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At least 109 records · Page 6

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DOE OSTI2020

A Pair of TESS Planets Spanning the Radius Valley around the Nearby Mid-M Dwarf LTT 3780

We present the confirmation of two new planets transiting the nearby mid-M dwarf LTT 3780 (TIC 36724087, TOI-732, V = 13.07, K {sub s} = 8.204, R {sub s} = 0.374 R {sub ⊙}, M {sub s} = 0.401 M {sub ⊙}, d = 22 pc). The two planet candidates are identified in a single Transiting Exoplanet Survey Satellite sector and validated with reconnaissance spectroscopy, ground-based photometric follow-up, and high-resolution imaging. With measured orbital periods of P {sub b} = 0.77, P {sub c} = 12.25 days and sizes r {sub p,b} = 1.33 ± 0.07, r {sub p,c} = 2.30 ± 0.16 R {sub ⊕}, the two planets span the radius valley in period–radius space around low-mass stars, thus making the system a laboratory to test competing theories of the emergence of the radius valley in that stellar mass regime. By combining 63 precise radial velocity measurements from the High Accuracy Radial velocity Planet Searcher (HARPS) and HARPS-N, we measure planet masses of m{sub p,b}=2.62{sub −0.46}{sup +0.48} and m{sub p,c}=8.6{sub −1.3}{sup +1.6} M {sub ⊕}, which indicates that LTT 3780b has a bulk composition consistent with being Earth-like, while LTT 3780c likely hosts an extended H/He envelope. We show that the recovered planetary masses are consistent with predictions from both photoevaporation and core-powered mass-loss models. The brightness and small size of LTT 3780, along with the measured planetary parameters, render LTT 3780b and c as accessible targets for atmospheric characterization of planets within the same planetary system and spanning the radius valley.

79 ASTRONOMY AND ASTROPHYSICS↗

NASA NTRS1972

Exploratory investigation of lift induced on a swept wing by a two-dimensional partial-span deflected jet at Mach numbers from 0.20 to 1.30

An exploratory investigation was conducted in the Langley 16-foot transonic tunnel at Mach numbers from 0.20 to 1.30 to determine the induced lift characteristics of a body and swept-wing configuration having a partial-span two-dimensional propulsive nozzle with exhaust exit in the notch of the swept-wing trailing edge. The Reynolds number per meter varied from 4,900,000 to 14,030,000. The effects on wing-body characteristics of deflecting the propulsive jet in the flap mode at nominal exhaust-nozzle deflection angles of 0 deg and 30 deg were studied for two nozzle designs with different geometry and wing spans.

Capone, F. J.↗

NASA NTRS1973

Steady, subsonic, lifting surface theory for wings with swept, partial span, trailing edge control surfaces

A method for computing the lifting pressure distribution on a wing with partial span, swept control surfaces is presented. This method is valid within the framework of linearized, steady, potential flow theory and consists of using conventional lifting surface theory in conjuction with a flap pressure mode. The cause of a numerical instability that can occur during the quadrature of the flap pressure mode is discussed, and an efficient technique to eliminate the instability is derived. This technique is valid for both the flap pressure mode and regular pressure modes and could be used to improve existing lifting surface methods. Examples of the use of the flap pressure mode and comparisons among this method, other theoretical methods, and experiments are given. Discrepancies with experiment are indicated and candidate causes are presented. It is concluded that the method can lead to an efficient and accurate solution of the mathematical problem when a partial span, trailing edge flap is involved.

Medan, R. T.↗

NASA NTRS1975

Effort of spanwise variation of turbulence on the normal acceleration of airplanes with small span relative to turbulence scale

A rigid airplane with an unswept wing is analyzed. The results show that the power spectrum, relative to that for a one-dimensional turbulence field, is significantly attenuated at the higher frequencies even for airplanes with arbitrarily small ratios of span to scale of turbulence. This attenuation is described by a simple weighting function of frequency that depends only on aspect ratio. The weighting function, together with the attenuation due to the unsteady flow of gust penetration, allows the determination of the average rate of zero crossings for airplanes having very small spans without recourse to an integral truncation which is often required in calculations based on a one-dimensional turbulence field.

