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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 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS2016

Evaluation of Skin Friction Drag for Liner Applications in Aircraft

A parameter that is gaining significance in the evaluation of acoustic liner performance is the skin friction drag induced by air flow over the liner surface. Estimates vary widely regarding the amount of drag the liner induces relative to a smooth wall, from less than a 20% increase to nearly 100%, and parameters such as face sheet perforate hole diameter, percent open area, and sheet thickness are expected to figure prominently in the skin friction drag. Even a small increase in liner drag can impose an economic penalty, and current research is focused on developing 'low drag' liner concepts, with the goal being to approach the skin friction drag of a smooth wall. The issue of skin friction drag takes on greater significance as airframe designers investigate the feasibility of putting sound absorbing liners on the non-lifting surfaces of the wings and fuselage, for the purpose of reducing engine noise reflected and scattered toward observers on the ground. Researchers at the NASA Langley Research Center have embarked on investigations of liner skin friction drag with the aims of: developing a systematic drag measurement capability, establishing the drag of current liners, and developing liners that produce reduced drag without compromising acoustic performance. This paper discusses the experimental procedures that have been developed to calculate the drag coefficient based on the change in momentum thickness and the companion research program being carried out to measure the drag directly using a force balance. Liner samples that are evaluated include a solid wall with known roughness and conventional liners with perforated facesheets of varying hole diameter and percent open area.

Gerhold, Carl H.↗
DOE OSTI2020

Frictional drag between superconducting LaAlO 3 /SrTiO 3 nanowires

Here we report frictional drag measurements between two superconducting LaAlO 3 /SrTiO 3 nanowires. In these experiments, current passing through one nanowire induces a voltage across a nearby electrically isolated nanowire. The frictional drag signal contains both symmetric and anti-symmetric components. The anti-symmetric component arises from the rectification of quantum shot noise in the drive nanowire by the broken symmetry in the drag nanowire. The symmetric component in the drag resistance is ascribed to rectification of thermal noise in the drive nanowire during superconducting-normal transition. The suppression of the symmetric component is observed when a normal nanowire is used as either a drag or drive nanowire with the other nanowire superconducting. The absence of symmetric drag resistance between a normal drag nanowire and a superconducting drive nanowire suggests a higher electron-hole asymmetry in the superconducting LaAlO 3 /SrTiO 3 nanowire arising from the 1D nature of superconductivity at LaAlO 3 /SrTiO 3 interface.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
NASA NTRS1992

Special Course on Skin Friction Drag Reduction

Lecture notes for the AGARD Fluid Dynamics Panel (FDP) Special Course on 'Skin Friction Drag Reduction' have been assembled in this report. The aim and scope of this course was to provide an overview of the state of the art of current technology programs focused on reducing aircraft drag caused by skin friction. This report provides a review of recent progress in the field of skin friction drag reduction for transport aircraft. It provides a general introduction to the technology and then focuses on two specific aspects of drag reduction: maintaining laminar flow by controlling transition and manipulating the turbulence structure in boundary layers to help reduce skin friction. Technology associated with the use of riblets, LEBU, polymers, additives, etc., is also reviewed.

Advisory Group for Aerospace Research and Developm↗
NASA NTRS1988

Studies of friction drag and pressure drag of airfoils using the Eppler program

Most previous studies of the drag and two-dimensional airfoils consider only the total drag. The present report gives results of a study of three airfoils, using the Eppler program, to determine the distribution of friction drag along the chord and to obtain relative values of friction drag and pressure drag over a wide range of angle of attack and Reynolds number. The effects of boundary-layer suction in the turbulent region of the boundary layer of two of the airfoils are also investigated. The pressure drag is found to be an important component of the total drag, reaching values of 60 to 80 percent of the total drag near the stall. The use of suction producing a uniform inflow in the turbulent region of the boundary layer results in large increases in maximum lift, and increases the skin-friction drag but reduces or even changes the sign of the pressure drag.

Phillips, William H.↗
NASA NTRS1984

A method for measuring skin friction drag on a flat plate in contaminated gas flows

A technique for measuring friction drag in turbulent gas and gas/particle flows over flat plates is presented, and preliminary results are reported. A 0.25-in.-thick 72 x 6-in. Al plate is suspended by six horizontal support air bearings and four vertical alignment air bearings between fixed dummy plates and leading-edge and trailing-edge fairings in the 32-in.-high 48-in.-wide 11-ft-long test section of a closed-circuit atmospheric wind tunnel operating at 50-150 ft/sec. Particles of Fe and Al oxides of diameter 20-150 microns and density up to 0.3 lb particles per lb air are injected via a 6 x 0.167-in. nozzle; turbulence is induced by a roughened section of the leading-edge fairing; and friction drag is measured using a load-cell pressure transducer. Sample results are shown in a graph, demonstrating good agreement with theoretical drag calculations.

