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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 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1972

Subsonic pressure distributions around a solid model of an inflatable decelerator attached to the base of an ogive-cylinder

A wind-tunnel investigation was conducted at free-stream Mach numbers from 0.20 to 1.00 and corresponding Reynolds numbers, based on maximum afterbody diameter, from 2.25 x one million to 6.90 x one million on a solid model of an attached inflatable decelerator (AID) connected to the base of an ogive-cylinder. Tests were conducted to obtain ram-air and surface pressure distributions about the AID. AID shapes derived for subsonic deployment are dependent on the pressure distributions used in their derivation, and the different shapes obtained are dependent on the Mach number for which the design is made. The resulting pressure distributions were used in a design program to obtain new shapes which were compared with the original pressure-distribution shape.

Sawyer, J. W.↗
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 NTRS1942

Pressure-Distribution Measurements of a Model of a Davis Wing Section with Fowler Flap Submitted by Consolidated Aircraft Corporation

Wing pressure distribution diagrams for several angles of attack and flap deflections of 0 degrees, 20 degrees, and 40 degrees are presented. The normal force coefficients agree with lift coefficients obtained in previous test of the same model, except for the maximum lifts with flap deflection. Pressure distribution measurements were made at Reynolds Number of about 6,000,000.

PRESSURE DISTRIBUTION - AIRFOILS - DAVIS↗
NASA NTRS1989

Verification of spatial and temporal pressure distributions in segmented solid rocket motors

A wide variety of analytical tools are in use today to predict the history and spatial distributions of pressure in the combustion chambers of solid rocket motors (SRMs). Experimental and analytical methods are presented here that allow the verification of many of these predictions. These methods are applied to the redesigned space shuttle booster (RSRM). Girth strain-gage data is compared to the predictions of various one-dimensional quasisteady analyses in order to verify the axial drop in motor static pressure during ignition transients as well as quasisteady motor operation. The results of previous modeling of radial flows in the bore, slots, and around grain overhangs are supported by approximate analytical and empirical techniques presented here. The predictions of circumferential flows induced by inhibitor asymmetries, nozzle vectoring, and propellant slump are compared to each other and to subscale cold air and water tunnel measurements to ascertain their validity.

Salita, Mark↗
NASA NTRS1928

Pressure Distribution Tests on PW-9 Wing Models Showing Effects of Biplane Interference

In this report tests are described in which the distribution of pressures over models of the wings of the PW-9 Airplane was investigated. The wing models were tested individually and in the biplane combination. The investigation was conducted in the atmospheric wind tunnel of the National Advisory Committee for Aeronautics. It is concluded in this paper that the effect of biplane interference on the pressures on the wings is practically confined to the lower surface of the upper wing and the upper surface of the lower wing; that the overhanging portion of the upper wing is not greatly affected by the presence of the lower wing; and that a slight washing at the center section of the upper wing satisfactorily compensates for a reduced chord at this section (providing the airfoil section is not mutilated) and prevents a large reduction in the normal force over this portion of the wing.

Fairbanks, A J↗
NASA NTRS1934

Determination of the theoretical pressure distribution for twenty airfoils

This report gives the theoretical distribution of pressure at lift coefficients of 0, 0.5, 1.0, and 1.5 for 20 airfoils, calculated on the basis of a rigorous potential theory of arbitrary airfoils. It also provides tables from which the characteristics of the airfoils for any angle of attack in 2-dimensional potential flow are readily calculable. The theoretical values of the angles of zero lift, the lift and moment coefficients, and the ideal angles of attack are listed and some comparisons with experiment are indicated. The results presented may be of value in predicting structural loads and also in a correlation of theoretical pressure gradients with profile resistance.

Garrick, I E↗
NASA NTRS1947

Altitude Cooling Investigation of the R-2800-21 Engine in the P-47G Airplane. IV - Engine Cooling-Air Pressure Distribution

A study of the data obtained in a flight investigation of an R-2800-21 engine in a P-47G airplane was made to determine the effect of the flight variables on the engine cooling-air pressure distribution. The investigation consisted of level flights at altitudes from 5000 to 35,000 feet for the normal range of engine and airplane operation. The data showed that the average engine front pressures ranged from 0.73 to 0.82 of the impact pressure (velocity head). The average engine rear pressures ranged from 0.50 to 0.55 of the impact pressure for closed cowl flaps and from 0.10 to 0.20 for full-open cowl flaps. In general, the highest front pressures were obtained at the bottom of the engine. The rear pressures for the rear-row cylinders were .lower and the pressure drops correspondingly higher than for the front-row cylinders. The rear-pressure distribution was materially affected by cowl-flap position in that the differences between the rear pressures of the front-row and rear-row cylinders markedly increased as the cowl flaps were opened. For full-open cowl flaps, the pressure drops across the rear-row cylinders were in the order of 0.2 of the impact pressure greater than across the front-row cylinders. Propeller speed and altitude had little effect on the -coolingair pressure distribution, Increase in angle of inclination of the thrust axis decreased the front ?pressures for the cylinders at the top of the engine and increased them for the cylinders at the bottom of the engine. As more auxiliary air was taken from the engine cowling, the front pressures and, to a lesser extent, the rear pressures for the cylinders at the bottom of the engine decreased. No correlation existed between the cooling-air pressure-drop distribution and the cylinder-temperature distribution.

