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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 91 records · Page 5
All sourcesNASA NTRSDOE OSTI
NASA NTRS1956

Theoretical wave drag of shrouded airfoils and bodies

Formulas for the wave drag of shrouded symmetrical airfoils and shrouded bodies of revolution of arbitrary shape are derived by means of linearized theory. In the case of the airfoils, the shroud consists of flat plates and for the bodies of revolution the shroud is a cylindrical shell. The results obtained hold for a Mach number range dependent on the geometry of the configuration. Expressions are also given for determining a class of body shapes for which the wave drag is theoretically zero.

Byrd, Paul F↗
NASA NTRS1951

Determination of Shapes of Boattail Bodies of Revolution for Minimum Wave Drag

By use of an approximate equation for the wave drag of slender bodies of revolution in a supersonic flow field, the optimum shapes of certain boattail bodies are determined for minimum wave drag. The properties of three specific families of bodies are determined, the first family consisting of bodies having a given length and base area and a contour passing through a prescribed point between the nose and base, the second family having fixed length, base area, and maximum area, and the third family having given length, volume, and base area. The method presented is easily generalized to determine minimum-wave-drag profile shapes which have contours that must pass through any prescribed number of points. According to linearized theory, the optimum profiles are found to have infinite slope at the nose but zero radius of curvature so that the bodies appear to have pointed noses, a zero slope at the body base, and no variation of wave drag with Mach number. For those bodies having a specified intermediate.diameter (that is, location and magnitude given), the maximum body diameter is shown to be larger, in general, than the specified diameter. It is also shown that, for bodies having a specified maximum diameter, the location of the maximum diameter is not arbitrary but is determined from the ratio of base diameter to maximum diameter.

Adams, Mac C.↗
DOE OSTI2026

RidgeAlloy: A high pressure die casting alloy that captures the approaching wave of automotive body sheet scrap

Oak Ridge National Laboratory (ORNL) has recently launched an effort to economically expand the North American aluminum supply chain by designing and developing a new family of Al-Mg-Si-Fe-Mn structural die cast aluminum alloys that can be made from up to 100% mixed 5xxx and 6xxx series automotive post-consumer sheet scrap and do not require heat treatment. The goal is to develop an alloy capable of capturing the approaching scrap wave of aluminum sheet intensive vehicles (in the 2030’s) into integrated structural high pressure die castings, rather than down-cycling these high-grade sheet alloys into non-structural castings. ORNL discovered a significant gap in the commercial thermodynamic databases that were unable to predict the trends of a key primary intermetallic phase as a function of composition. Experiments were performed to correct this gap and to create a unique, corrected quaternary database for Al-Mg-Si-Fe. High throughput computational methods, including solidification simulations, were used to identify a composition volume capable of avoiding this embrittling primary intermetallic phase, even at higher Fe + Si contents. Laboratory scale castings validated the thermodynamic and solidification predictions and resulted in lab-cast alloys with little primary intermetallic, and which met or exceeded structural casting properties requirements for yield strength and ductility. An accelerated demonstration of an HPDC automotive part was conducted in collaboration with two U.S. small businesses. Ingots made from 100% recycled 5xxx and 6xxx series scrap (plus Fe) were used to die cast one variant of this new family of Al-Mg-Si-Fe-Mn alloys (with high Si + Fe content) into a mid-sized HPDC structural-type automotive component. The HPDC alloy demonstration part showed good properties (especially ductility) and good castability for a complex component.

Plotkowski, Alex [ORNL] (ORCID:0000000154718681)↗
NASA NTRS1973

Supersonic aerodynamic characteristics of hypersonic low-wave-drag elliptical body-tail combinations as affected by changes in stabilizer configuration

An investigation has been made at Mach numbers from 1.50 to 4.63 to determine systematically the effects of the addition and position of outboard stabilizers and vertical- and vee-tail configurations on the performance and stability characteristics of a low-wave-drag elliptical body. The basic body shape was a zero-lift hypersonic minimum-wave-drag body as determined for the geometric constraints of length and volume. The elliptical cross section had an axis ratio of 2 (major axis horizontal) and an equivalent fineness ratio of 6.14. Base-mounted outboard stabilizers were at various dihedral angles from 90 deg to minus 90 deg with and without a single center-line vertical tail or a vee-tail. The angle of attack was varied from about minus 6 to 27 deg at sideslip angles of 0 and 5 deg and a constant Reynolds number of 4.58 x one million (based on body length).

