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At least 145 records · Page 8

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NASA NTRS1975

Flight transition data for angles of attack at Mach 22 with correlations of the data

Boundary-layer transition data for angles of attack from 2.5 to 47 deg from a flight experiment with a cone that reentered at angles of attack up to 75 deg were analyzed and their local flow conditions are presented. The transition data were obtained from both acoustic and electrostatic sensors. The data from the acoustic and electrostatic sensors were correlated by use of three different sets of correlating parameters. For each set of correlating parameters, the transitional and turbulent data from the acoustic and electrostatic sensors were plotted separately. Each of the correlations was compared with a linear curve fit of previous cone-flight data at near zero angle of attack. Results indicate that the data from acoustic sensors falls below the linear curve fits to the flight data and indicates the sensitivity of the sensors. It is shown that the transition data from the electrostatic sensors tends to scatter much more than the data from the acoustic sensors. However, the data from the electrostatic sensors tends to scatter about the linear curve fits based on previous flight data.

Johnson, C. B.↗

NASA NTRS1959

Estimation of Static Longitudinal Stability of Aircraft Configurations at High Mach Numbers and at Angles of Attack Between 0 deg and +/-180 deg

The possibility of obtaining useful estimates of the static longitudinal stability of aircraft flying at high supersonic Mach numbers at angles of attack between 0 and +/-180 deg is explored. Existing theories, empirical formulas, and graphical procedures are employed to estimate the normal-force and pitching-moment characteristics of an example airplane configuration consisting of an ogive-cylinder body, trapezoidal wing, and cruciform trapezoidal tail. Existing wind-tunnel data for this configuration at a Mach number of 6.86 provide an evaluation of the estimates up to an angle of attack of 35 deg. Evaluation at higher angles of attack is afforded by data obtained from wind-tunnel tests made with the same configuration at angles of attack between 30 and 150 deg at five Mach numbers between 2.5 and 3.55. Over the ranges of Mach numbers and angles of attack investigated, predictions of normal force and center-of-pressure locations for the configuration considered agree well with those obtained experimentally, particularly at the higher Mach numbers.

Dugan, Duane W.↗

NASA NTRS1957

Aerodynamic Loads on Tails at High Angles of Attack and Sideslip

Results are presented for the loads and moments acting on the individual tail surfaces of a body-tail combination over a wide range of angles of attack and sideslip. The effects of forebody length and panel-panel interference on the characteristics are included. It is shown that large nonlinear variations in these loads and moments, which occur at some combinations of angle of attack and sideslip, cannot be predicted by low-angle theory. A relatively simple, but general, theoretical method for calculating these load and moment characteristics is described, and the results from this method are found to be in good agreement with experiment provided the initial positions of the forebody vortices are known. It is shown that a simple application of slender-body theory can be used to predict the side loads due to sideslip that are contributed by a vertical tail on a wide variety of wing-body-tail combinations at low angles of attack. For several configurations, changes are indicated which reduced the vertical-tail loads per unit yawing moment of each complete configuration at large angles of attack. Some results are presented on the effect of high angle of attack on the induced-flow field and tail loads due to a wing at supersonic speed.

SLENDER BODY↗

NASA NTRS1976

Heat-transfer distributions on a 0.013-scale shuttle solid rocket booster at Mach 3.70 and angles of attack from 0 deg to 180 deg

An experimental investigation was conducted in the Langley Unitary Plan wind tunnel to estimate the peak aerodynamic heating on the space shuttle solid rocket booster during the descent phase of its flight. Heat transfer measurements were obtained using 0.013 scale models instrumented with thermocouples at a Mach number of 3.70, Reynolds number per meter of 11.48 million, and angles of attack from 0 to 180 deg. At angles of attack of 0 and 180 deg, heat transfer measurements on the cylindrical section of the model between the conical nose and ring interaction region were in good agreement with flat plate strip theory for laminar and turbulent flow. At angles of attack up to 30 deg, measurements on this section of the model were in good agreement with laminar swept-cylinder theory, whereas at angles of attack from 120 to 180 deg, the measurements were in good agreement with turbulent swept-cylinder theory. The good agreement with turbulent theory indicated that large flow disturbances created by the nozzle and afterbody flare at these large angles of attack influenced the downstream heating primarily by promoting boundary layer transition. Measurements obtained at 90 deg angle of attack were indicative of laminar flow.

