Rice- and butterfly-wing effect inspired self-cleaning and low drag micro/nanopatterned surfaces in water, oil, and air flow.

PubMed

Bixler, Gregory D; Bhushan, Bharat

2014-01-07

In search of new solutions to complex challenges, researchers are turning to living nature for inspiration. For example, special surface characteristics of rice leaves and butterfly wings combine the shark skin (anisotropic flow leading to low drag) and lotus leaf (superhydrophobic and self-cleaning) effects, producing the so-called rice and butterfly wing effect. In this paper, we study four microstructured surfaces inspired by rice leaves and fabricated with photolithography techniques. We also present a method of creating such surfaces using a hot embossing procedure for scaled-up manufacturing. Fluid drag, self-cleaning, contact angle, and contact angle hysteresis data are presented to understand the role of sample geometrical dimensions. Conceptual modeling provides design guidance when developing novel low drag, self-cleaning, and potentially antifouling surfaces for medical, marine, and industrial applications.

Rice- and butterfly-wing effect inspired self-cleaning and low drag micro/nanopatterned surfaces in water, oil, and air flow

NASA Astrophysics Data System (ADS)

Bixler, Gregory D.; Bhushan, Bharat

2013-12-01

In search of new solutions to complex challenges, researchers are turning to living nature for inspiration. For example, special surface characteristics of rice leaves and butterfly wings combine the shark skin (anisotropic flow leading to low drag) and lotus leaf (superhydrophobic and self-cleaning) effects, producing the so-called rice and butterfly wing effect. In this paper, we study four microstructured surfaces inspired by rice leaves and fabricated with photolithography techniques. We also present a method of creating such surfaces using a hot embossing procedure for scaled-up manufacturing. Fluid drag, self-cleaning, contact angle, and contact angle hysteresis data are presented to understand the role of sample geometrical dimensions. Conceptual modeling provides design guidance when developing novel low drag, self-cleaning, and potentially antifouling surfaces for medical, marine, and industrial applications.

Capital Drag: kinging in Washington, DC.

PubMed

Patterson, Jennifer Lyn

2002-01-01

Through individual interviews with three DC drag kings and detailed, first-person accounts of their performances, I examine the role the kings play within the lesbian community at Club Chaos in Dupont Circle. My interviews address how and why the kings started performing, how their drag characters relate to their everyday personalities and experiences as lesbian women, why performing in drag is important to them, why drag performances are important to the women who attend their shows, and how gay men and drag queens have responded to their performances. My descriptions of the kings' performances, the audience response, and the atmosphere they create at the club reflect my viewpoint as a lesbian audience participant who has much appreciation for drag queens and much curiosity about the burgeoning drag king scene. I conclude that drag kings provide a valuable service to lesbian communities by creating a safe, supportive environment in which lesbian performers and audience members can celebrate and explore their relationships to female masculinities and queer sexualities.

COPE AND DRAG PATTERNS, EACH IS USED AT SEPARATE TIMES ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

COPE AND DRAG PATTERNS, EACH IS USED AT SEPARATE TIMES TO CREATE INDIVIDUAL MOLD. HALVES FOR AN EXHAUST MANIFOLD CASTING SIT IN FRONT OF MATCHPLATE PATTERNS WITH BOTH COPE AND DRAG SIDES AFFIXED TO A SINGLE PLATE, USED TO CREATE BOTH MOLD HALVES AT THE SAME TIME, IN THE BACKGROUND. - Southern Ductile Casting Company, Mold Making, 2217 Carolina Avenue, Bessemer, Jefferson County, AL

Creating an AI modeling application for designers and developers

NASA Astrophysics Data System (ADS)

Houlette, Ryan; Fu, Daniel; Jensen, Randy

2003-09-01

Simulation developers often realize an entity's AI by writing a program that exhibits the intended behavior. These behaviors are often the product of design documents written by designers. These individuals, while possessing a vast knowledge of the subject matter, might not have any programming knowledge whatsoever. To address this disconnect between design and subsequent development, we have created an AI application whereby a designer or developer sketches an entity's AI using a graphical "drag and drop" interface to quickly articulate behavior using a UML-like representation of state charts. Aside from the design-level benefits, the application also features a runtime engine that takes the application's data as input along with a simulation or game interface, and makes the AI operational. We discuss our experience in creating such an application for both designer and developer.

Get Ready To Fly.

ERIC Educational Resources Information Center

Janes, Patricia

2001-01-01

Presents suggestions to help students learn about the concept of flight. Ideas include making a classroom timeline of flight, creating balloon rockets to demonstrate the concept of thrust, making tissue paper parachutes and observing the effect of drag, designing a space mission patch, and having a model paper airplane competition. (SM)

Space Shuttle Orbiter Drag Chute Summary

NASA Technical Reports Server (NTRS)

Lowry, Charles H.

2013-01-01

This paper summarizes the development history and technical highlights of the Space Shuttle Orbiter Drag Chute Program. Data and references are given on the design, development, and testing of the system, plus several interesting operational issues and solutions. The last Shuttle flight was completed in 2011 and all the Orbiters have now become museum pieces. Before all the data from system development and the 86 Orbiter Drag Chute (ODC) operational landings is lost or forgotten, it may be useful to summarize it here and to identify data sources for future reference. Much has been written about various aspects of the program, and this summary has attempted to cite many such references to make available more detailed information. The ODC program was a high-visibility NASA program that afforded the opportunity to thoroughly engineer and test the chute system, far beyond so many of today s tight-budget programs. So the ODC program was extremely informative--it provided a wide scope of information including protective door jettison issues and solutions, wind tunnel data and analyses on chute stability and drag behind a huge and rather blunt forebody, component and system reuse, and chute cleaning methods. Technology and data created have aided several current and past parachute programs, and will continue to do so in the future. The original Orbiter preliminary design included a drag parachute-- it was deleted early to save weight. But after the 1987 Challenger accident and during the program redefinition phase that followed, Astronaut John Young presented a strong case for enhancing landing safety by adding nosegear steering, brake improvements, and reviving the drag chute.

Wing Configuration Impact on Design Optimums for a Subsonic Passenger Transport

NASA Technical Reports Server (NTRS)

Wells, Douglas P.

2014-01-01

This study sought to compare four aircraft wing configurations at a conceptual level using a multi-disciplinary optimization (MDO) process. The MDO framework used was created by Georgia Institute of Technology and Virginia Polytechnic Institute and State University. They created a multi-disciplinary design and optimization environment that could capture the unique features of the truss-braced wing (TBW) configuration. The four wing configurations selected for the study were a low wing cantilever installation, a high wing cantilever, a strut-braced wing, and a single jury TBW. The mission that was used for this study was a 160 passenger transport aircraft with a design range of 2,875 nautical miles at the design payload, flown at a cruise Mach number of 0.78. This paper includes discussion and optimization results for multiple design objectives. Five design objectives were chosen to illustrate the impact of selected objective on the optimization result: minimum takeoff gross weight (TOGW), minimum operating empty weight, minimum block fuel weight, maximum start of cruise lift-to-drag ratio, and minimum start of cruise drag coefficient. The results show that the design objective selected will impact the characteristics of the optimized aircraft. Although minimum life cycle cost was not one of the objectives, TOGW is often used as a proxy for life cycle cost. The low wing cantilever had the lowest TOGW followed by the strut-braced wing.

PRSEUS Development for the Hybrid Wing Body Aircraft

NASA Technical Reports Server (NTRS)

Velicki, Alex; Jegley, Dawn

2011-01-01

NASA has created the Environmentally Responsible Aviation (ERA) Project to explore and document the feasibility, benefits and technical risk of advanced vehicle configurations and enabling technologies that will reduce the impact of aviation on the environment. A critical aspect of this pursuit is the development of a lighter, more robust airframe that will enable the introduction of unconventional aircraft configurations that have higher lift to drag ratios, reduced drag, and lower community noise. The primary structural concept being developed for the Hybrid Wing Body aircraft design under the ERA project in the Airframe Technology element is the PRSEUS concept. This paper describes how researchers at NASA and Boeing are working together to develop fundamental PRSEUS technologies that could someday be implemented on a transport size HWB airplane design.

Moffies, artists, and queens: race and the production of South African gay male drag.

PubMed

Swarr, Amanda Lock

2004-01-01

This article draws on seventeen months of ethnographic fieldwork in South Africa to explore the experiences of urban and township drag performers. I show that two distinct sex-gender-sexuality systems have emerged based in the sociopolitical history of South Africa, and I argue that urban drag produces race oppositionally and examine how township femininity creates raced forms of gender, sex, and sexuality. Contemporary South African drag foregrounds the performativity and constitution of race and gender. My analysis attempts to challenge definitions of "drag" and "audience," suggesting the necessity for an integrated reconceptualization of drag studies.

14 CFR 25.937 - Turbopropeller-drag limiting systems.

Code of Federal Regulations, 2013 CFR

2013-01-01

...-drag limiting systems. Turbopropeller power airplane propeller-drag limiting systems must be designed... results in propeller drag in excess of that for which the airplane was designed under § 25.367. Failure of...

14 CFR 25.937 - Turbopropeller-drag limiting systems.

Code of Federal Regulations, 2012 CFR

2012-01-01

...-drag limiting systems. Turbopropeller power airplane propeller-drag limiting systems must be designed... results in propeller drag in excess of that for which the airplane was designed under § 25.367. Failure of...

14 CFR 25.937 - Turbopropeller-drag limiting systems.

Code of Federal Regulations, 2011 CFR

2011-01-01

...-drag limiting systems. Turbopropeller power airplane propeller-drag limiting systems must be designed... results in propeller drag in excess of that for which the airplane was designed under § 25.367. Failure of...

14 CFR 25.937 - Turbopropeller-drag limiting systems.

Code of Federal Regulations, 2010 CFR

2010-01-01

...-drag limiting systems. Turbopropeller power airplane propeller-drag limiting systems must be designed... results in propeller drag in excess of that for which the airplane was designed under § 25.367. Failure of...

14 CFR 25.937 - Turbopropeller-drag limiting systems.

Code of Federal Regulations, 2014 CFR

2014-01-01

...-drag limiting systems. Turbopropeller power airplane propeller-drag limiting systems must be designed... results in propeller drag in excess of that for which the airplane was designed under § 25.367. Failure of...

A fundamental study of drag and an assessment of conventional drag-due-to-lift reduction devices

NASA Astrophysics Data System (ADS)

Yates, J. E.; Donald, C. D.

1986-09-01

The integral conservation laws of fluid mechanics are used to assess the drag efficiency of lifting wings, both CTOL and various out-of-plane configurations. The drag-due-to-lift is separated into two major components: (1) the induced drag-due-to-lift that depends on aspect ratio but is relatively independent of Reynolds number; (2) the form drag-due-to-lift that is independent of aspect ratio but dependent on the details of the wing section design, planform and Reynolds number. For each lifting configuration there is an optimal load distribution that yields the minimum value of drag-due-to-lift. For well designed high aspect ratio CTOL wings the two drag components are independent. With modern design technology CTOL wings can be (and usually are) designed with a drag-due-to-lift efficiency close to unity. Wing tip-devices (winglets, feathers, sails, etc.) can improve drag-due-to-lift efficiency by 10 to 15% if they are designed as an integral part of the wing. As add-on devices they can be detrimental. It is estimated that 25% improvements of wing drag-due-to-lift efficiency can be obtained with joined tip configurations and vertically separated lifting elements without considering additional benefits that might be realized by improved structural efficiency. It is strongly recommended that an integrated aerodynamic/structural approach be taken in the design of (or research on) future out-of-plane configurations.

A fundamental study of drag and an assessment of conventional drag-due-to-lift reduction devices

NASA Technical Reports Server (NTRS)

Yates, J. E.; Donald, C. D.

1986-01-01

The integral conservation laws of fluid mechanics are used to assess the drag efficiency of lifting wings, both CTOL and various out-of-plane configurations. The drag-due-to-lift is separated into two major components: (1) the induced drag-due-to-lift that depends on aspect ratio but is relatively independent of Reynolds number; (2) the form drag-due-to-lift that is independent of aspect ratio but dependent on the details of the wing section design, planform and Reynolds number. For each lifting configuration there is an optimal load distribution that yields the minimum value of drag-due-to-lift. For well designed high aspect ratio CTOL wings the two drag components are independent. With modern design technology CTOL wings can be (and usually are) designed with a drag-due-to-lift efficiency close to unity. Wing tip-devices (winglets, feathers, sails, etc.) can improve drag-due-to-lift efficiency by 10 to 15% if they are designed as an integral part of the wing. As add-on devices they can be detrimental. It is estimated that 25% improvements of wing drag-due-to-lift efficiency can be obtained with joined tip configurations and vertically separated lifting elements without considering additional benefits that might be realized by improved structural efficiency. It is strongly recommended that an integrated aerodynamic/structural approach be taken in the design of (or research on) future out-of-plane configurations.

Supersonic airplane study and design

NASA Technical Reports Server (NTRS)

Cheung, Samson

1993-01-01

A supersonic airplane creates shocks which coalesce and form a classical N-wave on the ground, forming a double bang noise termed sonic boom. A recent supersonic commercial transport (the Concorde) has a loud sonic boom (over 100 PLdB) and low aerodynamic performance (cruise lift-drag ratio 7). To enhance the U.S. market share in supersonic transport, an airframer's market risk for a low-boom airplane has to be reduced. Computational fluid dynamics (CFD) is used to design airplanes to meet the dual constraints of low sonic boom and high aerodynamic performance. During the past year, a research effort was focused on three main topics. The first was to use the existing design tools, developed in past years, to design one of the low-boom wind-tunnel configurations (Ames Model 3) for testing at Ames Research Center in April 1993. The second was to use a Navier-Stokes code (Overflow) to support the Oblique-All-Wing (OAW) study at Ames. The third was to study an optimization technique applied on a Haack-Adams body to reduce aerodynamic drag.

Aerodynamic Efficiency Analysis on Modified Drag Generator of Tanker-Ship Using Symmetrical Airfoil

NASA Astrophysics Data System (ADS)

Moranova, Starida; Rahmat Hadiyatul A., S. T.; Indra Permana S., S. T.

2018-04-01

Time reduction of tanker ship spent in the sea should be applied for solving problems occured in oil and gas distribution, such as the unpunctuality of the distribution and oil spilling. The aerodynamic design for some parts that considered as drag generators is presumed to be one of the solution, utilizing our demand of the increasing speed. This paper suggests two examples of the more-aerodynamic design of a part in the tanker that is considered a drag generator, and reports the value of drag generated from the basic and the suggested aerodynamic designs. The new designs are made by adding the NACA airfoil to the cross section of the drag generator. The scenario is assumed with a 39 km/hour speed of tanker, neglecting the hydrodynamic effects occured in the tanker by cutting it at the waterline which separated the drag between air and water. The results of produced drag in each design are calculated by Computational Fluid Dynamic method.

Drag reduction using wrinkled surfaces in high Reynolds number laminar boundary layer flows

NASA Astrophysics Data System (ADS)

Raayai-Ardakani, Shabnam; McKinley, Gareth H.

2017-09-01

Inspired by the design of the ribbed structure of shark skin, passive drag reduction methods using stream-wise riblet surfaces have previously been developed and tested over a wide range of flow conditions. Such textures aligned in the flow direction have been shown to be able to reduce skin friction drag by 4%-8%. Here, we explore the effects of periodic sinusoidal riblet surfaces aligned in the flow direction (also known as a "wrinkled" texture) on the evolution of a laminar boundary layer flow. Using numerical analysis with the open source Computational Fluid Dynamics solver OpenFOAM, boundary layer flow over sinusoidal wrinkled plates with a range of wavelength to plate length ratios ( λ / L ), aspect ratios ( 2 A / λ ), and inlet velocities are examined. It is shown that in the laminar boundary layer regime, the riblets are able to retard the viscous flow inside the grooves creating a cushion of stagnant fluid that the high-speed fluid above can partially slide over, thus reducing the shear stress inside the grooves and the total integrated viscous drag force on the plate. Additionally, we explore how the boundary layer thickness, local average shear stress distribution, and total drag force on the wrinkled plate vary with the aspect ratio of the riblets as well as the length of the plate. We show that riblets with an aspect ratio of close to unity lead to the highest reduction in the total drag, and that because of the interplay between the local stress distribution on the plate and stream-wise evolution of the boundary layer the plate has to exceed a critical length to give a net decrease in the total drag force.

Aero-acoustics of Drag Generating Swirling Exhaust Flows

NASA Technical Reports Server (NTRS)

Shah, P. N.; Mobed, D.; Spakovszky, Z. S.; Brooks, T. F.; Humphreys, W. M. Jr.

2007-01-01

Aircraft on approach in high-drag and high-lift configuration create unsteady flow structures which inherently generate noise. For devices such as flaps, spoilers and the undercarriage there is a strong correlation between overall noise and drag such that, in the quest for quieter aircraft, one challenge is to generate drag at low noise levels. This paper presents a rigorous aero-acoustic assessment of a novel drag concept. The idea is that a swirling exhaust flow can yield a steady, and thus relatively quiet, streamwise vortex which is supported by a radial pressure gradient responsible for pressure drag. Flows with swirl are naturally limited by instabilities such as vortex breakdown. The paper presents a first aero-acoustic assessment of ram pressure driven swirling exhaust flows and their associated instabilities. The technical approach combines an in-depth aerodynamic analysis, plausibility arguments to qualitatively describe the nature of acoustic sources, and detailed, quantitative acoustic measurements using a medium aperture directional microphone array in combination with a previously established Deconvolution Approach for Mapping of Acoustic Sources (DAMAS). A model scale engine nacelle with stationary swirl vanes was designed and tested in the NASA Langley Quiet Flow Facility at a full-scale approach Mach number of 0.17. The analysis shows that the acoustic signature is comprised of quadrupole-type turbulent mixing noise of the swirling core flow and scattering noise from vane boundary layers and turbulent eddies of the burst vortex structure near sharp edges. The exposed edges are the nacelle and pylon trailing edge and the centerbody supporting the vanes. For the highest stable swirl angle setting a nacelle area based drag coefficient of 0.8 was achieved with a full-scale Overall Sound Pressure Level (OASPL) of about 40dBA at the ICAO approach certification point.

Wigs, laughter, and subversion: Charles Busch and strategies of drag performance.

PubMed

Niles, Richard

2004-01-01

This paper examines the strategies of drag performer/ playwright Charles Busch. His performance aesthetic is explored and shown to be subversive even though its initial impulse is to entertain. Basing my arguments on the work of Judith Butler, Elin Diamond, and others, I argue that drag queens like Busch can not only entertain but also make audiences question and criticize through drag's power to create a Brechtian alienation effect and historicize the subject. After showing how he can be viewed as a drag queen, I give a brief biography and discuss such contested terms as "camp" and "gay sensibility." I then focus on Busch's staged reading of Ibsen's Hedda Gahler andA Doll's House, both done in one afternoon at Theatre for The New City (6 May 2000). By examining the performance of Busch and his fellow actors, I demonstrate how a contemporary relevancy is achieved by having the roles played by a female impersonator whose acting choices are filtered through a gay sensibility. The ongoing dialectic between spectator and performer creates a historicized moment in performance that underscores the gender dynamics in unexpected and stimulating ways.

Waverider, volume 2

NASA Technical Reports Server (NTRS)

Nightingale, Pat; Duong, Toan; Gillotte, Chris; Mangio, Ron; Martinez, Pablo

1988-01-01

The results of a study concerning a High-Speed Civilian Transport Aircraft are discussed. An evaluation of the viability of four configurations is presented. One design considered in the Waverider configuration. The Waverider creates lift at high speeds through the use of shock waves. This shocklift when combined with conventionally created lift provides high lift/drag values at higher speeds than conventional configurations. The Waverider cruises at Mach 5.5, has a range of 6,500 nautical miles, and seats 250 passengers. The aircraft is operable from existing airfields and does not require any special traffic control considerations when operating in controlled airspace.

Kennedy Educate to Innovate (KETI) Aeronautics PowerPoint Presentation

NASA Technical Reports Server (NTRS)

Davila, Dina

2010-01-01

This slide presentation reviews some fundamental features of aeronautics. It is designed to introduce students to aeronautics and to engage them in Science Technology Education and Mathematics (STEM). It reviews the history of airflight, the aircraft components and their interaction with the forces that make flight possible (i.e. lift, weight drag and thrust), and the interaction of the components that create aircraft movements (roll, pitch and yaw)

14 CFR 25.697 - Lift and drag devices, controls.

Code of Federal Regulations, 2010 CFR

2010-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25.697 Lift and drag devices, controls. (a) Each lift device control must be designed so that the pilots... drag device control must be designed and located to make inadvertent operation improbable. Lift and...

14 CFR 25.697 - Lift and drag devices, controls.

Code of Federal Regulations, 2012 CFR

2012-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25.697 Lift and drag devices, controls. (a) Each lift device control must be designed so that the pilots... drag device control must be designed and located to make inadvertent operation improbable. Lift and...

14 CFR 25.697 - Lift and drag devices, controls.

Code of Federal Regulations, 2014 CFR

2014-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25.697 Lift and drag devices, controls. (a) Each lift device control must be designed so that the pilots... drag device control must be designed and located to make inadvertent operation improbable. Lift and...

14 CFR 25.697 - Lift and drag devices, controls.

Code of Federal Regulations, 2011 CFR

2011-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25.697 Lift and drag devices, controls. (a) Each lift device control must be designed so that the pilots... drag device control must be designed and located to make inadvertent operation improbable. Lift and...

"Let the drag race begin": the rewards of becoming a queen.

PubMed

Hopkins, Steven J

2004-01-01

Drawing upon my ethnographic experiences in a drag venue called The Park in Roanoke, Virginia, this article explores the experiences of female impersonators in terms of their early motivations for doing drag, how they create and maintain drag personas and identities, and the obstacles to becoming a queen. Departing from previous researchers that have framed female impersonation as a deviant, stigmatizing, and pathological activity, this research analyzes the significant benefits some drag queens garner by donning women's attire. An experiential understanding of drag reveals that the significant rewards from the activity--contextual power and status, self-affirmation and empowerment--are powerful motivating factors. Instead of being deviant and/or partaking in pathological behavior, female impersonators can be seen as operating on an incentive system where the benefits of doing drag positively enrich the quality of the performer's life in a context where successful queens are held in the highest regard.

Flexible conformable hydrophobized surfaces for turbulent flow drag reduction

NASA Astrophysics Data System (ADS)

Brennan, Joseph C.; Geraldi, Nicasio R.; Morris, Robert H.; Fairhurst, David J.; McHale, Glen; Newton, Michael I.