Kaufman, Samuel J.↗
NASA NTRS1928

The Measurement of Pressure Through Tubes in Pressure Distribution Tests

The tests described in this report were made to determine the error caused by using small tubes to connect orifices on the surface of aircraft to central pressure capsules in making pressure distribution tests. Aluminum tubes of 3/16-inch inside diameter were used to determine this error. Lengths from 20 feet to 226 feet and pressures whose maxima varied from 2 inches to 140 inches of water were used. Single-pressure impulses for which the time of rise of pressure from zero to a maximum varied from 0.25 second to 3 seconds were investigated. The results show that the pressure recorded at the capsule on the far end of the tube lags behind the pressure at the orifice end and experiences also a change in magnitude. For the values used in these tests the time lag and pressure change vary principally with the time of rise of pressure from zero to a maximum and the tube length. Curves are constructed showing the time lag and pressure change. Empirical formulas are also given for computing the time lag. Analysis of pressure distribution tests made on airplanes in flight shows that the recorded pressures are slightly higher than the pressures at the orifice and that the time lag is negligible. The apparent increase in pressure is usually within the experimental error, but in the case of the modern pursuit type of airplane the pressure increase may be 5 per cent. For pressure-distribution tests on airships the analysis shows that the time lag and pressure change may be neglected.

Hemke, Paul E↗
NASA NTRS1994

Flight and full-scale wind-tunnel comparison of pressure distributions from an F-18 aircraft at high angles of attack

Pressure distributions were obtained at nearly identical fuselage stations and wing chord butt lines in flight on the F-18 HARV at NASA Dryden Flight Research Center and in the NASA Ames Research Center's 80 by 120 ft wind tunnel on a full-scale F/A-18 aircraft. The static pressures were measured at the identical five stations on the forebody, three stations on the left and right leading-edge extensions, and three spanwise stations on the wing. Comparisons of the flight and wind-tunnel pressure distributions were made at alpha = 30 deg, 45 deg, and 60 deg/59 deg. In general, very good agreement was found. Minor differences were noted at the forebody at alpha = 45 deg and 60 deg in the magnitude of the vortex footprints and a Mach number effect was noted at the leading-edge extension at alpha = 30 deg. The inboard leading edge flap data from the wind tunnel at alpha = 59 deg showed a suction peak that did not appear in the flight data. This was the result of a vortex from the corner of the leading edge flap whose path was altered by the lack of an engine simulation in the wind tunnel.

David F Fisher↗
NASA NTRS1948

Investigation of the Flying Mock-Up of Consolidated Vultee XP-92 Airplane in the Ames 40- by 80-Foot Wind Tunnel: Pressure Distributions

This report contains the results of the wind tunnel investigation of the pressure distribution on the flying mock-up of the Consolidated Vultee XP-92 airplane. Data are presented for the pressure distribution over the wing, vertical tail and the fuselage, and for the pressure loss and rate of flow through the ducted fuselage. Data are also presented for the calibration of two airspeed indicators, and for the calibration of angle-of-attack and sideslip-angle indicator vanes.

Graham, David↗
NASA NTRS1925

Pressure distribution on fuselage of airplane model

The method of determining the pressure distribution on the fuselage is described, with special attention to how it is affected by the presence of the wings.

FUSELAGES - PRESSURE DISTRIBUTION (WIND TUNNEL)↗
NASA NTRS1927

Pressure Distribution Over Airfoils at High Speeds

This report deals with the pressure distribution over airfoils at high speeds, and describes an extension of an investigation of the aerodynamic characteristics of certain airfoils which was presented in NACA Technical Report no. 207. The results presented in report no. 207 have been confirmed and extended to higher speeds through a more extensive and systematic series of tests. Observations were also made of the air flow near the surface of the airfoils, and the large changes in lift coefficients were shown to be associated with a sudden breaking away of the flow from the upper surface. The tests were made on models of 1-inch chord and comparison with the earlier measurements on models of 3-inch chord shows that the sudden change in the lift coefficient is due to compressibility and not to a change in the Reynolds number. The Reynolds number still has a large effect, however, on the drag coefficient. The pressure distribution observations furnish the propeller designer with data on the load distribution at high speeds, and also give a better picture of the air-flow changes.

Briggs, L J↗
NASA NTRS1980

Comparison of predicted and experimental real-gas pressure distributions on space shuttle orbiter nose for shuttle entry air data system

An experimental investigation of inviscid real-gas effects on the pressure distribution along the Space Shuttle Orbiter nose center line up to an angle of attack of 32 deg was performed in support of the Shuttle Entry Air Data System (SEADS). Free-stream velocities from 4.8 to 6.6 kn/s were generated at hypersonic conditions with helium, air, and CO2, resulting in normal-shock density ratios from 3.7 to 18.4. The experimental results for pressure distribution agreed closely with numerical results. Modified Newtonian theory deviates from both experiment and the numerical results as angle of attack increases or shock density ratio decreases. An evaluation of the use of modified Newtonian theory for predicting SEADS pressure distributions in actual flight conditions was made through comparison with numerical predictions.