Lamb, M.↗

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 NTRS1990

Preliminary results from a subsonic high angle-of-attack flush airdata sensing (HI-FADS) system: Design, calibration, and flight test evaluation

A nonintrusive high angle-of-attack flush airdata sensing (HI-FADS) system was installed and flight-tested on the F-18 high alpha research flight vehicle. The system is a matrix of 25 pressure orifices in concentric circles on the nose of the vehicle. The orifices determine angles of attack and sideslip, Mach number, and pressure altitude. Pressure was transmitted from the orifices to an electronically scanned pressure module by lines of pneumatic tubing. The HI-FADS system was calibrated and demonstrated using dutch roll flight maneuvers covering large Mach, angle-of-attack, and sideslip ranges. Reference airdata for system calibration were generated by a minimum variance estimation technique blending measurements from two wingtip airdata booms with inertial velocities, aircraft angular rates and attitudes, precision radar tracking, and meteorological analyses. The pressure orifice calibration was based on identifying empirical adjustments to modified Newtonian flow on a hemisphere. Calibration results are presented. Flight test results used all 25 orifices or used a subset of 9 orifices. Under moderate maneuvering conditions, the HI-FADS system gave excellent results over the entire subsonic Mach number range up to 55 deg angle of attack. The internal pneumatic frequency response of the system is accurate to beyond 10 Hz. Aerodynamic lags in the aircraft flow field caused some performance degradation during heavy maneuvering.

Whitmore, Stephen A.↗

NASA NTRS1987

Calculation of aerodynamic heat transfer for blunt-nosed thin wings at different angles of attack at supersonic speeds

A method for calculating aerodynamic heat transfer on thin wings at angles of attack is provided, based on the assumption of small cross flow and the calculation of an infinite cylinder. It is valid in the range of supersonic and hypersonic speeds. The method does not require calculation of the details of the stream lines and can be used for various swept wings at moderate angle of attack or yaw angle. A comparison between theoretical and experimental results is given.

Xu, Shuxuan↗

NASA NTRS1988

Visualization techniques for studying high angle of attack separated vortical flows

Flow visualization techniques can provide information on high angle of attack separated flows around slender aircraft configurations that may be unobtainable otherwise. At large angles of attack the flow field is dominated by vortical structures originating on the forebody wing extension, wing and forward control surfaces. Several techniques that are suitable for tracking vortices in subsonic wind tunnels are introduced. A discussion of visualization photographs and quantitative data obtained from visualization studies on vortex trajectory and breakdown position on both static and dynamic wind tunnel models is presented.

Nelson, Robert C.↗

NASA NTRS1977

Aerodynamics of slender finned bodies at large angles of attack

In certain missions finned missiles perform slewing maneuvers. Here, large angles of attack are attained. Experimental data needed to understand the aerodynamics of such vehicles are presented. The purpose of this investigation was to study the interaction of the body flow field with that produced by the fins and the resulting effects on the aerodynamic forces and moments. The experiments were conducted at a nominal Mach number of 2.7 and angles of attack from 0 to 50 deg, with two different models. The tests were performed in a range of Reynolds number from 1.5 x 10 to the 6th to 4 x 10 to the 7th per foot (to cover both the laminar and fully turbulent regimes.) Several fin roll angles were investigated. Static pressures on both body and fin surfaces are reported.