2015-05-01

In recent years extensive work has been focused onto using superhydrophobic surfaces for drag reduction applications. Superhydrophobic surfaces retain a gas layer, called a plastron, when submerged underwater in the Cassie-Baxter state with water in contact with the tops of surface roughness features. In this state the plastron allows slip to occur across the surface which results in a drag reduction. In this work we report flexible and relatively large area superhydrophobic surfaces produced using two different methods: Large roughness features were created by electrodeposition on copper meshes; Small roughness features were created by embedding carbon nanoparticles (soot) into Polydimethylsiloxane (PDMS). Both samples were made into cylinders with a diameter under 12 mm. To characterize the samples, scanning electron microscope (SEM) images and confocal microscope images were taken. The confocal microscope images were taken with each sample submerged in water to show the extent of the plastron. The hydrophobized electrodeposited copper mesh cylinders showed drag reductions of up to 32% when comparing the superhydrophobic state with a wetted out state. The soot covered cylinders achieved a 30% drag reduction when comparing the superhydrophobic state to a plain cylinder. These results were obtained for turbulent flows with Reynolds numbers 10,000 to 32,500.

Reduction of turbulent skin-friction drag by oscillating discs

NASA Astrophysics Data System (ADS)

Wise, Daniel; Ricco, Pierre

2013-11-01

A new drag-reduction method, based on the active technique proposed by Ricco & Hahn (2013), i.e. steadily rotating flush-mounted discs, is studied by DNS. The effect of sinusoidally oscillating discs on the turbulent channel-flow drag is investigated at Reτ = 180 , based on the friction velocity of the stationary-wall case and the half channel height. A parametric investigation on the disc diameter, tip velocity and oscillation period yielded a maximum drag reduction of 18.5%. Regions of net power saved, calculated by considering the power spent to enforce the disc motion against the viscous resistance of the fluid, are found to reach up to 6.5% for low disc tip velocities. Significantly, the characteristic time-scale for the oscillating disc forcing is double that for the steadily rotating discs, representing a further step towards industrial implementation. The oscillating disc forcing, similar to the steadily rotating disc forcing, creates streamwise-elongated structures between the discs. These structures - largely unaffected by the periodic wall forcing and persisting throughout the entire period of the oscillation - are the main contributor to the additional Reynolds stresses term created by the disc forcing, and are important for the drag reduction mechanism.

Active flow control insight gained from a modified integral boundary layer equation

NASA Astrophysics Data System (ADS)

Seifert, Avraham

2016-11-01

Active Flow Control (AFC) can alter the development of boundary layers with applications (e.g., reducing drag by separation delay or separating the boundary layers and enhancing vortex shedding to increase drag). Historically, significant effects of steady AFC methods were observed. Unsteady actuation is significantly more efficient than steady. Full-scale AFC tests were conducted with varying levels of success. While clearly relevant to industry, AFC implementation relies on expert knowledge with proven intuition and or costly and lengthy computational efforts. This situation hinders the use of AFC while simple, quick and reliable design method is absent. An updated form of the unsteady integral boundary layer (UIBL) equations, that include AFC terms (unsteady wall transpiration and body forces) can be used to assist in AFC analysis and design. With these equations and given a family of suitable velocity profiles, the momentum thickness can be calculated and matched with an outer, potential flow solution in 2D and 3D manner to create an AFC design tool, parallel to proven tools for airfoil design. Limiting cases of the UIBL equation can be used to analyze candidate AFC concepts in terms of their capability to modify the boundary layers development and system performance.

Overview of external Nacelle drag and interference drag

NASA Technical Reports Server (NTRS)

Neal, R. D.

1975-01-01

A historical view of multi-jet engine installations is given that emphasizes integration of the powerplant and the airframe in aircraft design for improved reduction in external nacelle drag and interference drag characteristics.

Study of Theoretical and Numerical Fluid Characteristics of Plain Wing with Winglets

NASA Astrophysics Data System (ADS)

Nabhan, Mohamed B. W.

2018-05-01

Aerodynamic characteristics of plain wing designed for Light Sport Aircraft has been studied. The fluid characteristics include induced drag and lift to drag ratio. Then, winglets are added to reduce the induced drag and increase the lift to drag ratio which are affected by the wing tip vortices. The theoretical and numerical approaches are used to verify the results. A rectangular untwisted 9.528 m wing spans with an Airfoil NACA 4412 was used for the basic design. Winglets are added with a tip airfoil of NACA 0012, side angle of 65° and new projected area of 10.328 m2. Lift and drag coefficients are used as means to measure the improvement of the aerodynamic characteristics. The wing tip vortices increase the induced drag and spoil the lift over the wing's surface. The winglets design main objectives are to decrease the induced drag, decrease the fuel consumption, and increase the flight safety, especially in take-off condition. The wing with winglets model was simulated first using 3-D Fluent ANSYS version 14 at 50 m/s velocity and (0°, 5°, and 10°) angles of attack with laminar flow and standard atmospheric conditions at 15°C, and 101 kPa and all other flow parameters as well. The second verification method was to simulate the 3-D model using the 3-D Foil Multi-Surfaces code again with the same flow parameters. Finally, the last verification method was to solve the problem theoretically using the theoretical governing equations. The theoretical solutions were used as a base line for all other results. The total drag reduction observed from the calculation is about 2% to 14.5% during the takeoff regime, where the induced drag contributes about 60% of total drag of the wings. The lift to drag ratio improved also in our designed model wing with winglets by a maximum of 18.6% from the plain wing design.

Theoretical-Numerical Study of Feasibility of Use of Winglets on Low Aspect Ration Wings at Subsonic and Transonic Mach Numbers to Reduce Drag

NASA Technical Reports Server (NTRS)

Kuhlman, John M.; Liaw, Paul; Cerney, Michael J.

1988-01-01

A numerical design study was conducted to assess the drag reduction potential of winglets installed on a series of low aspect ratio wings at a design point of M=0.8, C sub L=0.3. Wing-winglet and wing-alone design geometries were obtained for wings of aspect ratios between 1.75 and 2.67, having leading edge sweep angles between 45 and 60 deg. Winglet length was fixed at 15% of wing semispan. To assess the relative performance between wing-winglet and wing-alone configurations, the PPW nonlinear extended small disturbance potential flow code was utilized. This model has proven to yield plausible transonic flow field simulations for the series of low aspect ratio configurations selected. Predicted decreases in pressure drag coefficient for the wing-winglet configurations relative to the corresponding wing-alone planform are about 15% at the design point. Predicted decreases in wing-winglet total drag coefficient are about 12%, relative to the corresponding wing-alone design. Longer winglets (25% of the wing semispan) yielded decreases in the pressure drag of up to 22% and total drag of up to 16.4%. These predicted drag coefficient reductions are comparable to reductions already demonstrated by actual winglet designs installed on higher aspect ratio transport type aircraft.

Finding the optimal shape of the leading-and-trailing car of a high-speed train using design-by-morphing

NASA Astrophysics Data System (ADS)

Oh, Sahuck; Jiang, Chung-Hsiang; Jiang, Chiyu; Marcus, Philip S.

2017-10-01

We present a new, general design method, called design-by-morphing for an object whose performance is determined by its shape due to hydrodynamic, aerodynamic, structural, or thermal requirements. To illustrate the method, we design a new leading-and-trailing car of a train by morphing existing, baseline leading-and-trailing cars to minimize the drag. In design-by-morphing, the morphing is done by representing the shapes with polygonal meshes and spectrally with a truncated series of spherical harmonics. The optimal design is found by computing the optimal weights of each of the baseline shapes so that the morphed shape has minimum drag. As a result of optimization, we found that with only two baseline trains that mimic current high-speed trains with low drag that the drag of the optimal train is reduced by 8.04% with respect to the baseline train with the smaller drag. When we repeat the optimization by adding a third baseline train that under-performs compared to the other baseline train, the drag of the new optimal train is reduced by 13.46% . This finding shows that bad examples of design are as useful as good examples in determining an optimal design. We show that design-by-morphing can be extended to many engineering problems in which the performance of an object depends on its shape.

Finding the optimal shape of the leading-and-trailing car of a high-speed train using design-by-morphing

NASA Astrophysics Data System (ADS)

Oh, Sahuck; Jiang, Chung-Hsiang; Jiang, Chiyu; Marcus, Philip S.

2018-07-01

We present a new, general design method, called design-by-morphing for an object whose performance is determined by its shape due to hydrodynamic, aerodynamic, structural, or thermal requirements. To illustrate the method, we design a new leading-and-trailing car of a train by morphing existing, baseline leading-and-trailing cars to minimize the drag. In design-by-morphing, the morphing is done by representing the shapes with polygonal meshes and spectrally with a truncated series of spherical harmonics. The optimal design is found by computing the optimal weights of each of the baseline shapes so that the morphed shape has minimum drag. As a result of optimization, we found that with only two baseline trains that mimic current high-speed trains with low drag that the drag of the optimal train is reduced by 8.04% with respect to the baseline train with the smaller drag. When we repeat the optimization by adding a third baseline train that under-performs compared to the other baseline train, the drag of the new optimal train is reduced by 13.46%. This finding shows that bad examples of design are as useful as good examples in determining an optimal design. We show that design-by-morphing can be extended to many engineering problems in which the performance of an object depends on its shape.

Racializing white drag.

PubMed

Rhyne, Ragan

2004-01-01

While drag is primarily understood as a performance of gender, other performative categories such as race, class, and sexuality create drag meaning as well. Though other categories of identification are increasingly understood as essential elements of drag by performers of color, whiteness remains an unmarked category in the scholarship on drag performances by white queens. In this paper, I argue that drag by white queens must be understood as a performance of race as well as gender and that codes of gender excess are specifically constructed through the framework of these other axes of identity. This essay asks whether white performance by white queens necessarily reinscribes white supremacy through the performance of an unmarked white femininity, or might drag performance complicate (though not necessarily subvert) categories of race as well as gender? In this essay, I will suggest that camp drag performances, through the deployment of class as a crucial category of performative femininity, might indeed be a key site through which whiteness is denaturalized and its power challenged. Specifically, I will read on camp as a politicized mode of race, class and gender performance, focusing on the intersections of these categories of identity in the drag performance of Divine.

High Speed Civil Transport (HSCT) Isolated Nacelle Transonic Boattail Drag Study and Results Using Computational Fluid Dynamics (CFD)

NASA Technical Reports Server (NTRS)

Midea, Anthony C.; Austin, Thomas; Pao, S. Paul; DeBonis, James R.; Mani, Mori

2005-01-01

Nozzle boattail drag is significant for the High Speed Civil Transport (HSCT) and can be as high as 25 percent of the overall propulsion system thrust at transonic conditions. Thus, nozzle boattail drag has the potential to create a thrust drag pinch and can reduce HSCT aircraft aerodynamic efficiencies at transonic operating conditions. In order to accurately predict HSCT performance, it is imperative that nozzle boattail drag be accurately predicted. Previous methods to predict HSCT nozzle boattail drag were suspect in the transonic regime. In addition, previous prediction methods were unable to account for complex nozzle geometry and were not flexible enough for engine cycle trade studies. A computational fluid dynamics (CFD) effort was conducted by NASA and McDonnell Douglas to evaluate the magnitude and characteristics of HSCT nozzle boattail drag at transonic conditions. A team of engineers used various CFD codes and provided consistent, accurate boattail drag coefficient predictions for a family of HSCT nozzle configurations. The CFD results were incorporated into a nozzle drag database that encompassed the entire HSCT flight regime and provided the basis for an accurate and flexible prediction methodology.

High Speed Civil Transport (HSCT) Isolated Nacelle Transonic Boattail Drag Study and Results Using Computational Fluid Dynamics (CFD)

NASA Technical Reports Server (NTRS)

Midea, Anthony C.; Austin, Thomas; Pao, S. Paul; DeBonis, James R.; Mani, Mori

1999-01-01

Nozzle boattail drag is significant for the High Speed Civil Transport (HSCT) and can be as high as 25% of the overall propulsion system thrust at transonic conditions. Thus, nozzle boattail drag has the potential to create a thrust-drag pinch and can reduce HSCT aircraft aerodynamic efficiencies at transonic operating conditions. In order to accurately predict HSCT performance, it is imperative that nozzle boattail drag be accurately predicted. Previous methods to predict HSCT nozzle boattail drag were suspect in the transonic regime. In addition, previous prediction methods were unable to account for complex nozzle geometry and were not flexible enough for engine cycle trade studies. A computational fluid dynamics (CFD) effort was conducted by NASA and McDonnell Douglas to evaluate the magnitude and characteristics of HSCT nozzle boattail drag at transonic conditions. A team of engineers used various CFD codes and provided consistent, accurate boattail drag coefficient predictions for a family of HSCT nozzle configurations. The CFD results were incorporated into a nozzle drag database that encompassed the entire HSCT flight regime and provided the basis for an accurate and flexible prediction methodology.

Flexible conformable hydrophobized surfaces for turbulent flow drag reduction

PubMed Central

Brennan, Joseph C; Geraldi, Nicasio R; Morris, Robert H; Fairhurst, David J; McHale, Glen; Newton, Michael I

2015-01-01

In recent years extensive work has been focused onto using superhydrophobic surfaces for drag reduction applications. Superhydrophobic surfaces retain a gas layer, called a plastron, when submerged underwater in the Cassie-Baxter state with water in contact with the tops of surface roughness features. In this state the plastron allows slip to occur across the surface which results in a drag reduction. In this work we report flexible and relatively large area superhydrophobic surfaces produced using two different methods: Large roughness features were created by electrodeposition on copper meshes; Small roughness features were created by embedding carbon nanoparticles (soot) into Polydimethylsiloxane (PDMS). Both samples were made into cylinders with a diameter under 12 mm. To characterize the samples, scanning electron microscope (SEM) images and confocal microscope images were taken. The confocal microscope images were taken with each sample submerged in water to show the extent of the plastron. The hydrophobized electrodeposited copper mesh cylinders showed drag reductions of up to 32% when comparing the superhydrophobic state with a wetted out state. The soot covered cylinders achieved a 30% drag reduction when comparing the superhydrophobic state to a plain cylinder. These results were obtained for turbulent flows with Reynolds numbers 10,000 to 32,500. PMID:25975704

Fifty-fifth Christmas Bird Count. 159. Ocean City, Md

USGS Publications Warehouse

Robbins, C.S.

1955-01-01

The distribution of dynamic pressure behind a Harris' hawk's wing was sampled using a wake rake consisting of 15 pitot tubes and one static tube. The hawk was holding on to a perch, but at an air speed and gliding angle at which it was capable of gliding. The perch was instrumented, so that the lift developed by the wing was known and the lift coefficient could be calculated. The mean of 92 estimates of profile drag coefficient was 0.0207, with standard deviation 0.0079. Lift coefficients ranged from 0.51 to 1.08. Reynolds numbers were nearly all in the range 143000-194000. The estimates of profile drag coefficient were reconcilable with previous estimates of the wing profile drag of the same bird, obtained by the subtractive method, and also with values predicted by the ?Airfoil-ii? program for designing aerofoils, based on a digitized wing profile from the ulnar region of the wing. The thickness of the wake suggested that the boundary layer was mostly or fully turbulent in most observations and separated in some, possibly as an active means of creating drag for control purposes. It appears that the bird could momentarily either increase or decrease the profile drag of specific parts of the wing, by active changes of shape, and it appeared to use the carpo-metacarpal region especially for such control movements. Further investigation in a low turbulence wind tunnel would help to resolve doubts about the possible influence of airstream turbulence on the behaviour of the boundary layer.

Fifty-fifth Christmas Bird Count. 159. Ocean City, Md

USGS Publications Warehouse

Pennycuick, C.J.; Heine, C.E.; Kirkpatrick, S.J.; Fuller, M.R.

1992-01-01

The distribution of dynamic pressure behind a Harris' hawk's wing was sampled using a wake rake consisting of 15 pitot tubes and one static tube. The hawk was holding on to a perch, but at an air speed and gliding angle at which it was capable of gliding. The perch was instrumented, so that the lift developed by the wing was known and the lift coefficient could be calculated. The mean of 92 estimates of profile drag coefficient was 0.0207, with standard deviation 0.0079. Lift coefficients ranged from 0.51 to 1.08. Reynolds numbers were nearly all in the range 143000-194000. The estimates of profile drag coefficient were reconcilable with previous estimates of the wing profile drag of the same bird, obtained by the subtractive method, and also with values predicted by the `Airfoil-ii? program for designing aerofoils, based on a digitized wing profile from the ulnar region of the wing. The thickness of the wake suggested that the boundary layer was mostly or fully turbulent in most observations and separated in some, possibly as an active means of creating drag for control purposes. It appears that the bird could momentarily either increase or decrease the profile drag of specific parts of the wing, by active changes of shape, and it appeared to use the carpo-metacarpal region especially for such control movements. Further investigation in a low turbulence wind tunnel would help to resolve doubts about the possible influence of airstream turbulence on the behaviour of the boundary layer.

The Effect of Nose Shape on the Drag of Bodies of Revolution at Zero Angle of Attack

NASA Technical Reports Server (NTRS)

Seiff, Alvin; Sandahl, Carl A.

1951-01-01

The subject of this paper is the drag of the nose section of bodies of revolution at zero angle of attack. The magnitude of the nose drag in relation to the total drag is very distinctly a function of the body design and the Mach number. It can range from a very small fraction of the total drag of the order of 10 percent to a very large fraction as high as 80 percent. The natural objective of nose design is to minimize the drag, but this objective is not always the primary one. Sometimes other factors overshadow the desire for minimum drag. The most conspicuous example of this is the proposal of guidance engineers that large-diameter spheres and other very blunt shapes be used at the nose tip. This paper will attempt to discuss both phases of the problem, noses for minimum drag and noses with very blunt tips. The state of the theory will also be reviewed and recent theoretical developments described, since the theory still remains a very valuable tool for assaying the effects of compromises in design and departure from shapes for which experimental data are available.

Coming out in High School: How One Gay-Straight Alliance Supports Students

ERIC Educational Resources Information Center

Rizga, Kristina

2017-01-01

In this article the author describes how Pablo, a senior at Mission High School (San Francisco, California), performs in the schools' annual Gay-Straight Alliance (GSA) drag show. The drag show is a homegrown expression created by students of the school, featuring student- and teacher-choreographed dances, student and teacher "coming…

Experimental study of microbubble drag reduction on an axisymmetric body

NASA Astrophysics Data System (ADS)

Song, Wuchao; Wang, Cong; Wei, Yingjie; Zhang, Xiaoshi; Wang, Wei

2018-01-01

Microbubble drag reduction on the axisymmetric body is experimentally investigated in the turbulent water tunnel. Microbubbles are created by injecting compressed air through the porous medium with various average pore sizes. The morphology of microbubble flow and the size distribution of microbubble are observed by the high-speed visualization system. Drag measurements are obtained by the balance which is presented as the function of void ratio. The results show that when the air injection flow rate is high, uniformly dispersed microbubble flow is coalesced into an air layer with the larger increment rate of drag reduction ratio. The diameter distributions of microbubble under various conditions are submitted to normal distribution. Microbubble drag reduction can be divided into three distinguishable regions in which the drag reduction ratio experiences increase stage, rapid increase stage and stability stage, respectively, corresponding to the various morphologies of microbubble flow. Moreover, drag reduction ratio increases with the decreasing pore sizes of porous medium at the identical void ratio in the area of low speeds, while the effect of pore sizes on drag reduction is reduced gradually until it disappears with the increasing free stream speeds, which indicates that smaller microbubbles have better efficiency in drag reduction. This research results help to improve the understanding of microbubble drag reduction and provides helpful references for practical applications.

Drag reduction in nature

NASA Technical Reports Server (NTRS)

Bushnell, D. M.; Moore, K. J.

1991-01-01

Recent studies on the drag-reducing shapes, structures, and behaviors of swimming and flying animals are reviewed, with an emphasis on potential analogs in vehicle design. Consideration is given to form drag reduction (turbulent flow, vortex generation, mass transfer, and adaptations for body-intersection regions), skin-friction drag reduction (polymers, surfactants, and bubbles as surface 'additives'), reduction of the drag due to lift, drag-reduction studies on porpoises, and drag-reducing animal behavior (e.g., leaping out of the water by porpoises). The need for further research is stressed.

Status of Advanced Stitched Unitized Composite Aircraft Structures

NASA Technical Reports Server (NTRS)

Jegley, Dawn C.; Velicki, Alex

2013-01-01

NASA has created the Environmentally Responsible Aviation (ERA) Project to explore and document the feasibility, benefits and technical risk of advanced vehicle configurations and enabling technologies that will reduce the impact of aviation on the environment. A critical aspect of this pursuit is the development of a lighter, more robust airframe that will enable the introduction of unconventional aircraft configurations that have higher lift-to-drag ratios, reduced drag, and lower community noise levels. The primary structural concept being developed under the ERA project in the Airframe Technology element is the Pultruded Rod Stitched Efficient Unitized Structure (PRSEUS) concept. This paper describes how researchers at NASA and The Boeing Company are working together to develop fundamental PRSEUS technologies that could someday be implemented on a transport size aircraft with high aspect ratio wings or unconventional shapes such as a hybrid wing body airplane design.

Viscous drag reduction in boundary layers

NASA Technical Reports Server (NTRS)

Bushnell, Dennis M. (Editor); Hefner, Jerry N. (Editor)

1990-01-01

The present volume discusses the development status of stability theory for laminar flow control design, applied aspects of laminar-flow technology, transition delays using compliant walls, the application of CFD to skin friction drag-reduction, active-wave control of boundary-layer transitions, and such passive turbulent-drag reduction methods as outer-layer manipulators and complex-curvature concepts. Also treated are such active turbulent drag-reduction technique applications as those pertinent to MHD flow drag reduction, as well as drag reduction in liquid boundary layers by gas injection, drag reduction by means of polymers and surfactants, drag reduction by particle addition, viscous drag reduction via surface mass injection, and interactive wall-turbulence control.

Applications of a direct/iterative design method to complex transonic configurations

NASA Technical Reports Server (NTRS)

Smith, Leigh Ann; Campbell, Richard L.

1992-01-01

The current study explores the use of an automated direct/iterative design method for the reduction of drag in transport configurations, including configurations with engine nacelles. The method requires the user to choose a proper target-pressure distribution and then develops a corresponding airfoil section. The method can be applied to two-dimensional airfoil sections or to three-dimensional wings. The three cases that are presented show successful application of the method for reducing drag from various sources. The first two cases demonstrate the use of the method to reduce induced drag by designing to an elliptic span-load distribution and to reduce wave drag by decreasing the shock strength for a given lift. In the second case, a body-mounted nacelle is added and the method is successfully used to eliminate increases in wing drag associated with the nacelle addition by designing to an arbitrary pressure distribution as a result of the redesigning of a wing in combination with a given underwing nacelle to clean-wing, target-pressure distributions. These cases illustrate several possible uses of the method for reducing different types of drag. The magnitude of the obtainable drag reduction varies with the constraints of the problem and the configuration to be modified.

