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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 379 records · Page 21
All sourcesNASA NTRSDOE OSTI
NASA NTRS1961

Aerodynamic Force Characteristics of a Series of Lifting Cone and Cone-Cylinder Configurations at a Mach Number of 6.83 and Angles of Attack up to 130 Deg

Force tests of a series of right circular cones having semivertex angles ranging from 5 deg to 45 deg and a series of right circular cone-cylinder configurations having semivertex angles ranging from 5 deg to 20 deg and an afterbody fineness ratio of 6 have been made in the Langley 11-inch hypersonic tunnel at a Mach number of 6.83, a Reynolds number of 0.24 x 10.6 per inch, and angles of attack up to 130 deg. An analysis of the results made use of the Newtonian and modified Newtonian theories and the exact theory. A comparison of the experimental data of both cone and cone-cylinder configurations with theoretical calculations shows that the Newtonian concept gives excellent predictions of trends of the force characteristics and the locations with respect to angle of attack of the points of maximum lift, maximum drag, and maximum lift-drag ratio. Both the Newtonian a.nd exact theories give excellent predictions of the sign and value of the initial lift-curve slope. The maximum lift coefficient for conical bodies is nearly constant at a value of 0.5 based on planform area for semivertex angles up to 30 deg. The maximum lift-drag ratio for conical bodies can be expected to be not greater than about 3.5, and this value might be expected only for slender cones having semivertex angles of less than 5 deg. The increments of angle of attack and lift coefficient between the maximum lift-drag ratio and the maximum lift coefficient for conical bodies decrease rapidly with increasing semivertex angles as predicted by the modified Newtonian theory.

Penland, Jim A.↗
NASA NTRS1973

Research on the sonic boom problem. Part 2: Flow field measurement in wind tunnel and calculation of second order F-function

An experimental investigation has been carried out in a wind tunnel to test some of the results of Landahl's second order theory. The slender models consisted of a parabolic spindle, tested at M = 3, and a wing body configuration, suggested by Ferri, and tested at M = 2.7. The theory indicates that shock position and strength at an arbitrary distance can be calculated by means of near field measurements. The results show that this method is an appropriate one for simple bodies and for bodies with complicated geometries as well.

Landahl, M.↗
NASA NTRS1975

NASA Office of Aeronautical and Space Technology Summer Workshop. Volume 6: Structures and dynamics panel

Structural requirements for future space missions were defined in relation to technology needs and payloads. Specific areas examined include: large area space structures (antennas, solar array structures, and platforms); a long, slender structure or boom used to support large objects from the shuttle or hold two bodies apart in space; and advanced composite structures for cost effective weight reductions. Other topics discussed include: minimum gage concepts, high temperature components, load and response determination and control, and reliability and life prediction.

Source record↗
NASA NTRS1952

Flow Separation from Rods Ahead of Blunt Noses at Mach Number 2.72

An experimental investigation in the Langley Gas Dynamics Laboratory has been made of the flow separation from slender rods mounted to extend forward along the axes of symmetry of blunt-nosed bodies. The mechanism of the separation and its governing criteria are discussed. Drag data at a Mach number of 2.72 for various rod lengths and nose radii at an angle of attack of zero degrees are presented. It was found that the drag coefficients of blunt noses could be appreciably reduced by the use of protruding rods. Criteria for rod length which gives lowest drag are given. (author)

Jones, Jim J↗
NASA NTRS1972

A parametric study of planform and aeroelastic effects on aerodynamic center, alpha- and q- stability derivatures. Appendix B: Method for computing the strucutral influence coefficient matrix of nonplanar wing body tail configurations

The method used in computing the structural influence coefficient matrix of the computer program of Reference 1 (appendix A of the Summary Report) is reported. This matrix is computed for complete wing-body-tail configurations by assuming that all major airplane components can be structurally represented by a slender beam called the elastic axis. A structural influence coefficient is defined as the rotation about the Y-stability axis at panel j induced by a unit load on panel k. A description of how a structural breakdown is performed in detail is included.

