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At least 19 records

Experimental Investigation of the Momentum Method for Determining Profile Drag

Report presents the results of an experimental investigation conducted in the full-scale tunnel to determine the accuracy of the Jones and the Betz equations for computing profile drag from total and static pressure surveys in the wake of wings. Surveys were made behind 6 by 8-foot airfoils of the NACA 0009, and 0018 sections at zero lift and behind the NACA 0012 at positive lifts. The surveys were made at various spanwise positions and at distances behind the airfoil ranging from 0.05c to 3.00c.

Goett, Harry J↗

Tests of the NACA 0025 and 0035 Airfoils in the Full-Scale Wind Tunnel

This report presents the results of an investigation conducted in the NACA full-scale wind tunnel to determine the aerodynamic characteristics of the 6 by 36-foot rectangular NACA 0025 and 0035 airfoils. The aerodynamic characteristics of the plain airfoils with rounded and square tips were determined by force tests through a complete angle-of-attack range, in addition, the profile drag was determined by the momentum method. The transition points on the airfoils were located by boundary-layer determinations with small total-head and static tubes. Each airfoil was also tested with a 0.20c full-span split flap. Tuft surveys were included to show the progressive breakdown of flow with increasing angles of attack. Previously published data from tests of the NACA 0009, 0012, and 0018 airfoils in the full-scale tunnel have been included in the summary curves.

Bullivant, W Kenneth↗

Theoretical and experimental study of a new method for prediction of profile drag of airfoil sections

Theoretical and experimental studies are described which were conducted for the purpose of developing a new generalized method for the prediction of profile drag of single component airfoil sections with sharp trailing edges. This method aims at solution for the flow in the wake from the airfoil trailing edge to the large distance in the downstream direction; the profile drag of the given airfoil section can then easily be obtained from the momentum balance once the shape of velocity profile at a large distance from the airfoil trailing edge has been computed. Computer program subroutines have been developed for the computation of the profile drag and flow in the airfoil wake on CDC6600 computer. The required inputs to the computer program consist of free stream conditions and the characteristics of the boundary layers at the airfoil trailing edge or at the point of incipient separation in the neighborhood of airfoil trailing edge. The method described is quite generalized and hence can be extended to the solution of the profile drag for multi-component airfoil sections.

Goradia, S. H.↗

Tests of the XP-46 Airplane in the N.A.C.A. Full-Scale Wind Tunnel

An investigation has been conducted on a full-scale model of the proposed XP-46 airplane in the N. A. C. A. full-scale wind tunnel pursuant to the request of the Amy Air Corps, Materiel Division. The primary purpose of the investigation was to determine the optimum arrangement of the various component parts to obtain the maximum high speed and to provide adequate engine cooling. Additional tests included a determination of the stalling characteristics and the effectiveness of ailerons and elevators. The profile drag of the wing was ascertained by the momentum method; the location of the transition point on the wing and the critical compressibility velocities of the various airplane components were determined from surface pressure surveys.

Nickle, F. R.↗

Computation of viscous flows in turbomachinery cascades

Analytic and numerical experiments involving the use of the space-marching method for the prediction of the viscous flow field in turbomachinery cascades indicate that the grid lines in the physical domain must be nearly orthogonal in order to arrive at accurate predictions. For staggered cascades, a nonperiodic grid system was used and appropriate approximations were applied in place of the periodicity boundary conditions upstream and downstream of the cascade. Predicted drag coefficient, turning angle, boundary layer momentum thicknesses, and velocity profiles are compared with experimental data. Good agreement is obtained in most cases.

Pouagare, M.↗

Experimental investigation of turbulent flow in smooth and longitudinal grooved tubes

Turbulent flow in tubes with and without longitudinal grooves is examined. The discovery of fine grooves forming a sort of streamline pattern on the body of sharks led to the expectation that the grooves on a surface reduce the momentum change, and thus the drag. To test this thesis, drag law, velocity profile and the profile of the velocity fluctuation were determined. Results show that for moderate Reynolds numbers the drag coefficient for grooved tubes is about 3 percent smaller than that of the smooth tubes. At higher Reynolds numbers, however, the drag coefficient for grooved tubes becomes larger than that for smooth tubes. No significant differences in the velocity profiles between grooved tubes and smooth tubes are found.

