Search NASA⌕ Search

SEARCH · Search NASA

Results for “lead”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 91 records · Page 5

Vortex leading edge flap assembly for supersonic airplanes

A leading edge flap (16) for supersonic transport airplanes is disclosed. In its stowed position, the leading edge flap forms the lower surface of the wing leading edge up to the horizontal center of the leading edge radius. For low speed operation, the vortex leading edge flap moves forward and rotates down. The upward curve of the flap leading edge triggers flow separation on the flap and rotational flow on the upper surface of the flap (vortex). The rounded shape of the upper fixed leading edge provides the conditions for a controlled reattachment of the flow on the upper wing surface and therefore a stable vortex. The vortex generates lift and a nose-up pitching moment. This improves maximum lift at low speed, reduces attitude for a given lift coefficient and improves lift to drag ratio. The mechanism (27) to move the vortex flap consists of two spanwise supports (24) with two diverging straight tracks (64 and 68) each and a screw drive mechanism (62) in the center of the flap panel (29). The flap motion is essentially normal to the airloads and therefore requires only low actuation forces.

Rudolph, Peter K. C.↗

When Deriving the Spatial QRS-T Angle from the 12-lead ECG, which Transform is More Frank: Regression or Inverse Dower?

Our primary objective was to ascertain which commonly used 12-to-Frank-lead transformation yields spatial QRS-T angle values closest to those obtained from simultaneously collected true Frank-lead recordings. Simultaneous 12-lead and Frank XYZ-lead recordings were analyzed for 100 post-myocardial infarction patients and 50 controls. Relative agreement, with true Frank-lead results, of 12-to-Frank-lead transformed results for the spatial QRS-T angle using Kors regression versus inverse Dower was assessed via ANOVA, Lin s concordance and Bland-Altman plots. Spatial QRS-T angles from the true Frank leads were not significantly different than those derived from the Kors regression-related transformation but were significantly smaller than those derived from the inverse Dower-related transformation (P less than 0.001). Independent of method, spatial mean QRS-T angles were also always significantly larger than spatial maximum (peaks) QRS-T angles. Spatial QRS-T angles are best approximated by regression-related transforms. Spatial mean and spatial peaks QRS-T angles should also not be used interchangeably.

Schlegel, Todd T.↗

NASA-DoD Lead-Free Electronics Project

Original Equipment Manufacturers (OEMs), depots, and support contract ors have to be prepared to deal with an electronics supply chain that increasingly provides parts with lead-free finishes, some labeled no differently and intermingled with their SnPb counterparts. Allowance of lead-free components presents one of the greatest risks to the r eliability of military and aerospace electronics. The introduction of components with lead-free terminations, termination finishes, or cir cuit boards presents a host of concerns to customers, suppliers, and maintainers of aerospace and military electronic systems such as: 1. Electrical shorting due to tin whiskers 2. Incompatibility of lead-f ree processes and parameters (including higher melting points of lead -free alloys) with other materials in the system 3. Unknown material properties and incompatibilities that could reduce solder joint reli ability As the transition to lead-free becomes a certain reality for military and aerospace applications, it will be critical to fully un derstand the implications of reworking lead-free assemblies.

Kessel, Kurt↗

Shuttle Wing Leading Edge Root Cause NDE Team Findings and Implementation of Quantitative Flash Infrared Thermography

Comparison metrics can be established to reliably and repeatedly establish the health of the joggle region of the Orbiter Wing Leading Edge reinforced carbon carbon (RCC) panels. Using these metrics can greatly reduced the man hours needed to perform, wing leading edge scanning for service induced damage. These time savings have allowed for more thorough inspections to be preformed in the necessary areas with out affecting orbiter flow schedule. Using specialized local inspections allows for a larger margin of safety by allowing for more complete characterizations of panel defects. The presence of the t-seal during thermographic inspection can have adverse masking affects on ability properly characterize defects that exist in the joggle region of the RCC panels. This masking affect dictates the final specialized inspection should be preformed with the t-seal removed. Removal of the t-seal and use of the higher magnification optics has lead to the most effective and repeatable inspection method for characterizing and tracking defects in the wing leading edge. Through this study some inadequacies in the main health monitoring system for the orbiter wing leading edge have been identified and corrected. The use of metrics and local specialized inspection have lead to a greatly increased reliability and repeatable inspection of the shuttle wing leading edge.

