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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
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NASA NTRS1991

Project ARES 2: High-altitude battery-powered aircraft

A high-altitude, battery-powered, propeller-driven aircraft was designed and is being built by undergraduate students at California State University, Northridge. The aircraft will fly at an altitude of 104,000 ft at Mach 0.2 (190 ft/sec) and will be instrumented to record flight performance data, including low Reynolds number propeller and airfoil information. This project will demonstrate the feasibility of electric-powered flight in a low-density, low-temperature Earth environment that models the atmosphere of Mars. Data collected will be used to design a Mars aircraft to investigate the surface of Mars prior to manned missions. The instrumented payload and the mission profile for the high-altitude Earth flight were determined. Detailed aerodynamic and structural analyses were performed. Control, tracking, and data recording subsystems were developed. Materials were obtained and fabrication begun. The aircraft has a 32-ft wing span, a wing area of 105 sq ft, is 17.5 ft long, has a 12-in payload bay, and weighs 42 lb. It is composed primarily of lightweight materials, including Mylar, and composite materials, including graphite/epoxy and aramid core honeycomb sandwich. Low-altitude flight testing to check guidance and control systems and to calibrate data-gathering instruments will take place this summer, followed shortly by the 104,000-ft flight.

Source record↗
NASA NTRS1998

Reynolds-Averaged Navier-Stokes Simulations of Two Partial-Span Flap Wing Experiments

Structured Reynolds Averaged Navier-Stokes simulations of two partial-span flap wing experiments were performed. The high-lift aerodynamic and aeroacoustic wind-tunnel experiments were conducted at both the NASA Ames 7-by 10-Foot Wind Tunnel and at the NASA Langley Quiet Flow Facility. The purpose of these tests was to accurately document the acoustic and aerodynamic characteristics associated with the principle airframe noise sources, including flap side-edge noise. Specific measurements were taken that can be used to validate analytic and computational models of the noise sources and associated aerodynamic for configurations and conditions approximating flight for transport aircraft. The numerical results are used to both calibrate a widely used CFD code, CFL3D, and to obtain details of flap side-edge flow features not discernible from experimental observations. Both experimental set-ups were numerically modeled by using multiple block structured grids. Various turbulence models, grid block-interface interaction methods and grid topologies were implemented. Numerical results of both simulations are in excellent agreement with experimental measurements and flow visualization observations. The flow field in the flap-edge region was adequately resolved to discern some crucial information about the flow physics and to substantiate the merger of the two vortical structures. As a result of these investigations, airframe noise modelers have proposed various simplified models which use the results obtained from the steady-state computations as input.

Takalluk, M. A.↗
NASA NTRS1988

Effects of symmetric and asymmetric modes on transonic aeroelastic characteristics of full-span wing-body configurations

To accurately study the transonic aeroelastic characteristics, it is important to model the full aircraft configuration, including asymmetry. Recently, an accurate method of computing unsteady transonic flows on full-span wing-body configurations was developed using the transonic potential flow theory. In this work, the method is further developed to account for the aeroelasticity of full-span wing-body configurations. This is accomplished by simultaneously integrating the unsteady aerodynamic forces and modal structural equations of the wing-body configurations. To validate the method, aeroelastic computations are made for a wing-body configuration with a rectangular wing. The aeroelastic responses of this configuration are correlated with the responses of a similar isolated wing. The comparisons are favorable. Aeroelastic computations associated with symmetric and asymmetric modes are also made to study the influence of modal asymmetry on responses. This new development is further illustrated by computing aeroelastic characteristics of a typical fighter aircraft. The results from this study will be useful in accurately computing the transonic flutter boundaries of aircraft, including those associated with asymmetric modes.

Guruswamy, Guru P.↗
NASA NTRS1975

Viscous/potential flow about multi-element two-dimensional and infinite-span swept wings: Theory and experiment

The viscous subsonic flow past two-dimensional and infinite-span swept multi-component airfoils is studied theoretically and experimentally. The computerized analysis is based on iteratively coupled boundary layer and potential flow analysis. The method, which is restricted to flows with only slight separation, gives surface pressure distribution, chordwise and spanwise boundary layer characteristics, lift, drag, and pitching moment for airfoil configurations with up to four elements. Merging confluent boundary layers are treated. Theoretical predictions are compared with an exact theoretical potential flow solution and with experimental measures made in the Ames 40- by 80-Foot Wind Tunnel for both two-dimensional and infinite-span swept wing configurations. Section lift characteristics are accurately predicted for zero and moderate sweep angles where flow separation effects are negligible.

