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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 361 records · Page 20
All sourcesNASA NTRSDOE OSTI
NASA NTRS1956

Effect of Wing Height and Dihedral on the Lateral Stability Characteristics at Low Lift of a 45 Deg Swept-Wing Airplane Configuration as Obtained from Time-Vector Analyses of Rocket-Propelled-Model Flights at Mach Numbers from 0.7 to 1.3

Lateral-stability flight tests were made over the Mach number range from 0.7 to 1.3 of models of three airplane configurations having 45deg sweptback wings. One model had a high wing; one, a low wing; and one, a high wing with cathedral. The models were otherwise identical. The lateral oscillations of the models resulting from intermittent yawing disturbances were interpreted in terms of full-scale airplane flying qualities and were further analyzed by the time-vector method to obtain values of the lateral stability derivatives. The effects of changes i n wing height on the static sideslip derivatives were fairly constant in the speed range investigated and agreed well with estimated values based on subsonic wind-tunnel tests. Effects of geometric dihedral on the rolling moment due to sideslip agreed well with theoretical and other experimental results and with a theoretical relation involving the damping in roll. The damping in roll, when compared with theoretical and other experimental results, shared good agreement at supersonic speeds but was somewhat higher at a Mach number of 1.0 and at subsonic speeds. The damping in yaw shared no large changes in the transonic region.

Gillis, Clarence L.↗
NASA NTRSDate not supplied

Additional Comparison of Ice Shapes on Full-Chord and Truncated Swept Wing Models from January 2022

A research program was conducted to evaluate the effectiveness of icing tunnel hybrid model design. A hybrid design is where the full-scale leading edge of a wing section is maintained only to a certain percentage of the local chord, while the aft section of the model is redesigned into a shortened or truncated planform. An initial study was conducted in 2020 where the ice shape geometries on a full-chord length version of the swept CRM65 wing model were compared to those from the hybrid version of CRM65 that were obtained in the NASA Icing Research Tunnel in 2015. The results were reported in a 2021 paper. For most test conditions, the overall size and shape of the ice shapes compared well. However, the ice shapes from the full-chord model were generally slightly smaller than those from the hybrid model. A follow-on test was conducted in 2022 and obtained ice shapes on both full-chord and hybrid wing models during the same test campaign to eliminate the differences in the tunnel spray nozzle configuration and calibration as a cause for the differences observed during the previous investigation. The ice shapes obtained on the full-chord model compared much better to those obtained on the hybrid model during the 2022 test, with nearly identical cross sections and ice mass values generally within 5%.

Icing↗
NASA NTRSDate not supplied

Additional Comparison of Ice Shapes on Full-Chord and Truncated Swept Wing Models from January 2022

A research program was conducted to evaluate the effectiveness of icing tunnel hybrid model design. A hybrid design is where the full-scale leading edge of a wing section is maintained only to a certain percentage of the local chord, while the aft section of the model is redesigned into a shortened or truncated planform. An initial study was conducted in 2020 where the ice shape geometries on a full-chord length version of the swept CRM65 wing model were compared to those from the hybrid version of CRM65 that were obtained in NASA Icing Research Tunnel in 2015. The results were reported in a 2021 paper. For most test conditions, the overall size and shape of the ice shapes compared well. However, the ice shapes from the full-chord model were generally slightly smaller than those from the hybrid model. A follow-on test was conducted in 2022 and obtained ice shapes on both full-chord and hybrid wing models during the same test campaign to eliminate the differences in the tunnel configuration as a cause for the differences observed during the previous investigation. The ice shapes obtained on the full-chord model compared much better to those obtained on the hybrid model during the 2022 test, with nearly identical cross sections and ice mass values generally within 5%.

Icing↗
NASA NTRS1980

Analytical investigation of aerodynamic characteristics of highly swept wings with separated flow

Many modern aircraft designed for supersonic speeds employ highly swept-back and low-aspect-ratio wings with sharp or thin edges. Flow separation occurs near the leading and tip edges of such wings at moderate to high angles of attack. Attempts have been made over the years to develop analytical methods for predicting the aerodynamic characteristics of such aircraft. Before any method can really be useful, it must be tested against a standard set of data to determine its capabilities and limitations. The present work undertakes such an investigation. Three methods are considered: the free-vortex-sheet method (Weber et al., 1975), the vortex-lattice method with suction analogy (Lamar and Gloss, 1975), and the quasi-vortex lattice method of Mehrotra (1977). Both flat and cambered wings of different configurations, for which experimental data are available, are studied and comparisons made.

Reddy, C. S.↗
NASA NTRS1975

The simulation of turbulent boundary layer separation on multi-element infinite swept wings

An improved method of simulating the effect of flow separation on potential flow over two-dimensional and infinite swept multi-element wings was developed. Two types of flow separation are considered: at the wing trailing edge, and at the cove region between the main wing and the flap. Potential flow is assumed outside the boundary layer and the separated wake. A previously obtained computer program (VIP) is modified by matching the outflow distribution for the potential flow such that the potential flow part of the real flow is duplicated and the results agree with the experimental observations. Results are given for the NACA 2412 airfoil. Iterative drag calculations are presented.