Burke, Eric R.↗

Leading and Trailing Anvil Clouds of West African Squall Lines

The anvil clouds of tropical squall-line systems over West Africa have been examined using cloud radar data and divided into those that appear ahead of the leading convective line and those on the trailing side of the system. The leading anvils are generally higher in altitude than the trailing anvil, likely because the hydrometeors in the leading anvil are directly connected to the convective updraft, while the trailing anvil generally extends out of the lower-topped stratiform precipitation region. When the anvils are subdivided into thick, medium, and thin portions, the thick leading anvil is seen to have systematically higher reflectivity than the thick trailing anvil, suggesting that the leading anvil contains numerous larger ice particles owing to its direct connection to the convective region. As the leading anvil ages and thins, it retains its top. The leading anvil appears to add hydrometeors at the highest altitudes, while the trailing anvil is able to moisten a deep layer of the atmosphere.

Centrone, Jasmine↗

Ultra-Low Heat-Leak, High-Temperature Superconducting Current Leads for Space Applications

NASA Goddard Space Flight Center has a need for current leads used in an adiabatic demagnetization refrigerator (ADR) for space applications. These leads must comply with stringent requirements such as a heat leak of approximately 100 W or less while conducting up to 10 A of electric current, from more than 90 K down to 10 K. Additionally, a length constraint of < 300 mm length and < 50 mm diameter is to be maintained. The need for these current leads was addressed by developing a superconducting hybrid lead. This hybrid lead comprises two different high-temperature superconducting (HTS) conductors bonded together at a thermally and electrically determined optimum point along the length of the current lead. By taking advantage of material properties of each conductor type, employing advanced fabrication techniques, and taking advantage of novel insulation materials, the company was able to develop and fabricate the lightweight, low heat-leak leads currently to NASA's specs.

Rey, Christopher M.↗

Passivation of Flexible YBCO Superconducting Current Lead With Amorphous SiO2 Layer

Adiabatic demagnetization refrigerators (ADR) are operated in space to cool detectors of cosmic radiation to a few 10s of mK. A key element of the ADR is a superconducting magnet operating at about 0.3 K that is continually energized and de-energized in synchronism with a thermal switch, such that a piece of paramagnetic salt is alternately warm in a high magnetic field and cold in zero magnetic field. This causes the salt pill or refrigerant to cool, and it is able to suck heat from an object, e.g., the sensor, to be cooled. Current has to be fed into and out of the magnets from a dissipative power supply at the ambient temperature of the spacecraft. The current leads that link the magnets to the power supply inevitably conduct a significant amount of heat into the colder regions of the supporting cryostat, resulting in the need for larger, heavier, and more powerful supporting refrigerators. The aim of this project was to design and construct high-temperature superconductor (HTS) leads from YBCO (yttrium barium copper oxide) composite conductors to reduce the heat load significantly in the temperature regime below the critical temperature of YBCO. The magnet lead does not have to support current in the event that the YBCO ceases to be superconducting. Cus - tomarily, a normal metal conductor in parallel with the YBCO is a necessary part of the lead structure to allow for this upset condition; however, for this application, the normal metal can be dispensed with. Amorphous silicon dioxide is deposited directly onto the surface of YBCO, which resides on a flexible substrate. The silicon dioxide protects the YBCO from chemically reacting with atmospheric water and carbon dioxide, thus preserving the superconducting properties of the YBCO. The customary protective coating for flexible YBCO conductors is silver or a silver/gold alloy, which conducts heat many orders of magnitude better than SiO2 and so limits the use of such a composite conductor for passing current across a thermal gradient with as little flow of heat as possible to make an efficient current lead. By protecting YBCO on a flexible substrate of low thermal conductivity with SiO2, a thermally efficient and flexible current lead can be fabricated. The technology is also applicable to current leads for 4 K superconducting electronics current biasing. A commercially available thin-film YBCO composite tape conductor is first stripped of its protective silver coating. It is then mounted on a jig that holds the sample flat and acts as a heat sink. Silicon dioxide is then deposited onto the YBCO to a thickness of about 1 micron using PECVD (plasma-enhanced chemical vapor deposition), without heating the YBCO to the point where degradation occurs. Since SiO2 can have good high-frequency electrical properties, it can be used to coat YBCO cable structures used to feed RF signals across temperature gradients. The prime embodiment concerns the conduction of DC current across the cryogenic temperature gradient. The coating is hard and electrically insulating, but flexible.

