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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 145 records · Page 8
All sourcesNASA NTRSDOE OSTI
NASA NTRS1939

The Effects of Some Surface Irregularities on Wing Drag

The N.A.C.A. has conducted tests to provide more complete data than were previously available for estimating the effects of common surface irregularities on wing drag. The irregularities investigated included: brazier-head and countersunk rivets, spot welds, several types of sheet-metal joints, and surface roughness. Tests were also conducted to determine the over-all effect of manufacturing irregularities incidental to riveted aluminum alloy and to spot-welded stainless-steel construction. The tests were made in the 8-foot high speed wind tunnel at Reynolds Numbers up to 18,000,000. The results show that any of the surface irregularities investigated may increase wing drag enough to have important adverse effects on high-speed performance and economy. A method of estimating increases in wing drag caused by brazier-head rivets and lapped joints under conditions outside the range of the tests is suggested. Estimated drag increases due to rivets and lapped joints under conditions outside the range of the tests is suggested. Estimated drag increases due to rivets and lapped joints on a wing of 20-foot chord flying at 250 miles per hour are shown.

Drag, Manley↗
NASA NTRS1980

On the performance of explicit and implicit algorithms for transient thermal analysis

The status of an effort to increase the efficiency of calculating transient temperature fields in complex aerospace vehicle structures is described. The advantages and disadvantages of explicit and implicit algorithms are discussed. A promising set of implicit algorithms, known as the GEAR package is described. Four test problems, used for evaluating and comparing various algorithms, have been selected and finite element models of the configurations are discribed. These problems include a space shuttle frame component, an insulated cylinder, a metallic panel for a thermal protection system and a model of the space shuttle orbiter wing. Calculations were carried out using the SPAR finite element program, the MITAS lumped parameter program and a special purpose finite element program incorporating the GEAR algorithms. Results generally indicate a preference for implicit over explicit algorithms for solution of transient structural heat transfer problems when the governing equations are stiff. Careful attention to modeling detail such as avoiding thin or short high-conducting elements can sometimes reduce the stiffness to the extent that explicit methods become advantageous.

Adelman, H. M.↗
NASA NTRS1982

Some aspects of algorithm performance and modeling in transient thermal analysis of structures

The status of an effort to increase the efficiency of calculating transient temperature fields in complex aerospace vehicle structures is described. The advantages and disadvantages of explicit and implicit algorithms are discussed. A promising set of implicit algorithms with variable time steps, known as the GEAR package is described. Four test problems, used for evaluating and comparing various algorithms, were selected and finite element models of the configurations are described. These problems include a space shuttle frame component, an insulated cylinder, a metallic panel for a thermal protection system, and a model of the space shuttle orbiter wing. Results generally indicate a preference for implicit oer explicit algorithms for solution of transient structural heat transfer problems when the governing equations are stiff.

Adelman, H. M.↗
NASA NTRS1988

Electro-impulse de-icing - A status report

The advantages and disadvantages of the Electro-Impulse De-Icing (EIDI) system are examined. The design and operation of the EIDI are described. The effect of repeated impulsive loads on the structure and skin of the aircraft surface is investigated. It is observed that the wing skin directly over the coil receives the greatest stresses. Data from the testing of metal leading edges reveal that after 11,500 impulses cracks appear in the sheet brackets attaching the ribs to the coil beams. The composite leading edge was evaluated for fatigue, and after 20,000 impulses no cracks were detected. The advantages of the band-aid coil mount are discussed.

Zumwalt, G. W.↗
NASA NTRS2015

Aeroelastic Tailoring of Transport Wings Including Transonic Flutter Constraints

Several minimum-mass optimization problems are solved to evaluate the effectiveness of a variety of novel tailoring schemes for subsonic transport wings. Aeroelastic stress and panel buckling constraints are imposed across several trimmed static maneuver loads, in addition to a transonic flutter margin constraint, captured with aerodynamic influence coefficient-based tools. Tailoring with metallic thickness variations, functionally graded materials, balanced or unbalanced composite laminates, curvilinear tow steering, and distributed trailing edge control effectors are all found to provide reductions in structural wing mass with varying degrees of success. The question as to whether this wing mass reduction will offset the increased manufacturing cost is left unresolved for each case.

