Wind tunnel investigation of NACA 66(215)-216, 66,1-212, and 65(sub 1)-212 airfoils with 0.20-airfoil-chord split flaps
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WIND TUNNEL TESTS-NACA-PRESSURE, TWO-DIMENSIONAL L↗
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Wing-tunnel Investigation of Effects of Various Aerodynamic Balance Shapes and Sweepback on Control-surface Characteristics of Semispan Tail Surfaces with NACA 0009, 0015, 66-009, 66(215)-014, and Circular-arc Airfoil Sections
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Harper, John J↗
rHEALTH Laboratory Analyzer - ISS Increment 66 Tech Demo
A multilateral, web-based symposium, featuring ISS Increment 66 investigations will be held on December 14, 15 and 16, 2021 beginning at 0600 CST each day. The purpose of this event is for Principal Investigators to present their science objectives, testing approach, and measurement methods to agency scientists, managers, and other investigators. Participation is encouraged to gather a global picture of the science planned to be performed on ISS during Increment 66. Please note that only Increment 66 new investigations and those that have not been covered by previous science symposia will be included. We will be in touch with the investigations’ POCs to confirm the presentations and identify the speakers as we develop the preliminary agenda for the Symposium. The agenda and additional details will be distributed prior to the symposium. Presentations will be organized by discipline and will be allotted 15 minutes to highlight the main contributions of their experiment. There will be a short question and answer period after each discipline group session is complete. Please include back-up material as needed. The presentations may be made available to ISS crew members as review material for on-orbit science preparation and/or public outreach activities. Therefore, please ensure a comprehensive presentation (additional back-up material may be provided). The presentations should briefly cover the following: - Science background and hypothesis - Investigation goals and objectives - Measurement approach - Importance and reason for ISS - Expected results and how they will advance the field - Earth benefits/spin-off applications Please note that all presentations and discussions should be limited to content approved for export and information that can be shared with participants and the general public.
Laboratory Analysis↗
Evidence for mass loss at polar latitudes in the Be stars Omega Orionis and 66 Ophiuchi
IUE observations of the pole-on Be stars Omega Ori and 66 Oph have revealed the unexpected presence of high velocity (-250 to -850 km/sec), relatively narrow (about 1 A) absorption components to the resonance lines of C IV, Si IV, and Si III. The C IV features show structure indicative of multiple shells or clouds. If Omega Ori and 66 Oph are indeed viewed pole-on, then these observations suggest that substantial matter is being ejected from the polar regions of these stars. The nature of these unusual high velocity features, which were not observed in other pole-on Be stars considered in the program, and the column densities and mass loss rates implied by them are discussed in this Letter.
Peters, G. J.↗
Wind-Tunnel Investigation of an NACA 66,2-216 Low-Drag Wing with Split Flaps of Various Sizes, Special Report
An investigation was conducted in the NACA 19-foot pressure wind tunnel of a rectangular wing having NACA 66, 2-216 low-drag airfoil sections and various sizes of simple split flaps. The purpose of the investigation was, primarily, to determine the influence of these flap installations on the aerodynamic characteristics of the wing. Complete lift, drag, and pitching-moment characteristics were determined for a range of test Reynolds numbers from about 2,600,000 to 4,600,000 for each of the installations and for the plain wing. The results of this investigation indicate that values of maximum lift coefficient similar to those of wings with conventional airfoil sections and split flaps can be expected of wings having the NACA 66,2-216 low-drag sections. The increment of maximum lift due to the split flap was found to be practically independent of the Reynolds number over the range investigated. The optimum split flap on the basis of maximum lift appears to have a chord about 20% of the wing chord and a deflection of 60 degrees. The C(sub L) max of the wing with the 0.20c partial-span flap deflected 60 degrees is 2.07 at a Reynolds number of 4,600,000 while with the full-span flap it is approximately 2.53; the increment of the maximum lift coefficient due to the flap is approximately proportional to the flap span. Although the addition of a split flap tends to hasten the stall and to cause it to occur more abruptly, little change in pattern is evidenced by observations of the behavior of wool tufts on the wing.