Pratt, K. G.↗

NASA NTRS1975

Prediction of span loading of straight-wing/propeller combinations up to stall

A method is presented for calculating the spanwise lift distribution on straight-wing/propeller combinations. The method combines a modified form of the Prandtl wing theory with a realistic representation of the propeller slipstream distribution. The slipstream analysis permits calculations of the nonuniform axial and rotational slipstream velocity field of propeller/nacelle combinations. This nonuniform field was then used to calculate the wing lift distribution by means of the modified Prandtl wing theory. The theory was developed for any number of nonoverlapping propellers, on a wing with partial or full-span flaps, and is applicable throughout an aspect ratio range from 2.0 and higher. A computer program was used to calculate slipstream characteristics and wing span load distributions for a number of configurations for which experimental data are available, and favorable comparisons are demonstrated between the theoretical predictions and the existing data.

Mcveigh, M. A.↗

NASA NTRS1975

Preliminary analysis of the span-distributed-load concept for cargo aircraft design

A simplified computer analysis of the span-distributed-load airplane (in which payload is placed within the wing structure) has shown that the span-distributed-load concept has high potential for application to future air cargo transport design. Significant increases in payload fraction over current wide-bodied freighters are shown for gross weights in excess of 0.5 Gg (1,000,000 lb). A cruise-matching calculation shows that the trend toward higher aspect ratio improves overall efficiency; that is, less thrust and fuel are required. The optimal aspect ratio probably is not determined by structural limitations. Terminal-area constraints and increasing design-payload density, however, tend to limit aspect ratio.

Whitehead, A. H., Jr.↗

NASA NTRS1975

Low speed wind tunnel investigation of span load alteration, forward-located spoilers, and splines as trailing-vortex-hazard alleviation devices on a transport aircraft model

The effectiveness of a forward-located spoiler, a spline, and span load alteration due to a flap configuration change as trailing-vortex-hazard alleviation methods was investigated. For the transport aircraft model in the normal approach configuration, the results indicate that either a forward-located spoiler or a spline is effective in reducing the trailing-vortex hazard. The results also indicate that large changes in span loading, due to retraction of the outboard flap, may be an effective method of reducing the trailing-vortex hazard.

Croom, D. R.↗

NASA NTRS1975

Viscous/potential flow about multi-element two-dimensional and infinite-span swept wings: Theory and experiment

The viscous subsonic flow past two-dimensional and infinite-span swept multi-component airfoils is studied theoretically and experimentally. The computerized analysis is based on iteratively coupled boundary layer and potential flow analysis. The method, which is restricted to flows with only slight separation, gives surface pressure distribution, chordwise and spanwise boundary layer characteristics, lift, drag, and pitching moment for airfoil configurations with up to four elements. Merging confluent boundary layers are treated. Theoretical predictions are compared with an exact theoretical potential flow solution and with experimental measures made in the Ames 40- by 80-Foot Wind Tunnel for both two-dimensional and infinite-span swept wing configurations. Section lift characteristics are accurately predicted for zero and moderate sweep angles where flow separation effects are negligible.

Olson, L. E.↗

NASA NTRS1976

Technical and economic assessment of span-distributed loading cargo aircraft concepts

A preliminary design study of the performance and economics resulting from the application of the distributed load concept to large freighter aircraft was made. The study was limited to configurations having the payload entirely contained in unswept wings of constant chord with conventional tail surfaces supported from the wing by twin booms. A parametric study based on current technology showed that increases in chord had a similar effect on the economics as increases in span. Increases in both span and chord or airplane size had the largest and most favorable effect. At 600,000 lbs payload a configuration was selected and refined to incorporate advanced technology that could be in production by 1990 and compared with a reference conventional airplane having similar technology.