Olson, L. E.↗
NASA NTRS1976

Viscous/potential flow about multi-element two-dimensional and infinite-span swept wings - Theory and experiment

The viscous subsonic flow past two-dimensional and infinite-span swept multi-component airfoils is studied theoretically and experimentally. The computerized analysis is based on iteratively coupled boundary-layer and potential-flow analysis. The method, which is restricted to flows with only slight separation, gives surface pressure distribution, chordwise and spanwise boundary-layer characteristics, lift, drag, and pitching moment for airfoil configurations with up to four elements. Merging confluent boundary layers are treated. Theoretical predictions are compared with an exact theoretical potential flow solution and with experimental measures made in the Ames 40- by 80-Foot Wind Tunnel for both two-dimensional and infinite-span swept wing configurations. Section lift characteristics are accurately predicted for zero and moderate sweep angles where flow separation effects are negligible.

Olson, L. E.↗
NASA NTRS2006

Aerodynamic Comparison of Hyper-Elliptic Cambered Span (HECS) Wings with Conventional Configurations

An experimental study was conducted to examine the aerodynamic and flow field characteristics of hyper-elliptic cambered span (HECS) wings and compare results with more conventional configurations used for induced drag reduction. Previous preliminary studies, indicating improved L/D characteristics when compared to an elliptical planform prompted this more detailed experimental investigation. Balance data were acquired on a series of swept and un-swept HECS wings, a baseline elliptic planform, two winglet designs and a raked tip configuration. Seven-hole probe wake surveys were also conducted downstream of a number of the configurations. Wind tunnel results indicated aerodynamic performance levels of all but one of the HECS wings exceeded that of the other configurations. The flow field data surveys indicate the HECS configurations displaced the tip vortex farther outboard of the wing than the Baseline configuration. Minimum drag was observed on the raked tip configuration and it was noted that the winglet wake lacked the cohesive vortex structure present in the wakes of the other configurations.

Lazos, Barry S.↗
NASA NTRS1980

Unified aerodynamic-acoustic theory for a thin rectangular wing encountering a gust

A linear aerodynamic-acoustic theory is developed for the prediction of the surface pressure distribution and three-dimensional acoustic far-field for a flat plate rectangular wing encountering a stationary short-wavelength oblique gust. It is suggested that for an infinite-span wing, leading- and trailing-edge responses to a short-wavelength gust are essentially independent. This idea is used to solve for the two-dimensional pressure field due to the passage of an infinite-span wing through an oblique gust. By allowing the field point to come down to the wing's surface, one finds an expression for the surface pressure distribution which agrees with that given in the two-dimensional aerodynamic theories of Amiet and Adamczyk. Spanwise Fourier superposition of two-dimensional solutions to the infinite-span wing problem is used to approximate the three-dimensional acoustic field due to the interaction of a stationary oblique gust with a flat-plate rectangular wing traveling at a subsonic speed.

Martinez, R.↗
NASA NTRS1979

Design maneuver loads for an airplane with an active control system

This paper discusses the results of utilizing a maneuver load control (MLC) system to provide relief from the loads induced by an increase in wing span on a long range version of the Lockheed L-1011 TriStar. The MLC system deflects the outboard aileron symmetrically, in response to accelerometer signals, to redistribute wing airloads during maneuvers. The process of establishing the MLC system requirements, which involves determining the effects on wing loads of the extended wing span and extended aileron, is discussed. Effects of the MLC system and the extended span on the wing loads for symmetric and asymmetric design maneuvers are reviewed. Flight test results are compared with analytical load predictions. Some potential impacts on design requirements due to finite in-flight availability of the MLC system are illustrated.

