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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 NTRS1958

Aerodynamic Characteristics in Sideslip of a Large-Scale 49 deg Sweptback Wing-Body-Tail Configuration with Blowing Applied Over the Flaps and Wing Leading Edge

An investigation has been conducted in the Langley full-scale tunnel to determine the aerodynamic characteristics in sideslip of a large-scale 490 sweptback wing-body-tail configuration having wing leading- edge and flap-blowing boundary-layer control. The wing and tails had an aspect ratio of 3.5, a taper ratio of 0.3, and NACA 65AO06 airfoil sections parallel to the plane of symmetry. The tests were conducted over a range of angles of attack of about -5 deg to 28 deg for sideslip angles of 0 deg, -5.06 deg, -10.15 deg, and -15.18 deg. Lateral and longitudinal stability and control characteristics were obtained for6a minimized blowing rate. The Reynolds number of the tests was 5.2 x 10(exp 6), corresponding to a Mach number of 0.08. The results of the investigation showed that sideslip to angles of about -15 deg did not require, from a consideration of the longitudinal characteristics, blowing rates over the wing leading edge or flap greater than that established as minimum at zero sideslip. The optimum configuration was laterally and directionally stable through the complete lift-coefficient range including the stall; however, maximum lift for sideslip angles greater than about 50 was seriously limited by a deficiency of lateral control. Blowing over the leading edge of the retreating wing in sideslip at a rate greater than that established as minimum at zero sideslip was ineffective in improving the lateral control characteristics. The optimum configuration at zero sideslip had no hysteresis of the aerodynamic parameters upon recovery from stall.

McLemore, H. Clyde↗
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 NTRS1992

Wing Download Results from a Test of a 0.658-Scale V-22 Rotor and Wing

A test of a 0.658-scale V-22 rotor and wing was conducted in the 40 x 80 Foot Wind Tunnel at Ames Research Center. One of the principal objectives of the test was to measure the wing download in hover for a variety of test configurations. The wing download and surface pressures were measured for a wide range of thrust coefficients, with five different flap angles, two nacelle angles, and both directions or rotor rotation. This paper presents these results, and describes a new method for interpreting wing surface pressure data in hover. This method shows that the wing flap can produce substantial lift loads in hover.

Felker, Fort F.↗
NASA NTRS2002

Wing Torsional Stiffness Tests of the Active Aeroelastic Wing F/A-18 Airplane

The left wing of the Active Aeroelastic Wing (AAW) F/A-18 airplane has been ground-load-tested to quantify its torsional stiffness. The test has been performed at the NASA Dryden Flight Research Center in November 1996, and again in April 2001 after a wing skin modification was performed. The primary objectives of these tests were to characterize the wing behavior before the first flight, and provide a before-and-after measurement of the torsional stiffness. Two streamwise load couples have been applied. The wing skin modification is shown to have more torsional flexibility than the original configuration has. Additionally, structural hysteresis is shown to be reduced by the skin modification. Data comparisons show good repeatability between the tests.

Lokos, William A.↗
NASA NTRS1935

Calculations of the Effect of Wing Twist on the Air Forces Acting on a Monoplane Wing

A method is presented for calculating the aerodynamic forces on a moncylane wing, taking into account the elastic twisting of the wing due to these forces. The lift distribution along the span is calculated by the formulas of Amstutz as a function of the geometrical characteristics of the wing and of the twist at stations 60 and 90 percent of the semispan. The twist for a given lift distribution is calculated by means of influence lines. As a numerical example, the forces on a Swiss military D.2V airplane are calculated. Comparisons with the strip method and with the ordinary stress-analysis method are also given.

FORMULAS-LIFT DISTRIBUTION-AMSTUTZ↗
NASA NTRS1929

Cantilever Wings for Modern Aircraft: Some Aspects of Cantilever Wing Construction with Special Reference to Weight and Torsional Stiffness

In the foregoing remarks I have made an attempt to touch on some of the structural problems met with in cantilever wings, and dealt rather fully with a certain type of single-spar construction. The experimental test wing was a first attempt to demonstrate the principles of this departure from orthodox methods. The result was a wing both torsionally stiff and of light weight - lighter than a corresponding biplane construction.