A concept design of three rudders-shaped like body in columns for low-drag USV

NASA Astrophysics Data System (ADS)

Azzeri, M. N.; Adnan, F. A.; Adi, M.; Zain, M. Z. Md

2016-06-01

This paper presented a new design for the unmanned surface vessel (USV) platform with a self-manoeuvring system which is capable of collecting the same data as a hydrography boat. This platform was designed with three hulls that were placed in triangle position. The hulls designed were in the form of rudders-shape and were vertically placed as a slender body shape using NACA 64-0012 profile. This provides the USV with low-drag characteristic. The application of stability and resistance theories investigated the effect of the configuration position of the three hulls for this platform. The results revealed that a larger configuration distance between the three hulls will lead to a reduction in resistance and the platform will be in highly stable condition. The relationships derived from these findings should produce a stable and low-drag platform to accomplish the design concept of three rudders-shaped like body in columns for low-drag USV. This concept may help us to accomplish the design requirements that are related to low-drag and minimum power operation.

Fuel Savings and Aerodynamic Drag Reduction from Rail Car Covers

NASA Technical Reports Server (NTRS)

Storms, Bruce; Salari, Kambiz; Babb, Alex

2008-01-01

The potential for energy savings by reducing the aerodynamic drag of rail cars is significant. A previous study of aerodynamic drag of coal cars suggests that a 25% reduction in drag of empty cars would correspond to a 5% fuel savings for a round trip [1]. Rail statistics for the United States [2] report that approximately 5.7 billion liters of diesel fuel were consumed for coal transportation in 2002, so a 5% fuel savings would total 284 million liters. This corresponds to 2% of Class I railroad fuel consumption nationwide. As part of a DOE-sponsored study, the aerodynamic drag of scale rail cars was measured in a wind tunnel. The goal of the study was to measure the drag reduction of various rail-car cover designs. The cover designs tested yielded an average drag reduction of 43% relative to empty cars corresponding to an estimated round-trip fuel savings of 9%.

A Conventional Liner Acoustic/Drag Interaction Benchmark Database

NASA Technical Reports Server (NTRS)

Howerton, Brian M.; Jones, Michael G.

2017-01-01

The aerodynamic drag of acoustic liners has become a significant topic in the design of such for aircraft noise applications. In order to evaluate the benefits of concepts designed to reduce liner drag, it is necessary to establish the baseline performance of liners employing the typical design features of conventional configurations. This paper details a set of experiments in the NASA Langley Grazing Flow Impedance Tube to quantify the relative drag of a number of perforate-over-honeycomb liner configurations at flow speeds of M=0.3 and 0.5. These conventional liners are investigated to determine their resistance factors using a static pressure drop approach. Comparison of the resistance factors gives a relative measurement of liner drag. For these same flow conditions, acoustic measurements are performed with tonal excitation from 400 to 3000 Hz at source sound pressure levels of 140 and 150 dB. Educed impedance and attenuation spectra are used to determine the interaction between acoustic performance and drag.

Dragging Maintaining Symmetry: Can It Generate the Concept of Inclusivity as well as a Family of Shapes?

ERIC Educational Resources Information Center

Forsythe, Susan K.

2015-01-01

This article describes a project using Design Based Research methodology to ascertain whether a pedagogical task based on a dynamic figure designed in a Dynamic Geometry Software (DGS) program could be instrumental in developing students' geometrical reasoning. A dragging strategy which I have named "Dragging Maintaining Symmetry" (DMS)…

The effect of atmospheric drag on the design of solar-cell power systems for low Earth orbit

NASA Technical Reports Server (NTRS)

Kyser, A. C.

1983-01-01

The feasibility of reducing the atmospheric drag of low orbit solar powered satellites by operating the solar-cell array in a minimum-drag attitude, rather than in the conventional Sun pointing attitude was determined. The weights of the solar array, the energy storage batteries, and the fuel required to overcome the drag of the solar array for a range of design life times in orbit were considered. The drag of the array was estimated by free molecule flow theory, and the system weights were calculated from unit weight estimates for 1990 technology. The trailing, minimum drag system was found to require 80% more solar array area, and 30% more battery capacity, the system weights for reasonable life times were dominated by the thruster fuel requirements.

Drag Prediction for the DLR-F4 Wing/Body using OVERFLOW and CFL3D on an Overset Mesh

NASA Technical Reports Server (NTRS)

Vassberg, John C.; Buning, Pieter G.; Rumsey, Christopher L.

2002-01-01

This paper reviews the importance of numerical drag prediction in an aircraft design environment. A chronicle of collaborations between the authors and colleagues is discussed. This retrospective provides a road-map which illustrates some of the actions taken in the past seven years in pursuit of accurate drag prediction. The advances made possible through these collaborations have changed the manner in which business is conducted during the design of all-new aircraft. The subject of this study is the DLR-F4 wing/body transonic model. Specifically, the work conducted herein was in support of the 1st CFD Drag Prediction Workshop, which was held in conjunction with the 19th Applied Aerodynamics Conference in Anaheim, CA during June, 2001. Comprehensive sets of OVERFLOW simulations were independently performed by several users on a variety of computational platforms. CFL3D was used on a limited basis for additional comparison on the same overset mesh. Drag polars based on this database were constructed with a CFD-to-Test correction applied and compared with test data from three facilities. These comparisons show that the predicted drag polars fall inside the scatter band of the test data, at least for pre-buffet conditions. This places the corrected drag levels within 1% of the averaged experimental values. At the design point, the OVERFLOW and CFL3D drag predictions are within 1-2% of each other. In addition, drag-rise characteristics and a boundary of drag-divergence Mach number are presented.

New Analysis of Solute Drag in AA5754 by Precise Determination of Point Defect Generation and the Orowan Relation

NASA Astrophysics Data System (ADS)

Diak, Brad J.; Penlington, Alex; Saimoto, Shig

Serrated deformation in Al-Mg alloys creates problems that affect consumer product acceptability. This effect is usually attributed to the Portevin-LeChâtelier effect. In this study the inverse PLC effect due to solute drag on moving dislocations is examined in AA5754. The drag mechanism is dependent on the diffusivity of the solute which is in-turn dependent on the point defect evolution during deformation. Experimental determination of the parabolic James-Barnett drag profile by strain rate change experiments indicates the peak stress is centered at 1.5×10-9m/s, which requires a mechanical formation energy for vacancies of 0.4eV/at. A new slip-based constitutive relation was used to determine the evolution of vacancy volume fraction with deformation with strain, which is greater than the volume fraction of vacancies predicted by the solute drag profile.

A Low Cost Inflatable CubeSat Drag Brake Utilizing Sublimation

NASA Astrophysics Data System (ADS)

Horn, Adam Charles

The United Nations Inter-Agency Debris Coordination Committee has adopted a 25-year post-mission lifetime requirement for any satellite orbiting below 2000 km in order to mitigate the growing orbital debris threat. Low-cost CubeSats have become important satellite platforms with startling capabilities, but this guideline restricts them to altitudes below 600 km because they remain in orbit too long. In order to enable CubeSat deployments at higher release altitudes, a low-cost, ultra-reliable deorbit device is needed. This thesis reports on efforts to develop a deployable and passively inflatable drag brake that can deorbit from higher orbital altitudes, thereby complying with the 25-year orbital lifetime guideline. On the basis of concepts first implemented during the NASA Echo Satellite Project, this study investigated the design of an inflatable CubeSat drag device that utilizes sublimating benzoic acid powder as the inflation propellant. Testing has focused on demonstrating the functionality of charging a Mylar drag brake bladder with appropriate quantities of benzoic acid powder, and the exposure to a controlled-temperature vacuum chamber causing the bladder to inflate. Although results show a measureable increase in internal pressure when introduced to anticipated orbital temperatures, a significant air-derived expansion prior to sublimation was encountered due to the undetectable volume of ambient residual air in the fabricated membrane bladders. These tests have demonstrated the feasibility of this approach, thereby demonstrating that this concept can create a potentially smaller and less expensive drag device, eliminating inflation gas tanks and valves. In that way, this system can provide a low-cost, miniaturized system that reduces a CubeSat's orbital lifetime to less than 25 years, when placed at higher orbital altitude.

Automated design of minimum drag light aircraft fuselages and nacelles

NASA Technical Reports Server (NTRS)

Smetana, F. O.; Fox, S. R.; Karlin, B. E.

1982-01-01

The constrained minimization algorithm of Vanderplaats is applied to the problem of designing minimum drag faired bodies such as fuselages and nacelles. Body drag is computed by a variation of the Hess-Smith code. This variation includes a boundary layer computation. The encased payload provides arbitrary geometric constraints, specified a priori by the designer, below which the fairing cannot shrink. The optimization may include engine cooling air flows entering and exhausting through specific port locations on the body.

A simplified analysis of propulsion installation losses for computerized aircraft design

NASA Technical Reports Server (NTRS)

Morris, S. J., Jr.; Nelms, W. P., Jr.; Bailey, R. O.

1976-01-01

A simplified method is presented for computing the installation losses of aircraft gas turbine propulsion systems. The method has been programmed for use in computer aided conceptual aircraft design studies that cover a broad range of Mach numbers and altitudes. The items computed are: inlet size, pressure recovery, additive drag, subsonic spillage drag, bleed and bypass drags, auxiliary air systems drag, boundary-layer diverter drag, nozzle boattail drag, and the interference drag on the region adjacent to multiple nozzle installations. The methods for computing each of these installation effects are described and computer codes for the calculation of these effects are furnished. The results of these methods are compared with selected data for the F-5A and other aircraft. The computer program can be used with uninstalled engine performance information which is currently supplied by a cycle analysis program. The program, including comments, is about 600 FORTRAN statements long, and uses both theoretical and empirical techniques.

The FC-1D: The profitable alternative Flying Circus Commercial Aviation Group

NASA Technical Reports Server (NTRS)

Meza, Victor J.; Alvarez, Jaime; Harrington, Brook; Lujan, Michael A.; Mitlyng, David; Saroughian, Andy; Silva, Alex; Teale, Tim

1994-01-01

The FC-1D was designed as an advanced solution for a low cost commercial transport meeting or exceeding all of the 1993/1994 AIAA/Lockheed request for proposal requirements. The driving philosophy behind the design of the FC-1D was the reduction of airline direct operating costs. Every effort was made during the design process to have the customer in mind. The Flying Circus Commercial Aviation Group targeted reductions in drag, fuel consumption, manufacturing costs, and maintenance costs. Flying Circus emphasized cost reduction throughout the entire design program. Drag reduction was achieved by implementation of the aft nacelle wing configuration to reduce cruise drag and increase cruise speeds. To reduce induced drag, rather than increasing the wing span of the FC-1D, spiroids were included in the efficient wing design. Profile and friction drag are reduced by using riblets in place of paint around the fuselage and empennage of the FC-1D. Choosing a single aisle configuration enabled the Flying Circus to optimize the fuselage diameter. Thus, reducing fuselage drag while gaining high structural efficiency. To further reduce fuel consumption a weight reduction program was conducted through the use of composite materials. An additional quality of the FC-1D is its design for low cost manufacturing and assembly. As a result of this design attribute, the FC-1D will have fewer parts which reduces weight as well as maintenance and assembly costs. The FC-1D is affordable and effective, the apex of commercial transport design.

Electric Motorboat Drag Racing: A Hands-On Physics Project that Motivates Students from Start to Finish

ERIC Educational Resources Information Center

Barry, Reno

2008-01-01

Electric Motorboat Drag Racing is a culminating high school physics project designed to apply and bring to life many content standards for physics. Students need to be given several weeks at home to design and build their model-sized electric motorboats for the 5-meter drag racing competition down rain gutters. In the process, they are discussing…

Interactive Graphics Analysis for Aircraft Design

NASA Technical Reports Server (NTRS)

Townsend, J. C.

1983-01-01

Program uses higher-order far field drag minimization. Computer program WDES WDEM preliminary aerodynamic design tool for one or two interacting, subsonic lifting surfaces. Subcritical wing design code employs higher-order far-field drag minimization technique. Linearized aerodynamic theory used. Program written in FORTRAN IV.

Study of Automotive Aerodynamic Drag

DOT National Transportation Integrated Search

1975-09-01

Reductions of aerodynamic drag in the 20-25% range through the use of several established drag-reduction devices and minor design changes have been demonstrated on three large sales-volume 1974 and 1975 model American automobiles. Comparisons of test...

Bubble-induced skin-friction drag reduction and the abrupt transition to air-layer drag reduction

NASA Astrophysics Data System (ADS)

Elbing, Brian R.; Winkel, Eric S.; Lay, Keary A.; Ceccio, Steven L.; Dowling, David R.; Perlin, Marc

To investigate the phenomena of skin-friction drag reduction in a turbulent boundary layer (TBL) at large scales and high Reynolds numbers, a set of experiments has been conducted at the US Navy's William B. Morgan Large Cavitation Channel (LCC). Drag reduction was achieved by injecting gas (air) from a line source through the wall of a nearly zero-pressure-gradient TBL that formed on a flat-plate test model that was either hydraulically smooth or fully rough. Two distinct drag-reduction phenomena were investigated; bubble drag reduction (BDR) and air-layer drag reduction (ALDR).The streamwise distribution of skin-friction drag reduction was monitored with six skin-friction balances at downstream-distance-based Reynolds numbers to 220 million and at test speeds to 20.0msinitial zone1. These results indicated that there are three distinct regions associated with drag reduction with air injection: Region I, BDR; Region II, transition between BDR and ALDR; and Region III, ALDR. In addition, once ALDR was established: friction drag reduction in excess of 80% was observed over the entire smooth model for speeds to 15.3ms1 with the surface fully roughened (though approximately 50% greater volumetric air flux was required); and ALDR was sensitive to the inflow conditions. The sensitivity to the inflow conditions can be mitigated by employing a small faired step (10mm height in the experiment) that helps to create a fixed separation line.

CFL3D, FUN3d, and NSU3D Contributions to the Fifth Drag Prediction Workshop

NASA Technical Reports Server (NTRS)

Park, Michael A.; Laflin, Kelly R.; Chaffin, Mark S.; Powell, Nicholas; Levy, David W.

2013-01-01

Results presented at the Fifth Drag Prediction Workshop using CFL3D, FUN3D, and NSU3D are described. These are calculations on the workshop provided grids and drag adapted grids. The NSU3D results have been updated to reflect an improvement to skin friction calculation on skewed grids. FUN3D results generated after the workshop are included for custom participant generated grids and a grid from a previous workshop. Uniform grid refinement at the design condition shows a tight grouping in calculated drag, where the variation in the pressure component of drag is larger than the skin friction component. At this design condition, A fine-grid drag value was predicted with a smaller drag adjoint adapted grid via tetrahedral adaption to a metric and mixed-element subdivision. The buffet study produced larger variation than the design case, which is attributed to large differences in the predicted side-of-body separation extent. Various modeling and discretization approaches had a strong impact on predicted side-of-body separation. This large wing root separation bubble was not observed in wind tunnel tests indicating that more work is necessary in modeling wing root juncture flows to predict experiments.

Analysis and design of planar and non-planar wings for induced drag minimization

NASA Technical Reports Server (NTRS)

Mortara, Karl W.; Straussfogel, Dennis M.; Maughmer, Mark D.

1992-01-01

The goal of the work reported herein is to develop and validate computational tools to be used for the design of planar and non-planar wing geometries for minimum induced drag. Because of the iterative nature of the design problem, it is important that, in addition to being sufficiently accurate for the problem at hand, these tools need to be reasonably fast and computationally efficient. Toward this end, a method of predicting induced drag in the presence of a free wake has been coupled with a panel method. The induced drag prediction technique is based on the application of the Kutta-Joukowski law at the trailing edge. Until now, the use of this method has not been fully explored and pressure integration and Trefftz-plane calculations favored. As is shown in this report, however, the Kutta-Joukowski method is able to give better results for a given amount of effort than the more commonly used techniques, particularly when relaxed wakes and non-planar wing geometries are considered. Using these methods, it is demonstrated that a reduction in induced drag can be achieved through non-planar wing geometries. It remains to determine what overall drag reductions are possible when the induced drag reduction is traded-off against increased wetted area. With the design methodology that is described herein, such trade studies can be performed in which the non-linear effects of the free wake are taken into account.

Summary of Data from the First AIAA CFD Drag Prediction Workshop

NASA Technical Reports Server (NTRS)

Levy, David W.; Zickuhr, Tom; Vassberg, John; Agrawal, Shreekant; Wahls, Richard A.; Pirzadeh, Shahyar; Hemsch, Michael J.

2002-01-01

The results from the first AIAA CFD Drag Prediction Workshop are summarized. The workshop was designed specifically to assess the state-of-the-art of computational fluid dynamics methods for force and moment prediction. An impartial forum was provided to evaluate the effectiveness of existing computer codes and modeling techniques, and to identify areas needing additional research and development. The subject of the study was the DLR-F4 wing-body configuration, which is representative of transport aircraft designed for transonic flight. Specific test cases were required so that valid comparisons could be made. Optional test cases included constant-C(sub L) drag-rise predictions typically used in airplane design by industry. Results are compared to experimental data from three wind tunnel tests. A total of 18 international participants using 14 different codes submitted data to the workshop. No particular grid type or turbulence model was more accurate, when compared to each other, or to wind tunnel data. Most of the results overpredicted C(sub Lo) and C(sub Do), but induced drag (dC(sub D)/dC(sub L)(exp 2)) agreed fairly well. Drag rise at high Mach number was underpredicted, however, especially at high C(sub L). On average, the drag data were fairly accurate, but the scatter was greater than desired. The results show that well-validated Reynolds-Averaged Navier-Stokes CFD methods are sufficiently accurate to make design decisions based on predicted drag.

Creating drag and lift curves from soccer trajectories

NASA Astrophysics Data System (ADS)

Goff, John Eric; Kelley, John; Hobson, Chad M.; Seo, Kazuya; Asai, Takeshi; Choppin, S. B.

2017-07-01

Trajectory analysis is an alternative to using wind tunnels to measure a soccer ball’s aerodynamic properties. It has advantages over wind tunnel testing such as being more representative of game play. However, previous work has not presented a method that produces complete, speed-dependent drag and lift coefficients. Four high-speed cameras in stereo-calibrated pairs were used to measure the spatial co-ordinates for 29 separate soccer trajectories. Those trajectories span a range of launch speeds from 9.3 to 29.9 m s-1. That range encompasses low-speed laminar flow of air over a soccer ball, through the drag crises where air flow is both laminar and turbulent, and up to high-speed turbulent air flow. Results from trajectory analysis were combined to give speed-dependent drag and lift coefficient curves for the entire range of speeds found in the 29 trajectories. The average root mean square error between the measured and modelled trajectory was 0.028 m horizontally and 0.034 m vertically. The drag and lift crises can be observed in the plots of drag and lift coefficients respectively.

Design and Performance of the NASA SCEPTOR Distributed Electric Propulsion Flight Demonstrator

NASA Technical Reports Server (NTRS)

Borer, Nicholas K.; Patterson, Michael D.; Viken, Jeffrey K.; Moore, Mark D.; Clarke, Sean; Redifer, Matthew E.; Christie, Robert J.; Stoll, Alex M.; Dubois, Arthur; Bevirt, JoeBen;

Methodology for the Design of Streamline-Traced External-Compression Supersonic Inlets

NASA Technical Reports Server (NTRS)

Slater, John W.

2014-01-01

A design methodology based on streamline-tracing is discussed for the design of external-compression, supersonic inlets for flight below Mach 2.0. The methodology establishes a supersonic compression surface and capture cross-section by tracing streamlines through an axisymmetric Busemann flowfield. The compression system of shock and Mach waves is altered through modifications to the leading edge and shoulder of the compression surface. An external terminal shock is established to create subsonic flow which is diffused in the subsonic diffuser. The design methodology was implemented into the SUPIN inlet design tool. SUPIN uses specified design factors to design the inlets and computes the inlet performance, which includes the flow rates, total pressure recovery, and wave drag. A design study was conducted using SUPIN and the Wind-US computational fluid dynamics code to design and analyze the properties of two streamline-traced, external-compression (STEX) supersonic inlets for Mach 1.6 freestream conditions. The STEX inlets were compared to axisymmetric pitot, two-dimensional, and axisymmetric spike inlets. The STEX inlets had slightly lower total pressure recovery and higher levels of total pressure distortion than the axisymmetric spike inlet. The cowl wave drag coefficients of the STEX inlets were 20% of those for the axisymmetric spike inlet. The STEX inlets had external sound pressures that were 37% of those of the axisymmetric spike inlet, which may result in lower adverse sonic boom characteristics. The flexibility of the shape of the capture cross-section may result in benefits for the integration of STEX inlets with aircraft.

Development of the PRSEUS Multi-Bay Pressure Box for a Hybrid Wing Body Vehicle

NASA Technical Reports Server (NTRS)

Jegley, Dawn C.; Velicki, Alexander

2015-01-01

NASA has created the Environmentally Responsible Aviation Project to explore and document the feasibility, benefits, and technical risk of advanced vehicle configurations and enabling technologies that will reduce the impact of aviation on the environment. A critical aspect of this pursuit is the development of a lighter, more robust airframe that will enable the introduction of unconventional aircraft configurations that have higher lift-to-drag ratios, reduced drag, and lower community noise. Although such novel configurations like the Hybrid Wing Body (HWB) offer better aerodynamic performance as compared to traditional tube-and-wing aircraft, their blended wing shapes also pose significant new design challenges. Developing an improved structural concept that is capable of meeting the structural weight fraction allocated for these non-circular pressurized cabins is the primary obstacle in implementing large lifting-body designs. To address this challenge, researchers at NASA and The Boeing Company are working together to advance new structural concepts like the Pultruded Rod Stitched Efficient Unitized Structure (PRSEUS), which is an integrally stiffened panel design that is stitched together and designed to maintain residual load-carrying capabilities under a variety of damage scenarios. The large-scale multi-bay fuselage test article described in this paper is the final specimen in a building-block test program that was conceived to demonstrate the feasibility of meeting the structural weight goals established for the HWB pressure cabin.

Influence of Nose Radius of Blunt Cones on Drag in Supersonic and Hypersonic Flows

NASA Astrophysics Data System (ADS)

Hemateja, A.; Teja, B. Ravi; Dileep Kumar, A.; Rakesh, S. G.

2017-08-01

The objects moving at high speeds encounter forces which tend to decelerate the objects. This resistance in the medium is termed as drag which is one of the major concerns while designing high speed aircrafts. Another key factor which influences the design is the heat transfer. The main challenge faced by aerospace industries is to design the shape of the flying object that travels at high speeds with optimum values of heat generation and drag. This study deals with computational analysis of sharp and blunt cones with varying cone angles and nose radii. The effect of nose radius on the drag is studied at supersonic and hypersonic flows and at various angles of attack. It is observed that as the nose radius is increased, the heat transfer reduces & the drag increases and vice-versa. Looking at the results, the optimum value of nose radius can be chosen depending on the need of the problem.