Nitschke, P.↗

Aerodynamic characteristics of a small-scale straight and swept-back wing with knee-blown jet flaps

Two sting-mounted, 50.8 cm (20 in.) span, knee-blown, jet-flap models were tested in a large (2.1- by 2.5-m (7- by 10-ft) subsonic wind tunnel. A straight- and swept-wing model were tested with fixed flap deflection with various combinations of full-span leading-edge slats. The swept-wing model was also tested with wing tip extensions. Data were taken at angles-of-attack between 0 deg and 40 deg, at dynamic pressures between 143.6 N/sq m (3 lb/sq ft) and 239.4 N/sq m (5 lb/sq ft), and at Reynolds numbers (based on wing chord) ranging from 100,000 to 132,000. Jet flap momentum blowing coefficients up to 10 were used. Lift, drag, and pitching-moment coefficients, and exit flow profiles for the flap blowing are presented in graphical form without analysis.

Morehouse, G. G.↗

A model study of diurnal behavior of the ionosphere and the protonosphere coupling

A new method to study dynamic behavior of the ionosphere-protonosphere coupling within the plasmasphere is developed and used to calculate ion distributions above 500 km using observed electron densities at 500 km. The method is based on the relation between the total magnetic flux tube content of H(+) above some reference height (e.g., 3000 km) and the H(+) flux at that height, which is uniquely determined by the coupled momentum and continuity equations for the quasi-steady state. The O(+) profile is perturbed from diffusive equilibrium only by ion drag with H(+). The time dependency is taken into account by applying self-consistent boundary conditions which are obtained from the solution of the time-dependent equation for the tube content of H(+). Calculations are carried out for two models. The first model deals with the ion dynamics in a tube of force which rotates with the earth. In the second model, effects of the cross-L plasma drifts are considered. Both models produce diurnal variations of H(+) and O(+) densities near 1000 km similar to observational results.

Marubashi, K.↗

Accuracy of Tilt Rotor Hover Performance Predictions

The accuracy of various methods used to predict tilt rotor hover performance was established by comparing predictions with large-scale experimental data. A wide range of analytical approaches were examined. Blade lift was predicted with a lifting line analysis, two lifting surface analyses, and by a finite-difference solution of the full potential equation. Blade profile drag was predicted with two different types of airfoil tables and an integral boundary layer analysis. The inflow at the rotor was predicted using momentum theory, two types of prescribed wakes, and two free wake analyses. All of the analyses were accurate at moderate thrust coefficients. The accuracy of the analyses at high thrust coefficients was dependent upon their treatment of high sectional angles of attack on the inboard sections of the rotor blade. The analyses which allowed sectional lift coefficients on the inboard stations of the blade to exceed the maximum observed in two-dimensional wind tunnel tests provided better accuracy at high thrust coefficients than those which limited lift to the maximum two-dimensional value. These results provide tilt rotor aircraft designers guidance on which analytical approaches provide the best results, and the level of accuracy which can be expected from the best analyses.

Felker, Fort F.↗

Intraseasonal oscillations in the extratropics - Hopf bifurcation and topographic instabilities

A potential vorticity model in a beta-channel is used to analyze the resonant response of equivalent-barotropic flow to topography in the presence of a forced zonal jet with arbitrary meridional structure. The nonlinear dynamics near different resonances is studied considering both wave-wave and wave-zonal flow interactions. It is shown that Hopf bifurcations from stationary to periodic flows are possible due to the nonlinear instability of nonzonal, topographically forced flow. Low-frequency, finite-amplitude oscillations arise due to a combination of two factors: (1) nonlinear wave-wave interactions, which tend to reduce the Rossby wave frequency; and (2) wave-zonal flow interactions, which reflect the importance of wave momentum transport in shifting the westerly jet and of the topographic form drag. The physical mechanism of atmospherically realistic Hopf bifurcations depends crucially on the meridional profile of the mean zonal flow giving rise to a dipole-shaped resonance.