Dvorak, F. A.↗
NASA NTRS2018

Influence of a Backward-Facing Step on Swept-Wing Boundary-Layer Transition

Experimental measurements were performed on a swept flat-plate model with an airfoil leading edge and imposed chordwise pressure gradient to determine the effects of a backward-facing step on transition in a low-speed stationary crossflow-dominated boundary layer. Detailed hot-wire measurements were performed for three step heights ranging from 36 to 49% of the boundary-layer thickness at the step and corresponding to subcritical, nearly critical, and critical cases. In general, the step had a small localized effect on the growth of the stationary crossflow vortex, whereas the unsteady disturbance amplitudes increased with increasing step height. Intermittent spikes in instantaneous velocity began to appear for the two larger step heights. A physical explanation was provided for the mechanism leading to transition and the sudden movement in the transition front due to the critical steps. The large localized velocity spikes, which ultimately led to an intermittent breakdown of the boundary layer, were the result of nonlinear interactions of the different types of unsteady instabilities with each other and with the stationary crossflow vortices. Thus, the unsteady disturbances played the most important role in transition, but the stationary crossflow vortices also had a significant role via the modulation and the increased amplitude of the unsteady disturbances.

Eppink, Jenna L.↗
NASA NTRS1959

Lift and Drag of a Swept-Wing Fighter Airplane at Transonic and Supersonic Speeds

A flight investigation was made of the lift and drag of a sweptwing fighter airplane in the basic configuration and in a slats-locked-closed configuration over a Mach number range from about 0.63 to about 1.44. At a nominal lift coefficient of 0.1 negligible drag-coefficient difference existed between the two configurations over a comparable Mach number and altitude range. For the basic configuration at zero lift the supersonic drag level was about three times as great as the subsonic drag level, which was about 0.01, whereas the drag-due-to-lift factor increased about 137 percent over the test Mach number range. At comparable Mach numbers the high-altitude data produced a larger lift-curve slope and showed a more pronounced variation of lift-curve slope in the transonic region than did the low-altitude data. For the high-altitude data the lift-curve slope at a Mach number of 1.44 was approximately 62 percent of the value at a Mach number of 0.9.

SWEPT WING↗
NASA NTRS1981

Amplified crossflow disturbances in the laminar boundary layer on swept wings with suction

Solution charts of the Orr-Sommerfeld equation for stationary crossflow disturbances are presented for 10 typical velocity profiles on a swept laminar flow control wing. The critical crossflow Reynolds number is shown to be a function of a boundary layer shape factor. Amplification rates for crossflow disturbances are shown to be proportional to the maximum crossflow velocity. A computer stability program called MARIA, employing the amplification rate data for the 10 crossflow velocity profiles, is constructed. This code is shown to adequately approximate more involved computer stability codes using less than two percent as much computer time while retaining the essential physical disturbance growth model.

Dagenhart, J. R.↗
NASA NTRS1990

On the stability of swept wing laminar boundary layers including curvature effects

A linear stability analysis that encompasses curvature effects has been conducted in wind tunnel experiments on a swept NACA 64(2)-A015 wing, and published transition-onset results have been correlated with computed N-factor values. A strong stabilizing influence is noted upon the growth of the crossflow disturbance, when the flow is accelerated in regions of high body curvature. The maximum amplified crossflow disturbances were in all cases travelling waves; when TS waves reached their maximum, the N-factors at transition lay in the 9.9-13.8 range. Stabilization due to curvature effects was less pronounced in cases where acceleration occurred over a large portion of chord.

Viken, J.↗
NASA NTRS2018

Direct Numerical Simulation of Receptivity to Roughness in a Swept-Wing Boundary Layer at High Reynolds Numbers

Direct numerical simulations (DNS) are performed to examine the receptivity to roughness in a spatially developing three-dimensional boundary layer over an in finite-swept natural-laminar-flow wing at a free stream Mach number of 0:75 and a chord Reynolds number of approximately 25 million based on the long, swept chord. Stationary cross ow disturbances are excited by applying either critically spaced discrete cylinders of micron size or naturally occurring distributed roughness in the leading-edge region. The DNS data show that the spanwise spectral content of the excited cross ow disturbances is highly dependent upon the shape of roughness elements, and the initial growth of the cross ow structures is a nonlinear function of the element height. The linear growth rate of the excited cross ow disturbances predicted by DNS shows good agreement with linear parabolized stability equations. The receptivity study lays the foundation for investigating the stabilization of the naturally most unstable steady cross ow mode by using spanwise periodic DREs.

Nicholson, Gary↗