Nonlinear Aerodynamics and the Design of Wing Tips

NASA Technical Reports Server (NTRS)

Kroo, Ilan

1991-01-01

The analysis and design of wing tips for fixed wing and rotary wing aircraft still remains part art, part science. Although the design of airfoil sections and basic planform geometry is well developed, the tip regions require more detailed consideration. This is important because of the strong impact of wing tip flow on wing drag; although the tip region constitutes a small portion of the wing, its effect on the drag can be significant. The induced drag of a wing is, for a given lift and speed, inversely proportional to the square of the wing span. Concepts are proposed as a means of reducing drag. Modern computational methods provide a tool for studying these issues in greater detail. The purpose of the current research program is to improve the understanding of the fundamental issues involved in the design of wing tips and to develop the range of computational and experimental tools needed for further study of these ideas.

Aerodynamic and structural studies of joined-wing aircraft

NASA Technical Reports Server (NTRS)

Kroo, Ilan; Smith, Stephen; Gallman, John

1991-01-01

A method for rapidly evaluating the structural and aerodynamic characteristics of joined-wing aircraft was developed and used to study the fundamental advantages attributed to this concept. The technique involves a rapid turnaround aerodynamic analysis method for computing minimum trimmed drag combined with a simple structural optimization. A variety of joined-wing designs are compared on the basis of trimmed drag, structural weight, and, finally, trimmed drag with fixed structural weight. The range of joined-wing design parameters resulting in best cruise performance is identified. Structural weight savings and net drag reductions are predicted for certain joined-wing configurations compared with conventional cantilever-wing configurations.

Aerodynamic Analysis of Variable Geometry Raked Wingtips for Mid-Range Transonic Transport Aircraft

NASA Astrophysics Data System (ADS)

Jingeleski, David J.

Previous applications have shown that a wingtip treatment on a commercial airliner will reduce drag and increase fuel efficiency and the most common types of treatment are blended winglets and raked wingtips. With Boeing currently investigating novel designs for its next generation of airliners, a variable geometry raked wingtip novel control effector (VGRWT/NCE) was studied to determine the aerodynamic performance benefits over an untreated wingtip. The Boeing SUGAR design employing a truss-braced wing was selected as the baseline. Vortex lattice method (VLM) and computational fluid dynamics (CFD) software was implemented to analyze the aerodynamic performance of such a configuration applied to a next-generation, transonic, mid-range transport aircraft. Several models were created to simulate various sweep positions for the VGRWT/NCE tip, as well as a baseline model with an untreated wingtip. The majority of investigation was conducted using the VLM software, with CFD used largely as a validation of the VLM analysis. The VGRWT/NCE tip was shown to increase the lift of the wing while also decreasing the drag. As expected, the unswept VGRWT/NCE tip increases the amount of lift available over the untreated wingtip, which will be very beneficial for take-off and landing. Similarly, the swept VGRWT/NCE tip reduced the drag of the wing during cruise compared to the unmodified tip, which will favorably impact the fuel efficiency of the aircraft. Also, the swept VGRWT/NCE tip showed an increase in moment compared to the unmodified wingtip, implying an increase in stability, as well providing an avenue for roll control and gust alleviation for flexible wings. CFD analysis validated VLM as a useful low fidelity tool that yielded quite accurate results. The main results of this study are tabulated "deltas" in the forces and moments on the VGRWT/NCE tip as a function of sweep angle and aileron deflection compared to the baseline wing. A side study of the effects of the joint between the main wing and the movable tip showed that the drag impact can be kept small by careful design.

Biomimetics inspired surfaces for drag reduction and oleophobicity/philicity.

PubMed

Bhushan, Bharat

2011-01-01

The emerging field of biomimetics allows one to mimic biology or nature to develop nanomaterials, nanodevices, and processes which provide desirable properties. Hierarchical structures with dimensions of features ranging from the macroscale to the nanoscale are extremely common in nature and possess properties of interest. There are a large number of objects including bacteria, plants, land and aquatic animals, and seashells with properties of commercial interest. Certain plant leaves, such as lotus (Nelumbo nucifera) leaves, are known to be superhydrophobic and self-cleaning due to the hierarchical surface roughness and presence of a wax layer. In addition to a self-cleaning effect, these surfaces with a high contact angle and low contact angle hysteresis also exhibit low adhesion and drag reduction for fluid flow. An aquatic animal, such as a shark, is another model from nature for the reduction of drag in fluid flow. The artificial surfaces inspired from the shark skin and lotus leaf have been created, and in this article the influence of structure on drag reduction efficiency is reviewed. Biomimetic-inspired oleophobic surfaces can be used to prevent contamination of the underwater parts of ships by biological and organic contaminants, including oil. The article also reviews the wetting behavior of oil droplets on various superoleophobic surfaces created in the lab.

Biomimetics inspired surfaces for drag reduction and oleophobicity/philicity

PubMed Central

2011-01-01

Summary The emerging field of biomimetics allows one to mimic biology or nature to develop nanomaterials, nanodevices, and processes which provide desirable properties. Hierarchical structures with dimensions of features ranging from the macroscale to the nanoscale are extremely common in nature and possess properties of interest. There are a large number of objects including bacteria, plants, land and aquatic animals, and seashells with properties of commercial interest. Certain plant leaves, such as lotus (Nelumbo nucifera) leaves, are known to be superhydrophobic and self-cleaning due to the hierarchical surface roughness and presence of a wax layer. In addition to a self-cleaning effect, these surfaces with a high contact angle and low contact angle hysteresis also exhibit low adhesion and drag reduction for fluid flow. An aquatic animal, such as a shark, is another model from nature for the reduction of drag in fluid flow. The artificial surfaces inspired from the shark skin and lotus leaf have been created, and in this article the influence of structure on drag reduction efficiency is reviewed. Biomimetic-inspired oleophobic surfaces can be used to prevent contamination of the underwater parts of ships by biological and organic contaminants, including oil. The article also reviews the wetting behavior of oil droplets on various superoleophobic surfaces created in the lab. PMID:21977417

Preliminary design optimization of joined-wing aircraft

NASA Technical Reports Server (NTRS)

Gallman, John W.; Kroo, Ilan M.; Smith, Stephen C.

1990-01-01

The joined wing is an innovative aircraft configuration that has a its tail connected to the wing forming a diamond shape in both top and plan view. This geometric arrangement utilizes the tail for both pitch control and as a structural support for the wing. Several researchers have studied this configuration and predicted significant reductions in trimmed drag or structural weight when compared with a conventional T-tail configuration. Kroo et al. compared the cruise drag of joined wings with conventional designs of the same lifting-surface area and structural weight. This study showed an 11 percent reduction in cruise drag for the lifting system of a joined wing. Although this reduction in cruise drag is significant, a complete design study is needed before any economic savings can be claimed for a joined-wing transport. Mission constraints, such as runway length, could increase the wing area and eliminate potential drag savings. Since other design codes do not accurately represent the interaction between structures and aerodynamics for joined wings, we developed a new design code for this study. The aerodynamic and structural analyses in this study are significantly more sophisticated than those used in most conventional design codes. This sophistication was needed to predict the aerodynamic interference between the wing and tail and the stresses in the truss-like structure. This paper describes these analysis methods, discusses some problems encountered when applying the numerical optimizer NPSOL, and compares optimum joined wings with conventional aircraft on the basis of cruise drag, lifting surface weight, and direct operating cost (DOC).

Aerodynamic design for improved manueverability by use of three-dimensional transonic theory

NASA Technical Reports Server (NTRS)

Mann, M. J.; Campbell, R. L.; Ferris, J. C.

1984-01-01

Improvements in transonic maneuver performance by the use of three-dimensional transonic theory and a transonic design procedure were examined. The FLO-27 code of Jameson and Caughey was used to design a new wing for a fighter configuration with lower drag at transonic maneuver conditions. The wing airfoil sections were altered to reduce the upper-surface shock strength by means of a design procedure which is based on the iterative application of the FLO-27 code. The plan form of the fighter configuration was fixed and had a leading edge sweep of 45 deg and an aspect ratio of 3.28. Wind-tunnel tests were conducted on this configuration at Mach numbers from 0.60 to 0.95 and angles of attack from -2 deg to 17 deg. The transonic maneuver performance of this configuration was evaluated by comparison with a wing designed by empirical methods and a wing designed primarily by two-dimensional transonic theory. The configuration designed by the use of FLO-27 had the same or lower drag than the empirical wing and, for some conditions, lower drag than the two-dimensional design. From some maneuver conditions, the drag of the two-dimensional design was somewhat lower.

Cost consideration for aircraft configuration changes, 1

NASA Technical Reports Server (NTRS)

Tumlinson, R. R.

1975-01-01

The costs of improvements in aircraft drag reduction design changes are outlined in the context of production decisions. A drag reduction design with increased airframe weight requires cost increases for direct labor, overhead and direct expenses, plus general and administrative expenses.

Experimental trim drag values and flow-field measurements for a wide-body transport model with conventional and supercritical wings

NASA Technical Reports Server (NTRS)

Jacobs, P. F.

1982-01-01

The purpose of this study was to determine if advanced supercritical wings incur higher trim drag values at cruise conditions than current wide body technology wings. Relative trim drag increments were measured in an experimental wind tunnel investigation conducted in the Langley 8 Foot Transonic Pressure Tunnel. The tests utilized a high aspect ratio supercritical wing and a wide body aircraft wing, in conjunction with five different horizontal tail configurations, mounted on a representative wide body fuselage. The three low tail and two T-tail configurations were designed to measure the effects of horizontal tail size, location, and camber on the trim drag increments for the two wings. Longitudinal force and moment data were taken at a Mach number of 0.82 and design cruise lift coefficients for the wide body and supercritical wings of 0.45 and 0.55, respectively. The data indicate that the supercritical wing does not have significantly higher trim drag than the wide body wing. A reduction in tail size, combined with relaxed static stability, produced trim drag reductions for both wings. The cambered tails had higher trim drag increments than the symmetrical tails for both wings, and the T-tail configurations had lower trim drag increments than the low tail configurations.

Wind Tunnel Testing of Various Disk-Gap-Band Parachutes

NASA Technical Reports Server (NTRS)

Cruz, Juan R.; Mineck, Raymond E.; Keller, Donald F.; Bobskill, Maria V.

2003-01-01

Two Disk-Gap-Band model parachute designs were tested in the NASA Langley Transonic Dynamics Tunnel. The purposes of these tests were to determine the drag and static stability coefficients of these two model parachutes at various subsonic Mach numbers in support of the Mars Exploration Rover mission. The two model parachute designs were designated 1.6 Viking and MPF. These model parachute designs were chosen to investigate the tradeoff between drag and static stability. Each of the parachute designs was tested with models fabricated from MIL-C-7020 Type III or F-111 fabric. The reason for testing model parachutes fabricated with different fabrics was to evaluate the effect of fabric permeability on the drag and static stability coefficients. Several improvements over the Viking-era wind tunnel tests were implemented in the testing procedures and data analyses. Among these improvements were corrections for test fixture drag interference and blockage effects, and use of an improved test fixture for measuring static stability coefficients. The 1.6 Viking model parachutes had drag coefficients from 0.440 to 0.539, while the MPF model parachutes had drag coefficients from 0.363 to 0.428. The 1.6 Viking model parachutes had drag coefficients 18 to 22 percent higher than the MPF model parachute for equivalent fabric materials and test conditions. Model parachutes of the same design tested at the same conditions had drag coefficients approximately 11 to 15 percent higher when manufactured from F-111 fabric as compared to those fabricated from MIL-C-7020 Type III fabric. The lower fabric permeability of the F-111 fabric was the source of this difference. The MPF model parachutes had smaller absolute statically stable trim angles of attack as compared to the 1.6 Viking model parachutes for equivalent fabric materials and test conditions. This was attributed to the MPF model parachutes larger band height to nominal diameter ratio. For both designs, model parachutes fabricated from F-111 fabric had significantly greater statically stable absolute trim angles of attack at equivalent test conditions as compared to those fabricated from MILC-7020 Type III fabric. This reduction in static stability exhibited by model parachutes fabricated from F-111 fabric was attributed to the lower permeability of the F-111 fabric. The drag and static stability coefficient results were interpolated to obtain their values at Mars flight conditions using total porosity as the interpolating parameter.

The Effect of Volumetric Porosity on Roughness Element Drag

NASA Astrophysics Data System (ADS)

Gillies, John; Nickling, William; Nikolich, George; Etyemezian, Vicken

2016-04-01

Much attention has been given to understanding how the porosity of two dimensional structures affects the drag force exerted by boundary-layer flow on these flow obstructions. Porous structures such as wind breaks and fences are typically used to control the sedimentation of sand and snow particles or create micro-habitats in their lee. Vegetation in drylands also exerts control on sediment transport by wind due to aerodynamic effects and interaction with particles in transport. Recent research has also demonstrated that large spatial arrays of solid three dimensional roughness elements can be used to reduce sand transport to specified targets for control of wind erosion through the effect of drag partitioning and interaction of the moving sand with the large (>0.3 m high) roughness elements, but porous elements may improve the effectiveness of this approach. A thorough understanding of the role porosity plays in affecting the drag force on three-dimensional forms is lacking. To provide basic understanding of the relationship between the porosity of roughness elements and the force of drag exerted on them by fluid flow, we undertook a wind tunnel study that systematically altered the porosity of roughness elements of defined geometry (cubes, rectangular cylinders, and round cylinders) and measured the associated change in the drag force on the elements under similar Reynolds number conditions. The elements tested were of four basic forms: 1) same sized cubes with tubes of known diameter milled through them creating three volumetric porosity values and increasing connectivity between the tubes, 2) cubes and rectangular cylinders constructed of brass screen that nested within each other, and 3) round cylinders constructed of brass screen that nested within each other. The two-dimensional porosity, defined as the ratio of total surface area of the empty space to the solid surface area of the side of the element presented to the fluid flow was conserved at 0.519 for the cubes and 0.525 for the mesh forms. Results from the study indicate that as volumetric porosity increases, the force of drag on an element increases although the 2-dimensional porosity remains unchanged for the case of the cube forms. The mesh forms show a similar result that with increasing number of internal forms present, drag increases, but the drag curves are different, suggesting the kind of porosity has an effect on drag. An important scaling parameter that controls drag on the cubes is the permeability (K) of the element, which is a function of the diameter of the tubes and the porosity. K seems to be of lesser importance for controlling drag on the mesh forms. We hypothesize that the drag force data do not universally collapse as a function of permeability due to Reynolds number dependency on flow conditions within the elements that can be laminar, transitional, or turbulent even though flow exterior to the forms is fully turbulent. For the mesh forms, the greatest effect on drag occurs with the addition of the first internal form with subsequent additions showing very little additional effect.

Using High Resolution Design Spaces for Aerodynamic Shape Optimization Under Uncertainty

NASA Technical Reports Server (NTRS)

Li, Wu; Padula, Sharon

2004-01-01

This paper explains why high resolution design spaces encourage traditional airfoil optimization algorithms to generate noisy shape modifications, which lead to inaccurate linear predictions of aerodynamic coefficients and potential failure of descent methods. By using auxiliary drag constraints for a simultaneous drag reduction at all design points and the least shape distortion to achieve the targeted drag reduction, an improved algorithm generates relatively smooth optimal airfoils with no severe off-design performance degradation over a range of flight conditions, in high resolution design spaces parameterized by cubic B-spline functions. Simulation results using FUN2D in Euler flows are included to show the capability of the robust aerodynamic shape optimization method over a range of flight conditions.

Trimmed noncoplanar planforms with minimum vortex drag

NASA Technical Reports Server (NTRS)

Lamar, J. E.

1977-01-01

Vortex-lattice subsonic method determines mean camber surface for trimmed noncoplanar planforms with minimum vortex drag. Multiple surfaces can be designed together to yield trimmed configuration with minimum induced drag at some specified lift coefficient. Program is applicable to isolated wings, wing-canard configuration, tandem wing, and wing-winglet configuration.

Verification of drag-reduction capabilities of stiff compliant coatings in air flow at moderate speeds

NASA Astrophysics Data System (ADS)

Boiko, Andrey V.; Kulik, Victor M.; Chun, Ho-Hwan; Lee, Inwon

2011-12-01

Skin frictional drag reduction efficiency of "stiff" compliant coating was investigated in a wind tunnel experiment. Flat plate compliant coating inserts were installed in a wind tunnel and the measurements of skin frictional drag and velocity field were carried out. The compliant coatings with varying viscoelastic properties had been prepared using different composition. In order to optimize the coating thickness, the most important design parameter, the dynamic viscoelastic properties had been determined experimentally. The aging of the materials (variation of their properties) during half a year was documented as well. A design procedure proposed by Kulik et al. (2008) was applied to get an optimal value for the coating thickness. Along with the drag measurement using the strain balance, velocity and pressure were measured for different coatings. The compliant coatings with the thickness h = 7mm achieved 4~5% drag reduction within a velocity range 30~40 m/s. The drag reduction mechanism of the attenuation of turbulence velocity fluctuations due to the compliant coating was demonstrated. It is envisioned that larger drag reduction effect is obtainable at higher flow velocities for high speed trains and subsonic aircrafts.

Drag-n-fly: a Proposal in Response to a Low Reynolds Number Station Keeping Mission

NASA Technical Reports Server (NTRS)

Foohey, Mark; Niehaus, John; Neumann, Jenny; Deviny, Pat; Zurovchak, Jerry; Brenner, Joey; Gendron, Peter

1990-01-01

The Drag-n-Fly is a remotely piloted, low Reynolds number vehicle. It was designed to maintain level controlled flight and fly a closed course at flight speeds corresponding to Reynolds numbers of less than 2 x 10(exp 5) and as close to 1 x 10(exp 5) as possible. The success of the mission will be associated with achieving the lowest mean chord Reynolds number possible and maximizing loiter time on the course. The flight plan for the Drag-n-Fly calls for the vehicle to ascent to a cruise altitude of 25 ft. The airfoil selected for the Drag-n-Fly is a Spica chosen for its high lift coefficient at low Reynolds number. The propulsion system for the Drag-n-Fly consists of a 10 inch diameter propeller mounted on the front of the vehicle. Structural support for the Drag-n-Fly comes from four box beams running the length of the fuselage. The tail and horizontal stabilizers are located far aft of the lifting surface in order to assure proper static stability. The present design for the Drag-n-Fly will meet the criteria for the present mission.

Optimal design of UAV's pod shape

NASA Astrophysics Data System (ADS)

Wei, Qun; Jia, Hong-guang

2011-08-01

In the modern war, UAV(unmanned aircraft system) plays a more and more important role in the army. UAVs always carry electrical-optical reconnaissance systems. These systems are used to accomplish the missions of observing and reconnaissance the battlefield. For traditional UAV, the shape of the pod on UAV is sphericity. In addition, the pod of UAV not only has the job of observing and reconnaissance the battlefield, but its shape also has impact on the UAV's drag when it flies in the air. In this paper, two different kinds of pod models are set up, one is the traditional sphericity model, the other is a new model. Unstructured grid is used on the flow field. Using CFD(computational fluid dynamic) method, the results of the drags of the different kinds of pod are got. The drag's relationship between the pod and the UAV is obtained by comparing the results of simulations. After analyzing the results we can get: when UAV flies at low speed(0.3Ma{0.7Ma), the drag's difference between the two kinds of pod is little, the pod's drag takes a small part of the UAV's whole drag which is only about 14%. At transonic speed(0.8Ma{1.2Ma), the drag's difference between these two kinds of pod is getting bigger and bigger along with the speed goes higher. The traditional pod's drag is 1/3 of the UAV's whole drag value, but for the new pod, it is only 1/5. At supersonic speed(1.3Ma{2.0Ma), the traditional pod's drag goes up rapidly, but the new kind of pod's drag goes up slowly. This makes the difference between the two kinds of UAVs' total drag comes greater. For example, at 2Ma, the total drag of new UAV is only 2/3 of the traditional UAV. These results show: when the UAV flies at low speed, these two kinds of pod have little difference in drag. But if it flies at supersonic speed, the pod has great impact on the UAV's total drag, so the designer of UAV's pod should pay more attention on the out shape.

A Computational and Experimental Study of Nonlinear Aspects of Induced Drag

NASA Technical Reports Server (NTRS)

Smith, Stephen C.

1996-01-01

Despite the 80-year history of classical wing theory, considerable research has recently been directed toward planform and wake effects on induced drag. Nonlinear interactions between the trailing wake and the wing offer the possibility of reducing drag. The nonlinear effect of compressibility on induced drag characteristics may also influence wing design. This thesis deals with the prediction of these nonlinear aspects of induced drag and ways to exploit them. A potential benefit of only a few percent of the drag represents a large fuel savings for the world's commercial transport fleet. Computational methods must be applied carefully to obtain accurate induced drag predictions. Trefftz-plane drag integration is far more reliable than surface pressure integration, but is very sensitive to the accuracy of the force-free wake model. The practical use of Trefftz plane drag integration was extended to transonic flow with the Tranair full-potential code. The induced drag characteristics of a typical transport wing were studied with Tranair, a full-potential method, and A502, a high-order linear panel method to investigate changes in lift distribution and span efficiency due to compressibility. Modeling the force-free wake is a nonlinear problem, even when the flow governing equation is linear. A novel method was developed for computing the force-free wake shape. This hybrid wake-relaxation scheme couples the well-behaved nature of the discrete vortex wake with viscous-core modeling and the high-accuracy velocity prediction of the high-order panel method. The hybrid scheme produced converged wake shapes that allowed accurate Trefftz-plane integration. An unusual split-tip wing concept was studied for exploiting nonlinear wake interaction to reduced induced drag. This design exhibits significant nonlinear interactions between the wing and wake that produced a 12% reduction in induced drag compared to an equivalent elliptical wing at a lift coefficient of 0.7. The performance of the split-tip wing was also investigated by wing tunnel experiments. Induced drag was determined from force measurements by subtracting the estimated viscous drag, and from an analytical drag-decomposition method using a wake survey. The experimental results confirm the computational prediction.

Transonic Investigation of Two-Dimensional Nozzles Designed for Supersonic Cruise

NASA Technical Reports Server (NTRS)

Capone, Francis J.; Deere, Karen A.

2015-01-01

An experimental and computational investigation has been conducted to determine the off-design uninstalled drag characteristics of a two-dimensional convergent-divergent nozzle designed for a supersonic cruise civil transport. The overall objectives were to: (1) determine the effects of nozzle external flap curvature and sidewall boattail variations on boattail drag; (2) develop an experimental data base for 2D nozzles with long divergent flaps and small boattail angles and (3) provide data for correlating computational fluid dynamic predictions of nozzle boattail drag. The experimental investigation was conducted in the Langley 16-Foot Transonic Tunnel at Mach numbers from 0.80 to 1.20 at nozzle pressure ratios up to 9. Three-dimensional simulations of nozzle performance were obtained with the computational fluid dynamics code PAB3D using turbulence closure and nonlinear Reynolds stress modeling. The results of this investigation indicate that excellent correlation between experimental and predicted results was obtained for the nozzle with a moderate amount of boattail curvature. The nozzle with an external flap having a sharp shoulder (no curvature) had the lowest nozzle pressure drag. At a Mach number of 1.2, sidewall pressure drag doubled as sidewall boattail angle was increased from 4deg to 8deg. Reducing the height of the sidewall caused large decreases in both the sidewall and flap pressure drags. Summary

USM3D Analysis of Low Boom Configuration

NASA Technical Reports Server (NTRS)

Carter, Melissa B.; Campbell, Richard L.; Nayani, Sudheer N.