Stanford, Bret K.↗
NASA NTRS2013

Analysis of a Hybrid Wing Body Center Section Test Article

The hybrid wing body center section test article is an all-composite structure made of crown, floor, keel, bulkhead, and rib panels utilizing the Pultruded Rod Stitched Efficient Unitized Structure (PRSEUS) design concept. The primary goal of this test article is to prove that PRSEUS components are capable of carrying combined loads that are representative of a hybrid wing body pressure cabin design regime. This paper summarizes the analytical approach, analysis results, and failure predictions of the test article. A global finite element model of composite panels, metallic fittings, mechanical fasteners, and the Combined Loads Test System (COLTS) test fixture was used to conduct linear structural strength and stability analyses to validate the specimen under the most critical combination of bending and pressure loading conditions found in the hybrid wing body pressure cabin. Local detail analyses were also performed at locations with high stress concentrations, at Tee-cap noodle interfaces with surrounding laminates, and at fastener locations with high bearing/bypass loads. Failure predictions for different composite and metallic failure modes were made, and nonlinear analyses were also performed to study the structural response of the test article under combined bending and pressure loading. This large-scale specimen test will be conducted at the COLTS facility at the NASA Langley Research Center.

Wu, Hsi-Yung T.↗
NASA NTRS2017

Rust Contamination from Water Leaks in the Cosmic Dust Lab and Lunar and Meteorite Thin Sections Labs at Johnson Space Center

On the early morning of September 15th, 2016, on the first floor of Building 31 at NASA-Johnson Space Center, the hose from a water chiller ruptured and began spraying water onto the floor. The water had been circulating though old metal pipes, and the leaked water contained rust-colored particulates. The water flooded much of the western wing of the building's ground floor before the leak was stopped, and it left behind a residue of rust across the floor, most notably in the Apollo and Meteorite Thin Section Labs and Sample Preparation Lab. No samples were damaged in the event, and the affected facilities are in the process of remediation. At the beginning of 2016, a separate leak occurred in the Cosmic Dust Lab, located in the same building. In that lab, a water leak occurred at the bottom of the sink used to clean the lab's tools and containers with ultra-pure water. Over years of use, the ultra-pure water eroded the metal sink piping and leaked water onto the inside of the lab's flow bench. This water also left behind a film of rusty material. The material was cleaned up and the metal piping was replaced with PVC pipe and sealed with Teflon plumber's tape. Samples of the rust detritus were collected from both incidents. These samples were imaged and analyzed to determine their chemical and mineralogical compositions. The purpose of these analyses is to document the nature of the detritus for future reference in the unlikely event that these materials occur as contaminants in the Cosmic Dust samples or Apollo or Meteorite thin sections.

Kent, J. J.↗
DOE OSTI2023

Strain-tuned quantum criticality in electronic Potts-nematic systems

Motivated by recent observations of threefold rotational symmetry breaking in twisted moiré systems, cold-atom optical lattices, quantum Hall systems, and triangular antiferromagnets, we phenomenologically investigate the strain-temperature phase diagram of the electronic 3-state Potts-nematic order. While in the absence of strain the quantum Potts-nematic transition is first-order, quantum critical points (QCP) emerge when uniaxial strain is applied, whose nature depends on whether the strain is compressive or tensile. In one case, the nematic amplitude jumps between two non-zero values while the nematic director remains pinned, leading to a symmetry-preserving metanematic transition that terminates at a quantum critical end-point. For the other type of strain, the nematic director unlocks from the strain direction and spontaneously breaks an in-plane twofold rotational symmetry, which in twisted moiré superlattices triggers an electric polarization. Such a piezoelectric transition changes from first to second-order upon increasing strain, resulting in a quantum tricritical point. Using a Hertz-Millis approach, we show that these QCPs share interesting similarities with the widely studied Ising-nematic QCP. The existence of three minima in the nematic action also leaves fingerprints in the strain-nematic hysteresis curves, which display multiple loops. At non-zero temperatures, because the upper critical dimension of the 3-state Potts model is smaller than three, the Potts-nematic transition is expected to remain first-order in 3D, but to change to second-order in 2D. As a result, the 2D strain-temperature phase diagram displays two first-order transition wings bounded by lines of critical end-points or tricritical points, reminiscent of the phase diagram of metallic ferromagnets. Furthermore, we discuss how our results can be used to unambiguously identify spontaneous Potts-nematic order.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
NASA NTRS1930

