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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 73 records · Page 4
All sourcesNASA NTRSDOE OSTI
NASA NTRS1988

Measurement of local convective heat transfer coefficients from a smooth and roughened NACA-0012 airfoil - Flight test data

Wind tunnels typically have higher free stream turbulence levels than are found in flight. Turbulence intensity was measured to be 0.5 percent in the NASA Lewis Icing Research Tunnel (IRT) with the cloud making sprays off and around 2 percent with cloud making equipment on. Turbulence intensity for flight conditions was found to be too low to make meaningful measurements for smooth air. This difference between free stream and wind tunnel conditions has raised questions as to the validity of results obtained in the IRT. One objective of these tests was to determine the effect of free stream turbulence on convective heat transfer for the NASA Lewis LEWICE ice growth prediction code. These tests provide in-flight heat transfer data for a NASA-0012 airfoil with a 533 cm chord. Future tests will measure heat transfer data from the same airfoil in the Lewis Icing Research Tunnel. Roughness was obtained by the attachment of small, 2 mm diameter hemispheres of uniform size to the airfoil in three different patterns. Heat transfer measurements were recorded in flight on the NASA Lewis Twin Otter Icing Research Aircraft. Measurements were taken for the smooth and roughened surfaces at various aircraft speeds and angles of attack up to four degrees. Results are presented as Frossling number versus position on the airfoil for various roughnesses and angles of attack.

Van Fossen, G. James↗
NASA NTRS1989

On ice shape prediction methodologies and comparison with experimental data

Comparisons are made between the analysis of Wilder (1969), Bragg (1982), and the ice shape predictions of LEWICE given a specific airfoil geometry and set of meteorological conditions. Also, comparisons are made between the actual ice shapes as found in flight tests of the NASA Lewic RC Twin Otter and that predicted by the approximate methods noted earlier and LEWICE. Further, an investigation of two important parameters in the analysis of LEWICE has been made. Time stepping and initial surface roughness has been varied to identify any trends in the results. Guidelines have been identified for the correlation of these two parameters with the results in terms of atmospheric conditions. The range of meteorological conditions chosen, such as droplet diameter, free air temperature, and liquid water content has allowed rime, mixed, and glaze ice shapes at the leading edge of an airfoil to be investigated.

Korkan, K. D.↗
NASA NTRS1989

Convective heat transfer measurements from a NACA 0012 airfoil in flight and in the NASA Lewis Icing Research Tunnel

Local heat transfer coefficients were measured on a smooth and roughened NACA 0012 airfoil. Heat transfer measurements on the 0.533 m chord airfoil were made both in flight on the NASA Lewis Twin Otter Icing Research Aircraft and in the NASA Lewis Icing Research Tunnel (IRT). Roughness was obtained by the attachment of uniform 2 mm diameter hemispheres to the airfoil surface in 4 distinct patterns. Flight data were taken for the smooth and roughened airfoil at various Reynolds numbers based on chord in the range 1.24 to 2.50 x 10(exp 6) and at various angles of attack up to 4 deg. During these flight tests, the free stream velocity turbulence intensity was found to be very low (less than 0.1 percent). Wind tunnel data were acquired in the Reynolds number range 1.20 to 4.25 x 10(exp 6) and at angles of attack from -4 to 8 deg. The turbulence intensity in the IRT was 0.5 to 0.7 percent with the cloud generating sprays off. A direct comparison was made between the results obtained in flight and in the IRT. The higher level of turbulence in the IRT vs. flight had little effect on the heat transfer for the lower Reynolds numbers but caused a moderate increase in heat transfer at the high Reynolds numbers. Roughness generally increased the heat transfer.

Poinsatte, Philip E.↗
NASA NTRS1990

Heat transfer measurements from a NACA 0012 airfoil in flight and in the NASA Lewis icing research tunnel