Shinn, J. L.↗
NASA NTRS1993

In-flight pressure distributions and skin-friction measurements on a subsonic transport high-lift wing section

Flight experiments are being conducted as part of a multiphased subsonic transport high-lift research program for correlation with wind-tunnel and computational results. The NASA Langley Transport Systems Research Vehicle (B737-100 aircraft) is used to obtain in-flight flow characteristics at full-scale Reynolds numbers to contribute to the understanding of 3-D high-lift, multi-element flows including attachment-line transition and relaminarization, confluent boundary-layer development, and flow separation characteristics. Flight test results of pressure distributions and skin friction measurements were obtained for a full-chord wing section including the slat, main-wing, and triple-slotted, Fowler flap elements. Test conditions included a range of flap deflections, chord Reynolds numbers (10 to 21 million), and Mach numbers (0.16 to 0.40). Pressure distributions were obtained at 144 chordwise locations of a wing section (53-percent wing span) using thin pressure belts over the slat, main-wing, and flap elements. Flow characteristics observed in the chordwise pressure distributions included leading-edge regions of high subsonic flows, leading-edge attachment-line locations, slat and main-wing cove-flow separation and reattachment, and trailing-edge flap separation. In addition to the pressure distributions, limited skin-friction measurements were made using Preston-tube probes. Preston-tube measurements on the slat upper surface suggested relaminarization of the turbulent flow introduced by the pressure belt on the slat leading-edge surface when the slat attachment line was laminar. Computational analysis of the in-flight pressure measurements using two-dimensional, viscous multielement methods modified with simple-sweep theory showed reasonable agreement. However, overprediction of the pressures on the flap elements suggests a need for better detailed measurements and improved modeling of confluent boundary layers as well as inclusion of three-dimensional viscous effects in the analysis.

Yip, Long P.↗
NASA NTRS1959

Surface Pressure Distribution at Hypersonic Speeds for Blunt Delta Wings at Angle of Attack

Surface pressures were measured over a blunt 60 deg delta wing with extended trailing edge at a Mach number of 5.7, a free-stream Reynolds number of 20,000 per inch, and angles of attack from -10 to +10 deg. Aft of four leading-edge thicknesses the pressure distributions evidenced no appreciable three-dimensional effects and were predicted qualitatively by a method described herein for calculation of pressure distribution in two-dimensional flow. Results of tests performed elsewhere on blunt triangular wings were found to substantiate the near two-dimensionality of the flow and were used to extend the range of applicability of the method of surface pressure predictions to Mach numbers of 11.5 in air and 13.3 in helium.

Creager, Marcus O.↗
NASA NTRS1983

Pressure distribution data from tests of 2.29 M (7.5 feet) span EET high-lift transport aircraft model in the Ames 12-foot pressure tunnel

A high-lift transport aircraft model equipped with full-span leading-edge slat and part-span double-slotted trailing-edge flap was tested in the Ames 12-ft pressure tunnel to determine the low-speed performance characteristics of a representative high-aspect-ratio supercritical wing. These tests were performed in support of the Energy Efficient Transport (EET) program which is one element of the Aircraft Energy Efficiency (ACEE) project. Static longitudinal forces and moments and chordwise pressure distributions at three spanwise stations were measured for cruise, climb, two take-off flap, and two landing flap wing configurations. The tabulated and plotted pressure distribution data is presented without analysis or discussion.

Kjelgaard, S. O.↗
NASA NTRS1995

Wing pressure distributions from subsonic tests of a high-wing transport model

A wind tunnel investigation was conducted on a generic, high-wing transport model in the Langley 14- by 22-Foot Subsonic Tunnel. This report contains pressure data that document effects of various model configurations and free-stream conditions on wing pressure distributions. The untwisted wing incorporated a full-span, leading-edge Krueger flap and a part-span, double-slotted trailing-edge flap system. The trailing-edge flap was tested at four different deflection angles (20 deg, 30 deg, 40 deg, and 60 deg). Four wing configurations were tested: cruise, flaps only, Krueger flap only, and high lift (Krueger flap and flaps deployed). Tests were conducted at free-stream dynamic pressures of 20 psf to 60 psf with corresponding chord Reynolds numbers of 1.22 x 10(exp 6) to 2.11 x 10(exp 6) and Mach numbers of 0.12 to 0.20. The angles of attack presented range from 0 deg to 20 deg and were determined by wing configuration. The angle of sideslip ranged from minus 20 deg to 20 deg. In general, pressure distributions were relatively insensitive to free-stream speed with exceptions primarily at high angles of attack or high flap deflections. Increasing trailing-edge Krueger flap significantly reduced peak suction pressures and steep gradients on the wing at high angles of attack. Installation of the empennage had no effect on wing pressure distributions. Unpowered engine nacelles reduced suction pressures on the wing and the flaps.

Applin, Zachary T.↗