Tests of Five Metal Model Propellers with Various Pitch Distributions in a Free Wind Stream and in Combination with Model VE-7 Fuselage

This report describes the tests of five adjustable blade metal model propellers both in a free wind stream and in combination with a model fuselage with stub wings. The propellers are of the same form and cross section but have variations in radial distributions of pitch. By making a survey of the radial distribution of air velocity through the propeller plane of the model fuselage it was found that this velocity varies from zero at the hub center to approximately free stream velocity at the blade tip. The tests show that the efficiency of a propeller when operating in the presence of the airplane is, over the working range, generally less than when operating in a free wind stream, but that a propeller with a radial distribution of pitch of the same nature as the radial distribution of air velocity through the propeller plane suffers the smallest loss in efficiency.

Lesley, E P↗
NASA NTRS2007

Metallic Concepts for Repair of Reinforced Carbon-Carbon Space Shuttle Leading Edges

The Columbia accident has focused attention on the critical need for on-orbit repair concepts for wing leading edges in the event that potentially catastrophic damage is incurred during Space Shuttle Orbiter flight. The leading edge of the space shuttle wings consists of a series of eleven panels on each side of the orbiter. These panels are fabricated from reinforced carbon-carbon (RCC) which is a light weight composite with attractive strength at very high temperatures. The damage that was responsible for the loss of the Colombia space shuttle was deemed due to formation of a large hole in one these RCC leading edge panels produced by the impact of a large piece of foam. However, even small cracks in the RCC are considered as potentially catastrophic because of the high temperature re-entry environment. After the Columbia accident, NASA has explored various means to perform on-orbit repairs in the event that damage is sustained in future shuttle flights. Although large areas of damage, such as that which doomed Columbia, are not anticipated to re-occur due to various improvements to the shuttle, especially the foam attachment, NASA has also explored various options for both small and large area repair. This paper reports one large area repair concept referred to as the "metallic over-wrap." Environmental conditions during re-entry of the orbiter impose extreme requirements on the RCC leading edges as well as on any repair concepts. These requirements include temperatures up to 3000 F (1650 C) for up to 15 minutes in the presence of an extremely oxidizing plasma environment. Figure 1 shows the temperature profile across one panel (#9) which is subject to the highest temperatures during re-entry. Although the RCC possesses adequate mechanical strength at these temperatures, it lacks oxidation resistance. Oxidation protection is afforded by converting the outer layers of the RCC to SiC by chemical vapor deposition (CVD). At high temperatures in an oxidizing environment, the SiC layer forms a protective SiO2 scale. However, CVD processing to form the SiC layer can result in the formation of small cracks in the outer surface. Hence, as a final fabrication step, a sodium silicate glass, known as "Type A," is applied as a sealant to fill any surface porosity and/or cracks in the coating and the outer portions of the RCC[1]. At relatively low temperatures, the Type A glass melts and flows into the cracks providing oxidation protection at the higher temperatures. In addition, the Type A coating, provides a "dark" coating with a high emissivity. This high emissivity allows the RCC to transfer heat by radiating outward to space as well as dispersing heat within the leading edge cavity. Lastly, the Type A possesses low catalycity which reduces surface temperatures by limiting oxygen recombination on the surface during re-entry.