Ramsey, H. D.↗
NASA NTRS1978

Wind tunnel tests on a tail-less swept wing span-distributed cargo aircraft configuration

The configuration consisted of a 30 deg -swept, untapered, untwisted wing utilizing a low-moment cambered airfoil of 20 percent streamwise thickness designed for low wave drag at M = 0.6, C sub L = 0.4. The tests covered a range of Mach numbers 0.3 to 0.725 and chord Reynolds number 1,100,000 to 2,040,000, angles of attack up to model buffet and sideslip angles + or - 4 deg. Configuration build up, wing pod filleting, airfoil modification and trailing edge control deflection effects were briefly investigated. Three wing tip vertical tail designs were also tested. Wing body filleting and a simple airfoil modification both produced increments to maximum lift/drag ratio. Addition of pods eliminated pitch instability of the basic wing. While the magnitude of these benefits probably was Reynolds number sensitive, they underline the potential for improving the aerodynamics of the present configuration. The cruise parameter (product of Mach number and lift/drag ratio) attained a maximum close to the airfoil design point. The configuration was found to be positively stable with normal control effectiveness about all three axes in the Mach number and C sub L range of interest.

Rao, D. M.↗
NASA NTRS1979

Accelerated development and flight evaluation of active controls concepts for subsonic transport aircraft. Volume 1: Load alleviation/extended span development and flight tests

Active wing load alleviation to extend the wing span by 5.8 percent, giving a 3 percent reduction in cruise drag is covered. The active wing load alleviation used symmetric motions of the outboard ailerons for maneuver load control (MLC) and elastic mode suppression (EMS), and stabilizer motions for gust load alleviation (GLA). Slow maneuvers verified the MLC, and open and closed-loop flight frequency response tests verified the aircraft dynamic response to symmetric aileron and stabilizer drives as well as the active system performance. Flight tests in turbulence verified the effectiveness of the active controls in reducing gust-induced wing loads. It is concluded that active wing load alleviation/extended span is proven in the L-1011 and is ready for application to airline service; it is a very practical way to obtain the increased efficiency of a higher aspect ratio wing with minimum structural impact.

Johnston, J. F.↗
NASA NTRS1927

A warning concerning the take-off with heavy load

A successful take-off can be made with an airplane so heavily loaded that it cannot climb to a height greater than the span of its wings. The explanation is that the power required to maintain level flight at an altitude of the order of the wing span may be as much as 50 per cent greater than that necessary when the airplane is just clear of the ground. The failure of heavily loaded airplanes to continue climbing at the rate attained immediately after the actual take-off is a grave hazard and has resulted in great risk or catastrophe in three notable cases which are cited.

Reid, Elliott G↗
NASA NTRS2015

Aeroelastic Analysis of SUGAR Truss-Braced Wing Wind-Tunnel Model Using FUN3D and a Nonlinear Structural Model

Considerable attention has been given in recent years to the design of highly flexible aircraft. The results of numerous studies demonstrate the significant performance benefits of strut-braced wing (SBW) and trussbraced wing (TBW) configurations. Critical aspects of the TBW configuration are its larger aspect ratio, wing span and thinner wings. These aspects increase the importance of considering fluid/structure and control system coupling. This paper presents high-fidelity Navier-Stokes simulations of the dynamic response of the flexible Boeing Subsonic Ultra Green Aircraft Research (SUGAR) truss-braced wing wind-tunnel model. The latest version of the SUGAR TBW finite element model (FEM), v.20, is used in the present simulations. Limit cycle oscillations (LCOs) of the TBW wing/strut/nacelle are simulated at angle-of-attack (AoA) values of -1, 0 and +1 degree. The modal data derived from nonlinear static aeroelastic MSC.Nastran solutions are used at AoAs of -1 and +1 degrees. The LCO amplitude is observed to be dependent on AoA. LCO amplitudes at -1 degree are larger than those at +1 degree. The LCO amplitude at zero degrees is larger than either -1 or +1 degrees. These results correlate well with both wind-tunnel data and the behavior observed in previous studies using linear aerodynamics. The LCO onset at zero degrees AoA has also been computed using unloaded v.20 FEM modes. While the v.20 model increases the dynamic pressure at which LCO onset is observed, it is found that the LCO onset at and above Mach 0.82 is much different than that produced by an earlier version of the FEM, v. 19.