Roskam, J.↗
NASA NTRS2001

SHARP-B2: Flight Test Objectives, Project Implementation and Initial Results

On September 28, 2000 the SHARP-B2 flight experiment was launched from Vandenberg Air Force Base, California. SHARP-B2 is the 2nd Ballistic flight test in the SHARP (Slender Hypervelocity Aerothermodynamic Research Probes) program which develops and tests new thermal protection materials and sharp body concepts. The flight tested Ultra-High Temperature Ceramics (UHTCs), which may radically change the design and performance of future aerospace vehicles. The new designs may overturn an age-old tenet of aerodynamics: that blunt-body aerospace vehicles, but not those with sharp leading edges, can survive the searing temperatures created as the vehicles tear through the atmosphere. Sharp leading edges offer numerous advantages over the blunt-body design currently in use. They could allow a space shuttle or crew return vehicle to maneuver in space more like an airplane and potentially allow astronauts to return to Earth from anywhere on orbit. They may allow improved astronaut safety by decreasing the risk of aborting into the ocean. They may reduce the electromagnetic interference that causes the communications blackouts that plague reentering blunt-body space vehicles. Reducing the amount of drag could lead to a reduction in propulsion requirements. Planetary probes could make use of sharp-body technology for aerobraking and to maximize their maneuvering capability. SHARP-B2 was a joint effort among NASA Ames, Sandia National Laboratories, the U.S. Air Force and the U.S. Army. It was funded by the Pathfinder Program at NASA's Marshall Space Flight Center. The SHARP-B2 payload was carried aboard a U.S. Air Force Minuteman III missile carrying a modified Mk 12A reentry vehicle (RV), which blasted off from Vandenberg Air Force Base near Lompoc, CA, at 3:01 a.m. PDT on Sept. 28. The RV was equipped with four 5. 1 inch-long strakes, or sharp leading edges. Each strake contained three UHTCs: ZrB2/SiC/C; ZrB2/SiC; and HfB2/SiC. Once it reached an altitude of about 400 nautical miles, the RV was released, returning through Earth's atmosphere at speeds exceeding Mach 22. One pair of strakes was designed to retract just before reaching temperatures high enough to cause the material to begin ablating. The other pair was designed to retract shortly after ablation began, at an expected temperature of nearly 5,100 degrees Fahrenheit. Sensors in the strakes measured how closely performance matched pre-flight calculations, and data was successfully collected throughout the 23-minute flight. A parachute was deployed (but not fully inflated) and the RV splashed down in a lagoon at the Kwajalein missile range in the Pacific Ocean. Within 3 hours radar track analysis showed ocean entry to be precisely at the latitude/longitude coordinates estimated during pre-flight simulation. An hour later a ship was deployed by the Army to recover the reentry vehicle, which was recovered in 165 feet of water, just 500 feet from its planned splash-down point. This is the first RV recovery in over a decade.

Salute, Joan↗
NASA NTRS1993

An aerodynamic model for one and two degree of freedom wing rock of slender delta wings

The unsteady aerodynamic effects due to the separated flow around slender delta wings in motion were analyzed. By combining the unsteady flow field solution with the rigid body Euler equations of motion, self-induced wing rock motion is simulated. The aerodynamic model successfully captures the qualitative characteristics of wing rock observed in experiments. For the one degree of freedom in roll case, the model is used to look into the mechanisms of wing rock and to investigate the effects of various parameters, like angle of attack, yaw angle, displacement of the separation point, and wing inertia. To investigate the roll and yaw coupling for the delta wing, an additional degree of freedom is added. However, no limit cycle was observed in the two degree of freedom case. Nonetheless, the model can be used to apply various control laws to actively control wing rock using, for example, the displacement of the leading edge vortex separation point by inboard span wise blowing.

Hong, John↗
NASA NTRS1984

Potential flow past axisymmetric bodies at angle of attack

The Karamcheti (1966) suggestion concerning the use of higher order singularity techniques has been developed for the calculation of incompressible flow past an axisymmetric body at angle of attack. Attention is given to the results of a convergence study using this axial singularity method, where solution accuracy has been investigated for ellipsoids of slenderness ratio in the 1-10 range for both axial and inclined flow. Effects of singularity type, element number and size distribution, and singularity line inset distance, are noted, and a paneling scheme is developed which yields accurate results for the class of axisymmetric bodies having continuous body slopes with discontinuous curvature jumps.

Kuhlman, J. M.↗
NASA NTRS1974

A rapid numerical solution to subsonic flow over planar and axisymmetric profiles at an angle of attack of 0 deg

A numerical solution is presented for the incompressible flow over thin planar and axisymmetric profiles at an angle of attack of 0 degrees. The method uses a finite-difference field solution to the governing equation with a Gauss-Seidel successive overrelaxation scheme. However, the use of a simple Cartesian grid system restricts this method to slender profiles. Results are presented for a cambered airfoil, airfoil in wall effect (two-dimensional flowthrough inlet), body of revolution, and flowthrough nacelle. A computer program is presented which can be used for any of the previously mentioned cases with simple input changes. Results for compressible flow are available with the use of the appropriate two-dimensional or axisymmetric compressibility corrections. Computational time for a typical field calculation of 3000 grid points and 200 cycles through the field is less than 1 minute with less than 50,000 octal storage on the Control Data Corporation 6600 computing system.