Johannes, Daniel↗

Assessment of ICESat-2 Sea Ice Surface Classification with Sentinel-2 Imagery: Implications for Freeboard and New Estimates of Lead and Floe Geometry

NASA's Ice, Cloud, and Land Elevation Satellite-2 (ICESat-2) mission launched in September 2018 and is now providing high-resolution surface elevation profiling across the entire globe, including the sea ice cover of the Arctic and Southern Oceans. For sea ice applications, successfully discriminating returns between sea ice and open water is key for accurately determining freeboard (the extension of sea ice above local sea level) and new information regarding the geometry of sea ice floes and leads. We take advantage of near-coincident optical imagery obtained from the European Space Agency (ESA) Sentinel-2 (S-2) satellite over the Western Weddell Sea of the Southern Ocean in March 2019 and the Lincoln Sea of the Arctic Ocean in May 2019 to evaluate the surface classification scheme in the ICESat-2 ATL07 and ATL10 sea ice products. We find a high level of agreement between the ATL07 (specular) lead classification and visible leads in the S-2 imagery in these two coincident images across all six ICESat-2 beams, increasing our confidence in the freeboard products and deriving new estimates of the sea ice state. The S-2 overlays provide additional, albeit limited, evidence of the misclassification of dark leads due to clouds. Dark leads are no longer used to derive sea surface and thus freeboard as of the third release (r003) of the ICESat-2 sea ice products. We show estimates of lead fraction and more preliminary estimates of chord length (a proxy for floe size) using two metrics for classifying sea surface (lead) segments across both the Arctic and Southern Ocean for the first winter season of data collection.

A. A. Petty↗

Aerothermal Effects of Hypersonic Shock Impingement on a Highly Swept Leading Edge

A numerical study is conducted to investigate aerothermal implications of oblique shock impingement on a highly swept leading edge in hypersonic flow, with flow conditions and geometry relevant to non-propulsive leading edge heating on hypersonic cruise vehicles. In contrast to propulsive inlet leading edge shock impingement, which has been subject to extensive historical study, bow shock impingement on a highly swept wing leading edge has received comparatively little attention in the literature. Distinguishing characteristics of this type of flow include a potentially dominant surface heating contribution from crossflow-induced viscous dissipation, possible wall velocity slip and temperature jump effects, and various modes of shock layer thermal nonequilibrium that can interact with shock impingement flowfield structures. One overall goal of this work is to assess the impact of bow shock impingement and related nonequilibrium phenomena for wing leading edge design, materials selection and thermal management. Another goal is to improve understanding – and thereby reduce associated design margins – for the physical processes and mechanisms that may influence wing leading edge heating in the presence of an impinging shock. A combination of direct simulation Monte Carlo and Reynolds-averaged Navier-Stokes analysis is used to assess surface and flowfield characteristics for a series of hypersonic shock impingement problems, based on historical ground tests and related flight conditions. Favorable comparisons are performed with experimental data, and various thermal nonequilibrium effects are quantified.

direct simulation Monte Carlo↗

Flight experience on the need and use of inflight leading edge washing for a laminar flow airfoil

An investigation of leading-edge contamination by insects was conducted at the NASA Dryden Flight Research Center with a JetStar airplane instrumented to detect transition on the outboard leading-edge flap and equipped with a system to wash the leading edge in flight. The results of airline-type flights with the JetStar indicated that insects can contaminate the leading edge during take-off and climbout at large jet airports in the United States. The results also showed that the insects collected on the leading edges at 180 knots did not erode at cruise conditions for a laminar flow control airplane and caused premature transition of the laminar boundary layer. None of the superslick and hydrophobic surfaces tested showed any significant advantages in alleviating the insect contamination problem. While there may be other solutions to the insect contamination problem, the results of these tests with a washer system showed that a continuous water spray while encountering the insects is effective in preventing insect contamination of the leading edges.

Fisher, D. F.↗

Improved prediction of laminar leading edge separation

Research was conducted to provide a definite criterion for the prediction of the bubble burst on airfoils typical of those used for fighter wings. The approach taken was to correlate existing airfoil bubble burst data using various parameters at the laminar separation point. The method due to Weber was modified to provide a continuous analytic solution for the velocity distribution around the airfoil leading edge. Coupling the modified Weber method with the Stratford laminar separation prediction method leads to a universal chart giving the conditions at separation as a function of stagnation location and leading edge radius. Application of the combined method to available two-dimensional airfoil data resulted in an empirical criterion presenting the limiting local velocity gradient at separation as a function of the boundary layer momentum thickness at separation for bubble burst. The correlation leads as well to the qualitative explanation of two types of laminar stall: thin airfoil and leading edge. The validity of the correlation is demonstrated by predicting the lift coefficient and angle of attack for stall on airfoils with leading edge or trailing edge flaps.