Agnone, A. M.↗

NASA NTRS1964

Tables for Supersonic Flow Around Right Circular Cones at Small Angle of Attack

The solution of supersonic flow fields by the method of characteristics requires that starting conditions be known. Ferri, in reference 1, developed a method-of-characteristics solution for axially symmetric bodies of revolution at small angles of attack. With computing machinery that is now available, this has become a feasible method for computing the aerodynamic characteristics of bodies near zero angle of attack. For sharp-nosed bodies of revolution, the required starting line may be obtained by computing the flow field about a cone at a small angle of attack. This calculation is readily performed using Stone's theory in reference 2. Some solutions of this theory are available in reference 3. However, the manner in which these results are presented, namely in a wind-fixed coordinate system, makes their use somewhat cumbersome. Additionally, as pointed out in reference 4, the flow component perpendicular to the meridian planes was computed incorrectly. The results contained herein have been computed in the same basic manner as those of reference 3 with the correct velocity normal to the meridian planes. Also, all results have been transferred into the body-fixed coordinate system. Therefore, the values tabulated herein may be used, in conjunction with the respective zero-angle-of-attack results of reference 5, as starting conditions for the method-of-characteristics solution of the flow field about axially symmetric bodies of revolution at small angles of attack. As in the zero-angle-of-attack case (ref. 5) the present results have been computed using the ideal gas value of 1.4 for the ratio of the specific heats of air. Solutions are given for cone angles from 2.5 deg to 30 deg in increments of 2.5 deg. For each cone angle, results were computed for a constant series of free-stream Mach numbers from 1.5 to 20. In addition, a solution was computed which yielded the minimum free-stream Mach number for a completely supersonic conical flow field. For cone angles of 27.5 deg and 30 deg, this minimum free-stream Mach number was above 1.5. Consequently, solutions at this Mach number were not computed for these two cone angles.

SUPERSONIC FLOW↗

NASA NTRS1959

Subsonic Wing Loadings on a 45 deg Sweptback Wing and Body Combination at High Angles of Attack

A study has been made of the subsonic pressure distributions and loadings for a 45 deg sweptback-wing and body combination at angles of attack up to 36 deg. The wing had an aspect ratio of 5.5, a taper ratio of 0.53, and NACA 64A010 sections normal to the quarter-chord line and was mounted on a slender body of fineness ratio 12.5. Test results are presented for Mach numbers of 0.30 and 0.50 with corresponding Reynolds numbers of 1.5 and 2.0 million, respectively. The stall patterns and spanwise loadings at high angles of attack for the present model are correlated with those for other 45 deg sweptback wing and body combinations having aspect ratios between 4.0 and 8.0. A tentative approach is presented for extrapolating the Weissinger span-loading method to higher angles of attack, and for deriving the spanwise-load distributions for 45 deg sweptback wings at angles of attack above 20 deg. The investigation also included tests of the body in combination with only one panel of the swept wing. The problem of estimating the normal-force coefficient for the single panel at high angles of attack is considered.

Axelson, John A↗

NASA NTRS1977

Aerodynamic characteristics of airplanes at high angles of attack

An introduction to, and a broad overiew of, the aerodynamic characteristics of airplanes at high angles of attack are provided. Items include: (1) some important fundamental phenomena which determine the aerodynamic characteristics of airplanes at high angles of attack; (2) static and dynamic aerodynamic characteristics near the stall; (3) aerodynamics of the spin; (4) test techniques used in stall/spin studies; (5) applications of aerodynamic data to problems in flight dynamics in the stall/spin area; and (6) the outlook for future research in the area. Although stalling and spinning are flight dynamic problems of importance to all aircraft, including general aviation aircraft, commercial transports, and military airplanes, emphasis is placed on military configurations and the principle aerodynamic factors which influence the stability and control of such vehicles at high angles of attack.

Chambers, J. R.↗

NASA NTRS2004

Angle-of-Attack-Modulated Terminal Point Control for Neptune Aerocapture

An aerocapture guidance algorithm based on a calculus of variations approach is developed, using angle of attack as the primary control variable. Bank angle is used as a secondary control to alleviate angle of attack extremes and to control inclination. The guidance equations are derived in detail. The controller has very small onboard computational requirements and is robust to atmospheric and aerodynamic dispersions. The algorithm is applied to aerocapture at Neptune. Three versions of the controller are considered with varying angle of attack authority. The three versions of the controller are evaluated using Monte Carlo simulations with expected dispersions.