Whitlow, D. H.↗

NASA NTRS1976

Technical and Economic Assessment of Span-Distributed Loading Cargo Aircraft Concepts

A 700,000 kg (1,540,000-lb) aircraft with a cruise Mach number of 0.75 was found to be optimum for the specified mission parameters of a 272 155-kg (600,000-lb) payload, a 5560-km (3000-n.mi.) range, and an annual productivity of 113 billion revenue-ton km (67 billion revenue-ton n. mi.). The optimum 1990 technology level spanloader aircraft exhibited the minimum 15-year life-cycle costs, direct operating costs, and fuel consumption of all candidate versions. Parametric variations of wing sweep angle, thickness ratio, rows of cargo, and cargo density were investigated. The optimum aircraft had two parallel rows of 2.44 x 2.44-m (8 x 8-ft) containerized cargo with a density of 160 kg/cu m (10 lb/ft 3) carried throughout the entire 101-m (331-ft) span of the constant chord, 22-percent thick, supercritical wing. Additional containers or outsized equipment were carried in the 24.4-m (80-ft) long fuselage compartment preceding the wing. Six 284,000-N (64,000-lb) thrust engines were mounted beneath the 0.7-rad (40-deg) swept wing. Flight control was provided by a 36.6-m (120-ft) span canard surface mounted atop the forward fuselage, by rudders on the wingtip verticals and by outboard wing flaperons.

Johnston, W. M.↗

NASA NTRS1976

Viscous/potential flow about multi-element two-dimensional and infinite-span swept wings - Theory and experiment

The viscous subsonic flow past two-dimensional and infinite-span swept multi-component airfoils is studied theoretically and experimentally. The computerized analysis is based on iteratively coupled boundary-layer and potential-flow analysis. The method, which is restricted to flows with only slight separation, gives surface pressure distribution, chordwise and spanwise boundary-layer characteristics, lift, drag, and pitching moment for airfoil configurations with up to four elements. Merging confluent boundary layers are treated. Theoretical predictions are compared with an exact theoretical potential flow solution and with experimental measures made in the Ames 40- by 80-Foot Wind Tunnel for both two-dimensional and infinite-span swept wing configurations. Section lift characteristics are accurately predicted for zero and moderate sweep angles where flow separation effects are negligible.

Olson, L. E.↗

NASA NTRS1980

Development of a metric half-span model for interference free testing

A metric half-span model has been developed which allows measurement of aerodynamic forces and moments without support interference or model distortion. This is accomplished by combining the best features of the conventional sting/balance and half-span splitter plate supports, For example, forces and moments are measured on one-half of a symmetrical model which is mechanically supported by a sting on the nonmetric half. Tests were performed in the Langley Unitary Plan wind tunnel over a Mach range of 1.60 to 2.70 and an angle-of-attack range of 04 deg to 20 deg. Preliminary results on concept evaluation, and effect of fuselage modification to house a conventional balance and sting are presented.

Corlett, W. A.↗

NASA NTRS1979

Accelerated development and flight evaluation of active controls concepts for subsonic transport aircraft. Volume 1: Load alleviation/extended span development and flight tests

Active wing load alleviation to extend the wing span by 5.8 percent, giving a 3 percent reduction in cruise drag is covered. The active wing load alleviation used symmetric motions of the outboard ailerons for maneuver load control (MLC) and elastic mode suppression (EMS), and stabilizer motions for gust load alleviation (GLA). Slow maneuvers verified the MLC, and open and closed-loop flight frequency response tests verified the aircraft dynamic response to symmetric aileron and stabilizer drives as well as the active system performance. Flight tests in turbulence verified the effectiveness of the active controls in reducing gust-induced wing loads. It is concluded that active wing load alleviation/extended span is proven in the L-1011 and is ready for application to airline service; it is a very practical way to obtain the increased efficiency of a higher aspect ratio wing with minimum structural impact.

Johnston, J. F.↗

NASA NTRS1983

DE 102 - A numerically integrated ephemeris of the moon and planets spanning forty-four centuries

It is pointed out that the 1960's were the turning point for the generation of lunar and planetary ephemerides. All previous measurements of the positions of solar system bodies were optical angular measurements. New technological improvements leading to immense changes in observational accuracy are related to developments concerning radar, Viking landers on Mars, and laser ranges to lunar corner cube retroreflectors. Suitable numerical integration techniques and more comprehensive physical models were developed to match the accuracy of the modern data types. The present investigation is concerned with the first integrated ephemeris, DE 102, which covers the entire span of the historical astronomical observations of usable accuracy which are known. The fit is made to modern data. The integration spans the time period from 1411 BC to 3002 AD.

