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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
DOE OSTI2026

Boundary-layer receptivity to oblique freestream vorticity waves for a high-enthalpy hypersonic flow

The receptivity of a Mach 15 straight-cone boundary layer to oblique freestream vorticity waves is investigated using direct numerical simulation (DNS) alongside linear stability theory and the linear parabolized stability equations. A thermochemical nonequilibrium gas model is used. Oblique freestream vorticity waves at frequencies of 400, 800, and 1200 kHz are considered, with incident angles ranging from 0° to 29.4° at 400 kHz, 0° to 15.7° at 800 kHz, and 0° to 20.6° at 1200 kHz. The 400 kHz case is of primary interest due to the strong second-mode amplification at this frequency. Although the underlying base flow is axisymmetric, the oblique vorticity waves lead to a fully three-dimensional boundary-layer disturbance whose characteristics vary depending on the azimuthal ray relative to the freestream wave. Moving downstream within the second-mode instability region, some clear trends emerge in terms of the boundary-layer disturbance amplitudes; that is, disturbance amplitudes are highest at the leeward ray (relative to the freestream wave), but weakest about halfway between the windward and leeward rays. Increasing the incident angle causes the amplitudes to increase on the leeward ray and decrease on the windward ray. Moreover, the boundary-layer disturbance throughout contains a wide spectrum of azimuthal wavenumbers in which the disturbance energy falls off at higher wavenumbers. Increasing the incident angle causes the azimuthal spectrum of the boundary-layer disturbance to broaden overall. Qualitatively similar results are found for the two higher frequencies leading up to the peak-amplitude locations corresponding to the second-mode instability.

42 ENGINEERING↗
DOE OSTI2022

Loss of a satellite could explain Saturn’s obliquity and young rings

The origin of Saturn’s ~26.7° obliquity and ~100-million-year-old rings is unknown. The observed rapid outward migration of Saturn’s largest satellite, Titan, could have raised Saturn’s obliquity through a spin-orbit precession resonance with Neptune. We use Cassini data to refine estimates of Saturn’s moment of inertia, finding that it is just outside the range required for the resonance. We propose that Saturn previously had an additional satellite, which we name Chrysalis, that caused Saturn’s obliquity to increase through the Neptune resonance. Destabilization of Chrysalis’s orbit ~100 million years ago can then explain the proximity of the system to the resonance and the formation of the rings through a grazing encounter with Saturn.

Science & Technology - Other Topics↗
DOE OSTI2020

The Habitable Zone Planet Finder Reveals a High Mass and Low Obliquity for the Young Neptune K2-25b

Using radial velocity data from the Habitable Zone Planet Finder, we have measured the mass of the Neptune-sized planet K2-25b, as well as the obliquity of its M4.5 dwarf host star in the 600–800 Myr Hyades cluster. This is one of the youngest planetary systems for which both of these quantities have been measured and one of the very few M dwarfs with a measured obliquity. Based on a joint analysis of the radial velocity data, time-series photometry from the K2 mission, and new transit light curves obtained with diffuser-assisted photometry, the planet’s radius and mass are 3.44 ± 0.12 R {sub ⊕} and 24.5{sub −5.2}{sup +5.7}M{sub ⊕}. These properties are compatible with a rocky core enshrouded by a thin hydrogen–helium atmosphere (5% by mass). We measure an orbital eccentricity of e = 0.43 ± 0.05. The sky-projected stellar obliquity is λ = 3° ± 16°, compatible with spin–orbit alignment, in contrast to other “hot Neptunes” that have been studied around older stars.

79 ASTRONOMY AND ASTROPHYSICS↗
DOE OSTI2020

Planetary Spin and Obliquity from Mergers

In planetary systems with sufficiently small inter-planet spacing, close encounters can lead to planetary collisions/mergers or ejections. Here, we study the spin property of the merger products of two giant planets in a statistical manner using numerical simulations and analytical modeling. Planetary collisions lead to rapidly rotating objects and a broad range of obliquities. We find that, under typical conditions for two-planet scatterings, the distributions of spin magnitude S and obliquity ${\theta }_{\mathrm{SL}}$ of the merger products have simple analytical forms: f S ∝ S and ${f}_{\cos {\theta }_{\mathrm{SL}}}\propto {(1-{\cos }^{2}{\theta }_{\mathrm{SL}})}^{-1/2}$. Through parameter studies, we determine the regime of validity for the analytical distributions of spin and obliquity. Since planetary mergers are a major outcome of planet–planet scatterings, observational search for the spin/obliquity signatures of exoplanets would provide important constraints on the dynamical history of planetary systems.