Local heat transfer coefficients from a smooth and roughened NACA 0012 airfoil were measured using a steady state heat flux method. Heat transfer measurements on the specially constructed 0.533 meter chord airfoil were made both in flight on the NASA Lewis Twin Otter Research Aircraft and in the NASA Lewis Icing Research Tunnel (IRT). Roughness was obtained by the attachment of small, 2 mm diameter, hemispheres of uniform size to the airfoil surface in four distinct patterns. The flight data was taken for the smooth and roughened airfoil at various Reynolds numbers based on chord in the range of 1.24x10(exp 6) to 2.50x10(exp 6) and at various angles of attack up to 4 degrees. During these flight tests the free stream velocity turbulence intensity was found to be very low (less than 0.1 percent). The wind tunnel data was taken in the Reynolds number range of 1.20x10(exp 6) to 4.52x10(exp 6) and at angles of attack from -4 degrees to +8 degrees. The turbulence intensity in the IRT was 0.5 to 0.7 percent with the cloud making spray off. Results for both the flight and tunnel tests are presented as Frossling number based on chord versus position on the airfoil surface for various roughnesses and angle of attack. A table of power law curve fits of Nusselt number as a function of Reynolds number is also provided. The higher level of turbulence in the IRT versus flight had little effect on heat transfer for the lower Reynolds numbers but caused a moderate increase in heat transfer at the higher Reynolds numbers. Turning on the cloud making spray air in the IRT did not alter the heat transfer. Roughness generally increased the heat transfer by locally disturbing the boundary layer flow. Finally, the present data was not only compared with previous airfoil data where applicable, but also with leading edge cylinder and flat plate heat transfer values which are often used to estimate airfoil heat transfer in computer codes.

Poinsatte, Philip E.↗
NASA NTRS1990

Convective heat transfer measurements from a NACA 0012 airfoil in flight and in the NASA Lewis Icing Research Tunnel

Local heat transfer coefficients were measured on a smooth and roughened NACA 0012 airfoil. Heat transfer measurements on the 0.533 m chord airfoil were made both in flight on the NASA Lewis Twin Otter Icing Research Aircraft and in the NASA Icing Research Tunnel (IRT). Roughness was obtained by the attachment of uniform 2 mm diameter hemispheres to the airfoil surface in 4 distinct patterns. Flight data were taken for the smooth and roughened airfoil at various Reynolds numbers based on chord in the range 1.24 to 2.50 x 10 (exp 6) and at various angles of attack up to 4 deg. During these flight tests, the free stream velocity turbulence intensity was found to be very low (less than 0.1 percent). Wind tunnel data were acquired in the Reynolds number range 1.20 to 4.25 x 10 (exp t) and at angles of attack from -4 to 8 deg. The turbulence intensity in the IRT was 0.5 to 0.7 percent with the cloud generating sprays off. A direct comparison was made between the results obtained in flight and in the IRT. The higher level of turbulence in the IRT vs. flight had little effect on the heat transfer for the lower Reynolds numbers but caused a moderate increase in heat transfer at the high Reynolds numbers. Roughness generally increased the heat transfer.

Poinsatte, Philip E.↗
NASA NTRS1991

Hyperspectral data analysis for estimation of foliar biochemical content along the Oregon transect

The NASA Oregon Transect Ecosystem Research (OTTER) project completed a data acquisition phase. Data were acquired with several airborne imaging spectrometers. Included were the Airborne Visible and Infrared Imaging Spectrometer (AVIRIS) aboard the ER-2, the Advanced Solidstate Array Spectrometer (ASAS) aboard the C-130, and the Fluorescence Line Imager (FLI) and Compact Airborne Spectrographic Imager (CASI), both aboard light aircraft. In addition, Spectron visible and near-infrared data were acquired in transects across study areas from a low-altitude ultralight craft. Sunphotometer data were taken approximately coincident with each overflight for atmospheric correction of the aircraft data.

Johnson, Lee F.↗
NASA NTRS1991

Remote sensing of the seasonal variation of coniferous forest structure and function

One of the objectives of the Oregon Transect Ecosystem Research (OTTER) project is the remotely sensed determination of the seasonal variation of leaf area index (LAI) and absorbed photosynthetically active radiation (APAR). These measurements are required for input into a forest ecosystem model which predicts net primary production evapotranspiration, and photosynthesis of coniferous forests. Details of the study are given.

