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At least 109 records · Page 6

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NASA NTRS1961

Aerodynamic Force Characteristics of a Series of Lifting Cone and Cone-Cylinder Configurations at a Mach Number of 6.83 and Angles of Attack up to 130 Deg

Force tests of a series of right circular cones having semivertex angles ranging from 5 deg to 45 deg and a series of right circular cone-cylinder configurations having semivertex angles ranging from 5 deg to 20 deg and an afterbody fineness ratio of 6 have been made in the Langley 11-inch hypersonic tunnel at a Mach number of 6.83, a Reynolds number of 0.24 x 10.6 per inch, and angles of attack up to 130 deg. An analysis of the results made use of the Newtonian and modified Newtonian theories and the exact theory. A comparison of the experimental data of both cone and cone-cylinder configurations with theoretical calculations shows that the Newtonian concept gives excellent predictions of trends of the force characteristics and the locations with respect to angle of attack of the points of maximum lift, maximum drag, and maximum lift-drag ratio. Both the Newtonian a.nd exact theories give excellent predictions of the sign and value of the initial lift-curve slope. The maximum lift coefficient for conical bodies is nearly constant at a value of 0.5 based on planform area for semivertex angles up to 30 deg. The maximum lift-drag ratio for conical bodies can be expected to be not greater than about 3.5, and this value might be expected only for slender cones having semivertex angles of less than 5 deg. The increments of angle of attack and lift coefficient between the maximum lift-drag ratio and the maximum lift coefficient for conical bodies decrease rapidly with increasing semivertex angles as predicted by the modified Newtonian theory.

Penland, Jim A.↗

NASA NTRS2011

Assessing Uncertainties in Boundary Layer Transition Predictions for HIFiRE-1 at Non-zero Angles of Attack

Boundary layer stability was analyzed for the HIFiRE-1 flight vehicle geometry for ground tests conducted at the CUBRC LENS I hypersonic shock test facility and the Langley Research Center (LaRC) 20- inch Mach 6 Tunnel. Boundary layer stability results were compared to transition onset location obtained from discrete heat transfer measurements from thin film gauges during the CUBRC test and spatially continuous heat transfer measurements from thermal phosphor paint data during the LaRC test. The focus of this analysis was on conditions at non-zero angles of attack as stability analysis has already been performed at zero degrees angle of attack. Also, the transition onset data obtained during flight testing was at nonzero angles of attack, so this analysis could be expanded in the future to include the results of the flight test data. Stability analysis was performed using the 2D parabolized stability software suite STABL (Stability and Transition Analysis for Hypersonic Boundary Layers) developed at the University of Minnesota and the mean flow solutions were computed using the DPLR finite volume Navier-Stokes computational fluid dynamics (CFD) solver. A center line slice of the 3D mean flow solution was used for the stability analysis to incorporate the angle of attack effects while still taking advantage of the 2D STABL software suite. The N-factors at transition onset and the value of Re(sub theta)/M(sub e), commonly used to predict boundary layer transition onset, were compared for all conditions analyzed. Ground test data was analyzed at Mach 7.2 and Mach 6.0 and angles of attack of 1deg, 3deg and 5deg. At these conditions, the flow was found to be second mode dominant for the HIFiRE-1 slender cone geometry. On the leeward side of the vehicle, a strong trend of transition onset location with angle of attack was observed as the boundary layer on the leeward side of the vehicle developed inflection points at streamwise positions on the vehicle that correlated to angle of attack. Inflection points are a strong instability mechanism that lead to rapid breakdown and transition to turbulence. The transition onset location on the windward side of the vehicle displayed no trend with angle of attack or freestream Reynolds number and transition was observed farther down the vehicle than observed on the leeward side of the vehicle. In analysis of both windward and leeward sides of the vehicle, use of the N factor methodology to develop trends to predict boundary layer transition onset showed improvements over the Re(sub theta)/M(sub e) empirical correlation methodology. Stronger correlations and less scatter in the data were observed when using the N factor method for these cases.