Jin, F.-F.↗

Airfoil profile drag increase due to acoustic excitation

A two-dimensional airfoil (NACA-0009) is subjected to high intensity pure-tone sound over a 1-5 kHz frequency range while immersed in a flow with 240 ft/sec velocity in a quiet flow facility with a Reynolds number of 3 million. Wake dynamic pressures are determined, and the momentum deficit is used to calculate a two-dimensional drag coefficient. Significant increases in drag are observed when the airfoil is subjected to high-intensity sound at critical frequencies. The increased drag is accompanied by movement of the natural transition location. When the transition is fixed by roughness at 10 percent chord, no further transition movement is observed in response to an acoustic Tollmien-Schlichting disturbance. However, a 4 percent increase in the sectional drag coefficient is noted. It is believed to be due to the sound exciting the flow near the airfoil surface (shear layer), thus causing the existing turbulence to become more intense, possess a higher mixing rate (momentum), and increase the skin friction.

Shearin, John G.↗

Experimental verification of turbulent skin friction reduction with compliant walls

Preliminary compliant wall skin friction test results obtained in a low-turbulence pressure tunnel are reported. Compliant surface skins consisted of 0.0025 cm thick mylar, stretched under tension and area-bonded or longitudinally strip-bonded with silicone rubber adhesive to polyurethane foam. Mean velocity and fluctuating survey data were obtained with a single slanted hot wire. Mean velocity profiles for the area-bonded mylar surface skins indicated up to a 20% reduction in boundary-layer thickness (and lower momentum thickness) over rigid surfaces. This reduction in boundary-layer thickness indicates that a drag reduction occurred. In addition, a 16% reduction in wall shear was evident for the mylar/compressor foam compliant surface.

Weinstein, L. M.↗

The Turbulent Boundary Layer on a Rough Curvilinear Surface

A number of semiempirical approximate methods exist for determining the characteristics of the turbulent boundary layer on a curvilinear surface. At present, among these methods, the one proposed by L. G. Loitsianskii is given frequent practical application. This method is sufficiently effective and permits, in the case of wing profiles with technically smooth surfaces, calculating the basic characteristics of the boundary layer and the values of the overall drag with an accuracy which suffices for practical purposes. The idea of making use of the basic integral momentum equation ((d delta(sup xx))/dx) + ((V' delta(sup xx))/V) (2 + H) = (tau(sub 0))/(rho V(exp 2)) proves to be fruitful also for the solution of the problems in the determination of the characteristics of the turbulent boundary layer on a rough surface.

Droblenkov, V. F.↗

Acoustic effects on profile drag of a laminar flow airfoil

A two-dimensional laminar flow airfoil (NLF-0414) was subjected to high-intensity sound (pure tones and white noise) over a frequency range of 2 to 5 kHz, while immersed in a flow of 240 ft/sec (Rn of 3 million) in a quiet flow facility. Using a wake-rake, wake dynamic pressures were determined and the deficit in momentum was used to calculate a two dimensional drag coefficient. Significant increases in drag were observed when the airfoil was subjected to the high intensity sound at critical sound frequencies. However, the increased drag was not accompanied by movement of the transition location.

Shearin, John G.↗

The role of gravity wave induced drag and diffusion in the momentum budget of the mesosphere

A slight modification of the parameterization suggested by Lindzen (1981) for the zonal drag and eddy diffusion effects generated by breaking internal gravity waves in the mesosphere is tested using a severely truncated midlatitude beta-plane channel model. It is found that realistic mean zonal flow profiles with zonal wind reversals above the mesopause can be simulated for both winter and summer radiative heating conditions provided that a gravity-wave spectrum is assumed which includes both stationary waves and waves of relatively large phase speeds. These results contrast greatly with the unrealistic mean wind profiles produced when Rayleigh friction is used to parameterize the effects of small scale motions on the mean flow.