Spanner, Michael↗
NASA NTRS1992

Prediction of ice accretion on a swept NACA 0012 airfoil and comparisons to flight test results

In the winter of 1989-90, an icing research flight project was conducted to obtain swept wing ice accretion data. Utilizing the NASA Lewis Research Center's DHC-6 DeHavilland Twin Otter aircraft, research flights were made into known icing conditions in Northeastern Ohio. The icing cloud environment and aircraft flight data were measured and recorded by an onboard data acquisition system. Upon entry into the icing environment, a 24 inch span, 15 inch chord NACA 0012 airfoil was extended from the aircraft and set to the desired sweep angle. After the growth of a well defined ice shape, the airfoil was retracted into the aircraft cabin for ice shape documentation. The ice accretions were recorded by ice tracings and photographs. Ice accretions were mostly of the glaze type and exhibited scalloping. The ice was accreted at sweep angles of 0, 30, and 45 degrees. A 3-D ice accretion prediction code was used to predict ice profiles for five selected flight test runs, which include sweep angle of zero, 30, and 45 degrees. The code's roughness input parameter was adjusted for best agreement. A simple procedure was added to the code to account for 3-D ice scalloping effects. The predicted ice profiles are compared to their respective flight test counterparts. This is the first attempt to predict ice profiles on swept wings with significant scalloped ice formations.

Reehorst, Andrew L.↗
NASA NTRS1991

Aging commuter aeroplanes: Fatigue evaluation and control methods

The risks associated with old aeroplanes arise in the main from the difficulty of obtaining support from the manufacturer and other skilled people, and from a general loss of reliability caused by wear and other deterioration. The loss of reliability is caused by two broad classes of problem. There are those problems which are self evident, and hazardous rather than catastrophic. These are the problem areas where characteristically there have been multiple overhauls, repairs, and replacements, and where aging really means the results of repair ineffectiveness that accumulates. The other class of problem is the insidious and potentially catastrophic class. It includes the progressive deterioration of items which are not maintained, and often cannot be maintained because the deterioration cannot be seen. It includes loss of physical properties in adhesives and other organic compounds, corrosion, and the response to repeated loads. This paper deals with a currently unnecessarily troublesome aspect of that response. The present working definition of "commuter aeroplanes" encompasses a wide range of aging types, from the Fairchild F27, through deHavilland Canada Twin Otters to the smaller twin engined Piper and Cessna models. It includes such types as the Lockheed 10, the Beech 18, and the Grumman Mallard. Although we must remain concerned about those types which have been certificated under a design standard or operational rule which embodies the elementary fail-safe concept and which have not been subjected to a subsequent structural audit, this paper is directed, in the first instance, towards types for which fatigue and damage tolerance evaluation was not required as a condition of certification. It will be seen, however, that the principles are robust enough for more general application.

Aging Aircraft↗
NASA NTRS1992

Prediction of ice accretion on a swept NACA 0012 airfoil and comparisons to flight test results

In the winter of 1989-90, an icing research flight project was conducted to obtain swept wing ice accretion data. Utilizing the NASA Lewis Research Center's DHC-6 DeHavilland Twin Otter aircraft, research flights were made into known icing conditions in Northeastern Ohio. The icing cloud environment and aircraft flight data were measured and recorded by an onboard data acquisition system. Upon entry into the icing environment, a 24 inch span, 15 inch chord NACA 0012 airfoil was extended from the aircraft and set to the desired sweep angle. After the growth of a well defined ice shape, the airfoil was retracted into the aircraft cabin for ice shape documentation. The ice accretions were recorded by ice tracings and photographs. Ice accretions were mostly of the glaze type and exhibited scalloping. The ice was accreted at sweep angles of 0, 30, and 45 degrees. A 3-D ice accretion prediction code was used to predict ice profiles for five selected flight test runs, which include sweep angle of zero, 30, and 45 degrees. The code's roughness input parameter was adjusted for best agreement. A simple procedure was added to the code to account for 3-D ice scalloping effects. The predicted ice profiles are compared to their respective flight test counterparts. This is the first attempt to predict ice profiles on swept wings with significant scalloped ice formations.

