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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 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
NASA NTRS1938

The Aerodynamic Drag of Five Models of Side Floats N.A.C.A. Models 51-E, 51-F, 51-G, 51-H, 51-J

The drag of five models of side floats was measured in the N.A.C.A. 7- by 10-foot wind tunnel. The most promising method of reducing the drag of floats indicated by these tests is lowering the angle at which the floats are rigged. The addition of a step to a float does not always increase the drag in the flying range, floats with steps sometimes having lower drag than similar floats without steps. Making the bow chine no higher than necessary might result in a reduction in air drag because of the lower angle of pitch of the chines. Since side floats are used formally to obtain lateral stability when the seaplane is operating on the water at slow speeds or at rest, greater consideration can be given to factors affecting aerodynamic drag than is possible for other types of floats and hulls.

House, R O↗
NASA NTRS1979

Sunspots and the physics of magnetic flux tubes. I - The general nature of the sunspot. II - Aerodynamic drag

Analysis of the dynamical stability of a large flux tube suggests that the field of a sunspot must divide into many separate tubes within the first 1000 km below the surface. Buoyancy of the Wilson depression at the visible surface and probably also a downdraft beneath the sunspot hold the separate tubes in a loose cluster. Convective generation of Alfven waves, which are emitted preferentially downward, cools the tubes. Aerodynamic drag on a slender flux tube stretched vertically across a convective cell is also studied. Since the drag is approximately proportional to the local kinetic energy density, the density stratification weights the drag in favor of the upper layers. Horizontal motions concentrated in the bottom of the convective cell may reverse this density effect. A downdraft of about two km/sec through the flux tubes beneath the sunspot is hypothesized.

Parker, E. N.↗
NASA NTRS1972

The BMW analytic aerodynamic drag method for the Vinti satellite theory

In order to retain separability in the Vinti theory of earth satellite motion when a non conservative force such as air drag is considered, a set of variational equations for the orbital elements are introduced, and expressed as functions of the transverse, radial, and normal components of the nonconservative forces acting on the system. In particular, the atmospheric density profile is written as a fitted exponential function of the eccentric anomaly, which reproduces tabular values of static model atmospheric densities at all altitudes to within ninety-eight percent and simultaneously reduces the variational equations to indefinite integrals with closed form evaluations, whose limits are in terms of the eccentric anomaly. The values of the limits for any arbitrary time interval are obtained from the Vinti program. Results of the BMW (Bonavito, Mistretta, Watson) theory for the case of the intense air drag satellites San Marco-2 and Air Force Cannonball are given. These results indicate that the satellite ephemerides produced by the BMW theory in conjunction with the Vinti program are of very high accuracy. In addition, since the program is entirely analytic, several months of ephemerides can be obtained within a few seconds of computer time.

Watson, J. S.↗
NASA NTRS1974

Aerodynamic drag and fuel spreading measurements in a simulated scramjet combustion module

The drag of a simulated scramjet combustion module was measured at Mach 2, 2.5, and 3. The combustor was rectangular in cross section and incorporated six swept fuel injector struts. The effect of strut leading edge radius, position of maximum thickness, thickness ratio, sweep angle, and strut length on the drag was determined. Reduction in thickness ratio had the largest effect on drag reduction. Sweeping the struts upstream yielded the same drag as sweeping the struts downstream and potentially offers the advantages of increased mixing time for the fuel. Helium injection was used to simulate hydrogen fuel. The interstrut spacing required to achieve good distribution of fuel was was found to be about 10 jet diameters. The contribution of helium injection to drag reduction was small.

Povinelli, L. A.↗
NASA NTRS1981

Drop tower with no aerodynamic drag

Cooling air accelerated to match velocity of falling object eliminates drag. 3 meter drop tower with suction fan and specific geometry causes air to accelerate downward at 1 g. Although cooling of molten material released from top is slow because surrounding air moves with it, drop remains nearly spherical.

Kendall, J. M., Jr.↗
NASA NTRS1979

Reduction of aerodynamic drag and fuel consumption for tractor-trailer vehicles

Wind-tunnel tests were performed on a scale model of a cab-over-engine tractor-trailer vehicle and several modifications of the model. Results from two of the model configurations were compared with full-scale drag data obtained from similar configurations during coast-down tests. Reductions in fuel consumption derived from these tests are presented in terms of fuel quantity and dollar savings per vehicle year, based on an annual driving distance of 160,900 km (100,000 mi.). The projected savings varied from 13,001 (3435) to 25,848 (6829) liters (gallons) per year which translated to economic savings from $3435 to about $6829 per vehicle year for an operating speed of 88.5 km/h (55 mph) and wind speeds near the national average of 15.3 km/h (9.5 mph). The estimated cumulative fuel savings for the entire U.S. fleet of cab-over-engine tractor, van-type trailer combinations ranged from 4.18 million kl (26.3 million bbl) per year for a low-drag configuration to approximately twice that amount for a more advanced configuration.