Marek, Lindsay C.↗

NASA NTRS2013

Simulations of Seasonal and Latitudinal Variations in Leaf Inclination Angle Distribution: Implications for Remote Sensing

The leaf inclination angle distribution (LAD) is an important characteristic of vegetation canopy structure affecting light interception within the canopy. However, LADs are difficult and time consuming to measure. To examine possible global patterns of LAD and their implications in remote sensing, a model was developed to predict leaf angles within canopies. Canopies were simulated using the SAIL radiative transfer model combined with a simple photosynthesis model. This model calculated leaf inclination angles for horizontal layers of leaves within the canopy by choosing the leaf inclination angle that maximized production over a day in each layer. LADs were calculated for five latitude bands for spring and summer solar declinations. Three distinct LAD types emerged: tropical, boreal, and an intermediate temperate distribution. In tropical LAD, the upper layers have a leaf angle around 35 with the lower layers having horizontal inclination angles. While the boreal LAD has vertical leaf inclination angles throughout the canopy. The latitude bands where each LAD type occurred changed with the seasons. The different LADs affected the fraction of absorbed photosynthetically active radiation (fAPAR) and Normalized Difference Vegetation Index (NDVI) with similar relationships between fAPAR and leaf area index (LAI), but different relationships between NDVI and LAI for the different LAD types. These differences resulted in significantly different relationships between NDVI and fAPAR for each LAD type. Since leaf inclination angles affect light interception, variations in LAD also affect the estimation of leaf area based on transmittance of light or lidar returns.

Seasonal↗

NASA NTRS2017

Growth Angle - a Microscopic View

The growth angle that is formed between the side of the growing crystal and the melt meniscus is an important parameter in the detached Bridgman crystal growth method, where it determines the extent of the crystal-crucible wall gap, and in the Czochralski and float zone methods, where it influences the size and stability of the crystals. The growth angle is a non-equilibrium parameter, defined for the crystal growth process only. For a melt-crystal interface translating towards the crystal (melting), there is no specific angle defined between the melt and the sidewall of the solid. In this case, the corner at the triple line becomes rounded, and the angle between the sidewall and the incipience of meniscus can take a number of values, depending on the position of the triple line. In this work, a microscopic model is developed in which the fluid interacts with the solid surface through long range van der Waals or Casimir dispersive forces. This growth angle model is applied to Si and Ge and compared with the macroscopic approach of Herring. In the limit of a rounded corner with a large radius of curvature, the wetting of the melt on the crystal is defined by the contact angle. The proposed microscopic approach addresses the interesting issue of the transition from a contact angle to a growth angle as the radius of curvature decreases.

Mazurak, K.↗

NASA NTRSDate not supplied

Optimal Angle of Attack Control for Aerocapture Maneuvers

Recent investigations of aerocapture maneuvers have considered direct force control as a promising alternative to bank angle control. By modulating the angle of attack and sideslip angle independently, the longitudinal and lateral channels can be decoupled and thus solved separately. However, the optimal angle of attack profile for minimizing post-atmospheric propellant expenditure was previously unknown. This research applies principles of optimal control theory to numerically solve for the optimal angle of attack profile for control of the longitudinal channel. Direct methods are first employed to discretize the angle of attack profile and show that an optimal solution follows a nearly bang-bang (full lift up then full lift down) structure under a variety of conditions along the flight path angle corridor. To corroborate these results, indirect methods were also applied to scope the Optimal Control Problem (OCP) as a Two Point Boundary Value Problem (2P-BVP) which could then be solved numerically. The indirect optimization results aligned closely with the direct results, providing further evidence that a bang-bang structure provides a good approximation for the optimal angle of attack profile for aerocapture maneuvers using direct force control.

aerocapture↗

NASA NTRS2015

NEAs: Phase Angle Dependence of Asteroid Class and Diameter from Observational Studies