Reehorst, Andrew L.↗
NASA NTRS1993

Icing effects on aircraft stability and control determined from flight data: Preliminary results

The effects of airframe icing on the stability and control characteristics of the NASA DH-6 Twin Otter icing research aircraft were investigated by flight test. The flight program was developed to obtain the stability and control parameters of the DH-6 in a baseline ('uniced') configuration and an 'artificially iced' configuration for specified thrust conditions. Stability and control parameter identification maneuvers were performed over a wide range of angles of attack for wing flaps retracted (0 deg) and wing flaps partially deflected (10 deg). Engine power was adjusted to hold thrust constant at one of three thrust coefficients (C(sub T) = 0.14, C(sub T) = 0.07, C(subT) = 0.00). This paper presents only the pitching- and yawing-moment results from the flight test program. Stability and control parameters were estimated for the uniced and artificially iced configurations using a modified stepwise regression algorithm. Comparisons of the uniced and iced stability and control parameters are presented for the majority of the flight envelope. The artificial ice reduced the elevator and rudder control effectiveness by 12 percent and 8 percent respectively for the 0 deg flap setting. The longitudinal static stability was also decreased substantially (approximately 10 percent) because of the tail ice. Further discussion is provided to explain some of the effects of ice on the stability and control parameters.

Ratvasky, T. P.↗
NASA NTRS1993

Airborne gravity and other geophysical techniques for understanding the lithosphere beneath the West Antarctic Ice Sheet

As part of a program entitled Corridor Aerogeophysics of the Southeastern Ross Transect Zone (CASERTZ), an aerogeophysical platform was developed to study the interaction of geological and glaciological processes in West Antarctica. A de Havilland Twin Otter was equipped with an ice-penetrating radar, a proton precession magnetometer, an airborne gravity system, and a laser altimeter. The 60-MHz ice-penetrating radar can recover sub-ice topography with an accuracy of about 10 m through 3 km of comparatively warm West Antarctic ice, while the laser altimeter profiling of the ice surface is accurate to approximately 1 m. The magnetic field observations are accurate to several nT, and the gravity measurements are accurate to better than 3 mGal. The aircraft is navigated by a local radio transponder network, while differential positioning techniques based on the Global Positioning System (GPS) satellites are used for recovering high-resolution horizontal and vertical positions. Attitude information from an inertial navigation system is used to correct the laser altimetry and a digital pressure transducer is used to recover vertical positions and accelerations in the absence of satellite positioning. Continuous base-station observations are made for the differential GPS positioning and the removal of ionospheric noise from the airborne magnetometer measurements.

Bell, Robin E.↗
NASA NTRS1992

Volume-imaging lidar observations of the convective structure surrounding the flight path of a flux-measuring aircraft

The University of Wisconsin volume imaging lidar has been used to portray images of the three-dimensional structure of clear air convective plumes in the atmosphere surrounding the flight path of the instrumented Twin Otter aircraft operated by the National Aeronautical Establishment of Canada. Lidar images provide a context for interpretation of the aircraft measurements. The position of data points within a convective element can be determined and the temporal development of the plume can be observed to time the observation with respect to the life cycle of the plume. Plots of the vertical flux of water vapor, superimposed on lidar images clearly demonstrate the well-known sampling difficulties encountered when attempting to measure fluxes near the top of the convective layer. When loran was used to determine average aircraft velocity, flight-leg-averaged horizontal winds measured by the aircraft and area-averaged winds measured by lidar agree to within 0.2 m/s in speed and 1 deg in direction.

Eloranta, Edwin W.↗
NASA NTRS1992

Spatial and temporal variations of the fluxes of carbon dioxide and sensible and latent heat over the FIFE site

Airborne measurements of flux densities of carbon dioxide CO2, sensible heat, and latent heat (H2O) obtained over the First ISLSCP Field Experiment (FIFE) site during three intensive field campaigns in 1987 and one in 1989 are examined to characterize the spatial and temporal variations of CO2 and energy transfer processes. These data were collected by the National Research Council Twin Otter using low-level flight patterns, all flown at constant pressure altitude during relatively clear days. The spatial variations are larger in 1989 than in 1987 and a higher correlation is observed between the fluxes and the surface features. The temporal patterns are easier to characterize with the relatively homogeneous situation of 1987. Functional relationships obtained between fluxes of CO2 and latent heat, CO2 fluxes and greenness index, latent heat fluxes and greenness index, and between sensible heat fluxes and surface air temperature differences are presented for one day in 1987 and one in 1989 as an example of the kind of information that can be obtained from grid flights at constant pressure altitude.