WINGS - STRUCTURE↗
NASA NTRS1948

Tests of a Triangular Wing of Aspect Ratio 2 in the Ames 12-foot Pressure Wind Tunnel III : the Effectiveness and Hinge Moments of a Skewed Wing-tip Flap

Results of wind-tunnel tests of a semispan model of a triangular wing of aspect ratio 2 with a skewed wing-tip flap are presented. Lift, drag, pitching-moment, and hinge-moment data are included for subsonic Mach numbers up to 0.95. The flap showed extremely high hinge moments and low effectiveness as a longitudinal control. Although less affected by compressibility, this flap is indicated to be inferior to a constant-chord flap when applied to this triangular wing.

MACH NUMBER EFFECTS - COMPLETE WINGS↗
NASA NTRS1972

Fan and wing force data from wind tunnel investigation of a 0.38 meter (15 inch) diameter VTOL model lift fan installed in a two dimensional wing

Test data are presented for a 38-cm (15-in.) diameter, 1.28 pressure ratio model VTOL lift fan installed in a two-dimensional wing and tested in a 2.74-by 4.58-meter (9-by 15-ft)V/STOL wind tunnel. Tests were run with and without exit louvers over a wide range of crossflow velocities and wing angle of attack. Tests were also performed with annular-inlet vanes, inlet bell-mouth surface disconuities, and fences to induce fan windmilling. Data are presented on the axial force of the fan assembly and overall wing forces and moments as measured on force balances for various static and crossflow test conditions. Midspan wing surface pressure coefficient data are also given.

Yuska, J. A.↗
NASA NTRS1973

A study of the effects of aeroelastic divergence on the wing structure of an oblique-wing supersonic transport configuration

The aerodynamic characteristics of transport aircraft with oblique wing flying at supersonic speeds are discussed. Aeroelastic divergence of the forward swept portion of the wing is analyzed. The effect of aspect ratio as a method for avoiding aeroelastic divergence is examined. A relatively low aspect ratio appears necessary for an oblique wing when constructed of conventional aluminum alloy materials. The aspect ratio may be increased by increasing the wing thickness ratio and by utilizing materials with higher moduli of elasticity and rigidity.

Source record↗
NASA NTRS1972

EBF noise tests with engine under-the-wing and over-the-wing configurations

Noise tests of externally blown flaps with the engine under the wing and engine over the wing configurations were conducted. Flap noise data obtained on a TF-34 aircraft are discussed. Noise data obtained during a free-jet forward-speed-effect analysis are presented. Noise sources associated with upper surface flap blowing are described. Results of a small scale configuration screening study and some large scale model test data are analyzed. The noise data for the engine over wing configurations are compared with the engine under the wing configurations.

Dorsch, R. G.↗
NASA NTRS1975

Effects of wing bend on the aerodynamic characteristics of a low aspect ratio oblique wing

Static longitudinal and lateral/directional force and moment results are presented for an elliptical oblique wing (aspect ratio 6) mounted on top of a body of revolution. The wing was tested at various sweep angles ranging from 0 to 60 deg throughout a Mach-number range of 0.6 to 1.4. Increasing the upward bend along the wing span resulted in no significant improvement in the linearity of the moment curves, but required an impractical wing pivot location to eliminate the rolling moments at low lift. Linear theory gave satisfactory predictions of the lift and moment-curve slopes at low lift.

Hopkins, E. J.↗
NASA NTRS1976

Effects of wing leading-edge radius and Reynolds number on longitudinal aerodynamic characteristics of highly swept wing-body configurations at subsonic speeds

An investigation was conducted in the Langley low turbulence pressure tunnel to determine the effects of wing leading edge radius and Reynolds number on the longitudinal aerodynamic characteristics of a series of highly swept wing-body configurations. The tests were conducted at Mach numbers below 0.30, angles of attack up to 16 deg, and Reynolds numbers per meter from 6.57 million to 43.27 million. The wings under study in this investigation had leading edge sweep angles of 61.7 deg, 64.61 deg, and 67.01 deg in combination with trailing edge sweep angles of 0 deg and 40.6 deg. The leading edge radii of each wing planform could be varied from sharp to nearly round.