Mascitti, V. R.↗
NASA NTRS1961

Experimental Investigation of a Hypersonic Glider Configuration at a Mach Number of 6 and at Full-Scale Reynolds Numbers

The aerodynamic characteristics of a hypersonic glider configuration, consisting of a slender ogive cylinder with three highly swept wings, spaced 120 apart, with the wing chord equal to the body length, were investigated experimentally at a Mach number of 6 and at Reynolds numbers from 6 to 16 million. The objectives were to evaluate the theoretical procedures which had been used to estimate the performance of the glider, and also to evaluate the characteristics of the glider itself. A principal question concerned the viscous drag at full-scale Reynolds number, there being a large difference between the total drags for laminar and turbulent boundary layers. It was found that the procedures which had been applied for estimating minimum drag, drag due to lift, lift curve slope, and center of pressure were generally accurate within 10 percent. An important exception was the non-linear contribution to the lift coefficient which had been represented by a Newtonian term. Experimentally, the lift curve was nearly linear within the angle-of-attack range up to 10 deg. This error affected the estimated lift-drag ratio. The minimum drag measurements indicated that substantial amounts of turbulent boundary layer were present on all models tested, over a range of surface roughness from 5 microinches maximum to 200 microinches maximum. In fact, the minimum drag coefficients were nearly independent of the surface smoothness and fell between the estimated values for turbulent and laminar boundary layers, but closer to the turbulent value. At the highest test Reynolds numbers and at large angles of attack, there was some indication that the skin friction of the rough models was being increased by the surface roughness. At full-scale Reynolds number, the maximum lift-drag ratio with a leading edge of practical diameter (from the standpoint of leading-edge heating) was 4.0. The configuration was statically and dynamically stable in pitch and yaw, and the center of pressure was less than 2-percent length ahead of the centroid of plan-form area.

Seiff, Alvin↗
NASA NTRS1973

Unsteady transonic flow analysis for low aspect ratio, pointed wings.

Oswatitsch and Keune's parabolic method for steady transonic flow is applied and extended to thin slender wings oscillating in the sonic flow field. The parabolic constant for the wing was determined from the equivalent body of revolution. Laplace transform methods were used to derive the asymptotic equations for pressure coefficient, and the Adams-Sears iterative procedure was employed to solve the equations. A computer program was developed to find the pressure distributions, generalized force coefficients, and stability derivatives for delta, convex, and concave wing planforms.

Kimble, K. R.↗
NASA NTRS1993

Experimental and numerical analysis of the wing rock characteristics of a 'wing-body-tail' configuration

Free-to-roll wind tunnel tests were conducted and a computer simulation exercise was performed in an effort to investigate in detail the mechanism of wing rock on a configuration that consisted of a highly-slender forebody and a 78 deg swept delta wing. In the wind tunnel test, the roll angle and wing surface pressures were measured during the wing rock motion. A limit cycle oscillation was observed for angles of attack between 22 deg and 30 deg. In general, the wind tunnel test confirmed that the main flow phenomena responsible for the wing-body-tail wing rock are the interactions between the forebody and the wing vortices. The variation of roll acceleration (determined from the second derivative of the roll angle time history) with roll angle clearly showed the energy balance necessary to sustain the limit cycle oscillation. Pressure measurements on the wing revealed the hysteresis of the wing rock process. First, second and nth order models for the aerodynamic damping were developed and examined with a one degree of freedom computer simulation. Very good agreement with the observed behavior from the wind tunnel was obtained.

Suarez, Carlos J.↗
NASA NTRS1998

Sharp-B01: An Important Element of NASA's Launch Vehicle Development Program

Sharp body designs for future reusable launch vehicles offer a number of attractive features including allowing zero staging, enabling airbreathing and lofting ascents, and potentially providing global cross range re-entries with continuous communications. The Slender Hypersonic Aerothermodynamic Research Program (SHARP) was initiated by NASA Ames to demonstrate sharp, passive leading edge designs for hypersonic vehicles, incorporating new ultra-high temperature ceramics. This paper will discuss how SHARP will provide an important technology base for making sharp body hypersonic vehicle designs a reality, and how this activity fits into NASA's overall program for developing next generation reusable launch vehicles.