Muse, Thomas C.↗
Results of a 3-day Pilot Study to Validate Planetary Prebreathe Protocols Using a 56.5 kPa 34% O2, 66% N2 Saturation Cabin Atmosphere
INTRODUCTION: Apollo missions used 100% O2 cabin atmospheres which effectively eliminated the risk of decompression sickness (DCS) during extravehicular activities (EVAs, ‘spacewalks’); however, this atmosphere presented a flammability risk that is no longer acceptable to NASA. Denitrogenation prebreathe protocols used to mitigate DCS risk for Space Shuttle and International Space Station EVAs are validated for the microgravity environment, but the significantly increased risk of DCS during equivalent ambulatory surface EVAs make these protocols inapplicable to planetary/Lunar missions. An “exploration atmosphere” of 56.5 kPa (8.2 psia), 34% O2, 66% N2 has been recommended by NASA for future Moon and Mars missions as a compromise that balances subsequent pre-EVA prebreathe duration, hypoxia, and flammability risk, assuming a 29.6 kPa (4.3 psi) spacesuit. Prebreathe validation studies was initiated utilizing a three-story 6m diameter hypobaric chamber at NASA’s Johnson Space Center. Here, we report the results of a 3-day human-in-the-loop system checkout. METHODS: Six volunteers acclimated to the 56.6kPa/34% O2 66% N2 environment for 48hrs prior to conducting a 20-minute prebreathe and a 6-hour simulated EVA at 34kPa/85% O2 / 15% N2. The EVA simulation was designed to include tasks that are physically and ergonomically representative of future planetary EVAs. Decompression stress was evaluated by serial doppler and echocardiographs, as well as by clinical features of DCS signs/symptoms. RESULTS AND DISCUSSION: Preliminary data analysis noted venous gas emboli (VGE) in 3 of 6 subjects, with peak Grade II VGE by Doppler and peak E-B score of 5 by cardiac ultrasonography. No volunteers were diagnosed with DCS during this initial test. No acute hypoxic symptoms were noted. Musculoskeletal and gastrointestinal complaints were noted, likely associated with the exercise load and the food system. Validation of exploration prebreathe protocols has since been initiated with an 11-day saturation test using the same facility and protocol.
Alejandro Garbino↗
Evaluation of Planetary Extravehicular Activity Prebreathe Protocols using a 56.5 kPa, 34% O2, 66% N2 Saturation Cabin Atmosphere in an 11-day Hypobaric Hypoxia Study
INTRODUCTION: Apollo missions used 100% O2 cabin atmospheres which effectively eliminated the risk of decompression sickness (DCS) during Lunar extravehicular activities (EVAs, ‘spacewalks’); however, this atmosphere presented a flammability risk that is no longer acceptable to NASA. Denitrogenation prebreathe protocols used to mitigate DCS risk for Space Shuttle and International Space Station EVAs are validated for the microgravity environment, but the significantly increased risk of DCS during equivalent ambulatory surface EVAs make these protocols inapplicable to planetary/Lunar missions. A cabin/vehicle “Exploration Atmosphere” of 56.5 kPa (8.2 psia), 34% O2, 66% N2 has been recommended by NASA for future Moon and Mars missions as a compromise that balances subsequent pre-EVA prebreathe duration, hypoxia, and flammability risk, assuming a 29.6 kPa (4.3 psi) spacesuit. Prebreathe validation studies were initiated utilizing a three-story 6m diameter hypobaric chamber at NASA’s Johnson Space Center. Here, we report the results of a 11-day human-in-the-loop system checkout. METHODS: Six volunteers lived in a hyboparic chamber for 11 days with an ‘exploration atmosphere’ of 56.6kPa/34% O2 66% N2. Subjects acclimated to the exploration atmosphere for 48hrs and thereafter participated in five 6-hour simulated EVAs at 34kPa/85% O2 / 15% N2 over the course of 11 days. Prior to each simulated EVA, subjects underwent a 20-minute prebreathe at 85% O2. The EVA simulation was designed to include tasks that are physically and ergonomically representative of future planetary EVAs, proportionate to the subject’s VO2max. Decompression stress was evaluated during the simulated EVA by serial doppler and echocardiographs alternating every 15min, as well as clinical monitoring for DCS signs/symptoms. RESULTS AND DISCUSSION: Venous gas emboli (VGE) were present in 3 of 6 subjects during EVAs, with peak Grade II VGE as evaluated by Doppler and a peak Eftedal-Brubakk score of 5 by cardiac ultrasonography. Two cases of DCS were diagnosed during the 11-day test chamber. No acute hypoxic symptoms were noted. Musculoskeletal and gastrointestinal complaints were noted, likely associated with the exercise load and the food system. Two cases of DCS (8%) does not cross either accept or reject pre-test criterion, so an additional study is planned for 2023 to meet our pre-test thresholds.
Alejandro Garbino↗
Wind Tunnel Tests of Ailerons at Various Speeds I : Ailerons of 0.20 Airfoil Chord and True Contour with 0.35 Aileron-chord Extreme Blunt Nose Balance on the NACA 66,2-216 Airfoil
Hinge-moment, lift, and pressure-distribution measurements were made in the two-dimensional test section of the NACA stability tunnel on a blunt-nose balance-type aileron on an NACA 66,2-216 airfoil at speeds up to 360 miles per hour corresponding to a Mach number of 0.475. The tests were made primarily to determine the effect of speed on the action of this type of aileron. The balance-nose radii of the aileron were varied from 0 to 0.02 of the airfoil chord and the gap width was varied from 0.0005 to 0.0107 of the airfoil chord. Tests were also made with the gap sealed.