We will discuss the results of a planned observation campaign of Near Earth Asteroids (NEAs), 1999 CU3, 2002 GM2, 2002 FG7, and 3691 Bede with instruments on the United Kingdom Infrared Telescope (UKIRT) from 15-Mar-2015 to 28-April 2015 UT. We will study the phase-angle dependence of the reflectance and thermal emission spectra. Recent publications reveal that the assignment of the asteroid class from visible and near-IR spectroscopy can change with phase angle for NEAs with silicate-bearing minerals on their surfaces (S-class asteroids) (Thomas et al. 2014, Icarus 228, 217; Sanchez et al. 2012 Icarus 220, 36). Only three of the larger NEAs have been measured at a dozen phase angles and the trends are not all the same, so there is not yet enough information to create a phase-angle correction. Also, the phase angle effect is not characterized well for the thermal emission including determination of the albedo and the thermal emission. The few NEAs were selected for our study amongst many possible targets based on being able to observe them through a wide range of phase angles, ranging from less than about 10 degrees to greater than 45 degrees over the constrained date range. The orbits of NEAs often generate short observing windows at phase angles higher than 45 deg (i.e., whizzing by Earth and/or close to dawn or dusk). Ultimately, lowering the uncertainty of the translation of asteroid class to meteorite analog and of albedo and size determinations are amongst our science goals. On a few specific nights, we plan to observe the 0.75-2.5 micron spectra with IRTF+SpeX for comparison with UKIRT data including 5-20 micron with UKIRT+UIST/Michelle to determine as best as possible the albedos. To ensure correct phasing of spectroscopic data, we augment with TRAPPIST-telescope light curves and R-band guider image data. Our observations will contribute to understanding single epoch mid-IR and near-IR measurements to obtain albedo, size and IR beaming parameters (the outcomes of thermal models) and asteroid spectral class.

phase-angle↗

NASA NTRS1972

Predicted upwash angles at engine inlets for STOL aircraft

Upwash angles were predicted for a STOL lifting system by using a two-dimensional potential flow analysis. Upwash angles are presented for distances ahead of the wing leading edge of 50, 75, and 100 percent of wing chord. The upwash angle was determined to be insensitive to the vertical location of the engine inlet. For a wide range of takeoff and landing conditions, the upwash angle was found to be a function of the total two-dimensional lift coefficient. Upwash angles, along with typical flow fields, are presented for a range of total two-dimensional lift coefficients from 2 to 12. Three-dimensional effects were considered in estimating upwash angles for an unswept-wing externally blown flap aircraft. For this STOL configuration, effective upwash angles during takeoff, approach, and waveoff conditions were found to be 22 deg, 26 deg, and 36 deg, respectively.

Albers, J. A.↗

NASA NTRS1973

A generalized technique for using cones and dihedral angles in attitude determination, revision 1

Analytic development is presented for a general least squares attitude determination subroutine applicable to spinning satellites. The method is founded on a geometric approach which is completely divorced from considerations relating to particular types and configurations of onboard attitude sensors. Any mix of sensor measurements which can be first transformed (outside the program) to cone or dihedral angle data can be processed. A cone angle is an angle between the spin axis and a known direction line in space; a dihedral angle is an angle between two planes formed by the spin axis and each of two known direction lines. Many different kinds of sensor data can be transformed to these angles, which in turn constitute the actual program inputs, so that the subroutine can be applied without change to a variety of satellite missions. Either a constant or dynamic spin axis model can be handled. The program is also capable of solving for fixed biases in the input angles, in addition to the spin axis attitude solution.

Werking, R. D.↗

NASA NTRS1974

Wind-tunnel investigation to determine the low speed yawing stability derivatives of a twin jet fighter model at high angles of attack

An investigation was conducted to determine the low-speed yawing stability derivatives of a twin-jet fighter airplane model at high angles of attack. Tests were performed in a low-speed tunnel utilizing variable-curvature walls to simulate pure yawing motion. The results of the study showed that at angles of attack below the stall the yawing derivatives were essentially independent of the yawing velocity and sideslip angle. However, at angles of attack above the stall some nonlinear variations were present and the derivatives were strongly dependent upon sideslip angle. The results also showed that the rolling moment due to yawing was primarily due to the wing-fuselage combination, and that at angles of attack below the stall both the vertical and horizontal tails produced significant contributions to the damping in yaw. Additionally, the tests showed that the use of the forced-oscillation data to represent the yawing stability derivatives is questionable, at high angles of attack, due to large effects arising from the acceleration in sideslip derivatives.

Coe, P. L., Jr.↗

NASA NTRS1974

Deviation angle estimation for axial-flow compressors using inviscid flow solutions

Development of a more satisfactory method of estimating deviation angles was attempted using analytical procedures. Solutions for inviscid, irrotational flow in the blade-to-blade plane were obtained with a finite-difference calculation method. Deviation angles for three cascades with rounded trailing edges were estimated using the inviscid flow solutions and four existing trailing edge hypotheses. The estimated deviation angles were compared with experimental values for a range of incidence angle and inlet flow angle. None of the hypotheses were satisfactory at all incidence angles for all the cascades considered. An alternative hypothesis is presented which is suitable for one of the cascade profiles over a range of incidence and blade setting angle.