79 ASTRONOMY AND ASTROPHYSICS↗
DOE OSTI2025

Snow ALbedo eVOlution (SALVO) Campaign Oblique Photos from April - June, 2024 in Utqiagivk, AK

While albedo line measurements were being made, oblique photos were taken from eye level (~1.8 m) of the position of each albedo measurement (i.e., at 5-meter intervals along the line). The photo numbers were recorded in a notebook and in the ASD notes documents (see the spectral albedo archive). The photos were subsequently renamed for archiving according to the following file naming convention: ‘salvo_[site]_line_oblique_[YYYYMMDD]_[pos]_[rep].JPG’, where [site] is the overall measurement site (‘arm’, ‘beo’, or ‘ice’); YYYYMMDD is the date of the measurement in AKDT (local time); [pos] is the position along the line in meters; and [rep] is the repetition number if repeat photographs were made. Oblique photos are available for almost every albedo measurement.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS1973

Oblique-wing sonic boom

An investigation was conducted to determine the magnitude of the groundtrack overpressure generated by an oblique-wing transport cruising at Mach 1.4 at 45,000 ft. A conventional swept-wing configuration was included in the study to provide a basis of comparison for the oblique-wing configuration. The results of the investigation have shown that the oblique-wing configuration produces less sonic boom overpressure at cruise lift coefficient than the swept-wing vehicle.

Hicks, R. M.↗
NASA NTRS1973

Large-scale variations in the obliquity of Mars.

Large-scale variations in the obliquity of the planet Mars are produced by a coupling between the motion of its orbit plane due to the gravitational perturbations of the other planets and the precession of its spin axis which results from the solar torque exerted on the equatorial bulge of the planet. The obliquity oscillates on a time scale of approximately 120,000 years. The amplitude of this oscillation itself varies periodically on a time scale of 1,200,000 years. The present-day obliquity is approximately 25.1 deg. The maximum possible variation is from about 14.9 to 35.5 deg. Significant climatic effects must be associated with the phenomenon.

Ward, W. R.↗
NASA NTRS1973

The oblique electron lens.

An oblique electron lens is described that is especially applicable to image converters and camera tubes employing flat opaque photocathodes. The use of optical lenses, corrector plates, and/or mirrors (often employed in other electron lenses designed for use with opaque photocathodes) are eliminated. The oblique electron lens is well suited to ultraviolet and vacuum ultraviolet image converters, and to image converters employing opaque negative electron affinity photocathodes. It is also possible to use this oblique electron lens for electronography. Measurements on an experimental tube show that a limiting resolution of 50 line pairs/mm is possible, but the intrinsic lens quality is believed to approach that of a conventional electromagnetic lens having uniform and colinear electric and magnetic fields.

Johnson, C. B.↗
NASA NTRS1974

Preliminary performance estimates of an oblique, all-wing, remotely piloted vehicle for air-to-air combat

A computerized aircraft synthesis program has been used to assess the effects of various vehicle and mission parameters on the performance of an oblique, all-wing, remotely piloted vehicle (RPV) for the highly maneuverable, air-to-air combat role. The study mission consists of an outbound cruise, an acceleration phase, a series of subsonic and supersonic turns, and a return cruise. The results are presented in terms of both the required vehicle weight to accomplish this mission and the combat effectiveness as measured by turning and acceleration capability. This report describes the synthesis program, the mission, the vehicle, and results from sensitivity studies. An optimization process has been used to establish the nominal RPV configuration of the oblique, all-wing concept for the specified mission. In comparison to a previously studied conventional wing-body canard design for the same mission, this oblique, all-wing nominal vehicle is lighter in weight and has higher performance.

Nelms, W. P., Jr.↗
NASA NTRS1974

Transonic transport wings - Oblique or swept

A comparative evaluation of fixed-geometry and variable-sweep wing designs, a fixed delta wing, and oblique wings with a single body or two bodies suggests that an oblique wing is preferable in a transonic transport aircraft in terms of gross weight, fuel consumption, and aircraft noise, and also shows an acceptable aeroelastic stability. Further studies are, however, needed to develop the full potential of the oblique-wing concept, including its economic implications.

Jones, R. T.↗
NASA NTRS1974

An experimental and theoretical study of low-aspect ration swept and oblique wings at Mach numbers between 0.6 and 1.4

Experimental forces and moments for two wing-body combinations having (a) a swept wing and (b) an oblique wing are compared. At all Mach numbers, the oblique wing (at its optimum sweep angle) had higher maximum lift-to-drag ratios than the fixed, swept wing. At high angles of attack, the direction of the pitching or rolling tendencies of the oblique wing was a function of the spanwise distribution of wing bend or washout for the two bends being investigated. At low angles of attack, linear theory gave satisfactory predictions of the subsonic lift-curve slope, the aerodynamic-center travel with Mach number, and the maximum lift-to-drag ratio.

Hopkins, E. J.↗
NASA NTRS1974

Transonic transport wings - Oblique or swept

Oblique-wing twin- and single-fuselage transonic transport models were wind tunnel tested and showed superior aerodynamic efficiency to that of fixed-swept-wing, variable-sweep-wing, and delta-wing configurations similarly tested. The oblique-wing airplane had the smallest gross weight and lowest fuel consumption; it could achieve lower noise levels than swept- and delta-wing aircraft by engine-nacelle treatment; and it was aeroelastically less stable than a sweptback wing but more stable than a swept-forward wing. Graphite-epoxy met stability requirements without additional stiffening, whereas aluminum needed some additional stiffness. Further studies are called for to develop the full potential of the oblique-wing concept.