Oetting, R. B.↗
NASA NTRS1999

Skin Friction Drag Predictions: Summary of CFD Cross Checks, Wing/Body

The objective of the present study was to address the questions of: 1) how reliably or consistently the Navier-Stokes methods and processes used by the various organizations can predict integrated skin friction drag, and 2) how well the methods can predict trends within a family of optimized configurations. As a first step, all available skin friction drag predictions were accumulated to obtain a mean and standard deviation for the TCA (Technology Concept Airplane) baseline and each of the optimized configurations. It is observed that the optimization process has had little effect on the predicted skin friction drags. The variation in the mean that is observed is dwarfed by the standard deviations. In order to understand the reasons for the relatively large spreads in the computed results, a number of auxiliary computations have been performed using the UPS and OVERFLOW codes in an effort to identify and quantity potential sources of the variations.

Lawrence, Scott↗
NASA NTRS1953

Investigation at supersonic speeds of the variation with Reynolds number and Mach number of the total, base, and skin-friction drag of seven boattail bodies of revolution designed for minimum wave drag

An investigation has been conducted in the Langley 9-inch supersonic tunnel to determine the effect of the variation with Reynolds number and Mach number of the total, base, and skin-friction drag at zero lift of seven boattail bodies of revolution designed for minimum wave drag according to NACA TN 2550. The tests covered a Reynolds number range from approximately 1.0 x 10(6) to 10.0 x 10(6) at Mach numbers of 1.62, 1.93, and 2.41, respectively. The results show that base drag and, in general, the total drag increase with increasing values of the ratio of base area to maximum area B/S(sub max), although the results reported in NACA TN 3054 showed that the wave drag decreased with increasing values of B/S(sub max). The laminar skin-friction drag is in agreement with the theoretical predictions used, and, within the Mach number range of these tests, the simple Blasius incompressible theory gives a satisfactory prediction. Except for values of B/S (sub max) near 1, the Reynolds number of transition increases with increasing Mach number and as this ratio approaches 1 this variation is seen to reverse. These variations in Reynolds number of transition with Mach number appear to be associated with the changes in pressure gradient over the rear of the bodies.

Bromm, August F , Jr↗
NASA NTRS1954

Average Skin-Friction Drag Coefficients from Tank Tests of a Parabolic Body of Revolution (NACA RM-10)

Average skin-friction drag coefficients were obtained from boundary-layer total-pressure measurements on a parabolic body of revolution (NACA rm-10, basic fineness ratio 15) in water at Reynolds numbers from 4.4 x 10(6) to 70 x 10(6). The tests were made in the Langley tank no. 1 with the body sting-mounted at a depth of two maximum body diameters. The arithmetic mean of three drag measurements taken around the body was in good agreement with flat-plate results, but, apparently because of the slight surface wave caused by the body, the distribution of the boundary layer around the body was not uniform over part of the Reynolds number range.

Mottard, Elmo J↗
NASA NTRS1956

Investigation at Supersonic Speeds of the Variation with Reynolds Number and Mach Number of the Total, Base, and Skin-friction Drag of Seven Boattail Bodies of Revolution Designed for Minimum Wave Drag

Results are presented from an investigation of the variation with Reynolds number and Mach number of the total, base, and skin-friction drag of seven boattail bodies of revolution designed for minimum wave drag according to the theory of NACA-TN-2550. The tests covered a Reynolds number range from approximately 1.0 x 10(6) to 10.0 x 10(6) at Mach numbers of 1.62, 1.93, and 2.41 respectively.

Bromm, August, F , jr↗
NASA NTRS1999

An Analysis of CFD and Flat Plate Predictions of Friction Drag for the TCA W/B at Supersonic Cruise

This paper presents results of a study which attempted to provide some understanding of the relationship between skin friction drag estimates produced by flat plate methods and those produced by Navier-Stokes computations. A brief introduction is followed by analysis, including a flat plate grid study, analysis of the wing flow, an analysis of the fuselage flow. Other results of interest are then presented, including turbulence model sensitivities, and brief analysis of other configurations.

Lawrence, Scott L.↗
NASA NTRS1981

Skin friction drag measurements by LDV

A laser Doppler velocimeter employing a microscope objective as the receiving lens has been developed for measuring fluid velocity inside the boundary layer flow field with a spatial resolution of 40 microns. The method was applied for direct measurement of aerodynamic skin friction drag from the measured velocity gradient at the wall. Experimental results obtained on skin friction and on velocity components in a turbulent boundary layer on a low speed wind tunnel showed good agreement with previously reported data using conventional instruments such as hot-wire anemometers and Preston tubes. The method thus provides a tool for measurement and control of skin friction on aerodynamic bodies without perturbing the flow field.

Mazumder, M. K.↗
NASA NTRS1988

Considerations on the moving contact-line singularity, with application to frictional drag on a slender drop

It has previously been shown that the no-slip boundary conditions leads to a singularity at a moving contact line and that this presumes some form of slip. Present considerations on the energetics of slip due to shear stress lead to a yield stress boundary condition. A model for the distortion of the liquid state near solid boundaries gives a physical basis for this boundary condition. The yield stress condition is illustrated by an analysis of a slender drop rolling down an incline. That analysis provides a formula for the frictional drag resisting the drop movement. With the present boundary condition, the length of the slip region becomes a property of the fluid flow.

Durbin, P. A.↗