Bartels, Robert E.↗
NASA NTRS1976

Low-speed wind-tunnel investigation of various segments of flight spoilers as trailing-vortex-alleviation devices on a transport aircraft model

An investigation was made in the Langley V/STOL tunnel to determine, by the trailing wing sensor technique, the effectiveness of various segments of the existing flight spoilers on a transport aircraft model when they were deflected as trailing-vortex-alleviation devices. The four combinations of flight-spoiler segments investigated were effective in reducing the induced rolling moment on the trailing wing model by as much as 40 to 50 percent at distances behind the transport model of from about 7 to 27 transport wing spans, 27 spans being the downstream limit of distances used in this investigation. Results obtained at about 7 wing spans downstream for two of the spoiler configurations indicate that essentially all the reduction in induced rolling moment on the trailing wing model was realized at a spoiler deflection of about 30 deg.

Croom, D. R.↗
NASA NTRS1997

Aerodynamics of a Simple Three-Dimensional High-Lift System

Experimental results are presented for a three-element high-lift system with a half-span flap and both a full- and three-quarter span slat. The simplified wing spanned the wind-tunnel test section with no wing sweep or wing tip. Full- and part-span slat configurations were tested to investigate the three-dimensional effects of a finite-span slat in a landing configuration. With a part-span slat, flow visualization and surface pressures revealed two vortices at the flap tip and one at the slat tip. Compared to the full-span slat case, the part-span slat configuration stalled at a lower angle of attack and yielded reduced lift at all angles of attack. At a representative approach attitude (10 deg), wake surveys indicated comparable induced drag for the full- and part-span slat configurations while the profile drag was more than doubled with a part-span slat. The vorticity contribution of the slat-tip vortex was minimal, suggesting that the vortex dissipates through viscous interaction with the main-element boundary layer. The addition of a lower-surface fence at the slat tip yielded two co-rotating vortices and partially alleviated the profile drag increase of the part-span slat.

Storms, Bruce↗
NASA NTRS1924

Wind tunnel tests of correction formula for wings of large span

The theory (wing experiments in an artificial air stream are subject to error, due to the fact that the wing is not situated in an unlimited body of air) by means of which the given drag correction was obtained, was based on various assumptions (e.g., elliptical distribution of lift) which do not always hold true. For this reason it was desirable to test the equation for the additional drag in regard to its reliability and range of application.

WINGS - WIND TUNNEL TESTS↗
NASA NTRS1981

Aeroacoustic theory for noncompact wing-gust interaction

Three aeroacoustic models for noncompact wing-gust interaction were developed for subsonic flow. The first is that for a two dimensional (infinite span) wing passing through an oblique gust. The unsteady pressure field was obtained by the Wiener-Hopf technique; the airfoil loading and the associated acoustic field were calculated, respectively, by allowing the field point down on the airfoil surface, or by letting it go to infinity. The second model is a simple spanwise superposition of two dimensional solutions to account for three dimensional acoustic effects of wing rotation (for a helicopter blade, or some other rotating planform) and of finiteness of wing span. A three dimensional theory for a single gust was applied to calculate the acoustic signature in closed form due to blade vortex interaction in helicopters. The third model is that of a quarter infinite plate with side edge through a gust at high subsonic speed. An approximate solution for the three dimensional loading and the associated three dimensional acoustic field in closed form was obtained. The results reflected the acoustic effect of satisfying the correct loading condition at the side edge.

Martinez, R.↗
NASA NTRS2006

Dynamic Wind-Tunnel Testing of a Sub-Scale Iced Business Jet

The effect of ice accretion on a 1/12-scale complete aircraft model of a business jet was studied in a rotary-balance wind tunnel. Three types of ice accretions were considered: ice protection system failure shape, pre-activation roughness, and runback shapes that form downstream of the thermal ice protection system. The results were compared with those from a 1/12-scale semi-span wing of the same aircraft at similar Reynolds number. The data showed that the full aircraft and the semi-span wing models showed similar characteristics, especially post stall behavior under iced configuration. However, there were also some discrepancies, such as the magnitude in the reductions in the maximum lift coefficient. Most of the ice-induced effects were limited to longitudinal forces. Rotational and forced oscillation studies showed that the effects of ice on lateral forces were relatively minor.

Lee, Sam↗