2011-01-01

In the past few years considerable improvement was made in NASA's in house boom prediction capability. As part of this improved capability, the USM3D Navier-Stokes flow solver, when combined with a suitable unstructured grid, went from accurately predicting boom signatures at 1 body length to 10 body lengths. Since that time, the research emphasis has shifted from analysis to the design of supersonic configurations with boom signature mitigation In order to design an aircraft, the techniques for accurately predicting boom and drag need to be determined. This paper compares CFD results with the wind tunnel experimental results conducted on a Gulfstream reduced boom and drag configuration. Two different wind-tunnel models were designed and tested for drag and boom data. The goal of this study was to assess USM3D capability for predicting both boom and drag characteristics. Overall, USM3D coupled with a grid that was sheared and stretched was able to reasonably predict boom signature. The computational drag polar matched the experimental results for a lift coefficient above 0.1 despite some mismatch in the predicted lift-curve slope.

On the effects of thermal wake from the optical pulsating discharge on the body aerodynamic drag

NASA Astrophysics Data System (ADS)

Kiseleva, T. A.; Golyshev, A. A.; Yakovlev, V. I.; Orishich, A. M.

2018-03-01

The effect of an optical pulsed discharge created by CO2-laser with an average power of 1.8 kW on the aerodynamic drag of a model in a supersonic air flow is experimentally investigated. Experiments were carried out in a supersonic wind tunnel MAU-M (diameter of the nozzle outlet dc = 50 mm) on the modes M = 1,36, Re1 = 1.4-3.8*107 1/m. To ensure a stable optical breakdown, a jet of argon gas was introduced into the focusing region of the laser beam. As a result, a decrease in the aerodynamic drag force was obtained. It is shown, that the increasing of the laser pulses repetition frequency leads to the decreasing in the aerodynamic drag force. The maximum decrease was 15% at a maximum frequency f = 90 kHz.

14 CFR 25.493 - Braked roll conditions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... landing weight and 1.0 at the design ramp weight. A drag reaction equal to the vertical reaction multiplied by a coefficient of friction of 0.8, must be combined with the vertical ground reaction and... is 1.2 at the design landing weight, and 1.0 at the design ramp weight. A drag reaction equal to the...

14 CFR 25.493 - Braked roll conditions.

Code of Federal Regulations, 2011 CFR

2011-01-01

... landing weight and 1.0 at the design ramp weight. A drag reaction equal to the vertical reaction multiplied by a coefficient of friction of 0.8, must be combined with the vertical ground reaction and... is 1.2 at the design landing weight, and 1.0 at the design ramp weight. A drag reaction equal to the...

Aerodynamic Design Opportunities for Future Supersonic Aircraft

NASA Technical Reports Server (NTRS)

Wood, Richard M.; Bauer, Steven X. S.; Flamm, Jeffrey D.

2002-01-01

A discussion of a diverse set of aerodynamic opportunities to improve the aerodynamic performance of future supersonic aircraft has been presented and discussed. These ideas are offered to the community in a hope that future supersonic vehicle development activities will not be hindered by past efforts. A number of nonlinear flow based drag reduction technologies are presented and discussed. The subject technologies are related to the areas of interference flows, vehicle concepts, vortex flows, wing design, advanced control effectors, and planform design. The authors also discussed the importance of improving the aerodynamic design environment to allow creativity and knowledge greater influence. A review of all of the data presented show that pressure drag reductions on the order of 50 to 60 counts are achievable, compared to a conventional supersonic cruise vehicle, with the application of several of the discussed technologies. These drag reductions would correlate to a 30 to 40% increase in cruise L/D (lift-to-drag ratio) for a commercial supersonic transport.

Adaptive lyapunov control and artificial neural networks for spacecraft relative maneuvering using atmospheric differential drag

NASA Astrophysics Data System (ADS)

Perez Chaparro, David Andres

At low Earth orbits, a differential in the drag acceleration between spacecraft can be used to control their relative motion. This drag differential allows for a propellant-free alternative to thrusters for performing relative maneuvers in these orbits. The interest in autonomous propellant-less maneuvering comes from the desire to reduce the costs of spacecraft formations. Formation maneuvering opens up a wide variety of new applications for spacecraft missions, such as on-orbit maintenance and refueling. In this work atmospheric differential drag based nonlinear controllers are presented that can be used for virtually any planar relative maneuver of two spacecraft, provided that there is enough atmospheric density and that the spacecraft can change their ballistic coefficients by sufficient amounts to generate the necessary differential accelerations. The control techniques are successfully tested using high fidelity Satellite Tool Kit simulations for re-phase, fly-around, and rendezvous maneuvers, proving the feasibility of the proposed approach for a real flight. Furthermore, the atmospheric density varies in time and in space as the spacecraft travel along their orbits. The ability to accurately forecast the density allows for accurate onboard orbit propagation and for creating realistic guidance trajectories for maneuvers that rely on the differential drag. In this work a localized density predictor based on artificial neural networks is also presented. The predictor uses density measurements or estimates along the past orbits and can use a set of proxies for solar and geomagnetic activities to predict the value of the density along the future orbits of the spacecraft. The performance of the localized predictor is studied for different neural network structures, testing periods of high and low solar and geomagnetic activities and different prediction windows. Comparison with previously developed methods show substantial benefits in using neural networks, both in prediction accuracy and in the potential for spacecraft onboard implementation. The controllers and the predictor are designed for onboard implementation, and provide spacecraft with the tools necessary for performing propellant-less formation maneuvers using differential drag.

Efficiency of lift production in flapping and gliding flight of swifts.

PubMed

Henningsson, Per; Hedenström, Anders; Bomphrey, Richard J

2014-01-01

Many flying animals use both flapping and gliding flight as part of their routine behaviour. These two kinematic patterns impose conflicting requirements on wing design for aerodynamic efficiency and, in the absence of extreme morphing, wings cannot be optimised for both flight modes. In gliding flight, the wing experiences uniform incident flow and the optimal shape is a high aspect ratio wing with an elliptical planform. In flapping flight, on the other hand, the wing tip travels faster than the root, creating a spanwise velocity gradient. To compensate, the optimal wing shape should taper towards the tip (reducing the local chord) and/or twist from root to tip (reducing local angle of attack). We hypothesised that, if a bird is limited in its ability to morph its wings and adapt its wing shape to suit both flight modes, then a preference towards flapping flight optimization will be expected since this is the most energetically demanding flight mode. We tested this by studying a well-known flap-gliding species, the common swift, by measuring the wakes generated by two birds, one in gliding and one in flapping flight in a wind tunnel. We calculated span efficiency, the efficiency of lift production, and found that the flapping swift had consistently higher span efficiency than the gliding swift. This supports our hypothesis and suggests that even though swifts have been shown previously to increase their lift-to-drag ratio substantially when gliding, the wing morphology is tuned to be more aerodynamically efficient in generating lift during flapping. Since body drag can be assumed to be similar for both flapping and gliding, it follows that the higher total drag in flapping flight compared with gliding flight is primarily a consequence of an increase in wing profile drag due to the flapping motion, exceeding the reduction in induced drag.

Efficiency of Lift Production in Flapping and Gliding Flight of Swifts

PubMed Central

Henningsson, Per; Hedenström, Anders; Bomphrey, Richard J.

2014-01-01

Many flying animals use both flapping and gliding flight as part of their routine behaviour. These two kinematic patterns impose conflicting requirements on wing design for aerodynamic efficiency and, in the absence of extreme morphing, wings cannot be optimised for both flight modes. In gliding flight, the wing experiences uniform incident flow and the optimal shape is a high aspect ratio wing with an elliptical planform. In flapping flight, on the other hand, the wing tip travels faster than the root, creating a spanwise velocity gradient. To compensate, the optimal wing shape should taper towards the tip (reducing the local chord) and/or twist from root to tip (reducing local angle of attack). We hypothesised that, if a bird is limited in its ability to morph its wings and adapt its wing shape to suit both flight modes, then a preference towards flapping flight optimization will be expected since this is the most energetically demanding flight mode. We tested this by studying a well-known flap-gliding species, the common swift, by measuring the wakes generated by two birds, one in gliding and one in flapping flight in a wind tunnel. We calculated span efficiency, the efficiency of lift production, and found that the flapping swift had consistently higher span efficiency than the gliding swift. This supports our hypothesis and suggests that even though swifts have been shown previously to increase their lift-to-drag ratio substantially when gliding, the wing morphology is tuned to be more aerodynamically efficient in generating lift during flapping. Since body drag can be assumed to be similar for both flapping and gliding, it follows that the higher total drag in flapping flight compared with gliding flight is primarily a consequence of an increase in wing profile drag due to the flapping motion, exceeding the reduction in induced drag. PMID:24587260

Study of Geometric Porosity on Static Stability and Drag Using Computational Fluid Dynamics for Rigid Parachute Shapes

NASA Technical Reports Server (NTRS)

Greathouse, James S.; Schwing, Alan M.

2015-01-01

This paper explores use of computational fluid dynamics to study the e?ect of geometric porosity on static stability and drag for NASA's Multi-Purpose Crew Vehicle main parachute. Both of these aerodynamic characteristics are of interest to in parachute design, and computational methods promise designers the ability to perform detailed parametric studies and other design iterations with a level of control previously unobtainable using ground or flight testing. The approach presented here uses a canopy structural analysis code to define the inflated parachute shapes on which structured computational grids are generated. These grids are used by the computational fluid dynamics code OVERFLOW and are modeled as rigid, impermeable bodies for this analysis. Comparisons to Apollo drop test data is shown as preliminary validation of the technique. Results include several parametric sweeps through design variables in order to better understand the trade between static stability and drag. Finally, designs that maximize static stability with a minimal loss in drag are suggested for further study in subscale ground and flight testing.

Linking Combat Systems Capabilities and Ship Design Through Modeling and Computer Simulation

DTIC Science & Technology

2013-09-01

23 C. OVERVIEW OF FIVE—PARAMETER METHOD .................................24 1. Lift /Drag Ratio (L/D Ratio...FOR TESTING ..............29 1. Parameter 1: Lift /Drag Ratio (calculated value) ............................29 2. Parameter 2: Overall Propulsion...34 G. METRIC CONVERSIONS—JANE’S DATA ............................................35 H. DECOMPOSITION – LIFT TO DRAG RATIO AND

Comparison of predicted and measured drag for a single-engine airplane

NASA Technical Reports Server (NTRS)

Ward, D. T.; Taylor, F. C.; Doo, J. T. P.

1985-01-01

Renewed interest in natural laminar flow (NLF) has rekindled designers' concerns that manufacturing deviations, (loss of surface contours or other surface imperfections) may destroy the effectiveness of NLF for an operational airplane. This paper reports on experimental research that compares predicted and measured boundary layer transition, total drag, and two-dimensional drag coefficients for three different wing surface conditions on an airplane typical of general aviation manufacturing technology. The three flight test phases included: (1) assessment of an unpainted airframe, (2) flight tests of the same airplane after painstakingly filling and sanding the wings to design contours, and (3) similar measurements after this airplane was painted. In each flight phase, transition locations were monitored using either sublimating chemicals or pigmented oil. As expected, total drag changes were difficult to measure. Two-dimensional drag coefficients were estimated using the Eppler-Somers code and measured with a wake rake in a method very similar to Jones' pitot traverse method. The net change in two-dimensional drag was approximately 20 counts between the unpainted airplane and the 'hand-smoothed' airplane for typical cruise flight conditions.

A study of commuter airplane design optimization

NASA Technical Reports Server (NTRS)

Roskam, J.; Wyatt, R. D.; Griswold, D. A.; Hammer, J. L.

1977-01-01

Problems of commuter airplane configuration design were studied to affect a minimization of direct operating costs. Factors considered were the minimization of fuselage drag, methods of wing design, and the estimated drag of an airplane submerged in a propellor slipstream; all design criteria were studied under a set of fixed performance, mission, and stability constraints. Configuration design data were assembled for application by a computerized design methodology program similar to the NASA-Ames General Aviation Synthesis Program.

The interdependence of profile drag and lift with Joukowski type and related airfoils

NASA Technical Reports Server (NTRS)

Muttray, H

1935-01-01

On the basis of a systematic investigation of Gottingen wind-tunnel data on Joukowski type and related airfoils, it is shown in what manner the profile drag coefficient is dependent on the lift coefficient. The individual factors for the construction of the profile drag polars are given. They afford a more accurate calculation of the performance coefficients of airplane designs than otherwise attainable with the conventional assumption of constant drag coefficient.

Numerical Simulations for Turbulent Drag Reduction Using Liquid Infused Surfaces

NASA Astrophysics Data System (ADS)

Arenas-Navarro, Isnardo

Numerical simulations of the turbulent flow over Super Hydrophobic and Liquid Infused Surfaces have been performed in this work. Three different textured surfaces have been considered: longitudinal square bars, transversal square bars and staggered cubes. The numerical code combines an immersed boundary method to mimic the substrate and a level set method to track the interface. Liquid Infused Surfaces reduce the drag by locking a lubricant within structured roughness to facilitate a slip velocity at the surface interface. The conceptual idea is similar to Super Hydrophobic Surfaces, which rely on a lubricant air layer, whereas liquid-infused surfaces use a preferentially wetting liquid lubricant to create a fluid-fluid interface. This slipping interface has been shown to be an effective method of passively reducing skin friction drag in turbulent flows. Details are given on the effect of the viscosity ratio between the two fluids and the dynamics of the interface on drag reduction. An attempt has been made to reconcile Super-Hydrophobic, Liquid Infused and rough wall under the same framework by correlating the drag to the wall normal velocity fluctuations.

ABM Drag_Pass Report Generator

NASA Technical Reports Server (NTRS)

Fisher, Forest; Gladden, Roy; Khanampornpan, Teerapat

2008-01-01

dragREPORT software was developed in parallel with abmREPORT, which is described in the preceding article. Both programs were built on the capabilities created during that process. This tool generates a drag_pass report that summarizes vital information from the MRO aerobreaking drag_pass build process to facilitate both sequence reviews and provide a high-level summarization of the sequence for mission management. The script extracts information from the ENV, SSF, FRF, SCMFmax, and OPTG files, presenting them in a single, easy-to-check report providing the majority of parameters needed for cross check and verification as part of the sequence review process. Prior to dragReport, all the needed information was spread across a number of different files, each in a different format. This software is a Perl script that extracts vital summarization information and build-process details from a number of source files into a single, concise report format used to aid the MPST sequence review process and to provide a high-level summarization of the sequence for mission management reference. This software could be adapted for future aerobraking missions to provide similar reports, review and summarization information.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Walker, Andrew; Lawrence, Earl

The Response Surface Modeling (RSM) Tool Suite is a collection of three codes used to generate an empirical interpolation function for a collection of drag coefficient calculations computed with Test Particle Monte Carlo (TPMC) simulations. The first code, "Automated RSM", automates the generation of a drag coefficient RSM for a particular object to a single command. "Automated RSM" first creates a Latin Hypercube Sample (LHS) of 1,000 ensemble members to explore the global parameter space. For each ensemble member, a TPMC simulation is performed and the object drag coefficient is computed. In the next step of the "Automated RSM" code,more » a Gaussian process is used to fit the TPMC simulations. In the final step, Markov Chain Monte Carlo (MCMC) is used to evaluate the non-analytic probability distribution function from the Gaussian process. The second code, "RSM Area", creates a look-up table for the projected area of the object based on input limits on the minimum and maximum allowed pitch and yaw angles and pitch and yaw angle intervals. The projected area from the look-up table is used to compute the ballistic coefficient of the object based on its pitch and yaw angle. An accurate ballistic coefficient is crucial in accurately computing the drag on an object. The third code, "RSM Cd", uses the RSM generated by the "Automated RSM" code and the projected area look-up table generated by the "RSM Area" code to accurately compute the drag coefficient and ballistic coefficient of the object. The user can modify the object velocity, object surface temperature, the translational temperature of the gas, the species concentrations of the gas, and the pitch and yaw angles of the object. Together, these codes allow for the accurate derivation of an object's drag coefficient and ballistic coefficient under any conditions with only knowledge of the object's geometry and mass.« less

Computational Analysis of an effect of aerodynamic pressure on the side view mirror geometry

NASA Astrophysics Data System (ADS)

Murukesavan, P.; Mu'tasim, M. A. N.; Sahat, I. M.

2013-12-01

This paper describes the evaluation of aerodynamic flow effects on side mirror geometry for a passenger car using ANSYS Fluent CFD simulation software. Results from analysis of pressure coefficient on side view mirror designs is evaluated to analyse the unsteady forces that cause fluctuations to mirror surface and image blurring. The fluctuation also causes drag forces that increase the overall drag coefficient, with an assumption resulting in higher fuel consumption and emission. Three features of side view mirror design were investigated with two input velocity parameters of 17 m/s and 33 m/s. Results indicate that the half-sphere design shows the most effective design with less pressure coefficient fluctuation and drag coefficient.

Modelling the effect of changing design fineness ratio of an airship on its aerodynamic lift and drag performance

NASA Astrophysics Data System (ADS)

Jalasabri, J.; Romli, F. I.; Harmin, M. Y.

2017-12-01

In developing successful airship designs, it is important to fully understand the effect of the design on the performance of the airship. The aim of this research work is to establish the trend for effects of design fineness ratio of an airship towards its aerodynamic performance. An approximate computer-aided design (CAD) model of the Atlant-100 airship is constructed using CATIA software and it is applied in the computational fluid dynamics (CFD) simulation analysis using Star-CCM+ software. In total, 36 simulation runs are executed with different combinations of values for design fineness ratio, altitude and velocity. The obtained simulation results are analyzed using MINITAB to capture the effects relationship on lift and drag coefficients. Based on the results, it is concluded that the design fineness ratio does have a significant impact on the generated aerodynamic lift and drag forces on the airship.

14 CFR 25.697 - Lift and drag devices, controls.

Code of Federal Regulations, 2013 CFR

2013-01-01

... conditions of airspeed, engine power, and airplane attitude. (d) The lift device control must be designed to... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Lift and drag devices, controls. 25.697... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25...

Quantitative Experimental Determination of Primer-Dimer Formation Risk by Free-Solution Conjugate Electrophoresis

PubMed Central

Desmarais, Samantha M.; Leitner, Thomas; Barron, Annelise E.

2012-01-01

DNA barcodes are short, unique ssDNA primers that “mark” individual biomolecules. To gain better understanding of biophysical parameters constraining primer-dimer formation between primers that incorporate barcode sequences, we have developed a capillary electrophoresis method that utilizes drag-tag-DNA conjugates to quantify dimerization risk between primer-barcode pairs. Results obtained with this unique free-solution conjugate electrophoresis (FSCE) approach are useful as quantitatively precise input data to parameterize computation models of dimerization risk. A set of fluorescently labeled, model primer-barcode conjugates were designed with complementary regions of differing lengths to quantify heterodimerization as a function of temperature. Primer-dimer cases comprised two 30-mer primers, one of which was covalently conjugated to a lab-made, chemically synthesized poly-N-methoxyethylglycine drag-tag, which reduced electrophoretic mobility of ssDNA to distinguish it from ds primer-dimers. The drag-tags also provided a shift in mobility for the dsDNA species, which allowed us to quantitate primer-dimer formation. In the experimental studies, pairs of oligonucleotide primer-barcodes with fully or partially complementary sequences were annealed, and then separated by free-solution conjugate CE at different temperatures, to assess effects on primer-dimer formation. When less than 30 out of 30 basepairs were bonded, dimerization was inversely correlated to temperature. Dimerization occurred when more than 15 consecutive basepairs formed, yet non-consecutive basepairs did not create stable dimers even when 20 out of 30 possible basepairs bonded. The use of free-solution electrophoresis in combination with a peptoid drag-tag and different fluorophores enabled precise separation of short DNA fragments to establish a new mobility shift assay for detection of primer-dimer formation. PMID:22331820

The economic impact of drag in general aviation

NASA Technical Reports Server (NTRS)

Neal, R. D.

1975-01-01

General aviation aircraft fuel consumption and operating costs are closely linked to drag reduction methods. Improvements in airplane drag are envisioned for new models; their effects will be in the 5 to 10% range. Major improvements in fuel consumption over existing turbofan airplanes will be the combined results of improved aerodynamics plus additional effects from advanced turbofan engine designs.

Statistical Analysis of CFD Solutions from 2nd Drag Prediction Workshop

NASA Technical Reports Server (NTRS)

Hemsch, M. J.; Morrison, J. H.

2004-01-01

In June 2001, the first AIAA Drag Prediction Workshop was held to evaluate results obtained from extensive N-Version testing of a series of RANS CFD codes. The geometry used for the computations was the DLR-F4 wing-body combination which resembles a medium-range subsonic transport. The cases reported include the design cruise point, drag polars at eight Mach numbers, and drag rise at three values of lift. Although comparisons of the code-to-code medians with available experimental data were similar to those obtained in previous studies, the code-to-code scatter was more than an order-of-magnitude larger than expected and far larger than desired for design and for experimental validation. The second Drag Prediction Workshop was held in June 2003 with emphasis on the determination of installed pylon-nacelle drag increments and on grid refinement studies. The geometry used was the DLR-F6 wing-body-pylon-nacelle combination for which the design cruise point and the cases run were similar to the first workshop except for additional runs on coarse and fine grids to complement the runs on medium grids. The code-to-code scatter was significantly reduced for the wing-body configuration compared to the first workshop, although still much larger than desired. However, the grid refinement studies showed no sign$cant improvement in code-to-code scatter with increasing grid refinement.

Trapping and manipulation of microparticles using laser-induced convection currents and photophoresis.

PubMed

Flores-Flores, E; Torres-Hurtado, S A; Páez, R; Ruiz, U; Beltrán-Pérez, G; Neale, S L; Ramirez-San-Juan, J C; Ramos-García, R

2015-10-01

In this work we demonstrate optical trapping and manipulation of microparticles suspended in water due to laser-induced convection currents. Convection currents are generated due to laser light absorption in an hydrogenated amorphous silicon (a:Si-H) thin film. The particles are dragged towards the beam's center by the convection currents (Stokes drag force) allowing trapping with powers as low as 0.8 mW. However, for powers >3 mW trapped particles form a ring around the beam due to two competing forces: Stokes drag and thermo-photophoretic forces. Additionally, we show that dynamic beam shaping can be used to trap and manipulate multiple particles by photophotophoresis without the need of lithographically created resistive heaters.