Newhall, X. X.↗

NASA NTRS1983

Pressure distribution data from tests of 2.29 M (7.5 feet) span EET high-lift transport aircraft model in the Ames 12-foot pressure tunnel

A high-lift transport aircraft model equipped with full-span leading-edge slat and part-span double-slotted trailing-edge flap was tested in the Ames 12-ft pressure tunnel to determine the low-speed performance characteristics of a representative high-aspect-ratio supercritical wing. These tests were performed in support of the Energy Efficient Transport (EET) program which is one element of the Aircraft Energy Efficiency (ACEE) project. Static longitudinal forces and moments and chordwise pressure distributions at three spanwise stations were measured for cruise, climb, two take-off flap, and two landing flap wing configurations. The tabulated and plotted pressure distribution data is presented without analysis or discussion.

Kjelgaard, S. O.↗

NASA NTRS1988

Effects of symmetric and asymmetric modes on transonic aeroelastic characteristics of full-span wing-body configurations

To accurately study the transonic aeroelastic characteristics, it is important to model the full aircraft configuration, including asymmetry. Recently, an accurate method of computing unsteady transonic flows on full-span wing-body configurations was developed using the transonic potential flow theory. In this work, the method is further developed to account for the aeroelasticity of full-span wing-body configurations. This is accomplished by simultaneously integrating the unsteady aerodynamic forces and modal structural equations of the wing-body configurations. To validate the method, aeroelastic computations are made for a wing-body configuration with a rectangular wing. The aeroelastic responses of this configuration are correlated with the responses of a similar isolated wing. The comparisons are favorable. Aeroelastic computations associated with symmetric and asymmetric modes are also made to study the influence of modal asymmetry on responses. This new development is further illustrated by computing aeroelastic characteristics of a typical fighter aircraft. The results from this study will be useful in accurately computing the transonic flutter boundaries of aircraft, including those associated with asymmetric modes.

Guruswamy, Guru P.↗

NASA NTRS1989

Investigation of a free-tip rotor configuration for research on spanwise life distributions and wake velocity surveys of a semi-span wing with a discontinuous twist

A wind tunnel test was conducted in the NASA Ames 7 x 10 Foot Wind Tunnel to investigate the lift distribution on a semi-span wing with a discontinuous change in spanwise twist. The semi-span wing had a tip with an adjustable pitch angle independent on the inboard section pitch angle simulating the free-tip rotor blade when its free-tip is at a deflected position. The spanwise lift distribution over the wing and the tip were measured and three component velocity surveys behind the wing were obtained with a three dimensional laser Doppler velocimeter (LV) with the wing at one angle of attack and the tip deflected at different pitch angles. A six component internal strain gage balance was also used to measure total forces and moments on the tip. The three dimensional lift was computed from the two dimensional life distributions obtained from the LV and from the strain gage balance. The results from both experimental methods are shown to be in agreement with predictions made by a steady, three dimensional panel code, VSAERO.

Fortin, Paul↗

NASA NTRS1989

A flow visualization and aerodynamic force data evaluation of spanwise blowing on full and half span delta wings

A wind-tunnel investigation has been performed to quantify the effects of a jet on the leading-edge vortices generated by a 70-deg-sweep sharp-edged delta wing at low Reynolds numbers. Efforts were made ot optimize the jet nozzle position with respect to maximum lift increments. Both half-span force-balance testing and half- and full-span flow visualization tests were conducted. Two angles of attack were investigated, 30 and 35 deg, at Reynolds numbers of 150,000 and 200,000. Aerodynamic enhancement, including lift and drag gains of about 20 and 17 percent respectively, were measured. Results indicate an optimum jet nozzle location to be close to the leading edge, tangent to the upper wing surface, and in a direction aligned parallel to the leading edge. Nozzle interference effects, especially near the apex, were not negligible.

Visser, K. D.↗