Desjardins, R. L.↗
NASA NTRS1992

Budget analysis of the boundary layer grid flights during FIFE 1987

An aircraft grid pattern was flown by the Canadian Twin Otter to map the low-level fluxes and structure over the First International Satellite Land Surface Climatology Project (ISLSCP) Field Experiment (FIFE) research area in 1987. The time dependence and horizontal advection of heat and moisture were extracted from these flights, combined with surface flux measurements and boundary layer top measurements from radiosondes, to analyze the boundary layer budget using a mixed layer model. The results confirm the suggestion of an earlier study that the boundary layer top entrainment (when parameterized using the buoyancy flux) is nearly double the value used by many modeling studies. Both surface and aircraft data have been revised, and it now appears that the direct measurements of the sensible and latent heat fluxes by the aircraft underestimated these fluxes by about 20 percent, because of filtering and undersampling of long wavelength contributions.

Betts, A. K.↗
NASA NTRS1993

Icing effects on aircraft stability and control determined from flight data - Preliminary results

The effects of airframe icing on the stability and control characteristics of the NASA DH-6 Twin Otter icing research aircraft were investigated by flight test. The flight program was developed to obtain stability and control parameters of the DH-6 in a baseline ('uniced') configuration and an 'artificially iced' configuration for specified thrust conditions. Stability and control parameter identification maneuvers were performed over a wide range of angles of attack for wing flaps retraced (0 deg) and wing flaps partially deflected (10 deg). Engine power was adjusted to hold thrust constant at one of three thrust coefficients (C(sub T) = 0.14, C(sub T) = 0.07, C(sub T) = 0.00). This paper presents only the pitching- and yawing-moment results from the flight test program. Stability and control parameters were estimated for the uniced and artificially iced configurations using a modified stepwise regression algorithm. Comparisons of the uniced and iced stability and control parameters are presented for the majority of the flight envelope. The artificial ice reduced the elevator and rudder control effectiveness by 12 percent and 8 percent respectively for the 0 deg flap setting. The longitudinal static stability was also decreased substantially (approximately 10 percent) because of the tail ice. Further discussion is provided to explain some of the effects of ice on the stability and control parameters.

Ratvasky, T. P.↗
NASA NTRS1994

Close-up analysis of inflight ice accretion

The objective of this effort was to validate in flight, data that has been gathered in the NASA Lewis Research Center's Icing Research Tunnel (IRT) over the past several years. All data was acquired in flight on the NASA Lewis Research Center's Twin Otter Icing Research Aircraft. A faired 3.5 in. diameter metal-clad cylinder exposed to the natural icing environment was observed by a close-up video camera. The grazing angle video footage was recorded to S-VHS video tape and after the icing encounter, the resultant ice shape was documented by 35 mm photography and pencil tracings. The feather growth area was of primary interest; however, all regions of the ice accretion, from the stagnation line to the aft edge of run back were observed and recorded. After analysis of the recorded data several interesting points became evident: (1) the measured flight feather growth rate is consistent with IRT values, (2) the feather growth rate appears to be influenced by droplet size, (3) the feathers were straighter in the lower, spottier LWC of flight in comparison to those observed in the IRT, (4) feather shedding and ice sublimation may be significant to the final ice shape, and (5) the snow encountered on these flights appeared to have little influence on ice growth.

Reehorst, Andrew L.↗
NASA NTRS1996

A Study of Large Droplet Ice Accretions in the NASA-Lewis IRT at Near-Freezing Conditions

This report documents the results of an experimental study on large droplet ice accretions which was conducted in the NASA-Lewis Icing Research Tunnel (IRT) with a full-scale 77.25 inch chord Twin-Otter wing section. This study was intended to: (1) document the existing capability of the IRT to produce a large droplet icing cloud, and (2) study the effect of various parameters on large droplet ice accretions. Results are presented from a study of the IRT's capability to produce large droplets with MVD of 99 and 160 microns. The effect of the initial water droplet temperature on the resultant ice accretion was studied for different initial spray bar air and water temperatures. The initial spray bar water temperature was found to have no discernible effect upon the large droplet ice accretions. Also, analytical and experimental results suggest that the water droplet temperature is very nearly the same as the tunnel ambient temperature, thus providing a realistic simulation of the large droplet natural icing condition. The effect of temperature, droplet size, airspeed, angle-of attack, flap setting and de-icer boot cycling time on ice accretion was studied, and will be discussed in this report. It was found that, in almost all of the cases studied, an ice ridge formed immediately aft of the active portion of the de-icer boot. This ridge was irregular in shape, varied in location, and was in some cases discontinuous due to aerodynamic shedding.

Miller, Dean R.↗