Herring, R. N.↗

Investigation of leading-edge flap performance on delta and double-delta wings at supersonic speeds

An investigation of the aerodynamic performance of leading-edge flaps on three clipped delta and three clipped double-delta wing planforms with aspect ratios of 1.75, 2.11, and 2.50 was conducted in the Langley Unitary Plan Wind Tunnel at Mach numbers of 1.60, 1.90, and 2.16. A primary set of fullspan leading-edge flaps with similar root and tip chords were investigated on each wing, and several alternate flap planforms were investigated on the aspect-ratio-1.75 wings. All leading-edge flap geometries were effective in reducing the drag at lifting conditions over the range of wing aspect ratios and Mach numbers tested. Application of a primary flap resulted in better flap performance with the double-delta planform than with the delta planform. The primary flap geometry generally yielded better performance than the alternate flap geometries tested. Trim drag due to flap-induced pitching moments was found to reduce the leading-edge flap performance more for the delta planform than for the double-delta planform. Flow-visualization techniques showed that leading-edge flap deflection reduces crossflow shock-induced separation effects. Finally, it was found that modified linear theory consistently predicts only the effects of leading-edge flap deflection as related to pitching moment and lift trends.

Covell, Peter F.↗

Tool For Tinning Integrated-Circuit Leads

As many as eight flatpacks held. Tool made of fiberglass boards. Clamps row of flatpacks by their leads so leads on opposite side of packages dipped. After dipping, nuts on boards loosened, flatpacks turned around, nuts retightened, and untinned leads dipped. Strips of magnetic material grip leads of flatpacks (made of Kovar, magnetic iron/nickel/cobalt alloy) while boards repositioned. Micrometerlike screw used to adjust exposed width of magnetic strip to suit dimensions of flatpacks. Holds flatpack integrated circuits so leads tinned. Accommodates several flatpacks for simultaneous dipping of leads in molten solder. Adjusts to accept flatpacks in range of sizes.

Prosser, Gregory N.↗

Navier Stokes computation of the flow field over delta wings with spanwise leading edge blowing

The concept of spanwise leading edge blowing, a means of controlling the position and strength of leading edge vortices, is analyzed by numerical solutions of the three-dimensional Thin-Layer Navier Stokes equations. The leading edge jet is simulated by defining a permeable boundary, corresponding to the jet slot, where suitable boundary conditions are implemented. Numerical results agree favorably with experimental measurements. It is found that the use of spanwise leading edge blowing not only magnifies the size and strength of the leading edge vortices, but also moves the vortex cores outboard and upward. As a result, the increase in lift comes primarily from the greater nonlinear vortex lift. The presence of the leading edge jet stream displaces the flow outboard, thereby increasing the effective aspect ratio of the delta wing. However, blowing causes earlier vortex breakdown, thus decreasing the stall angle.

Yeh, David T.↗

Probable errors in width distributions of sea ice leads measured along a transect

The degree of error expected in the measurement of widths of sea ice leads along a single transect are examined in a probabilistic sense under assumed orientation and width distributions, where both isotropic and anisotropic lead orientations are examined. Methods are developed for estimating the distribution of 'actual' widths (measured perpendicular to the local lead orientation) knowing the 'apparent' width distribution (measured along the transect), and vice versa. The distribution of errors, defined as the difference between the actual and apparent lead width, can be estimated from the two width distributions, and all moments of this distribution can be determined. The problem is illustrated with Landsat imagery and the procedure is applied to a submarine sonar transect. Results are determined for a range of geometries, and indicate the importance of orientation information if data sampled along a transect are to be used for the description of lead geometries. While the application here is to sea ice leads, the methodology can be applied to measurements of any linear feature.