Trapping and manipulation of microparticles using laser-induced convection currents and photophoresis

PubMed Central

Flores-Flores, E.; Torres-Hurtado, S. A.; Páez, R.; Ruiz, U.; Beltrán-Pérez, G.; Neale, S. L.; Ramirez-San-Juan, J. C.; Ramos-García, R.

2015-01-01

In this work we demonstrate optical trapping and manipulation of microparticles suspended in water due to laser-induced convection currents. Convection currents are generated due to laser light absorption in an hydrogenated amorphous silicon (a:Si-H) thin film. The particles are dragged towards the beam's center by the convection currents (Stokes drag force) allowing trapping with powers as low as 0.8 mW. However, for powers >3 mW trapped particles form a ring around the beam due to two competing forces: Stokes drag and thermo-photophoretic forces. Additionally, we show that dynamic beam shaping can be used to trap and manipulate multiple particles by photophotophoresis without the need of lithographically created resistive heaters. PMID:26504655

Comparison of gimbal approaches to decrease drag force and radar cross sectional area in missile application

NASA Astrophysics Data System (ADS)

Sakarya, Doǧan Uǧur

2017-05-01

Drag force effect is an important aspect of range performance in missile applications especially for long flight time. However, old fashioned gimbal approaches force to increase missile diameter. This increase has negative aspect of rising in both drag force and radar cross sectional area. A new gimbal approach was proposed recently. It uses a beam steering optical arrangement. Therefore, it needs less volume envelope for same field of regard and same optomechanical assembly than the old fashioned gimbal approaches. In addition to longer range performance achieved with same fuel in the new gimbal approach, this method provides smaller cross sectional area which can be more invisible in enemies' radar. In this paper, the two gimbal approaches - the old fashioned one and the new one- are compared in order to decrease drag force and radar cross sectional area in missile application. In this study; missile parameters are assumed to generate gimbal and optical design parameters. Optical design is performed according to these missile criteria. Two gimbal configurations are designed with respect to modeled missile parameters. Also analyzes are performed to show decreased drag force and radar cross sectional area in the new approach for comparison.

Drag Reduction Control for Flow over a Hump with Surface-Mounted Thermoacoustic Actuator

DTIC Science & Technology

2015-01-06

integrating qwall over the actuator stripe and taking the average over one oscillation period. This gives Q̇ = 2σq̂/π. Now we can define the drag...itself to produce acoustic waves, the input AC current sinusoidally heats this membrane due to Joule heating and creates surface pressure...such that its heat ca- pacity per unit area (HCPUA) is at least two orders of magnitude smaller than that of the metal . Since the output acoustic power

Winglets on low aspect ratio wings

NASA Technical Reports Server (NTRS)

Kuhlman, John M.; Liaw, Paul

1987-01-01

The drag reduction potentially available from the use of winglets at the tips of low aspect ratio (1.75-2.67) wings with pronounced (45-60 deg) leading edge sweep is assessed numerically for the case of a cruise design point at Mach of 0.8 and a lift coefficient of 0.3. Both wing-winglet and wing-alone design geometries are derived from a linear-theory, minimum induced drag design methodology. Relative performance is evaluated with a nonlinear extended small disturbance potential flow analysis code. Predicted lift coefficient/pressure drag coefficient increases at equal lift for the wing-winglet configurations over the wing-alone planform are of the order of 14.6-15.8, when boundary layer interaction is included.

Effect of Jet-nozzle-expansion Ratio on Drag of Parabolic Afterbodies

NASA Technical Reports Server (NTRS)

Englert, Gerald W; Vargo, Donald J; Cubbison, Robert W

1954-01-01

The interaction of the flow from one convergent and two convergent-divergent nozzles on parabolic afterbodies was studied at free-stream Mach numbers of 2.0, 1.6, and 0.6 over a range of jet pressure ratio. The influence of the jet on boattail and base drag was very pronounced. Study of the total external afterbody drag values at supersonic speeds indicated that, over most of the high-pressure-ratio range, increasing the nozzle design expansion ratio increased the drag even though the boattail area was reduced. Increasing the pressure ratio tended to increase slightly the total-drag increment caused by angle-of-attack operation.

Optimization of flexible wing structures subject to strength and induced drag constraints

NASA Technical Reports Server (NTRS)

Haftka, R. T.

1977-01-01

An optimization procedure for designing wing structures subject to stress, strain, and drag constraints is presented. The optimization method utilizes an extended penalty function formulation for converting the constrained problem into a series of unconstrained ones. Newton's method is used to solve the unconstrained problems. An iterative analysis procedure is used to obtain the displacements of the wing structure including the effects of load redistribution due to the flexibility of the structure. The induced drag is calculated from the lift distribution. Approximate expressions for the constraints used during major portions of the optimization process enhance the efficiency of the procedure. A typical fighter wing is used to demonstrate the procedure. Aluminum and composite material designs are obtained. The tradeoff between weight savings and drag reduction is investigated.

Caging Mechanism for a drag-free satellite position sensor

NASA Technical Reports Server (NTRS)

Hacker, R.; Mathiesen, J.; Debra, D. B.

1976-01-01

A disturbance compensation system for satellites based on the drag-free concept was mechanized and flown, using a spherical proof mass and a cam-guided caging mechanism. The caging mechanism controls the location of the proof mass for testing and constrains it during launch. Design requirements, design details, and hardware are described.

Multifidelity Analysis and Optimization for Supersonic Design

NASA Technical Reports Server (NTRS)

Kroo, Ilan; Willcox, Karen; March, Andrew; Haas, Alex; Rajnarayan, Dev; Kays, Cory

2010-01-01

Supersonic aircraft design is a computationally expensive optimization problem and multifidelity approaches over a significant opportunity to reduce design time and computational cost. This report presents tools developed to improve supersonic aircraft design capabilities including: aerodynamic tools for supersonic aircraft configurations; a systematic way to manage model uncertainty; and multifidelity model management concepts that incorporate uncertainty. The aerodynamic analysis tools developed are appropriate for use in a multifidelity optimization framework, and include four analysis routines to estimate the lift and drag of a supersonic airfoil, a multifidelity supersonic drag code that estimates the drag of aircraft configurations with three different methods: an area rule method, a panel method, and an Euler solver. In addition, five multifidelity optimization methods are developed, which include local and global methods as well as gradient-based and gradient-free techniques.

The effects on cruise drag of installing long-duct refan-engine nacelles on the McDonnell Douglas DC-8-50 and -61

NASA Technical Reports Server (NTRS)

Callaghan, J. T.; Donelson, J. E.; Morelli, J. P.

1973-01-01

A high-speed wind tunnel test was conducted to determine the effect on cruise performance of installing long-duct refan-engine nacelles on the DC-8-50 and -61 models. Drag data and wing/pylon/nacelle channel pressure data are presented. At a typical cruise condition there exists a very small interference drag penalty of less than one-percent of total cruise data for the Refan installation. Pressure data indicate that some supersonic flow is present in the inboard channel of the inboard refan nacelle installation, but it is not sufficient to cause any wave drag on boundary layer separation. One pylon modification, which takes the form of pylon bumps, was tested. It resulted in a drag penalty, because its design goal of eliminating shock-related interference drag was not required and the bump thus became a source of additional parasite drag.

Launch and Functional Considerations Guiding the Scaling and Design of Rigid Inflatable Habitat Modules

NASA Astrophysics Data System (ADS)

Bell, L.

2002-01-01

The Sasakawa International Center for Space Architecture (SICSA) has a long history of projects that involve design of space structures, including habitats for low-Earth orbit (LEO) and planetary applications. Most of these facilities and component systems are planned to comply with size, geometry and mass restrictions imposed by the Space Shuttle Orbiter's payload and lift/landing abort restrictions. These constraints limit launch elements to approximately 15 ft. diameter, 40 ft. long cylindrical dimensions weighing no more than approximately 25 metric tons. It is clear that future success of commercial space programs such as tourism will hinge upon the availability of bigger and more efficient Earth to LEO launch vehicles which can greatly reduce transportation and operational costs. This will enable development and utilization of larger habitat modules and other infrastructure elements which can be deployed with fewer launches and on-orbit assembly procedures. The sizing of these new heavy lift launchers should be scaled to optimize habitat functionality and efficiency, just as the habitat designs must consider optimization of launch vehicle economy. SICSA's planning studies address these vehicle and habitat optimization priorities as parallel and interdependent considerations. The allowable diameter of habitat modules established by launch vehicle capacity dictates functionally acceptable internal configuration options. Analyses of these options relative to practical dimensions for Earth-to-orbit launch vehicle scaling were conducted for two general schemes. The "bologna slice" configuration stacks the floors within a predominately cylindrical or spherical envelope, producing circular areas. The "banana split" approach divides a cylindrical module longitudinally, creating floors that are generally rectangular in shape. The assessments established minimum sizes for reasonable utility and efficiency. The bologna slice option. This configuration is only acceptable for modules with diameters of approximately 45 ft. or more. Smaller dimensions will severely limit maximum sight lines, creating claustrophobic conditions. Equipment racks and other elements typically located around internal parameters will further reduce open areas, and vertical circulation access ways between floor levels will diminish usable space even more. However this scheme can work very well for larger diameter habitats, particularly for surface applications where a relatively wide-based/low height module is to be landed vertically. The banana split option. A longitudinal floor orientation can serve very satisfactorily for modules with diameters of 15 ft. or more. Unlike the bologna slice's circular floors, the rectangular spaces offer considerable versatility to accommodate diverse equipment and functional arrangements. Modules smaller than 15 ft. in diameter (the International Space Station standard) will be incompatible with efficient equipment rack design and layouts due to tight-radius wall curvatures. Beyond the 15 ft. diameters, it is logical to scale the modules at dimensional increments based upon the number of desired floors, allowing approximately 8-9 ft. of height/level. Current SICSA Mars mission planning advocates development of new launchers with payload accommodations for 45 ft. diameter, 200 metric ton cargo elements. This large booster will offer launch economies along with habitat scaling advantages. Launch system design efficiencies are influenced by the amount of functional drag that results as the vehicle passes through the Earth's atmosphere. These drag losses are subject to a "cubed-squared law". As the launchcraft's external dimensions increase, its surface area increases with the square of the dimension, while the volume increases with the cube. Since drag is a function of surface, not volume, increasing the vehicle size will reduce proportional drag losses. For this reason, the huge Saturn V Moon rocket experienced relatively low drag. Module pressure envelope geometries also influence internal layout versatility and functionality. SICSA examined cylindrical and spherical envelope approaches for habitat module application, exploring special advantages and disadvantages each presented. The 45 ft. diameter sphere constrained functional volumes and layouts around the upper level perimeter. A modified scheme was selected which reshaped and expanded the height of that area. SICSA's final plan proposes 45 ft. diameter modules of modified spherical form.

Mars entry guidance based on an adaptive reference drag profile

NASA Astrophysics Data System (ADS)

Liang, Zixuan; Duan, Guangfei; Ren, Zhang

2017-08-01

The conventional Mars entry tracks a fixed reference drag profile (FRDP). To improve the landing precision, a novel guidance approach that utilizes an adaptive reference drag profile (ARDP) is presented. The entry flight is divided into two phases. For each phase, a family of drag profiles corresponding to various trajectory lengths is planned. Two update windows are investigated for the reference drag profile. At each window, the ARDP is selected online from the profile database according to the actual range-to-go. The tracking law for the selected drag profile is designed based on the feedback linearization. Guidance approaches using the ARDP and the FRDP are then tested and compared. Simulation results demonstrate that the proposed ARDP approach achieves much higher guidance precision than the conventional FRDP approach.

Biofilm community structure and the associated drag penalties of a groomed fouling release ship hull coating.

PubMed

Hunsucker, Kelli Z; Vora, Gary J; Hunsucker, J Travis; Gardner, Harrison; Leary, Dagmar H; Kim, Seongwon; Lin, Baochuan; Swain, Geoffrey

2018-02-01

Grooming is a proactive method to keep a ship's hull free of fouling. This approach uses a frequent and gentle wiping of the hull surface to prevent the recruitment of fouling organisms. A study was designed to compare the community composition and the drag associated with biofilms formed on a groomed and ungroomed fouling release coating. The groomed biofilms were dominated by members of the Gammaproteobacteria and Alphaproteobacteria as well the diatoms Navicula, Gomphonemopsis, Cocconeis, and Amphora. Ungroomed biofilms were characterized by Phyllobacteriaceae, Xenococcaceae, Rhodobacteraceae, and the pennate diatoms Cyclophora, Cocconeis, and Amphora. The drag forces associated with a groomed biofilm (0.75 ± 0.09 N) were significantly less than the ungroomed biofilm (1.09 ± 0.06 N). Knowledge gained from this study has helped the design of additional testing which will improve grooming tool design, minimizing the growth of biofilms and thus lowering the frictional drag forces associated with groomed surfaces.

A Reassessment of Heavy-Duty Truck Aerodynamic Design Features and Priorities

NASA Technical Reports Server (NTRS)

Saltzman, Edwin J.; Meyer, Robert R., Jr.

1999-01-01

Between 1973 and 1982, the NASA Dryden Flight Research Center conducted "coast-down" tests demonstrating means for reducing the drag of trucks, buses, and motor homes. Numerous configurations were evaluated using a box-shaped test van, a two-axle truck, and a tractor-semitrailer combination. Results from three configurations of the test van are of interest now in view of a trucking industry goal of a 0.25 drag coefficient for tractor-semitrailer combinations. Two test van configurations with blunt-base geometry, similar to present day trucks (one configuration has square front comers and the other has rounded front comers), quantify the base drag increase associated with reduced forebody drag. Hoemer's equations predict this trend; however, test van results, reinforced by large-scale air vehicle data, indicate that Hoemer's formula greatly underestimates this dependence of base drag on forebody efficiency. The demonstrated increase in base drag associated with forebody refinement indicates that the goal of a 0.25 drag coefficient will not be achieved without also reducing afterbody drag. A third configuration of the test van had a truncated boattail to reduce afterbody drag and achieved a drag coefficient of 0.242. These results are included here and references are identified for other means of reducing afterbody drag.

A new method to calculate unsteady particle kinematics and drag coefficient in a subsonic post-shock flow

NASA Astrophysics Data System (ADS)

Bordoloi, Ankur D.; Ding, Liuyang; Martinez, Adam A.; Prestridge, Katherine; Adrian, Ronald J.

2018-07-01

We introduce a new method (piecewise integrated dynamics equation fit, PIDEF) that uses the particle dynamics equation to determine unsteady kinematics and drag coefficient (C D) for a particle in subsonic post-shock flow. The uncertainty of this method is assessed based on simulated trajectories for both quasi-steady and unsteady flow conditions. Traditional piecewise polynomial fitting (PPF) shows high sensitivity to measurement error and the function used to describe C D, creating high levels of relative error (1) when applied to unsteady shock-accelerated flows. The PIDEF method provides reduced uncertainty in calculations of unsteady acceleration and drag coefficient for both quasi-steady and unsteady flows. This makes PIDEF a preferable method over PPF for complex flows where the temporal response of C D is unknown. We apply PIDEF to experimental measurements of particle trajectories from 8-pulse particle tracking and determine the effect of incident Mach number on relaxation kinematics and drag coefficient of micron-sized particles.

Design of a Slotted, Natural-Laminar-Flow Airfoil for Business-Jet Applications

NASA Technical Reports Server (NTRS)

Somers, Dan M.

2012-01-01

A 14-percent-thick, slotted, natural-laminar-flow airfoil, the S204, for light business-jet applications has been designed and analyzed theoretically. The two primary objectives of high maximum lift, relatively insensitive to roughness, and low profile drag have been achieved. The drag-divergence Mach number is predicted to be greater than 0.70.

Aerodynamic characteristics of the 10-percent-thick NASA supercritical airfoil 33 designed for a normal-force coefficient of 0.7

NASA Technical Reports Server (NTRS)

Harris, C. D.

1975-01-01

A 10-percent-thick supercritical airfoil based on an off-design sonic-pressure plateau criterion was developed and experimental aerodynamic characteristics measured. The airfoil had a design normal-force coefficient of 0.7 and was identified as supercritical airfoil 33. Results show the airfoil to have good drag rise characteristics over a wide range of normal-force coefficients with no measurable shock losses up to the Mach numbers at which drag divergence occurred for normal-force coefficients up to 0.7. Comparisons of experimental and theoretical characteristics were made and composite drag rise characteristics were derived for normal-force coefficients of 0.5 and 0.7 and a Reynolds number of 40 million.

Drag Reduction On Multiscale Superhydrophobic Surfaces

NASA Astrophysics Data System (ADS)

Jenner, Elliot; Barbier, Charlotte; D'Urso, Brian

2013-11-01

Fluid drag reduction is of great interest in a variety of fields, including hull engineering, microfluidics, and drug delivery. We fabricated samples with multi-scale superhydrophobic surfaces, which consist of hexagonally self-ordered microscopic spikes grown via anodization on macroscopic grooves cut in aluminum. The hydrodynamic drag properties were studied with a cone-and-plate rheometer, showing significant drag reduction near 15% in turbulent flow and near 30% in laminar flow. In addition to these experiments, numerical simulations were performed in order to estimate the slip length at high speeds. Furthermore, we will report on the progress of experiments with a new type of surface combining superhydrophobic surfaces like those discussed above with Slippery Liquid Infused Porous Surfaces (SLIPS), which utilize an oil layer to create a hydrophobic self-repairing surface. These ``Super-SLIPS'' may combine the best properties of both superhydrophobic surfaces and SLIPS, by combining a drag reducing air-layer and an oil layer which may improve durability and biofouling resistance. This research was supported by the ORNL Seed Money Program. Oak Ridge National Laboratory is managed by UT-Battelle, LLC, for the U.S. Dept. of Energy under contract DE-AC05-00OR22725.

The Effects of Propulsive Jetting on Drag of a Streamlined body

NASA Astrophysics Data System (ADS)

Krieg, Michael; Mohseni, Kamran

2017-11-01

Recently an abundance of bioinspired underwater vehicles have emerged to leverage eons of evolution. Our group has developed a propulsion technique inspired by jellyfish and squid. Propulsive jets are generated by ingesting and expelling water from a flexible internal cavity. We have demonstrated thruster capabilities for maneuvering on AUV platforms, where the internal thruster geometry minimized forward drag; however, such a setup cannot characterize propulsive efficiency. Therefore, we created a new streamlined vehicle platform that produces unsteady jets for forward propulsion rather than maneuvering. The streamlined jetting body is placed in a water tunnel and held stationary while jetting frequency and background flow velocity are varied. For each frequency/velocity pair the flow field is measured around the surface and in the wake using PIV. Using the zero jetting frequency as a baseline for each background velocity, the passive body drag is related to the velocity distribution. For cases with active jetting the drag and jetting forces are estimated from the velocity field and compared to the passive case. For this streamlined body, the entrainment of surrounding flow into the propulsive jet can reduce drag forces in addition to the momentum transfer of the jet itself. Office of Naval Research.

Stochastic Methods for Aircraft Design

NASA Technical Reports Server (NTRS)

Pelz, Richard B.; Ogot, Madara

1998-01-01

The global stochastic optimization method, simulated annealing (SA), was adapted and applied to various problems in aircraft design. The research was aimed at overcoming the problem of finding an optimal design in a space with multiple minima and roughness ubiquitous to numerically generated nonlinear objective functions. SA was modified to reduce the number of objective function evaluations for an optimal design, historically the main criticism of stochastic methods. SA was applied to many CFD/MDO problems including: low sonic-boom bodies, minimum drag on supersonic fore-bodies, minimum drag on supersonic aeroelastic fore-bodies, minimum drag on HSCT aeroelastic wings, FLOPS preliminary design code, another preliminary aircraft design study with vortex lattice aerodynamics, HSR complete aircraft aerodynamics. In every case, SA provided a simple, robust and reliable optimization method which found optimal designs in order 100 objective function evaluations. Perhaps most importantly, from this academic/industrial project, technology has been successfully transferred; this method is the method of choice for optimization problems at Northrop Grumman.

Robust Airfoil Optimization to Achieve Consistent Drag Reduction Over a Mach Range

NASA Technical Reports Server (NTRS)

Li, Wu; Huyse, Luc; Padula, Sharon; Bushnell, Dennis M. (Technical Monitor)

2001-01-01

We prove mathematically that in order to avoid point-optimization at the sampled design points for multipoint airfoil optimization, the number of design points must be greater than the number of free-design variables. To overcome point-optimization at the sampled design points, a robust airfoil optimization method (called the profile optimization method) is developed and analyzed. This optimization method aims at a consistent drag reduction over a given Mach range and has three advantages: (a) it prevents severe degradation in the off-design performance by using a smart descent direction in each optimization iteration, (b) there is no random airfoil shape distortion for any iterate it generates, and (c) it allows a designer to make a trade-off between a truly optimized airfoil and the amount of computing time consumed. For illustration purposes, we use the profile optimization method to solve a lift-constrained drag minimization problem for 2-D airfoil in Euler flow with 20 free-design variables. A comparison with other airfoil optimization methods is also included.

Hydrodynamic Drag Force Measurement Of A Functionalized Surface Exhibiting Superhydrophobic Properties

DTIC Science & Technology

2016-12-01

22. Completed Test Stand. ...............................................................................24 Figure 23. Steel Spring and Mesh...topography that is superhydrophobic. Furthering this research, Zuhlke et al. [27] using FLSP, created stainless steel and titanium samples with...synthetic stomach acid. Each sample created attained initial wetting angles greater than 160 degrees while the stainless steel samples had a better

Computer-aided controllability assessment of generic manned Space Station concepts

NASA Technical Reports Server (NTRS)

Ferebee, M. J.; Deryder, L. J.; Heck, M. L.

1984-01-01

NASA's Concept Development Group assessment methodology for the on-orbit rigid body controllability characteristics of each generic configuration proposed for the manned space station is presented; the preliminary results obtained represent the first step in the analysis of these eight configurations. Analytical computer models of each configuration were developed by means of the Interactive Design Evaluation of Advanced Spacecraft CAD system, which created three-dimensional geometry models of each configuration to establish dimensional requirements for module connectivity, payload accommodation, and Space Shuttle berthing; mass, center-of-gravity, inertia, and aerodynamic drag areas were then derived. Attention was also given to the preferred flight attitude of each station concept.

Evaluation of Skin Friction Drag for Liner Applications in Aircraft

NASA Technical Reports Server (NTRS)

Gerhold, Carl H.; Brown, Martha C.; Jasinski, Christopher M.

2016-01-01

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.

Transonic aerodynamic characteristics of the 10-percent-thick NASA supercritical airfoil 31

NASA Technical Reports Server (NTRS)

Harris, C. D.

