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Aircraft geometry requirements for unsteady aerodynamic computations are discussed and differences between requirements for steady and unsteady flow are emphasized within the framework of a general potential-flow aerodynamic formulation. Its implementation in a computer program called SOUSSA (Steady, Oscillatory, and Unsteady Subsonic and Supersonic Aerodynamic is detailed.
Differential-equation methods for solving the transfer equation in two-dimensional planar geometries are developed. One method, which uses a Hermitian integration formula on ray segments through grid points, proves to be extremely well suited to velocity-dependent problems. An efficient elimination scheme is developed for which the computing time scales linearly with the number of angles and frequencies; problems with large velocity amplitudes can thus be treated accurately. A very accurate and efficient method for performing a formal solution is also presented. A discussion is given of several examples of periodic media and free-standing slabs, both in static cases and with velocity fields. For the free-standing slabs, two-dimensional transport effects are significant near boundaries, but no important effects were found in any of the periodic cases studied.
The accuracy of direction measurements is substantially improved by Very Long Baseline Interferometry (VLBI). The technique is geometric in that it operates independently of the earth's gravity field, and dynamic in that observations of polar motion, nutation, length of day variations, and precession are also possible. Attention is given to a VLBI study of earth rotation within a framework of network geometry parameters.
Forced flow of a Fermi liquid is studied for a cell geometry consisting of two planes with a separation on the order of mean free path. An approximate transport equation is used to derive an integral equation for the velocity profile, which is solved numerically. Results for the total flux through the cell, which determines the dissipation, are given as a function of the Knudsen number N (ratio of cell thickness to mean free path). Effects of specular reflection at the boundaries are considered. It is found that the dissipation has a minimum at N approximately equal to 1/2, and behaves linearly for N greater than or equal to 3. Implications for present experimentation are discussed.
Wind-tunnel tests of an aeroelastically designed helicopter rotor model were carried out to determine the effects on dynamic response and aerodynamic performance of varying the design of the outboard 8 percent of the blade lengths. Four different blade tip geometries or shapes having different amounts of planform sweep, thickness and chordwise taper, and anhedral angle were studied. Each configuration was tested at several shaft angles of attack for advance ratios of 0.20, 0.30, 0.35, and 0.40. For each combination of shaft angle and advance ratio, rotor lift was varied over a wide range to include high lift conditions.
Emission levels and performance of twelve flameholder designs were investigated in a lean, premixed propane-air system at inlet conditions of 800K and 10 atm. The flameholder tested represents six design concepts with two values of blockage for each concept. The design concept consists of the following geometries: perforated plate, wire grid, single cone, multiple cone, vee gutter and swirl cone. Measurements were made at reference velocities of 35 m/s, 25 m/s and 20 m/s at combustor stations 10 cm and 30 cm downstream of the flameholder.
Three afterburner configurations were tested in a low-bypass-ratio turbofan engine to determine the effect of various fuel distributions, inlet conditions, flameholder geometry, and fuel injection location on combustion instability. Tests were conducted at simulated flight conditions of Mach 0.75 and 1.3 at altitudes from 11,580 to 14,020 m (38,000 to 46,000 ft). In these tests combustion instability with frequency from 28 to 90 Hz and peak-to-peak pressure amplitude up to 46.5 percent of the afterburner inlet total pressure level was encountered. Combustion instability was suppressed in these tests by varying the fuel distribution in the afterburner.
The effects on acoustic characteristics of nozzle type and location on a wing for STOL engine over-the-wing configurations are assessed at full scale on the basis of model-scale data. Three types of nozzle configurations are evaluated: a circular nozzle with external deflector mounted above the wing, a slot nozzle with external deflector mounted on the wing and a slot nozzle mounted on the wing. Nozzle exhaust plane locations with respect to the wing leading edge are varied from 10 to 46 percent chord (flaps retracted) with flap angles of 20 (takeoff altitude) and 60 (approach attitude). Perceived noise levels (PNL) are calculated as a function of flyover distance at 152 m altitude. From these plots, static EPNL values, defined as flyover relative noise levels, are calculated and plotted as a function of lift and thrust ratios. From such plots the acoustic benefits attributable to variations in nozzle/deflector/wing geometry at full scale are assessed for equal aerodynamic performance.
Under certain conditions, inlets with a sharp edge or geometric corner were shown to exhibit sufficiently strong separation effects to permit the working fluid to flow through the duct as if it were a free jet. Mass limiting flow data and associated pressure profiles for tubes of 53, 64, 73, and 105 length/diameter with a 90 deg sharp edge or orifice type inlet were taken and compared to Borda type inlet data to determine bounds of the free jet phenomena. For smooth tubes the limits appear to be one dimensional and dependent only on inlet stagnation conditions. Similar free jet effects were found for fluid hydrogen indicating that fluid jetting may common to all fluids flowing through 90 deg sharp edge inlet geometries.