Key, J.↗

Thermostructural applications of heat pipes for cooling leading edges of high-speed aerospace vehicles

Heat pipes have been considered for use on wing leading edge for over 20 years. Early concepts envisioned metal heat pipes cooling a metallic leading edge. Several superalloy/sodium heat pipes were fabricated and successfully tested for wing leading edge cooling. Results of radiant heat and aerothermal testing indicate the feasibility of using heat pipes to cool the stagnation region of shuttle-type space transportation systems. The test model withstood a total seven radiant heating tests, eight aerothermal tests, and twenty-seven supplemental radiant heating tests. Cold-wall heating rates ranged from 21 to 57 Btu/sq ft-s and maximum operating temperatures ranged from 1090 to 1520 F. Follow-on studies investigated the application of heat pipes to cool the stagnation regions of single-stage-to-orbit and advanced shuttle vehicles. Results of those studies indicate that a 'D-shaped' structural design can reduce the mass of the heat-pipe concept by over 44 percent compared to a circular heat-pipe geometry. Simple analytical models for heat-pipe startup from the frozen state (working fluid initially frozen) were adequate to approximate transient, startup, and steady-state heat-pipe performance. Improvement in analysis methods has resulted in the development of a finite-element analysis technique to predict heat-pipe startup from the frozen state. However, current requirements of light-weight design and reliability suggest that metallic heat pipes embedded in a refractory composite material should be used. This concept is the concept presently being evaluated for NASP. A refractory-composite/heat-pipe-cooled wing leading edge is currently being considered for the National Aero-Space Plane (NASP). This concept uses high-temperature refractory-metal/lithium heat pipes embedded within a refractory-composite structure and is significantly lighter than an actively cooled wing leading edge because it eliminates the need for active cooling during ascent and descent. Since the NASP vehicle uses cryogenic hydrogen to cool structural components and then burns this fuel in the combustor, hydrogen necessary for descent cooling only, when the vehicle is unpowered, is considered to be a weight penalty. Details of the design of the refractory-composite/heat-pipe-cooled wing leading edge are currently being investigated. Issues such as thermal contact resistance and thermal stress are also being investigated.

Camarda, Charles J.↗

Hypersonic Engine Leading Edge Experiments in a High Heat Flux, Supersonic Flow Environment

A major concern in advancing the state-of-the-art technologies for hypersonic vehicles is the development of an aeropropulsion system capable of withstanding the sustained high thermal loads expected during hypersonic flight. Three aerothermal load related concerns are the boundary layer transition from laminar to turbulent flow, articulating panel seals in high temperature environments, and strut (or cowl) leading edges with shock-on-shock interactions. A multidisciplinary approach is required to address these technical concerns. A hydrogen/oxygen rocket engine heat source has been developed at the NASA Lewis Research Center as one element in a series of facilities at national laboratories designed to experimentally evaluate the heat transfer and structural response of the strut (or cowl) leading edge. A recent experimental program conducted in this facility is discussed and related to cooling technology capability. The specific objective of the experiment discussed is to evaluate the erosion and oxidation characteristics of a coating on a cowl leading edge (or strut leading edge) in a supersonic, high heat flux environment. Heat transfer analyses of a similar leading edge concept cooled with gaseous hydrogen is included to demonstrate the complexity of the problem resulting from plastic deformation of the structures. Macro-photographic data from a coated leading edge model show progressive degradation over several thermal cycles at aerothermal conditions representative of high Mach number flight.

Gladden, Herbert J.↗

A Thermostructural Analysis of a Diboride Composite Leading Edge

In an effort to support the design of zirconium diboride composite leading edges for hypersonic vehicles, a finite element model (FEM) of a prototype leading edge was created and finite element analysis (FEA) was employed to assess its thermal and structural response to aerothermal boundary conditions. Unidirectional material properties for the structural components of the leading edge, a continuous fiber reinforced diboride composite, were computed with COSTAR. These properties agree well with those experimentally measured. To verify the analytical approach taken with COSMOS/M, an independent FEA of one of the leading edge assembly components was also done with COSTAR. Good agreement was obtained between the two codes. Both showed that a unidirectional lay-up had the best margin of safety for a simple loading case. Both located the maximum stress in the same region and ply. The magnitudes agreed within 4 percent. Trajectory based aerothermal heating was then applied to the leading edge assembly FEM created with COSMOS/M to determine steady state temperature response, displacement, stresses, and contact forces due to thermal expansion and thermal strains. Results show that the leading edge stagnation line temperature reached 4700 F. The maximum computed failure index for the laminated composite components peaks at 4.2, and is located at the bolt flange in layer 2 of the side bracket. The temperature gradient in the tip causes a compressive stress of 279 ksi along its width and substantial tensile stresses within its depth.

Kowalski, Tom↗