Ritzert, Frank↗
NASA NTRS2001

Far Ultraviolet Spectroscopy of the Intergalactic and Interstellar Absorption Toward 3C 273

We present Far Ultraviolet Spectroscopic Explorer observations of the molecular, neutral atomic, weakly ionized, and highly ionized components of the interstellar and intergalactic material toward the quasar 3C273. We identify Ly-beta absorption in eight of the known intergalactic Ly-alpha absorbers along the sight line with the rest-frame equivalent widths W(sub r)(Ly-alpha) > 50 micro-angstroms. Refined estimates of the H(I) column densities and Doppler parameters (b) of the clouds are presented. We find a range of b = 16-46 km/s. We detect multiple H(I) lines (Ly-beta - Ly-theta) in the 1590 km/s Virgo absorber and estimate logN(H(I)) = 15.85 +/- 0.10, ten times more H(I) than all of the other absorbers along the sight line combined. The Doppler width of this absorber, b = 16 km/s, implies T < 15,000 K. We detect O(VI) absorption at 1015 km/s at the 2-3(sigma) level that may be associated with hot, X-ray emitting gas in the Virgo Cluster. We detect weak C(III) and O(VI) absorption in the IGM at z=0.12007; this absorber is predominantly ionized and has N(H+)/N(H(I)) > 4000/Z, where Z is the metallicity. Strong Galactic interstellar O(VI) is present between -100 and +100 km/s with an additional high-velocity wing containing about 13% of the total O(VI) between +100 and +240 km/s. The Galactic O(VI), N(V), and C(IV) lines have similar shapes, with roughly constant ratios across the -100 to +100 km/s velocity range. The high velocity O(VI) wing is not detected in other species. Much of the interstellar high ion absorption probably occurs within a highly fragmented medium within the Loop IV remnant or in the outer cavity walls of the remnant. Multiple hot gas production mechanisms are required. The broad O(VI) absorption wing likely traces the expulsion of hot gas out of the Galactic disk into the halo. A flux limit of 5.4 x 10(epx -16) erg/sq cm/s on the amount of diffuse O(VI) emission present = 3.5' off the 3C273 sight line combined with the observed O(VI) column density toward 3C273, logN O(VI) = 14.73 +/- 0.04, implies n(sub e) < 0.02/cubic cm and P/k < 11,500/cubic cm for an assumed temperature of 3 x 10(exp 5) K. The elemental abundances in the neutral and weakly-ionized interstellar clouds are similar to those found for other halo clouds. The warm neutral and warm ionized clouds along the sight line have similar dust-phase abundances, implying that the properties of the dust grains in the two types of clouds are similar. Interstellar H2 absorption is present at positive velocities at a level of logN(H2) = 15.71, but is very weak at the velocities of the main column density concentration along the sight line observed in H(I) 21 cm emission.

Sembach, Kenneth R.↗
NASA NTRS2014

Aeroelastic Tailoring of the NASA Common Research Model via Novel Material and Structural Configurations

This work explores the use of tow steered composite laminates, functionally graded metals (FGM), thickness distributions, and curvilinear rib/spar/stringer topologies for aeroelastic tailoring. Parameterized models of the Common Research Model (CRM) wing box have been developed for passive aeroelastic tailoring trade studies. Metrics of interest include the wing weight, the onset of dynamic flutter, and the static aeroelastic stresses. Compared to a baseline structure, the lowest aggregate static wing stresses could be obtained with tow steered skins (47% improvement), and many of these designs could reduce weight as well (up to 14%). For these structures, the trade-off between flutter speed and weight is generally strong, although one case showed both a 100% flutter improvement and a 3.5% weight reduction. Material grading showed no benefit in the skins, but moderate flutter speed improvements (with no weight or stress increase) could be obtained by grading the spars (4.8%) or ribs (3.2%), where the best flutter results were obtained by grading both thickness and material. For the topology work, large weight reductions were obtained by removing an inner spar, and performance was maintained by shifting stringers forward and/or using curvilinear ribs: 5.6% weight reduction, a 13.9% improvement in flutter speed, but a 3.0% increase in stress levels. Flutter resistance was also maintained using straightrotated ribs although the design had a 4.2% lower flutter speed than the curved ribs of similar weight and stress levels were higher. These results will guide the development of a future design optimization scheme established to exploit and combine the individual attributes of these technologies.