Jones, R. T.↗
NASA NTRS1976

Aeroelastic stability and control of an oblique wing

Dynamic model tests were staged to compare the aeroelastic stability of a free-flying oblique-winged aircraft and the known divergent instability characterizing swept-forward wing configurations, to test the effect of wing elasticity on aileron control and trim. The aircraft fuselage was clamped in some tests and left free to roll in others. Two rigid wing panels were hinged near the wing center with elastic restraining springs. It is found that the aeroelastic divergence affecting swept-forward wings does not occur with an oblique wing, whose aeroelastic instability sets in at a dynamic pressure exceeding that for static divergence of swept-forward wings, and appears in the form of undamped oscillations. Oblique wing stability is sensitive to the moment of inertia of the fuselage in roll. Roll control and lateral trim are attainable with conventional ailerons, even at speeds at which divergence of a clamped forward wing shows up.

Jones, R. T.↗
NASA NTRS1976

An Analytical Study for Subsonic Oblique Wing Transport Concept

The oblique wing concept has been investigated for subsonic transport application for a cruise Mach number of 0.95. Three different mission applications were considered and the concept analyzed against the selected mission requirements. Configuration studies determined the best area of applicability to be a commercial passenger transport mission. The critical parameter for the oblique wing concept was found to be aspect ratio which was limited to a value of 6.0 due to aeroelastic divergence. Comparison of the concept final configuration was made with fixed winged configurations designed to cruise at Mach 0.85 and 0.95. The crossover Mach number for the oblique wing concept was found to be Mach 0.91 for takeoff gross weight and direct operating cost. Benefits include reduced takeoff distance, installed thrust and mission block fuel and improved community noise characteristics. The variable geometry feature enables the final configuration to increase range by 10% at Mach 0.712 and to increase endurance by as much as 44%.

Bradley, E. S.↗
NASA NTRS1978

Aerodynamic derivatives for an oblique wing aircraft estimated from flight data by using a maximum likelihood technique

There are several practical problems in using current techniques with five degree of freedom equations to estimate the stability and control derivatives of oblique wing aircraft from flight data. A technique was developed to estimate these derivatives by separating the analysis of the longitudinal and lateral directional motion without neglecting cross coupling effects. Although previously applied to symmetrical aircraft, the technique was not expected to be adequate for oblique wing vehicles. The application of the technique to flight data from a remotely piloted oblique wing aircraft is described. The aircraft instrumentation and data processing were reviewed, with particular emphasis on the digital filtering of the data. A complete set of flight determined stability and control derivative estimates is presented and compared with predictions. The results demonstrated that the relatively simple approach developed was adequate to obtain high quality estimates of the aerodynamic derivatives of such aircraft.

Maine, R. E.↗
NASA NTRS1978

Interpolation and extrapolation of creep rupture data by the minimum commitment method. II - Oblique translation

An outline is presented of a new procedure, termed the oblique translation method, which emerged in the development of the focal point convergence method. Approaches for implementing the oblique translation method are discussed. It is shown that the new method is essentially a minimum commitment method when manually-graphically implemented, in the sense that the form of the functions involved are not forced into particular analytical forms. The individual constants and functions are independently determined. The minimum commitment concept is extended to the analysis of creep rupture data wherein each isothermal is to be generated by an oblique translation of the 'master curve' when plotted. Attention is given to a manual-graphical analysis, the preassessment of data, and an analysis by computer code.

Manson, S. S.↗
NASA NTRS1978

Measurements in a large angle oblique jet impingement flow

The flow field associated with the oblique impingement of an axisymmetric jet was investigated in the externally blown flap configuration for the STOL aircraft. The passive and active spreading characteristics of the shallow angle (a greater than or = approximately to 15 degrees) oblique impingement flow, the role of the initially azimuthal vorticity field, and the stagnation point region were studied, and compared to the large ( a = 45 degres) oblique jet impingement flow. A description of the characteristics of the large angle impingement flow is presented: A flow field near the plate as showing two distinct patterns, one near the location of the maximum surface pressure, and another about the geometric intersection of the jet axis with the plate; and turbulence in the region above the plate which is greater than the one accounted for by the convection of turbulence energy by the mean motion.

Foss, J. F.↗
NASA NTRS1979

Past obliquity oscillations of Mars - The role of the Tharsis uplift

The paper deals with possible ancient variations of the obliquity of Mars. Consideration of data on internal differentiation, Tharsis uplift and crustal phenomena, mantle convection, and eigenfrequencies and mean motion suggest that (1) differentiation with core formation decreased the primeval spin precession constant (alpha) by 4-5%, driving it through resonance with the j = 2 orbital term; (2) a combination of geophysical processes caused alpha to drift back and forth through resonance with the j = 2 orbital term during part of Mars' history; (3) this situation was turned off by the Tharsis uplift, which drove alpha away from j = 2 resonance and possibly through the j = 26 resonance. The consequences of such events for the planet's obliquity are analyzed. Various types of motions are calculated, demonstrating the sensitivity of the obliquity to passage through resonance with such minor orbital terms.

Ward, W. R.↗