1975-01-01

Refinements in a 10 percent thick supercritical airfoil (airfoil 31) have produced significant improvements in the drag characteristics compared with those for an earlier supercritical airfoil (airfoil 12) designed for the same normal force coefficient of 0.7. Drag creep was practically eliminated at normal force coefficients between about 0.4 and 0.7 and was greatly reduced at other normal force coefficients. Substantial reductions in the drag levels preceding drag divergence were also achieved at all normal force coefficients. The Mach numbers at which drag diverges were delayed for airfoil 31 at normal force coefficients up to about 0.6 (by approximately 0.01 and 0.02 at normal force coefficients of 0.4 and 0.6, respectively) but drag divergence occurred at slightly lower Mach numbers at higher normal force coefficients.

LAGRANGE: LAser GRavitational-wave ANtenna in GEodetic Orbit

NASA Astrophysics Data System (ADS)

Buchman, S.; Conklin, J. W.; Balakrishnan, K.; Aguero, V.; Alfauwaz, A.; Aljadaan, A.; Almajed, M.; Altwaijry, H.; Saud, T. A.; Byer, R. L.; Bower, K.; Costello, B.; Cutler, G. D.; DeBra, D. B.; Faied, D. M.; Foster, C.; Genova, A. L.; Hanson, J.; Hooper, K.; Hultgren, E.; Klavins, A.; Lantz, B.; Lipa, J. A.; Palmer, A.; Plante, B.; Sanchez, H. S.; Saraf, S.; Schaechter, D.; Shu, K.; Smith, E.; Tenerelli, D.; Vanbezooijen, R.; Vasudevan, G.; Williams, S. D.; Worden, S. P.; Zhou, J.; Zoellner, A.

2013-01-01

We describe a new space gravitational wave observatory design called LAG-RANGE that maintains all important LISA science at about half the cost and with reduced technical risk. It consists of three drag-free spacecraft in a geocentric formation. Fixed antennas allow continuous contact with the Earth, solving the problem of communications bandwidth and latency. A 70 mm diameter sphere with a 35 mm gap to its enclosure serves as the single inertial reference per spacecraft, operating in “true” drag-free mode (no test mass forcing). Other advantages are: a simple caging design based on the DISCOS 1972 drag-free mission, an all optical read-out with pm fine and nm coarse sensors, and the extensive technology heritage from the Honeywell gyroscopes, and the DISCOS and Gravity Probe B drag-free sensors. An Interferometric Measurement System, designed with reflective optics and a highly stabilized frequency standard, performs the ranging between test masses and requires a single optical bench with one laser per spacecraft. Two 20 cm diameter telescopes per spacecraft, each with infield pointing, incorporate novel technology developed for advanced optical systems by Lockheed Martin, who also designed the spacecraft based on a multi-flight proven bus structure. Additional technological advancements include updated drag-free propulsion, thermal control, charge management systems, and materials. LAGRANGE subsystems are designed to be scalable and modular, making them interchangeable with those of LISA or other gravitational science missions. We plan to space qualify critical technologies on small and nano satellite flights, with the first launch (UV-LED Sat) in 2013.

Gravitational mass attraction measurement for drag-free references

NASA Astrophysics Data System (ADS)

Swank, Aaron J.

Exciting new experiments in gravitational physics are among the proposed future space science missions around the world. Such future space science experiments include gravitational wave observatories, which require extraordinarily precise instruments for gravitational wave detection. In fact, future space-based gravitational wave observatories require the use of a drag free reference sensor, which is several orders of magnitude more precise than any drag free satellite launched to date. With the analysis methods and measurement techniques described in this work, there is one less challenge associated with achieving the high-precision drag-free satellite performance levels required by gravitational wave observatories. One disturbance critical to the drag-free performance is an acceleration from the mass attraction between the spacecraft and drag-free reference mass. A direct measurement of the gravitational mass attraction force is not easily performed. Historically for drag-free satellite design, the gravitational attraction properties were estimated by using idealized equations between a point mass and objects of regular geometric shape with homogeneous density. Stringent requirements are then placed on the density distribution and fabrication tolerances for the drag-free reference mass and satellite components in order to ensure that the allocated gravitational mass attraction disturbance budget is not exceeded due to the associated uncertainty in geometry and mass properties. Yet, the uncertainty associated with mass properties and geometry generate an unacceptable uncertainty in the mass attraction calculation, which make it difficult to meet the demanding drag-free performance requirements of future gravitational wave observatories. The density homogeneity and geometrical tolerances required to meet the overall drag-free performance can easily force the use of special materials or manufacturing processes, which are impractical or not feasible. The focus of this research is therefore to develop the necessary equations for the gravitational mass attraction force and gradients between two general distributed bodies. Assuming the drag-free reference mass to be a single point mass object is no longer necessary for the gravitational attraction calculations. Furthermore, the developed equations are coupled with physical measurements in order to eliminate the mass attraction uncertainty associated with mass properties. The mass attraction formula through a second order expansion consists of the measurable quantifies of mass, mass center, and moment of inertia about the mass center. Thus, the gravitational self-attraction force on the drag free reference due to the satellite can be indirectly measured. By incorporating physical measurements into the mass attraction calculation, the uncertainty in the density distribution as well as geometrical variations due to the manufacturing process are included in the analysis. For indirect gravitational mass attraction measurements, the corresponding properties of mass, mass center, and moment of inertia must be precisely determined for the proof mass and satellite components. This work focuses on the precision measurement of the moment of inertia for the drag-free test mass. Presented here is the design of a new moment of inertia measurement apparatus utilizing a five-wire torsion pendulum design. The torsion pendulum is utilized to measure the moment of inertia tensor for a prospective drag-free test mass geometry. The measurement results presented indicate the prototype five-wire torsion has matched current state of the art precision. With only minimal work to reduce laboratory environmental disturbances, the apparatus has the prospect of exceeding state of the art precision by almost an order of magnitude. In addition, the apparatus is shown to be capable of measuring the mass center offset from the geometric center to a level better than typical measurement devices. Although the pendulum was not originally designed for mass center measurements, preliminary results indicate an apparatus with a similar design may have the potential of achieving state of the art precision.

Experimental Investigation of a Point Design Optimized Arrow Wing HSCT Configuration

NASA Technical Reports Server (NTRS)

Narducci, Robert P.; Sundaram, P.; Agrawal, Shreekant; Cheung, S.; Arslan, A. E.; Martin, G. L.

1999-01-01

The M2.4-7A Arrow Wing HSCT configuration was optimized for straight and level cruise at a Mach number of 2.4 and a lift coefficient of 0.10. A quasi-Newton optimization scheme maximized the lift-to-drag ratio (by minimizing drag-to-lift) using Euler solutions from FL067 to estimate the lift and drag forces. A 1.675% wind-tunnel model of the Opt5 HSCT configuration was built to validate the design methodology. Experimental data gathered at the NASA Langley Unitary Plan Wind Tunnel (UPWT) section #2 facility verified CFL3D Euler and Navier-Stokes predictions of the Opt5 performance at the design point. In turn, CFL3D confirmed the improvement in the lift-to-drag ratio obtained during the optimization, thus validating the design procedure. A data base at off-design conditions was obtained during three wind-tunnel tests. The entry into NASA Langley UPWT section #2 obtained data at a free stream Mach number, M(sub infinity), of 2.55 as well as the design Mach number, M(sub infinity)=2.4. Data from a Mach number range of 1.8 to 2.4 was taken at UPWT section #1. Transonic and low supersonic Mach numbers, M(sub infinity)=0.6 to 1.2, was gathered at the NASA Langley 16 ft. Transonic Wind Tunnel (TWT). In addition to good agreement between CFD and experimental data, highlights from the wind-tunnel tests include a trip dot study suggesting a linear relationship between trip dot drag and Mach number, an aeroelastic study that measured the outboard wing deflection and twist, and a flap scheduling study that identifies the possibility of only one leading-edge and trailing-edge flap setting for transonic cruise and another for low supersonic acceleration.

Terminal velocity and drag reduction measurements on superhydrophobic spheres

NASA Astrophysics Data System (ADS)

McHale, G.; Shirtcliffe, N. J.; Evans, C. R.; Newton, M. I.

2009-02-01

Super water-repellent surfaces occur naturally on plants and aquatic insects and are created in the laboratory by combining micro- or nanoscale surface topographic features with hydrophobic surface chemistry. When such types of water-repellent surfaces are submerged they can retain a film of air (a plastron). In this work, we report measurements of the terminal velocity of solid acrylic spheres with various surface treatments settling under the action of gravity in water. We observed increases in terminal velocity corresponding to drag reduction of between 5% and 15% for superhydrophobic surfaces that carry plastrons.

Lift Augmentation on a Delta Wing via Leading Edge Fences and the Gurney Flap

NASA Technical Reports Server (NTRS)

Buchholz, Mark D.; Tso, Jin

1993-01-01

Wind tunnel tests have been conducted on two devices for the purpose of lift augmentation on a 60 deg delta wing at low speed. Lift, drag, pitching moment, and surface pressures were measured. Detailed flow visualization was also obtained. Both the leading edge fence and the Gurney flap are shown to increase lift. The fences and flap shift the lift curve by as much as 5 deg and 10 deg, respectively. The fences aid in trapping vortices on the upper surface, thereby increasing suction. The Gurney flap improves circulation at the trailing edge. The individual influences of both devices are roughly additive, creating high lift gain. However, the lower lift to drag ratio and the precipitation of vortex burst caused by the fences, and the nose down pitching moment created by the flap are also significant factors.

The potential of hybrid micro-vortex generators to control flow separation of NACA 4415 airfoil in subsonic flow

NASA Astrophysics Data System (ADS)

Jumahadi, Muhammad Taufiq; Saad, Mohd Rashdan; Idris, Azam Che; Sujipto, Suriyadi; Rahman, Mohd Rosdzimin Abdul

2018-02-01

Boundary layer separation is detrimental to the lift and drag of most aeronautical applications. Many vortex generators (VG), both passive and active have been designed to reduce these drawbacks. This study targets to investigate the effectiveness of hybrid micro-VGs, which combine both active and passive micro-VGs in controlling separation under subsonic conditions. NACA 4415 airfoils installed with passive, active and hybrid micro-VGs each are designed, 3D printed, and tested in a wind tunnel at 26.19 m/s under Re = 2.5x105. The lift and drag measurements from a 3-component force balance prove that hybrid micro-VGs increase lift by up to 21.2%, increase drag by more than 11.3% and improve lift-to-drag ratio by at least 8.6% until up to 33.7%. From this research, it is believed that hybrid micro-VGs are competitive to the performance of active VGs and a better configuration is to be considered to reduce parasitic drag and outstand active VGs.

Design of a cusped field thruster for drag-free flight

NASA Astrophysics Data System (ADS)

Liu, H.; Chen, P. B.; Sun, Q. Q.; Hu, P.; Meng, Y. C.; Mao, W.; Yu, D. R.

2016-09-01

Drag-free flight has played a more and more important role in many space missions. The thrust control system is the key unit to achieve drag-free flight by providing a precise compensation for the disturbing force except gravity. The cusped field thruster has shown a significant potential to be capable of the function due to its long life, high efficiency, and simplicity. This paper demonstrates a cusped field thruster's feasibility in drag-free flight based on its instinctive characteristics and describes a detailed design of a cusped field thruster made by Harbin Institute of Technology (HIT). Furthermore, the performance test is conducted, which shows that the cusped field thruster can achieve a continuously variable thrust from 1 to 20 mN with a low noise and high resolution below 650 W, and the specific impulse can achieve 1800 s under a thrust of 18 mN and discharge voltage of 1000 V. The thruster's overall performance indicates that the cusped field thruster is quite capable of achieving drag-free flight. With the further optimization, the cusped field thruster will exhibit a more extensive application value.

Effects of Winglets on the Drag of a Low-Aspect-Ratio Configuration

NASA Technical Reports Server (NTRS)

Smith, Leigh Ann; Campbell, Richard L.

1996-01-01

A wind-tunnel investigation has been performed to determine the effect of winglets on the induced drag of a low-aspect-ratio wing configuration at Mach numbers between 0.30 and 0.85 and a nominal angle-of-attack range from -2 deg to 20 deg. Results of the tests at the cruise lift coefficient showed significant increases in lift-drag ratio for the winglet configuration relative to a wing-alone configuration designed for the same lift coefficient and Mach number. Further, even larger increases in lift-drag ratio were observed at lift coefficients above the design value at all Mach numbers tested. The addition of these winglets had a negligible effect on the static lateral-directional stability characteristics of the configuration. No tests were made to determine the effect of these winglets at supersonic Mach numbers, where increases in drag caused by winglets might be more significant. Computational analyses were also performed for the two configurations studied. Linear and small-disturbance formulations were used. The codes were found to give reasonable performance estimates sufficient for predicting changes of this magnitude.

Drag measurements on a laminar flow body of revolution in Langley's 13 inch magnetic suspension and balance system. M.S. Thesis

NASA Technical Reports Server (NTRS)

Dress, David A.

1988-01-01

Low-speed wind tunnel drag force measurements were taken on a laminar flow body of revolution free of support interference. This body was tested at zero incidence in the NASA Langley 13 inch Magnetic Suspension and Balance System (MSBS). The primary objective of these tests was to substantiate the drag force measuring capabilities of the 13 inch MSBS. A secondary objective was to obtain support interference free drag measurements on an axisymmetric body of interest. Both objectives were met. The drag force calibrations and wind-on repeatability data provide a means of assessing the drag force measuring capabilities of the 13 inch MSBS. The measured drag coefficients for this body are of interest to researchers actively involved in designing minimum drag fuselage shapes. Additional investigations included: the effects of fixing transition; the effects of fins installed in the tail; surface flow visualizations using both liquid crystals and oil flow; and base pressure measurements using a one-channel telemetry system. Two drag prediction codes were used to assess their usefulness in estimating overall body drag. These theoretical results did not compare well with the measured values because of the following: incorrect or non-existent modeling of a laminar separation bubble on the body and incorrect of non-existent estimates of base pressure drag.

Analysis and design of planar and non-planar wings for induced drag minimization

NASA Technical Reports Server (NTRS)

Mortara, K.; Straussfogel, Dennis M.; Maughmer, Mark D.

1991-01-01

The goal of the work was to develop and validate computational tools to be used for the design of planar and non-planar wing geometries for minimum induced drag. Because of the iterative nature of the design problem, it is important that, in addition to being sufficiently accurate for the problem at hand, they are reasonably fast and computationally efficient. Toward this end, a method of predicting induced drag in the presence of a non-rigid wake is coupled with a panel method. The induced drag prediction technique is based on the Kutta-Joukowski law applied at the trailing edge. Until recently, the use of this method has not been fully explored and pressure integration and Trefftz-plane calculations favored. As is shown in this report, however, the Kutta-Joukowski method is able to give better results for a given amount of effort than the more common techniques, particularly when relaxed wakes and non-planar wing geometries are considered. Using these tools, a workable design method is in place which takes into account relaxed wakes and non-planar wing geometries. It is recommended that this method be used to design a wind-tunnel experiment to verify the predicted aerodynamic benefits of non-planar wing geometries.

Assisting People with Multiple Disabilities and Minimal Motor Behavior to Improve Computer Drag-and-Drop Efficiency through a Mouse Wheel

ERIC Educational Resources Information Center

Shih, Ching-Hsiang

2011-01-01

This study evaluated whether two people with multiple disabilities and minimal motor behavior would be able to improve their Drag-and-Drop (DnD) performance using their finger/thumb poke ability with a mouse scroll wheel through a Dynamic Drag-and-Drop Assistive Program (DDnDAP). A multiple probe design across participants was used in this study…

Active skin for turbulent drag reduction

NASA Astrophysics Data System (ADS)

Rediniotis, Othon K.; Lagoudas, Dimitris C.; Mani, Raghavendran; Karniadakis, George

2002-07-01

Drag reduction for aerial vehicles has a range of positive ramifications: reduced fuel consumption with the associated economic and environmental consequences, larger flight range and endurance and higher achievable flight speeds. This work capitalizes on recent advances in active turbulent drag reduction and active material based actuation to develop an active or 'smart' skin for turbulent drag reduction in realistic flight conditions. The skin operation principle is based on computational evidence that spanwise traveling waves of the right amplitude, wavelength and frequency can result in significant turbulent drag reduction. Such traveling waves can be induced in the smart skin via active-material actuation. The flow control technique pursued is 'micro' in the sense that only micro-scale wave amplitudes (order of 30mm) and energy inputs are sufficient to produce significant benefits. Two actuation principles have been proposed and analyzed. Different skin designs based on these two actuation principles have been discussed. The feasibility of these different actuation possibilities (such as Shape Memory Alloys and Piezoelectric material based actuators) and relative merits of different skin designs are discussed. The realization of a mechanically actuated prototype skin capable of generating a traveling wave, using a rapid prototyping machine, for the purpose of validating the proposed drag reduction technique is also presented.

Aerodynamic study of state transport bus using computational fluid dynamics

NASA Astrophysics Data System (ADS)

Kanekar, Siddhesh; Thakre, Prashant; Rajkumar, E.

2017-11-01

The main purpose of this study was to develop the aerodynamic study of a Maharashtra state road transport bus. The rising fuel price and strict government regulations makes the road transport uneconomical now days. With the objective of increasing fuel efficiency and reducing the emission of harmful exhaust gases. It has been proven experimentally that vehicle consumes almost 40% of the available useful engine power to overcome the drag resistance. This provides us a huge scope to study the influence of aerodynamic drag. The initial of the project was to identify the drag coefficient of the existing ordinary type model called “Parivartan” from ANSYS fluent. After preliminary analysis of the existing model corresponding changes are made in such a way that their implementation should be possible at workshop level. The simulation of the air flow over the bus was performed in two steps: design on SolidWorks CAD and ANSYS (FLUENT) is used as a virtual analysis tool to estimate the drag coefficient of the bus. We have used the turbulence models k-ε Realizable having a better approximation of the actual result. Around 28% improvement in the drag coefficient is achieved by CFD driven changes in the bus design. Coefficient of drag is improved by 28% and fuel efficiency increased by 20% by CFD driven changes.

How should Fitts' Law be applied to human-computer interaction?

NASA Technical Reports Server (NTRS)

Gillan, D. J.; Holden, K.; Adam, S.; Rudisill, M.; Magee, L.

1992-01-01

The paper challenges the notion that any Fitts' Law model can be applied generally to human-computer interaction, and proposes instead that applying Fitts' Law requires knowledge of the users' sequence of movements, direction of movement, and typical movement amplitudes as well as target sizes. Two experiments examined a text selection task with sequences of controlled movements (point-click and point-drag). For the point-click sequence, a Fitts' Law model that used the diagonal across the text object in the direction of pointing (rather than the horizontal extent of the text object) as the target size provided the best fit for the pointing time data, whereas for the point-drag sequence, a Fitts' Law model that used the vertical size of the text object as the target size gave the best fit. Dragging times were fitted well by Fitts' Law models that used either the vertical or horizontal size of the terminal character in the text object. Additional results of note were that pointing in the point-click sequence was consistently faster than in the point-drag sequence, and that pointing in either sequence was consistently faster than dragging. The discussion centres around the need to define task characteristics before applying Fitts' Law to an interface design or analysis, analyses of pointing and of dragging, and implications for interface design.

Hub and pylon fairing integration for helicopter drag reduction

NASA Technical Reports Server (NTRS)

Martin, D. M.; Mort, R. W.; Squires, P. K.; Young, L. A.

1991-01-01

The results of testing hub and pylon fairings mounted on a one-fifth scale helicopter with the goal of reducing parasite drag are presented. Lift, drag, and pitching moment, as well as side force and yawing moment, were measured. The primary objective of the test was to validate the drag reduction capability of integrated hub and pylon configurations in the aerodynamic environment produced by a rotating hub in forward flight. In addition to the baseline helicopter without fairings, three hub fairings and three pylon fairings were tested in various combinations. The three hub fairings tested reflect two different conceptual design approaches to implementing an integrated fairing configuration on an actual aircraft. The design philosophy is discussed in detail and comparisons are made between the wind tunnel models and potential full-scale prototypes. The data show that model drag can be reduced by as much as 20.8 percent by combining a small hub fairing with circular arc upper and flat lower surfaces and a nontapered 34-percent thick pylon fairing. Aerodynamic effects caused by the fairings, which may have a significant impact on static longitudinal and directional stability, were observed. The results support previous research which showed that the greatest reduction in model drag is achieved if the hub and pylon fairings are integrated with minimum gap between the two.

Investigation of new radar-data-reduction techniques used to determine drag characteristics of a free-flight vehicle

NASA Technical Reports Server (NTRS)

Woodbury, G. E.; Wallace, J. W.

1974-01-01

An investigation was conducted of new techniques used to determine the complete transonic drag characteristics of a series of free-flight drop-test models using principally radar tracking data. The full capabilities of the radar tracking and meteorological measurement systems were utilized. In addition, preflight trajectory design, exact kinematic equations, and visual-analytical filtering procedures were employed. The results of this study were compared with the results obtained from analysis of the onboard, accelerometer and pressure sensor data of the only drop-test model that was instrumented. The accelerometer-pressure drag curve was approximated by the radar-data drag curve. However, a small amplitude oscillation on the latter curve precluded a precise definition of its drag rise.

A comprehensive plan for helicopter drag reduction

NASA Technical Reports Server (NTRS)

Williams, R. M.; Montana, P. S.

1975-01-01

Current helicopters have parasite drag levels 6 to 10 times as great as fixed wing aircraft. The commensurate poor cruise efficiency results in a substantial degradation of potential mission capability. The paper traces the origins of helicopter drag and shows that the problem (primarily due to bluff body flow separation) can be solved by the adoption of a comprehensive research and development plan. This plan, known as the Fuselage Design Methodology, comprises both nonaerodynamic and aerodynamic aspects. The aerodynamics are discussed in detail and experimental and analytical programs are described which will lead to a solution of the bluff body problem. Some recent results of work conducted at the Naval Ship Research and Development Center (NSRDC) are presented to illustrate these programs. It is concluded that a 75-per cent reduction of helicopter drag is possible by the full implementation of the Fuselage Design Methodology.

Wind tunnel testing of low-drag airfoils

NASA Technical Reports Server (NTRS)

Harvey, W. Donald; Mcghee, R. J.; Harris, C. D.

1986-01-01

Results are presented for the measured performance recently obtained on several airfoil concepts designed to achieve low drag by maintaining extensive regions of laminar flow without compromising high-lift performance. The wind tunnel results extend from subsonic to transonic speeds and include boundary-layer control through shaping and suction. The research was conducted in the NASA Langley 8-Ft Transonic Pressure Tunnel (TPT) and Low Turbulence Pressure Tunnel (LTPT) which have been developed for testing such low-drag airfoils. Emphasis is placed on identifying some of the major factors influencing the anticipated performance of low-drag airfoils.

The Aerodynamic Optimization of Wings at Subsonic Speeds and the Influence of Wingtip Design. Thesis

NASA Technical Reports Server (NTRS)

Zimmer, H.