Miller, M. J.↗

NASA NTRS1975

Upwash angles near engine inlets of an externally blown flap STOL transport

An investigation was conducted in the Langley V/STOL tunnel to determine the upwash flow angles in the region of the nacelle inlets of a representative powered-lift transport configuration operating at high lift coefficients. The upwash angles were indicated by tufts and measured from photographs. A potential-flow program was used to estimate these flow angles. Large upflow angles exist near the inlets of the nacelles; the highest value (67.3 deg) occurred with flaps at 15, 35, 55 deg, an angle of attack of 25.7 deg, and a thrust coefficient of 4. The upflow angle was found to be strongly dependent on the circulation lift, regardless of the flap deflection, angle of attack, or thrust coefficient used to generate this circulation lift. The potential-flow calculations away from the nacelle inlets agreed fairly well with the experimental data.

Naeseth, R. L.↗

NASA NTRS1976

Simulator study of the effectiveness of an automatic control system designed to improve the high-angle-of-attack characteristics of a fighter airplane

A piloted, fixed-base simulation was conducted to study the effectiveness of some automatic control system features designed to improve the stability and control characteristics of fighter airplanes at high angles of attack. These features include an angle-of-attack limiter, a normal-acceleration limiter, an aileron-rudder interconnect, and a stability-axis yaw damper. The study was based on a current lightweight fighter prototype. The aerodynamic data used in the simulation were measured on a 0.15-scale model at low Reynolds number and low subsonic Mach number. The simulation was conducted on the Langley differential maneuvering simulator, and the evaluation involved representative combat maneuvering. Results of the investigation show the fully augmented airplane to be quite stable and maneuverable throughout the operational angle-of-attack range. The angle-of-attack/normal-acceleration limiting feature of the pitch control system is found to be a necessity to avoid angle-of-attack excursions at high angles of attack. The aileron-rudder interconnect system is shown to be very effective in making the airplane departure resistant while the stability-axis yaw damper provided improved high-angle-of-attack roll performance with a minimum of sideslip excursions.

Gilbert, W. P.↗

NASA NTRS1979

Aerodynamic performance of axial-flow fan stage operated at nine inlet guide vane angles

The overall performance of a fan stage with nine inlet guide vane angle settings is presented. These data were obtained over the stable flow range at speeds from 60 to 120 percent of design for vane setting angles from -25 to 42.5 degrees. At design speed and design inlet guide vane angle, the stage has a peak efficiency of 0.892 at a pressure ratio of 1.322 and a flow of 25.31 kg/s. The stall margin based on peak efficiency and stall was 20 percent. Based on an operating line passing through the peak efficiency point at the design setting angle, the useful operating range of the stage at design speed is limited by stall at the positive setting angles and by choke at the negative angles. At design the calculated static thrust along the operating line varied from 68 to 114 percent of that obtained at design setting angle.

Moore, R. D.↗

NASA NTRS1982

Measured and calculated effects of angle of attack on the transonic flutter of a supercritical wing

The effects of angle of attack between 0 and 4 degrees were studied. The results indicate that increasing angle of attack from zero can produce substantial changes in the transonic flutter characteristics that are favorable or unfavorable depending on Mach number and angle of attack. The bottom of the transonic flutter-boundary 'bucket' is shown to occur at lower Mach number as angle of attack increases. These flutter results correlate well with the effects of Mach number and angle of attack on aerodynamic behavior, especially on the development of transonic flow phenomena. The calculated flutter characteristics are in good agreement with the experimental data at zero angle of attack, but at nonzero angles of attack the experiments show sharply declining and backward-turning transonic flutter boundaries that are not indicated by the calculations. These may be caused by variations in static aeroelastic deformation.