Holton, J. R.↗

Wave drag as the objective function in transonic fighter wing optimization

The original computational method for determining wave drag in a three dimensional transonic analysis method was replaced by a wave drag formula based on the loss in momentum across an isentropic shock. This formula was used as the objective function in a numerical optimization procedure to reduce the wave drag of a fighter wing at transonic maneuver conditions. The optimization procedure minimized wave drag through modifications to the wing section contours defined by a wing profile shape function. A significant reduction in wave drag was achieved while maintaining a high lift coefficient. Comparisons of the pressure distributions for the initial and optimized wing geometries showed significant reductions in the leading-edge peaks and shock strength across the span.

Phillips, P. S.↗

Venus lower thermosphere studies

Studies undertaken in this project have sought to understand lower thermospheric structure and dynamics (less than or equal to 145 km), particularly the processes responsible. This is a region just below the reach of in-situ instruments onboard PVO (Pioneer Venus Orbiter) during the first few diurnal cycles. PVO remote airglow observations (nitric oxide, O2, visible, O 1304A) have been coupled with ground-based observations (CO densities, winds, temperatures, O2 IR nightglow) to address the behavior of lower thermospheric winds and chemistry over 95 to 150 km. This interpretation of PVO and related data is accomplished by using the NCAR Venus thermospheric general circulation model (VTGCM) (Bougher et al., 1988; 1990). This model has been modified over the last two years to improve its ability to calculate O, CO, and O2 densities, temperatures, nightglow, and subsolar-to-antisolar and zonal winds over 95 to 150 km (Bougher and Borucki, 1992). Our VTGCM studies show that: (1) O2 visible and IR nightglow distributions can be used to trace lower thermosphere / upper mesosphere winds over 100-130 km. Typically, weak zonal winds (less than or equal to 25 m/sec) and nightglow maximum patches near 0100 LT prevail. Occasionally, strong zonal winds (30-60 m/sec) and airglow patches peaking near 0300 LT characterize the Venus lower thermosphere. (2) It is clear that the dynamics of the Venus 90-130 km region is highly variable on time scales as short as an hour. This is most likely due to the time variable nature of upward propagating gravity waves, which grow in amplitude and eventually break. The resulting turbulence gives rise to local time variable eddy diffusion and momentum drag, both of which strongly impact global density and nightglow distributions. (3) The oxygen chemistry (O, O2, etc.) over 90-120 km is strongly dependent on HO(x) and CLO(x) tracer species that must be properly included in any coupled chemical dynamical model. (4) The density profiles of light species (O, CO, N, He) are strongly affected by large-scale transport by the winds. Strong eddy diffusion is not a suitable model parameterization for approximating these light species, especially for extrapolation into the region below 140 km where PVO in-situ data is lacking. Instead, the fully coupled chemical dynamical VTGCM model should be used to improve estimates of densities within the VTS3 empirical model (Hedin et al., 1983) below 140 km.

Bougher, Stephen W.↗

Roughness of Weddell Sea ice and estimates of the air-ice drag coefficient

Snow surface, ice surface, and ice underside roughness computed from 47 surface elevation profiles collected during a transect of the Weddell Sea are reported. Roughness spectra for all three surfaces and for both deformed and undeformed ice roll off roughly as k exp -1 when the wavenumber k is between 0.1 and 3 rad/m. The snow surface and underside spectra roll off somewhat faster than k exp -1, and the ice surface spectra roll off somewhat slower than k exp -1. It is argued that the excess spectral intensity at high wavenumbers in the Antarctic ice surface spectra results from the small-scale roughness that the ice sheet had on consolidation. The snow surface spectra are used to compute a roughness scale that parameterizes the air-ice momentum coupling and makes it possible to estimate the neutral stability drag coefficient referenced to a height of 10 m, C sub DN10. Typical C sub DN10 values are 1.1-1.4 x 10 exp -3 over undeformed ice and 1.3-1.8 x 10 exp -3 over deformed ice.

Andreas, Edgar L.↗