Muirhead, V. U.↗
NASA NTRS1981

Aerodynamic drag reduction tests on a box-shaped vehicle

The intent of the present experiment is to define a near optimum value of drag coefficient for a high volume type of vehicle through the use of a boattail, on a vehicle already having rounded front corners and an underbody seal, or fairing. The results of these tests will constitute a baseline for later follow-on studies to evaluate candidate methods of obtaining afterbody drag coefficients approaching the boattail values, but without resorting to such impractical afterbody extensions. The current modifications to the box-shaped vehicle consisted of a full and truncated boattail in conjunction with the faired and sealed underbody. Drag results from these configurations are compared with corresponding wind tunnel results of a 1/10 scale model. Test velocities ranged up to 96.6 km/h (60 mph) and the corresponding Reynolds numbers ranged up to 1.3 x 10 to the 7th power based on the vehicles length which includes the boattail. A simple coast-down technique was used to define drag.

Peterson, R. L.↗
NASA NTRS1987

A comparative study of some mathematical models of the mean wind structure and aerodynamic drag of plant canopies

A semianalytical method for describing the mean wind profile and shear stress within plant canopies and for estimating the roughness length and the displacement height is presented. This method incorporates density and vertical structure of the canopy and includes simple parameterizations of the roughness sublayer and shelter factor. Some of the wind profiles examined are consistent with first-order closure techniques while others are consistent with second-order closure techniques. Some profiles show a shearless region near the base of the canopy; however, none displays a secondary maximum there. Comparing several different analytical expressions for the canopy wind profile against observations suggests that one particular type of profile (an Airy function which is associated with the triangular foliage surface area density distribution) is superior to the others. Because of the numerical simplicity of the methods outlined, it is suggested that they may be profitably used in large-scale models of plant-atmosphere exchanges.

Massman, William↗
NASA NTRS2007

Dividers for reduction of aerodynamic drag of vehicles with open cavities

A drag-reduction concept for vehicles with open cavities includes dividing a cavity into smaller adjacent cavities through installation of one or more vertical dividers. The dividers may extend the full depth of the cavity or only partial depth. In either application, the top of the dividers are typically flush with the top of the bed or cargo bay of the vehicle. The dividers may be of any material, but are strong enough for both wind loads and forces encountered during cargo loading/unloading. For partial depth dividers, a structural angle may be desired to increase strength.

Storms, Bruce L.↗
NASA NTRS2016

Re-Entry Point Targeting for LEO Spacecraft using Aerodynamic Drag

Most Low Earth Orbit (LEO) spacecraft do not have thrusters and re-enter atmosphere in random locations at uncertain times. Objects pose a risk to persons, property, or other satellites. Has become a larger concern with the recent increase in small satellites. Working on a NASA funded project to design a retractable drag device to expedite de-orbit and target a re-entry location through modulation of the drag area. Will be discussing the re-entry point targeting algorithm here.

algorithm↗
NASA NTRS1980

Grooves reduce aircraft drag

Aerodynamic drag can be reduced by many small longitudinal grooves machined in aircraft skin. Experiments show that grooves parallel to airflow reduce drag by 4 to 7 percent. Reduced drag translates into reduced engine power required to overcome drag and ultimately to lower fuel consumption.

Walsh, M. J.↗
NASA NTRS1973

Inflight thermodynamic properties

The inflight thermodynamic parameters (temperature, pressure, and density) of the atmosphere are presented. Mean and extreme values of the thermodynamic parameters given here can be used in application of many aerospace problems, such as: (1) research and planning and engineering design of remote earth sensing systems; (2) vehicle design and development; and (3) vehicle trajectory analysis, dealing with vehicle thrust, dynamic pressure, aerodynamic drag, aerodynamic heating, vibration, structural and guidance limitations, and reentry analysis. Atmospheric density plays a very important role in most of the above problems. A subsection on reentry is presented, giving atmospheric models to be used for reentry heating, trajectory, etc., analysis.

Brown, S. C.↗
NASA NTRS2018

Drag De-Orbit Device (D3): A Retractable Device for CubeSat Attitude and Orbit Control using Aerodynamic Forces

The increasing number of CubeSats being launched has raised concerns about orbital debris since most of these satellites have no means of active orbit control. Some technologies exist to increase the surface area of a CubeSat and expedite de-orbit due to aerodynamic drag in low Earth orbit, but most of these devices cannot be retracted and hence cannot be used for orbital maneuvering. This paper discusses the De-Orbit Drag Device (D3) module that is capable of de-orbiting a 12U, 15kg CubeSat from a 700 km circular orbit in under 25 years and can be deployed and retracted to modulate the aerodynamic drag force experienced by the satellite. This facilitates orbital maneuvering using aerodynamic drag and the active targeting of a de-orbit location. In addition, the geometry of this drag device provides 3-axis attitude stabilization of the host CubeSat using aerodynamic and gravity gradient torques which is useful for many missions and provides a predictable aerodynamic profile for use in orbital maneuvering algorithms.

algorithm↗