected one at a time at angles between -14 deg and +14. Further tests were made with the horizontal tail deflected -5 and +2.5 deg. Test Mach numbers ranged from 0.6 to 1.4 at a Reynolds number of 20 million/m.

Smith, R. C.↗
NASA NTRS1989

Steady-state and transitional aerodynamic characteristics of a wing in simulated heavy rain

The steady-state and transient effects of simulated heavy rain on the subsonic aerodynamic characteristics of a wing model were determined in the Langley 14- by 22-Foot Subsonic Tunnel. The 1.29 foot chord wing was comprised of a NACA 23015 airfoil and had an aspect ratio of 6.10. Data were obtained while test variables of liquid water content, angle of attack, and trailing edge flap angle were parametrically varied at dynamic pressures of 10, 30, and 50 psf (i.e., Reynolds numbers of .76x10(6), 1.31x10(6), and 1.69x10(6)). The experimental results showed reductions in lift and increases in drag when in the simulated rain environment. Accompanying this was a reduction of the stall angle of attack by approximately 4 deg. The transient aerodynamic performance during transition from dry to wet steady-state conditions varied between a linear and a nonlinear transition.

Campbell, Bryan A.↗
NASA NTRS2018

Analysis of High-Speed Aerodynamics of a Swept Wing with Seamless Flaps

Computational fluid dynamics (CFD) analysis was conducted to evaluate the high-speed aerodynamics of a Gulfstream GIII airplane (Gulfstream Aerospace Corporation, Savannah, Georgia) swept wing modified with an experimental seamless, compliant flap called the Adaptive Compliant Trailing Edge (ACTE) flap for airworthiness. The high-speed aerodynamics of the modified ACTE wing were analyzed at Mach 0.85, 40,000 ft. A polyhedral finite-volume unstructured Reynolds-averaged Navier-Stokes CFD code was used with a two-equation turbulence model.

wing design↗
NASA NTRS1986

Analytical observations on the aerodynamics of a delta wing with leading edge flaps

The effect of a leading edge flap on the aerodynamics of a low aspect ratio delta wing is studied analytically. The separated flow field about the wing is represented by a simple vortex model composed of a conical straight vortex sheet and a concentrated vortex. The analysis is carried out in the cross flow plane by mapping the wing trace, by means of the Schwarz-Christoffel transformation into the real axis of the transformed plane. Particular attention is given to the influence of the angle of attack and flap deflection angle on lift and drag forces. Both lift and drag decrease with flap deflection, while the lift-to-drag ratioe increases. A simple coordinate transformation is used to obtain a closed form expression for the lift-to-drag ratio as a function of flap deflection. The main effect of leading edge flap deflection is a partial suppression of the separated flow on the leeside of the wing. Qualitative comparison with experiments is presented, showing agreement in the general trends.

Oh, S.↗
NASA NTRS1992

Aerodynamics of a finite wing with simulated ice

The effect of a simulated glaze ice accretion on the aerodynamic performance of a three-dimensional wing is studied experimentally. Results are reviewed from earlier two-dimensional tests which show the character of the large leading-edge separation bubbles caused by the simulated ice accretion. The 2-D bubbles are found to closely resemble well known airfoil laminar separation bubbles. For the 3-D experiments a semispan wing of effective aspect ratio five was mounted from the sidewall of the UIUC subsonic wind tunnel. The model uses a NACA 0012 airfoil section on a rectangular planform with interchangeable tip and root sections to allow for 0- and 30-degree sweep. A three-component sidewall balance was used to measure lift, drag and pitching moment on the clean and iced model. Fluorescent oil flow visualization has been performed on the iced model and reveals extensive spanwise and vortical flow in the separation bubble aft of the upper surface horn. Sidewall interaction and spanwise nonuniformity are also seen on the unswept model. Comparisons to the computed flow fields are shown. Results are also shown for roughness effects on the straight wing. Sand grain roughness on the ice shape is seen to have a different effect than isolated 3-D roughness elements.

Bragg, M. B.↗
NASA NTRS1976

Nozzle and wing geometry effects on OTW aerodynamic characteristics

The effects of nozzle geometry and wing size on the aerodynamic performance of several 5:1 aspect ratio slot nozzles are presented for over-the-wing (OTW) configurations. Nozzle geometry variables include roof angle, sidewall cutback, and nozzle chordwise location. Wing variables include chord size, and flap deflection. Several external deflectors also were included for comparison. The data indicate that good flow turning may not necessarily provide the best aerodynamic performance. The results suggest that a variable exhaust nozzle geometry offers the best solution for a viable OTW configuration.

Vonglahn, U.↗
NASA NTRS1991

Survey of research on unsteady aerodynamic loading of delta wings

For aeronautical applications, there has been recent interest in accurately determining the aerodynamic forces and moments experienced by low-aspect-ratio wings performing transient maneuvers which go to angles of attack as high as 90 deg. Focusing on the delta planform with sharp leading edges, the paper surveys experimental and theoretical investigations dealing with the associated unsteady flow phenomena. For maximum angles above a value between 30 and 40 deg, flow details and airloads are dominated by hysteresis in the 'bursting' instability of intense vortices which emanate from the leading edge. As examples of relevant test results, force and moment histories are presented for a model series with aspect ratios 1, 1.5 and 2. Influences of key parameters are discussed, notably those which measure unsteadiness. Comparisons are given with two theories: a paneling approximation that cannot capture bursting but clarifies other unsteady influences, and a simplified estimation scheme which uses measured bursting data.

Ashley, H.↗
NASA NTRS2016

Variable Camber Continuous Aerodynamic Control Surfaces and Methods for Active Wing Shaping Control

An aerodynamic control apparatus for an air vehicle improves various aerodynamic performance metrics by employing multiple spanwise flap segments that jointly form a continuous or a piecewise continuous trailing edge to minimize drag induced by lift or vortices. At least one of the multiple spanwise flap segments includes a variable camber flap subsystem having multiple chordwise flap segments that may be independently actuated. Some embodiments also employ a continuous leading edge slat system that includes multiple spanwise slat segments, each of which has one or more chordwise slat segment. A method and an apparatus for implementing active control of a wing shape are also described and include the determination of desired lift distribution to determine the improved aerodynamic deflection of the wings. Flap deflections are determined and control signals are generated to actively control the wing shape to approximate the desired deflection.

Nguyen, Nhan T.↗