Geometries and focal properties are given for two types of electron-lens system commonly needed in electron scattering. One is an electron gun that focuses electrons from a thermionic emitter onto a fixed point (target) over a wide range of final energies. The other is an electron analyzer system that focuses scattered electrons of variable energy onto a fixed position (e.g., the entrance plane of an analyzer) at fixed energy with a zero final beam angle. Analyzer-system focusing properties are given for superelastically, elastically, and inelastically scattered electrons. Computer calculations incorporating recent accurate tube-lens focal properties are used to compute lens voltages, locations and diameters of all pupils and windows, filling factors, and asymptotic rays throughout each lens system. Focus voltages as a function of electron energy and energy change are given, and limits of operation of each system discussed. Both lens systems have been in routine use for several years, and good agreement has been consistently found between calculated and operating lens voltages.
The effects on acoustic characteristics of nozzle type and location on a wing for STOL engine over-the-wing configurations are assessed at full scale on the basis of model-scale data. Three types of nozzle configurations are evaluated: a circular nozzle with external deflector mounted above the wing, a slot nozzle with external deflector mounted on the wing and a slot nozzle mounted on the wing. Nozzle exhaust plane locations with respect to the wing leading edge are varied from 10 to 46 percent chord (flaps retracted) with flap angles of 20 deg (take-off attitude) and 60 deg (approach attitude). Perceived noise levels (PNL) are calculated as a function of flyover distance at 152 m altitude. From these plots, static EPNL values, defined as flyover relative noise levels, are calculated and plotted as a function of lift and thrust ratios. From such plots the acoustic benefits attributable to variations in nozzle/deflector/wing geometry at full scale are assessed for equal aerodynamic performance.
The invariants of input-output systems under the action of the feedback group was examined. The approach used the theory of Lie groups and concepts of modern differential geometry, and illustrated how the latter provides a basis for the discussion of the analytic structure of systems. Finite dimensional linear systems in a single independent variable are considered. Lessons of more general situations (e.g., distributed parameter and multidimensional systems) which are increasingly encountered as technology advances are presented.
Low-speed, static wind-tunnel tests were conducted to explore the effects of fighter fuselage forebody geometry on lateral-directional characteristics at high angles of attack and to provide data for general design procedures. Effects of eight different forebody configurations and several add-on devices (e.g., nose strakes, boundary-layer trip wires, and nose booms) were investigated. Tests showed that forebody design features such as fineness ratio, cross-sectional shape, and add-on devices can have a significant influence on both lateral-directional and longitudinal aerodynamic stability. Several of the forebodies produced both lateral-directional symmetry and strong favorable changes in lateral-directional stability. However, the same results also indicated that such forebody designs can produce significant reductions in longitudinal stability near maximum lift and can significantly change the influence of other configuration variables. The addition of devices to highly tailored forebody designs also can significantly degrade the stability improvements provided by the clean forebody.
Nonlinear expressions are developed to relate the orientation of the deformed beam cross section, torsion, local components of bending curvature, angular velocity, and virtual rotation to deformation variables. The deformed beam kinematic quantities are proven to be equivalent to those derived from various rotation sequences by identifying appropriate changes of variable based on fundamental uniqueness properties of the deformed beam geometry. The torsion variable used is shown to be mathematically analogous to an axial deflection variable commonly used in the literature. Rigorous applicability of Hamilton's principle to systems described by a class of quasi-coordinates that includes these variables is formally established.
The effects of free-jet phenomena, jetting, in a 90-deg-sharp-edge inlet tube are analyzed. Mass-limiting flow data and associated pressure profiles for tubes of 53, 64, 73 and 105 L/D with a 90 deg-sharp-edge or orifice-type inlet are compared to Borda-type inlet data to determine bounds of the free-jet phenomena. For smooth tubes the limits appear to be one-dimensional and dependent only on inlet stagnation conditions. The upper L/D boundary is related by stagnation characteristics and the lower bound appears to be saturation conditions at the inlet. It is noted that similar free-jet effects were found for fluid hydrogen indicating that fluid jetting might be common to all fluids flowing through 90 deg-sharp-edge inlet geometries.
Techniques that permit the efficient application of spectral methods to solve problems in nearly arbitrary geometries are presented. These methods were found to be viable alternatives to finite difference and finite element processes. The spectral methods applied are extensions of the standard techniques of separation of variables to the solution of arbitrarily complicated problems.
Forced flow of a Fermi liquid is studied for a cell geometry consisting of two planes with a separation on the order of the mean free path. An approximate transport equation is used to derive an integral equation for the velocity profile, which is solved numerically. Results for the total flux through the cell, which determines the dissipation, are given as a function of the Knudsen number kappa (ratio of cell thickness to mean free path). Effects of specular reflection at the boundaries are considered. It is found that the dissipation has a minimum at kappa of 1/2, and behaves linearly for kappa not less than 3. Implications for present experimentation are discussed.
A semispan wing and nacelle of a typical general aviation twin-engine aircraft was tested to evaluate the cooling capability and drag of several nacelle shapes; the nacelle shapes included cooling air inlet and exit variations. The tests were conducted in the Ames Research Center's 40- by 80-Foot Wind Tunnel. It was found that the cooling air inlet geometry of opposed piston engine installations has a major effect on inlet pressure recovery, but only a minor effect on drag. Exit location showed a large effect on drag, especially for those locations on the sides of the nacelle where the suction characteristics were based on interaction with the wing surface pressures.