Queen, Eric M.↗

NASA NTRS1992

Ultra high bypass Nacelle aerodynamics inlet flow-through high angle of attack distortion test

A flow-through inlet test program was conducted to evaluate inlet test methods and determine the impact of the fan on inlet separation when operating at large angles of attack. A total of 16 model configurations of approximately 1/6 scale were tested. A comparison of these flow-through results with powered data indicates the presence of the fan increased separation operation 3 degrees to 4 degrees over the flow through inlet. Rods and screens located at the fan face station, that redistribute the flow, achieved simulation of the powered-fan results for separation angle of attack. Concepts to reduce inlet distortion and increase angle of attack capability were also evaluated. Vortex generators located on the inlet surface increased inlet angle of attack capability up to 2 degrees and reduced inlet distortion in the separated region. Finally, a method of simulating the fan/inlet aerodynamic interaction using blockage sizing method has been defined. With this method, a static blockage device used with a flow-through model will approximate the same inlet onset of separation angle of attack and distortion pattern that would be obtained with an inlet model containing a powered fan.

Larkin, Michael J.↗

NASA NTRS1986

Forebody vortex management for yaw control at high angles of attack

The yaw-control potential of deployable forebody strakes at angles of attack above the range of conventional rudder effectiveness has been investigated. The conformally-stored strakes when deployed force asymmetrical vortex shedding from the forebody, thereby generating a controlled yawing moment. The concept was explored through low-speed wind tunnel tests on a conical forebody in isolation and in a generic fighter configuration. Force and moment measurements on the complete model were supplemented with circumferential pressure and flow-visualization surveys on an isolated forebody, in order to gain insight into the vortex flow mechanisms resulting from forced asymmetrical separations and to quantify the obtainable yaw power at angles of attack to 80 deg. This preliminary, low-Reynolds-number study showed asymmetrically-deployed forebody strakes to have considerable yaw control potential, whose sensitivity to scale effects needs further investigation.

Rao, D. M.↗

NASA NTRS1981

Estimation of airplane stability and control derivatives at high angles of attack

A technique for extracting approximate aircraft stability and control derivatives over a broad range of angle of attack from a single large amplitude maneuver which encompasses that range is presented. The results from the application of this technique to flight data are shown to agree well with derivatives extracted from several maneuvers which are more restricted in range of angle of attack. The technique consists of dividing the data from the large maneuver into bins that are a function of angle of attack. The binned data is then analyzed with a modified stepwise regression. The identification of nonlinear terms in the aerodynamic model is shown to discern regions of rapid change in aircraft behavior.

Batterson, J. G.↗

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 NTRS1977

Side forces on forebodies at high angles of attack and Mach numbers from 0.1 to 0.7: two tangent ogives, paraboloid and cone

An experimental investigation was conducted in the Ames 12-Foot Wind Tunnel to determine the subsonic aerodynamic characteristics of four forebodies at high angles of attack. The forebodies tested were a tangent ogive with fineness ratio of 5, a paraboloid with fineness ratio of 3.5, a 20 deg cone, and a tangent ogive with an elliptic cross section. The investigation included the effects of nose bluntness and boundary-layer trips. The tangent-ogive forebody was also tested in the presence of a short afterbody and with the afterbody attached. Static longitudinal and lateral/directional stability data were obtained. The investigation was conducted to investigate the existence of large side forces and yawing moments at high angles of attack and zero sideslip. It was found that all of the forebodies experience steady side forces that start at angles of attack of from 20 deg to 35 deg and exist to as high as 80 deg, depending on forebody shape. The side is as large as 1.6 times the normal force and is generally repeatable with increasing and decreasing angle of attack and, also, from test to test. The side force is very sensitive to the nature of the boundary layer, as indicated by large changes with boundary trips. The maximum side force caries considerably with Reynolds number and tends to decrease with increasing Mach number. The direction of the side force is sensitive to the body geometry near the nose. The angle of attack of onset of side force is not strongly influenced by Reynolds number or Mach number but varies with forebody shape. Maximum normal force often occurs at angles of attack near 60 deg. The effect of the elliptic cross section is to reduce the angle of onset by about 10 deg compared to that of an equivalent circular forebody with the same fineness ratio. The short afterbody reduces the angle of onset by about 5 deg.

Keener, E. R.↗