Henderson, W. P.↗
NASA NTRS1978

Computational wing optimization and comparisons with experiment for a semi-span wing model

A computational wing optimization procedure was developed and verified by an experimental investigation of a semi-span variable camber wing model in the NASA Ames Research Center 14 foot transonic wind tunnel. The Bailey-Ballhaus transonic potential flow analysis and Woodward-Carmichael linear theory codes were linked to Vanderplaats constrained minimization routine to optimize model configurations at several subsonic and transonic design points. The 35 deg swept wing is characterized by multi-segmented leading and trailing edge flaps whose hinge lines are swept relative to the leading and trailing edges of the wing. By varying deflection angles of the flap segments, camber and twist distribution can be optimized for different design conditions. Results indicate that numerical optimization can be both an effective and efficient design tool. The optimized configurations had as good or better lift to drag ratios at the design points as the best designs previously tested during an extensive parametric study.

Waggoner, E. G.↗
NASA NTRS1979

Exploratory study of the influence of wing leading-edge modifications on the spin characteristics of a low-wing single-engine general aviation airplane

A wide variety of model and airplane tests were conducted to explore the effects of wing leading-edge modifications on the stalling and spinning characteristics of a low-wing general aviation research airplane configuration. The results presented herein discuss the effects of leading-edge airfoil modifications applied to the full wing span and to partial-span locations. The results obtained in the study indicate that the wing modifications can produce large effects (both favorable or unfavorable) on spin resistance, developed spin characteristics, and spin recovery.

Dicarlo, D. J.↗
NASA NTRS1982

Wing flap-type control effectiveness and effects of control hinge gap seals for a supercritical wing

Wind-tunnel tests were made to investigate the control effectiveness of wing trailing-edge flap-type aerodynamic controls for a supercritical wing. The tests determined the effects of spanwise flap control location, two different wing transition grit location patterns, magnitude of angular control deflection, control hinge moments and control hinge gap seals. Results show that the inboard flap position deflections caused interference rearward at the vertical tail, and that all flap positions for deflections in one direction only caused interference at the horizontal tail at a higher than design Mach number. Changes in wing transition grit pattern caused significant changes to static longitudinal characteristics and longitudinal control effectiveness.

Anglin, E. L.↗
NASA NTRS1983

Numerical simulation of the leading-edge separation vortex for a wing and strake-wing configuration

In the present investigation, the 'thin layer' Navier-Stokes equations are used to compute the flow about a delta wing and a strake-delta wing configuration. Both configurations possess blunt noses and rounded leading edges. The computational grid about these configurations is generated using a newly developed three-dimensional grid-generation code which solves a set of Poisson equations with spherical coordinate variables using an alternating direction implicit (ADI) scheme. Computational results are obtained for an isolated wing with 60 deg sweep and a strake-wing configuration with 80-60 deg sweep. Computations for angles of attack in the range from 6 to 30 deg are presented. Attention is given to the effect of the angle of attack, the Mach number, and the Reynolds number. Theoretical results are compared with experimental data.

Fujii, K.↗
NASA NTRS1983

Wing loading on a 60 degree delta wing with vortex flaps

Wind tunnel tests were conducted on a 60 deg delta wing with three vortex flap designs to determine pressure distributions over the wing and flap. The results showed that an optimum vortex flap design depends on proper definition of the vortex flap deflection angle. They also revealed that flap thickness plays an important role in the behavior of the vortex flow over the flap and wing and can have a substantial effect on wing and flap pressure loading. Design codes which fail to account for thickness may result in a much less than optimum flap and deprive the designer of an important tool in designing an effective flap with optimum loading.

Marchman, J. F., III↗
NASA NTRS1985

Aerodynamic characteristics of a high-wing transport configuration with a over-the-wing nacelle-pylon arrangement

An investigation has been conducted in the Langley 16-Foot Transonic Tunnel to determine the effects on the aerodynamic characteristics of a high-wing transport configuration of installing an over-the-wing nacelle-pylon arrangement. The tests are conducted at Mach numbers from 0.70 to 0.82 and at angles of attack from -2 deg to 4 deg. The configurational variables under study include symmetrical and contoured nacelles and pylons, pylon size, and wing leading-edge extensions. The symmetrical nacelles and pylons reduce the lift coefficient, increase the drag coefficient, and cause a nose-up pitching-moment coefficient. The contoured nacelles significantly reduce the interference drag, though it is still excessive. Increasing the pylon size reduces the drag, whereas adding wing leading-edge extension does not affect the aerodynamic characteristics significantly.

Henderson, W. P.↗