Spencer, B., Jr.↗
NASA NTRS1992

A method for designing blended wing-body configurations for low wave drag

A procedure for tailoring a blended wing-body configuration to reduce its computed wave drag is described. The method utilizes an iterative algorithm within the framework of first-order linear theory. Four computed examples are included. In each case, the zero-lift wave drag was reduced without an increase in the drag due to lift.

Barger, Raymond L.↗
NASA NTRS1989

Body frame close coupling wave packet approach to gas phase atom-rigid rotor inelastic collisions

The close coupling wave packet (CCWP) method is formulated in a body-fixed representation for atom-rigid rotor inelastic scattering. For J greater than j-max (where J is the total angular momentum and j is the rotational quantum number), the computational cost of propagating the coupled channel wave packets in the body frame is shown to scale approximately as N exp 3/2, where N is the total number of channels. For large numbers of channels, this will be much more efficient than the space frame CCWP method previously developed which scales approximately as N-squared under the same conditions.

Sun, Y.↗
NASA NTRS1986

Radiation of plasma waves by a conducting body moving through a magnetized plasma

A theory is presented describing energy loss due to radiation of plasma waves by a conducting body moving through a magnetized plasma, which makes it possible to estimate the total power radiated at all frequencies. Using energy conservation and a source current deduced by physical reasoning, numerical predictions were made for the power radiated. It was found that radiation is produced at all frequencies for which one of the plasma modes has zero phase velocity in some direction.

Barnett, Alan↗
NASA NTRS1960

Some Examples of the Applications of the Transonic and Supersonic Area Rules to the Prediction of Wave Drag

The experimental wave drags of bodies and wing-body combinations over a wide range of Mach numbers are compared with the computed drags utilizing a 24-term Fourier series application of the supersonic area rule and with the results of equivalent-body tests. The results indicate that the equivalent-body technique provides a good method for predicting the wave drag of certain wing-body combinations at and below a Mach number of 1. At Mach numbers greater than 1, the equivalent-body wave drags can be misleading. The wave drags computed using the supersonic area rule are shown to be in best agreement with the experimental results for configurations employing the thinnest wings. The wave drags for the bodies of revolution presented in this report are predicted to a greater degree of accuracy by using the frontal projections of oblique areas than by using normal areas. A rapid method of computing wing area distributions and area-distribution slopes is given in an appendix.

Nelson, Robert L.↗
NASA NTRS1983

An experimental investigation of the impingement of a planar shock wave on an axisymmetric body at Mach 3

An experimental study of the flow caused by a planar shock wave impinging obliquely on a cylinder is presented. The complex three dimensional shock wave and boundary layer interaction occurring in practical problems, such as the shock wave impingement from the shuttle nose on an external fuel tank, and store carriage interference on a supersonic tactical aircraft were investigated. A data base for numerical computations of complex flows was also investigated. The experimental techniques included pressure measurements and oil flow patterns on the surface of the cylinder, and shadowgraphs and total and static pressure surveys on the leeward and windward planes of symmetry. The complete data is presented in tabular form. The results reveal a highly complex flow field with two separation zones, regions of high crossflow, and multiple reflected shocks and expansion fans.

Brosh, A.↗
NASA NTRS1960

The Shock-Wave Patterns on a Cranked-Wing Configuration

The shock-wave patterns of a complex configuration with cranked cruciform wings and a cone-cylinder body were examined to determine the interaction of the body bow wave with the flow field about the wing. Also of interest, was the interaction of the forward (760 sweptback) wing leading-edge wave with the rear (600 sweptback) wing leading-edge wave. The shadowgraph pictures of the model in free flight at a Mach number of 4.9, although not definitive, appear to indicate that the body bow wave crosses the outer wing panel after first being refracted either by the leading-edge wave of the 600 sweptback wing or by pressure fields in the flow crossing the wing.

Sammonds, Robert I.↗