Jutte, Christine V.↗
NASA NTRS1928

Steel spars

A history of English metal spar construction is presented in this paper.

SPARS, ETC↗
NASA NTRS2018

Polymer-Filled Metal Foams for Contamination Resistant Aircraft Leading Edges

Adhesion of contaminants has been identified as a ubiquitous issue for aeronautic exterior surfaces. Organic coatings have been demonstrated to enable reduction in insect residue adhesion as well as a reduction in ice adhesion strength. These approaches however, have yet to demonstrate sufficient durability to enable application to commercial aircraft wing leading edges. High durability materials have been developed in parallel to these efforts; contaminant adhesion issues are not addressed. This work describes a first attempt to identify a solution to the seemingly competing issues of contaminant adhesion and durability. A co-continuous network of organic and metallic domains may provide greater durability, while still enabling the changes in surface-contaminant interactions that have been realized. To that end, unique properties have been achieved through fabrication of composite metal foam materials. Likewise, extensive research has been dedicated toward development of polymeric coatings for mitigation of insect residue adhesion.This work describes initial results from infusion of a low surface free energy epoxy resin into a composite metal foam substrate for the purpose of generating a durable contaminant adhesion-resistant material.

Robbins, Samuel J.↗
NASA NTRS1992

A revolutionary approach to composite construction and flight management systems for small, general aviation airplanes

The design studies for two composite general aviation airplanes are presented. The main consideration for both of the designs was to avoid the typical 'metal replacement' philosophy that has hindered the widespread use of composites in general aviation aircraft. The first design is for a low wing aircraft based on the Smith Aircraft Corporation GT-3 Global Trainer. The second aircraft is a composite version of the Cessna 152. The project was conducted as a graduate level design class under the auspices of the KU/NASA/USRA Advanced Design Program in aeronautics. The results obtained from the Fall semester of 1991 and the Spring semester of 1992 are presented.

Roskam, Jan↗
NASA NTRS1998

Tip Fence for Reduction of Lift-Generated Airframe Noise

The present invention is directed toward a unique lift-generated noise reduction apparatus. This apparatus includes a plurality of tip fences that are secured to the trailing and leading assemblies of the high-lift system, as close as possible to the discontinuities where the vortices are most likely to form. In one embodiment, these tip fences are secured to some or all of the outboard and inboard tips of the wing slats and flaps. The tip fence includes a generally flat, or an aerodynamically shaped plate or device that could be formed of almost any rigid material, such as metal, wood, plastic, fiber glass, aluminum, etc. In a preferred embodiment, the tip fences extend below and perpendicularly to flaps and the slats to which they are attached, such that these tip fences are aligned with the nominal free stream velocity of the aircraft. In addition to reducing airframe noise, the tip fence tends to decrease drag and to increase lift, thus improving the overall aerodynamic performance of the aircraft. Another advantage presented by the tip fence lies in the simplicity of its design, its elegance, and its ready ability to fit on the wing components, such as the flaps and the slats. Furthermore, it does not require non-standard materials or fabrication techniques, and it can be readily, easily and inexpensively retrofited on most of the existing aircraft, with minimal design changes.

Ross, James C.↗
NASA NTRS1977

Development of the technology for the fabrication of reliable laminar from control panels

Materials were assessed and fabrication techniques were developed for use in the manufacture of wing surface materials compatible with the application of both aluminum alloys and nonmetallic composites. The concepts investigated included perforations and slots in the metallic test panels and microporosity and perforations in the composite test panels. Perforations were produced in the metallic test panels by the electron beam process and slots were developed by controlled gaps between the metal sheets. Microporosity was produced in the composite test panels by the resin bleed process, and perforations were produced by the fugitive fiber technique. Each of these concepts was fabricated into test panels, and air flow tests were conducted on the panels.

Meade, L. E.↗