FLYING, HIGH-SPEED↗
A New De Havilland Commercial Airplane : the D.H. 66 with Three Bristol "jupiter" Engines
The D.H. 66, constructed at Stag Lane Works of the De Haviland Aircraft Company built for Imperial Airways, Ltd. The fuselage has an all steel construction while the wings are made with box spars of wood and spruce ribs. It has a biplane tail and encloses the stabilizer trimming gear in a casing which serves to streamline the rear portion of the fuselage, but which is not part of the main structure. It weighs 9060 lbs. empty and 2500 lbs. after fueling with a total loaded weight of 14,700 lbs.
AIRPLANES - DES↗
Low-speed Tests of Five NACA 66-series Airfoils Having Mean Lines Designed to Give High Critical Mach Numbers
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AIRFOILS - NACA 66(215)-416 - CHAR , A C , MOMENTS↗
Study of the Mariner Mars 66 spacecraft
Mariner Mars 66 spacecraft mission study - probabilities of successfully transmitting encounter TV science data, releasing capsule for Mars landing, and command systems logic
MISSION PLANNING↗
Morphology of cold-drawn nylon 66.
Nylon 66 spherulites morphology before and after cold drawing from X ray diffraction, light and electron microscopic examination
Crystal, R. G.↗
Muonic interactions in Zn 66 and Zn 68
Muonic atoms nuclear excitation in Zn 66 and 68
Jenkins, D. A.↗
Recurrent episodic mass loss in a B2e star - 66 Ophiuchi, 1982-1985
The results of three intensive ultraviolet monitoring campaigns for 66 Oph in September-October 1982, September 1983, and September 1984, supplemented by the available IUE archival data from April, 1982 to June, 1985 are reported. The stellar wind went through at least two and probably three episodes of weak-wind absorption. At wind minimum, the resonance profiles and equivalent widths of C IV, Si IV, Si III, and Al III are similar to those observed in normal B stars of comparable luminosity, effective temperature, and v sin i. The strong-wind absorption profiles show one or more shortward-shifted discrete components superposed upon the weak-wind absorption profiles. Significant profile variations are seen on time scales spanning over two orders of magnitude, ranging from small-amplitude changes detected on time scales of hours to the transitions from wind minimum to maximum, which take months.
Grady, C. A.↗
The loss and reestablishment of the wind in 66 Ophiuchi in 1985
The paper addresses the mass loss in the Be star 66 Oph during the first six months of 1985, when the star temporarily lost its wind. Particular attention is given to IUE observations obtained just before the wind faded, during the hiatus in mass loss, and in the period of reestablishment. During the espisode considered, the wind faded in less than three weeks, but reestablished itself within two months. While the peak intensity of the H-alpha emission feature has been steadily increasing since the mid-1970s, a marked decrease in strength in June 1985 indicates that the wind and Balmer emitting regions are linked.
Peters, Geraldine J.↗
Influence of Space Flight Factors on the Genetic Properties of Streptomyces Lividans 66 (PIJ702)
Gram-positive Streptomyces bacteria display genetic instability in response to external factors. Strain S. lividans 66 harbors the multicopy plasmid pIJ702 with selective and differential marker genes for antibiotic thiostrepton resistance and melanin production. Culture plates of modified ISP agar medium with and without thiostrepton were flown on Foton-M2. Suboptimal flight temperatures, which were simulated for asynchronous ground controls, resulted in slow growth and failure to differentiate and sporulate. Flight samples and asynchronous controls showed a high frequency of failing to express plasmid markers compared to laboratory controls. This was associated with loss of plasmid DNA and likely resulted from suboptimal temperatures for flight cultures and controls. Neither restriction fragment length polymorphism, nor polymerase chain reaction amplification coupled with denaturing gradient gel electrophoresis, revealed differences between pIJ702 DNA from flight vs. control clones. Mutations of the plasmid marker genes resulting from specific spaceflight factors, e.g., microgravity and radiation, were not detected.
Tabakov, V. Yu.↗
Tests of an NACA 66,2-420 Airfoil of 5-Foot Chord at High Speed, Special Report
This report covers tests of a 5-foot model of the NACA 66,2-420 low-drag airfoil at high speeds including the critical compressibility speed. Section coefficients of lift, drag, and pitching moment, and extensive pressure-distribution data are presented. The section drag coefficient at the design lift coefficient of 0.4 increased from 0.0042 at low speeds to 0.0052 at a Mach number of 0.56 (390 mph at 25,000 ft altitude). The critical Mach number was about 0.60. The results cover a Reynold number range from 4 millions to 17 millions.
Hood, Manley J.↗