Rasky, Daniel J.↗
NASA NTRS1974

Transonic flow about lifting wing-body combinations

Calculations for transonic flow about wing-body combinations at angles of attack of the order of the body thickness-to-length ratio are presented. These calculations show that lift can alter the flow drastically at near-sonic speeds in this angle-of-attack range so that the area rule must be modified. This effect of lift is explained from simple physical considerations. The computational procedure is based on slender-wing theory and a two-variable method of relaxation solution. A small perturbation analysis is used to show that this simple procedure is adequate for these transonic wing-body flow fields.

Barnwell, R. W.↗
NASA NTRS1990

Calculations of the flow past bluff bodies, including tilt-rotor wing sections at alpha = 90 deg

An attempt was made to model in two dimensions the effects of rotor downwash on the wing of the tilt-rotor aircraft and to compute the drag force on airfoils at - 90 deg angle of attack, using a well-established Navier-Stokes code. However, neither laminar nor turbulent calculations agreed well with drag and base-pressure measurements at high Reynolds numbers. Therefore, further efforts were concentrated on bluff-body flows past various shapes at low Reynolds numbers, where a strong vortex shedding is observed. Good results were obtained for a circular cylinder, but the calculated drag of a slender ellipse at right angles to the freestream was significantly higher than experimental values reported in the literature for flat plates. Similar anomalous results were obtained on the tilt-rotor airfoils, although the qualitative effects of flap deflection agreed with the wind tunnel data. The ensemble of results suggest that there may be fundamental differences in the vortical wakes of circular cylinders and noncircular bluff bodies.

Raghavan, V.↗
NASA NTRS1992

Navier-Stokes dynamics and aeroelastic computations for vortical flows, buffet and aeroelastic applications

The accomplishments achieved during the period include conference and proceedings publications, journal papers, and abstracts which are either published, accepted for publication or under review. Conference presentations and NASA highlight publications are also included. Two of the conference proceedings publications are attached along with a Ph.D. dissertation abstract and table of contents. In the first publication, computational simulation of three-dimensional flows around a delta wing undergoing rock and roll-divergence motions is presented. In the second publication, the unsteady Euler equations and the Euler equations of rigid body motion, both written in the moving frame of reference, are sequetially solved to simulate the limit-cycle rock motion of slender delta wings. In the dissertation abstract, unsteady flows around rigid or flexible delta wings with and without oscillating leading-edge flaps are considered.

Kandil, Osama A.↗
NASA NTRS1958

Aerodynamic Performance and Static Stability and Control of Flat-Top Hypersonic Gliders at Mach Numbers from 0.6 to 18

A study is made of aerodynamic performance and static stability and control at hypersonic speeds. In a first part of the study, the effect of interference lift is investigated by tests of asymmetric models having conical fuselages and arrow plan-form wings. The fuselage of the asymmetric model is located entirely beneath the wing and has a semicircular cross section. The fuselage of the symmetric model was centrally located and has a circular cross section. Results are obtained for Mach numbers from 3 to 12 in part by application of the hypersonic similarity rule. These results show a maximum effect of interference on lift-drag ratio occurring at Mach number of 5, the Mach number at which the asymmetric model was designed to exploit favorable lift interference. At this Mach number, the asymmetric model is indicated to have a lift-drag ratio 11 percent higher than the symmetric model and 15 percent higher than the asymmetric model when inverted. These differences decrease to a few percent at a Mach number of 12. In the course of this part of the study, the accuracy to the hypersonic similarity rule applied to wing-body combinations is demonstrated with experimental results. These results indicate that the rule may prove useful for determining the aerodynamic characteristics of slender configurations at Mach numbers higher than those for which test equipment is really available. In a second part of the study, the aerodynamic performance and static stability and control characteristics of a hypersonic glider are investigated in somewhat greater detail. Results for Mach numbers from 3 to 18 for performance and 0.6 to 12 for stability and control are obtained by standard text techniques, by application of the hypersonic stability rule, and/or by use of helium as a test medium. Lift-drag ratios of about 5 for Mach numbers up to 18 are shown to be obtainable. The glider studied is shown to have acceptable longitudinal and directional stability characteristics through the range of Mach numbers studied. Some roll instability (negative effective dihedral) is found at Mach numbers near 12.

Syvertson, Clarence A↗
NASA NTRS1980

Leeward flow over delta wings at supersonic speeds

A survey was made of the parameters affecting the development of the leeward symmetric separated flow over slender delta wings immersed in a supersonic stream. The parameters included Mach number, Reynolds number, angle of attack, leading-edge sweep angle, and body cross-sectional shape, such that subsonic and supersonic leading-edge flows are encountered. It was seen that the boundaries between the various flow regimes existing about the leeward surface may conveniently be represented on a diagram with the components of angle of attack and Mach number normal to the leading edge as governing parameters.

Szodruch, J. G.↗