Yates, E. C., Jr.↗

NASA NTRS1987

High-angle-of-attack pneumatic lag and upwash corrections for a hemispherical flow direction sensor

As part of the NASA F-14 high angle of attack flight test program, a nose mounted hemispherical flow direction sensor was calibrated against a fuselage mounted movable vane flow angle sensor. Significant discrepancies were found to exist in the angle of attack measurements. A two fold approach taken to resolve these discrepancies during subsonic flight is described. First, the sensing integrity of the isolated hemispherical sensor is established by wind tunnel data extending to an angle of attack of 60 deg. Second, two probable causes for the discrepancies, pneumatic lag and upwash, are examined. Methods of identifying and compensating for lag and upwash are presented. The wind tunnel data verify that the isolated hemispherical sensor is sufficiently accurate for static conditions with angles of attack up to 60 deg and angles of sideslip up to 30 deg. Analysis of flight data for two high angle of attack maneuvers establishes that pneumatic lag and upwash are highly correlated with the discrepancies between the hemispherical and vane type sensor measurements.

Whitmore, Stephen A.↗

NASA NTRS1987

Magnetic field drift shell splitting - Cause of unusual dayside particle pitch angle distributions during storms and substorms

This paper presents a magnetic field drift shell-splitting model for the unusual butterfly and head-and-shoulder energetic (E greater than 25 keV) particle pitch angle distributions (PADs) which appear deep within the dayside magnetosphere during the course of storms and substorms. Drift shell splitting separates the high and low pitch angle particles in nightside injections as they move to the dayside magnetosphere, so that the higher pitch angle particles move radially away from earth. Consequently, butterfly PADs with a surplus of low pitch angle particles form on the inner edge of the injection, but head-and-shoulder PADs with a surplus of high pitch angle particles form on the outer edge. A similar process removes high pitch angle particles from the inner dayside magnetosphere during storms, leaving the remaining lower pitch angle particles to form butterfly PADs on the inner edge of the ring current. A detailed case and statistical study of Charge Composition Explorer/Medium-energy Particle Analyzer observations, as well as a review of previous work, shows most examples of unusual PADs to be consistent with the model.

Sibeck, D. G.↗

NASA NTRS1989

Attitude angle effects on Nimbus-7 Scanning Multichannel Microwave Radiometer radiances and geophysical parameter retrievals

The attitude of the Nimbus-7 spacecraft has varied significantly over its lifetime. A summary of the orbital and long-term behavior of the attitude angles and the effects of attitude variations on Scanning Multichannel Microwave Radiometer (SMMR) brightness temperatures is presented. One of the principal effects of these variations is to change the incident angle at which the SMMR views the Earth's surface. The brightness temperatures depend upon the incident angle sensitivities of both the ocean surface emissivity and the atmospheric path length. Ocean surface emissivity is quite sensitive to incident angle variation near the SMMR incident angle, which is about 50 degrees. This sensitivity was estimated theoretically for a smooth ocean surface and no atmosphere. A 1-degree increase in the angle of incidence produces a 2.9 C increase in the retrieved sea surface temperature and a 5.7 m/sec decrease in retrieved sea surface wind speed. An incident angle correction is applied to the SMMR radiances before using them in the geophysical parameter retrieval algorithms. The corrected retrieval data is compared with data obtained without applying the correction.

Macmillan, Daniel S.↗

NASA NTRS1959

A Dynamic Model Investigation of the Effect of a Sharp-Edge Vertical Gust on Blade Periodic Flapping Angles and Bending Moments of a Two-Blade Rotor

A two-blade rotor having a diameter of 4 feet and a solidity of 0.037 was subjected to sharp-edge vertical gusts while being operated at various forward speeds to study the effect of the gusts on the blade periodic bending moments and flapping angles. Variables studied included gust velocity, collective pitch angle, flapping hinge offset, and tip-speed ratio. Dimensionless coefficients are derived for the periodic components of the incremental changes in blade flapping angles and bending moments which arise when a rotor blade penetrates a sharp-edge gust. Mental changes in both the flapping angles and bending moments are essentially proportional to gust velocity, and the coefficients express the ratio of these increments to gust velccity. The results show that the flapping coefficient usually increases with an increase in collective pitch angle, is generally dependent on tip-speed ratio, and is essentially independent of the amount of flapping hinge offset. The bending-moment coefficient is also dependent on collective pitch angle and tip-speed ratio. Expected reductions in bending moments are realized by the use of flapping hinges, and further reductions in bending moments are achieved as the amount of flapping hinge offset is increased. Comparison of the experimental results of this investigation with limited available theoretical results shows substantial agreement but indicates that the assumption that the response of the rotor to a sharp-edge gust is independent of the collective pitch angle prior to gust entry is probably inadequate.

McCarty, John Locke↗