1987-01-01

Some of the objectives of modern aircraft development are related to the achievement of reduced fuel consumption and aircraft noise. This investigation is mainly concerned with the aerodynamic aspects of aircraft development, i.e., reduction of induced drag. New studies of wing design, and in particular wing tips, are considered. Induced drag is important since, in cruising flight, it accounts for approximately one-third of the entire drag for the aircraft, and one-half while climbing. A survey is presented for the wing geometries and wing tip designs studied, and theoretical investigations of different planar wings with systematically varied wing tip forms are conducted. Attention is also paid to a theoretical study of some planar and nonplanar wings and their comparison with experimental data.

Investigation of hydrodynamic characteristics of laminar flow condition around sphere using PIV system

NASA Astrophysics Data System (ADS)

Abed, A. H.; Shcheklein, S. E.

2018-05-01

This paper aims to determine the hydrodynamic characteristics of flow around the sphere in unsteady state condition. An experimental test-rig was designed and constructed for this purpose with the application of an adjusted laser optics system. It is based on the technology of pulsed particle visualization of micro tracers in the cross section per unit time interval. Visualization with Particle Image Velocimetry (PIV-system) is used to study the properties of the flow such as its structure. The PIV-system is the most accepted technique allowed one to measure the instantaneous velocity distribution in fluid applications. In this experimental study, o-ring is used to simulate turbulence on the sphere surface and creates very high-level fluctuations, which creates the flow undergoing a laminar-to-turbulent transition. This transition leads to a delay of the separation point of flow from the sphere surface causing a significant reduction in the drag coefficient, reaching 45%. New results obtained can be useful in the development of numerical validation as well as in design processes.

Active Subspaces of Airfoil Shape Parameterizations

NASA Astrophysics Data System (ADS)

Grey, Zachary J.; Constantine, Paul G.

2018-05-01

Design and optimization benefit from understanding the dependence of a quantity of interest (e.g., a design objective or constraint function) on the design variables. A low-dimensional active subspace, when present, identifies important directions in the space of design variables; perturbing a design along the active subspace associated with a particular quantity of interest changes that quantity more, on average, than perturbing the design orthogonally to the active subspace. This low-dimensional structure provides insights that characterize the dependence of quantities of interest on design variables. Airfoil design in a transonic flow field with a parameterized geometry is a popular test problem for design methodologies. We examine two particular airfoil shape parameterizations, PARSEC and CST, and study the active subspaces present in two common design quantities of interest, transonic lift and drag coefficients, under each shape parameterization. We mathematically relate the two parameterizations with a common polynomial series. The active subspaces enable low-dimensional approximations of lift and drag that relate to physical airfoil properties. In particular, we obtain and interpret a two-dimensional approximation of both transonic lift and drag, and we show how these approximation inform a multi-objective design problem.

Helicopter Fuselage Active Flow Control in the Presence of a Rotor

NASA Technical Reports Server (NTRS)

Martin, Preston B; Overmeyer, Austin D.; Tanner, Philip E.; Wilson, Jacob S.; Jenkins, Luther N.

2014-01-01

This work extends previous investigations of active flow control for helicopter fuselage drag and download reduction to include the effects of the rotor. The development of the new wind tunnel model equipped with fluidic oscillators is explained in terms of the previous test results. Large drag reductions greater than 20% in some cases were measured during powered testing without increasing, and in some cases decreasing download in forward flight. As confirmed by Particle Image Velocimetry (PIV), the optimum actuator configuration that provided a decrease in both drag and download appeared to create a virtual (fluidic) boat-tail fairing instead of attaching flow to the ramp surface. This idea of a fluidic fairing shifts the focus of 3D separation control behind bluff bodies from controlling/reattaching surface boundary layers to interacting with the wake flow.

Optimized aerodynamic design process for subsonic transport wing fitted with winglets. [wind tunnel model

NASA Technical Reports Server (NTRS)

Kuhlman, J. M.

1979-01-01

The aerodynamic design of a wind-tunnel model of a wing representative of that of a subsonic jet transport aircraft, fitted with winglets, was performed using two recently developed optimal wing-design computer programs. Both potential flow codes use a vortex lattice representation of the near-field of the aerodynamic surfaces for determination of the required mean camber surfaces for minimum induced drag, and both codes use far-field induced drag minimization procedures to obtain the required spanloads. One code uses a discrete vortex wake model for this far-field drag computation, while the second uses a 2-D advanced panel wake model. Wing camber shapes for the two codes are very similar, but the resulting winglet camber shapes differ widely. Design techniques and considerations for these two wind-tunnel models are detailed, including a description of the necessary modifications of the design geometry to format it for use by a numerically controlled machine for the actual model construction.

Robust Airfoil Optimization in High Resolution Design Space

NASA Technical Reports Server (NTRS)

Li, Wu; Padula, Sharon L.

2003-01-01

The robust airfoil shape optimization is a direct method for drag reduction over a given range of operating conditions and has three advantages: (1) it prevents severe degradation in the off-design performance by using a smart descent direction in each optimization iteration, (2) it uses a large number of B-spline control points as design variables yet the resulting airfoil shape is fairly smooth, and (3) it allows the user to make a trade-off between the level of optimization and the amount of computing time consumed. The robust optimization method is demonstrated by solving a lift-constrained drag minimization problem for a two-dimensional airfoil in viscous flow with a large number of geometric design variables. Our experience with robust optimization indicates that our strategy produces reasonable airfoil shapes that are similar to the original airfoils, but these new shapes provide drag reduction over the specified range of Mach numbers. We have tested this strategy on a number of advanced airfoil models produced by knowledgeable aerodynamic design team members and found that our strategy produces airfoils better or equal to any designs produced by traditional design methods.

Drag reduction through self-texturing compliant bionic materials

PubMed Central

Liu, Eryong; Li, Longyang; Wang, Gang; Zeng, Zhixiang; Zhao, Wenjie; Xue, Qunji

2017-01-01

Compliant fish skin is effectively in reducing drag, thus the design and application of compliant bionic materials may be a good choice for drag reduction. Here we consider the drag reduction of compliant bionic materials. First, ZnO and PDMS mesh modified with n-octadecane were prepared, the drag reduction of self-texturing compliant n-octadecane were studied. The results show that the mesh modified by ZnO and PDMS possess excellent lipophilic and hydrophobic, thus n-octadecane at solid, semisolid and liquid state all have good adhesion with modified mesh. The states of n-octadecane changed with temperature, thus, the surface contact angle and adhesive force all varies obviously at different state. The contact angle decreases with temperature, the adhesive force shows a lower value at semisolid state. Furthermore, the drag testing results show that the compliant n-octadecane film is more effectively in drag reduction than superhydrophobic ZnO/PDMS film, indicating that the drag reduction mechanism of n-octadecane is significantly different with superhydrophobic film. Further research shows that the water flow leads to self-texturing of semisolid state n-octadecane, which is similar with compliant fish skin. Therefore, the compliant bionic materials of semisolid state n-octadecane with regular bulge plays a major role in the drag reduction. PMID:28053309

Drag reduction through self-texturing compliant bionic materials.

PubMed

Liu, Eryong; Li, Longyang; Wang, Gang; Zeng, Zhixiang; Zhao, Wenjie; Xue, Qunji

2017-01-05

Compliant fish skin is effectively in reducing drag, thus the design and application of compliant bionic materials may be a good choice for drag reduction. Here we consider the drag reduction of compliant bionic materials. First, ZnO and PDMS mesh modified with n-octadecane were prepared, the drag reduction of self-texturing compliant n-octadecane were studied. The results show that the mesh modified by ZnO and PDMS possess excellent lipophilic and hydrophobic, thus n-octadecane at solid, semisolid and liquid state all have good adhesion with modified mesh. The states of n-octadecane changed with temperature, thus, the surface contact angle and adhesive force all varies obviously at different state. The contact angle decreases with temperature, the adhesive force shows a lower value at semisolid state. Furthermore, the drag testing results show that the compliant n-octadecane film is more effectively in drag reduction than superhydrophobic ZnO/PDMS film, indicating that the drag reduction mechanism of n-octadecane is significantly different with superhydrophobic film. Further research shows that the water flow leads to self-texturing of semisolid state n-octadecane, which is similar with compliant fish skin. Therefore, the compliant bionic materials of semisolid state n-octadecane with regular bulge plays a major role in the drag reduction.

Drag reduction through self-texturing compliant bionic materials

NASA Astrophysics Data System (ADS)

Liu, Eryong; Li, Longyang; Wang, Gang; Zeng, Zhixiang; Zhao, Wenjie; Xue, Qunji

2017-01-01

Compliant fish skin is effectively in reducing drag, thus the design and application of compliant bionic materials may be a good choice for drag reduction. Here we consider the drag reduction of compliant bionic materials. First, ZnO and PDMS mesh modified with n-octadecane were prepared, the drag reduction of self-texturing compliant n-octadecane were studied. The results show that the mesh modified by ZnO and PDMS possess excellent lipophilic and hydrophobic, thus n-octadecane at solid, semisolid and liquid state all have good adhesion with modified mesh. The states of n-octadecane changed with temperature, thus, the surface contact angle and adhesive force all varies obviously at different state. The contact angle decreases with temperature, the adhesive force shows a lower value at semisolid state. Furthermore, the drag testing results show that the compliant n-octadecane film is more effectively in drag reduction than superhydrophobic ZnO/PDMS film, indicating that the drag reduction mechanism of n-octadecane is significantly different with superhydrophobic film. Further research shows that the water flow leads to self-texturing of semisolid state n-octadecane, which is similar with compliant fish skin. Therefore, the compliant bionic materials of semisolid state n-octadecane with regular bulge plays a major role in the drag reduction.

Examining the Usability of Touch Screen Gestures for Older and Younger Adults.

PubMed

Gao, Qin; Sun, Qiqi

2015-08-01

We examined the usability issues associated with four touch screen gestures (clicking, dragging, zooming, and rotating) among older and younger users. It is especially important to accommodate older users' characteristics to ensure the accessibility of information and services that are important to their quality of life. Forty older and 40 younger participants completed four experiments, each of which focused on one gesture. The effects of age, type of touch screen (surface acoustic wave vs. optical), inclination angle (30°, 45°, 60°, and 75°), and user interface factors (clicking: button size and spacing; dragging: dragging direction and distance; zooming: design of zooming gesture; rotating: design of rotating gesture) on user performance and satisfaction were examined. Button sizes that are larger than 15.9 × 9.0 mm led to better performance and higher satisfaction. The effect of spacing was significant only when the button size was notably small or large. Rightward and downward dragging were preferred to leftward and upward dragging, respectively. The younger participants favored direct manipulation gestures using multiple fingers, whereas the older participants preferred the click-to design. The older participants working with large inclination angles of 60° to 75° reported a higher level of satisfaction than the older participants working with smaller angles. We proposed a set of design guidelines for touch screen user interfaces and discussed implications for the selection of appropriate technology and the configuration of the workspace. The implications are useful for the design of large touch screen applications, such as desktop computers, information kiosks, and health care support systems. © 2015, Human Factors and Ergonomics Society.

Space Shuttle Orbital Drag Parachute Design

NASA Technical Reports Server (NTRS)

Meyerson, Robert E.

2001-01-01

The drag parachute system was added to the Space Shuttle Orbiter's landing deceleration subsystem beginning with flight STS-49 in May 1992. The addition of this subsystem to an existing space vehicle required a detailed set of ground tests and analyses. The aerodynamic design and performance testing of the system consisted of wind tunnel tests, numerical simulations, pilot-in-the-loop simulations, and full-scale testing. This analysis and design resulted in a fully qualified system that is deployed on every flight of the Space Shuttle.

A new method to calculate unsteady particle kinematics and drag coefficient in a subsonic post-shock flow

DOE Office of Scientific and Technical Information (OSTI.GOV)

Bordoloi, Ankur D.; Ding, Liuyang; Martinez, Adam A.

In this paper, we introduce a new method (piecewise integrated dynamics equation fit, PIDEF) that uses the particle dynamics equation to determine unsteady kinematics and drag coefficient (C D) for a particle in subsonic post-shock flow. The uncertainty of this method is assessed based on simulated trajectories for both quasi-steady and unsteady flow conditions. Traditional piecewise polynomial fitting (PPF) shows high sensitivity to measurement error and the function used to describe C D, creating high levels of relative error (>>1) when applied to unsteady shock-accelerated flows. The PIDEF method provides reduced uncertainty in calculations of unsteady acceleration and drag coefficientmore » for both quasi-steady and unsteady flows. This makes PIDEF a preferable method over PPF for complex flows where the temporal response of C D is unknown. Finally, we apply PIDEF to experimental measurements of particle trajectories from 8-pulse particle tracking and determine the effect of incident Mach number on relaxation kinematics and drag coefficient of micron-sized particles.« less

A new method to calculate unsteady particle kinematics and drag coefficient in a subsonic post-shock flow

DOE PAGES

Bordoloi, Ankur D.; Ding, Liuyang; Martinez, Adam A.; ...

2018-04-26

In this paper, we introduce a new method (piecewise integrated dynamics equation fit, PIDEF) that uses the particle dynamics equation to determine unsteady kinematics and drag coefficient (C D) for a particle in subsonic post-shock flow. The uncertainty of this method is assessed based on simulated trajectories for both quasi-steady and unsteady flow conditions. Traditional piecewise polynomial fitting (PPF) shows high sensitivity to measurement error and the function used to describe C D, creating high levels of relative error (>>1) when applied to unsteady shock-accelerated flows. The PIDEF method provides reduced uncertainty in calculations of unsteady acceleration and drag coefficientmore » for both quasi-steady and unsteady flows. This makes PIDEF a preferable method over PPF for complex flows where the temporal response of C D is unknown. Finally, we apply PIDEF to experimental measurements of particle trajectories from 8-pulse particle tracking and determine the effect of incident Mach number on relaxation kinematics and drag coefficient of micron-sized particles.« less

Comparison of NTF Experimental Data with CFD Predictions from the Third AIAA CFD Drag Prediction Workshop

NASA Technical Reports Server (NTRS)

Vassberg, John C.; Tinoco, Edward N.; Mani, Mori; Levy, David; Zickuhr, Tom; Mavriplis, Dimitri J.; Wahls, Richard A.; Morrison, Joseph H.; Brodersen, Olaf P.; Eisfeld, Bernhard;

Improved Cattle Hauler

NASA Technical Reports Server (NTRS)

Saltzman, E. J.

1983-01-01

Better aerodynamics and ventilation increases fuel efficiency and decreases shipping losses. Trailer is ventilated and cooled by inlet ports in front of rig and outlet ports in middle and rear. Rounded cab and fairing reduce drag by creating an attached airflow.

Lift augmentation on a delta wing via leading edge fences and the Gurney flap. M.S. Thesis

NASA Technical Reports Server (NTRS)

Buchholz, Mark D.

1992-01-01

Wind tunnel tests were conducted on two devices for the purpose of lift augmentation on a 60 deg delta wing at low speed. Lift, drag, pitching moment, and surface pressures were measured. Detailed flow visualization was also obtained. Both the leading edge fence and the Gurney flap are shown to increase lift. The fences and flap shift the lift curve as much as 5 deg and 10 deg, respectively. The fences aid in trapping vortices on the upper surface, thereby increasing suction. The Gurney flap improves circulation at the trailing edge. The individual influences of both devices are roughly additive, creating high lift gain. However, the lower lift to drag ratio and the precipitation of vortex burst caused by the fences, and the nose down pitching moment created by the flap are also significant factors.

Partial Cavity Flows at High Reynolds Numbers

NASA Astrophysics Data System (ADS)

Makiharju, Simo; Elbing, Brian; Wiggins, Andrew; Dowling, David; Perlin, Marc; Ceccio, Steven

2009-11-01

Partial cavity flows created for friction drag reduction were examined on a large-scale. Partial cavities were investigated at Reynolds numbers up to 120 million, and stable cavities with frictional drag reduction of more than 95% were attained at optimal conditions. The model used was a 3 m wide and 12 m long flat plate with a plenum on the bottom. To create the partial cavity, air was injected at the base of an 18 cm backwards-facing step 2.1 m from the leading edge. The geometry at the cavity closure was varied for different flow speeds to optimize the closure of the cavity. Cavity gas flux, thickness, frictional loads, and cavity pressures were measured over a range of flow speeds and air injection fluxes. High-speed video was used extensively to investigate the unsteady three dimensional cavity closure, the overall cavity shape and oscillations.

Magnetohydrodynamic drag reduction and its efficiency

NASA Astrophysics Data System (ADS)

Shatrov, V.; Gerbeth, G.

2007-03-01

We present results of direct numerical simulations of a turbulent channel flow influenced by electromagnetic forces. The magnetohydrodynamic Lorentz force is created by the interaction of a steady magnetic field and electric currents fed to the fluid via electrodes placed at the wall surface. Two different cases are considered. At first, a time-oscillating electric current and a steady magnetic field create a spanwise time-oscillating Lorentz force. In the second case, a stationary electric current and a steady magnetic field create a steady, mainly streamwise Lorentz force. Besides the viscous drag, the importance of the electromagnetic force acting on the wall is figured out. Regarding the energetic efficiency, it is demonstrated that in all cases a balance between applied and flow-induced electric currents improves the efficiency significantly. But even then, the case of a spanwise oscillating Lorentz force remains with a very low efficiency, whereas for the self-propelled regime in the case of a steady streamwise force, much higher efficiencies are found. Still, no set of parameters has yet been found for which an energetic breakthrough, i.e., a saved power exceeding the used power, is reached.

Computational Analysis of a Wing Designed for the X-57 Distributed Electric Propulsion Aircraft

NASA Technical Reports Server (NTRS)

Deere, Karen A.; Viken, Jeffrey K.; Viken, Sally A.; Carter, Melissa B.; Wiese, Michael R.; Farr, Norma L.

2017-01-01

A computational study of the wing for the distributed electric propulsion X-57 Maxwell airplane configuration at cruise and takeoff/landing conditions was completed. Two unstructured-mesh, Navier-Stokes computational fluid dynamics methods, FUN3D and USM3D, were used to predict the wing performance. The goal of the X-57 wing and distributed electric propulsion system design was to meet or exceed the required lift coefficient 3.95 for a stall speed of 58 knots, with a cruise speed of 150 knots at an altitude of 8,000 ft. The X-57 Maxwell airplane was designed with a small, high aspect ratio cruise wing that was designed for a high cruise lift coefficient (0.75) at angle of attack of 0deg. The cruise propulsors at the wingtip rotate counter to the wingtip vortex and reduce induced drag by 7.5 percent at an angle of attack of 0.6deg. The unblown maximum lift coefficient of the high-lift wing (with the 30deg flap setting) is 2.439. The stall speed goal performance metric was confirmed with a blown wing computed effective lift coefficient of 4.202. The lift augmentation from the high-lift, distributed electric propulsion system is 1.7. The predicted cruise wing drag coefficient of 0.02191 is 0.00076 above the drag allotted for the wing in the original estimate. However, the predicted drag overage for the wing would only use 10.1 percent of the original estimated drag margin, which is 0.00749.

Sailboard Fin Design

NASA Technical Reports Server (NTRS)

1992-01-01

In high performance boardsailing, demands on the vertical fin or "skeg" often produce "spinout" - when the skeg loses horizontal lift creating a force imbalance and causing the tail of the board to slide sideways. Richard Caldwell, RACE Technology, Inc. used NASA airfoil technology to solve this problem and formed a business based on his solution. After determining that the spinout resulted from air ventilating down the low pressure side of the underwater fin, he adapted the airfoil technology to the design of a short board skeg, which would overcome the problem and lower the drag, resulting in improved performance. He patented his RACE 145 foil section, formed his company and later returned to Langley for additional technical assistance. The company's newest product is a rigid sail that also incorporates NASA technology and has excellent performance. This company no longer exists - product is no longer in production.

A Mission-Adaptive Variable Camber Flap Control System to Optimize High Lift and Cruise Lift-to-Drag Ratios of Future N+3 Transport Aircraft

NASA Technical Reports Server (NTRS)

Urnes, James, Sr.; Nguyen, Nhan; Ippolito, Corey; Totah, Joseph; Trinh, Khanh; Ting, Eric

2013-01-01

Boeing and NASA are conducting a joint study program to design a wing flap system that will provide mission-adaptive lift and drag performance for future transport aircraft having light-weight, flexible wings. This Variable Camber Continuous Trailing Edge Flap (VCCTEF) system offers a lighter-weight lift control system having two performance objectives: (1) an efficient high lift capability for take-off and landing, and (2) reduction in cruise drag through control of the twist shape of the flexible wing. This control system during cruise will command varying flap settings along the span of the wing in order to establish an optimum wing twist for the current gross weight and cruise flight condition, and continue to change the wing twist as the aircraft changes gross weight and cruise conditions for each mission segment. Design weight of the flap control system is being minimized through use of light-weight shape memory alloy (SMA) actuation augmented with electric actuators. The VCCTEF program is developing better lift and drag performance of flexible wing transports with the further benefits of lighter-weight actuation and less drag using the variable camber shape of the flap.

Fluid Dynamics of Small, Rugged Vacuum Pumps of Viscous-Drag Type

NASA Technical Reports Server (NTRS)

Russell, John M.

2002-01-01

The need to identify spikes in the concentration of hazardous gases during countdowns to space shuttle launches has led Kennedy Space Center to acquire considerable expertise in the design, construction, and operation of special-purpose gas analyzers of mass-spectrometer type. If such devices could be miniaturized so as to fit in a small airborne package or backpack them their potential applications would include integrated vehicle health monitoring in later-generation space shuttles and in hazardous material detection in airports, to name two examples. The bulkiest components of such devices are vacuum pumps, particularly those that function in the low vacuum range. Now some pumps that operate in the high vacuum range (e.g. molecular-drag and turbomolecular pumps) are already small and rugged. The present work aims to determine whether, on physical grounds, one may or may not adopt the molecular-drag principle to the low-vacuum range (in which case viscous-drag principle is the appropriate term). The deliverable of the present effort is the derivation and justification of some key formulas and calculation methods for the preliminary design of a single-spool, spiral-channel viscous-drag pump.

Things One Can Learn by Putting a Quadcopter in a Vacuum Chamber

NASA Astrophysics Data System (ADS)

Ayars, Eric; Goff, Tori; Williams, Kirk

2018-05-01

Quadcopters (also known as "drones") do not fly in vacuum. This is obvious enough that experimenting on one in a vacuum chamber would seem rather uninteresting, but there is one question that may be usefully addressed by such an experiment: the mechanism for yaw control. Quadcopters control yaw (rotation about the vertical axis) by differential rotor speed, and the question of whether those changes in rotor speed create yaw torque via conservation of angular momentum or via atmospheric drag can be addressed by "flying" a quadcopter in a vacuum where there is effectively zero atmospheric drag.

Assessment of dual-point drag reduction for an executive-jet modified airfoil section

NASA Technical Reports Server (NTRS)

Allison, Dennis O.; Mineck, Raymond E.

1996-01-01

This paper presents aerodynamic characteristics and pressure distributions for an executive-jet modified airfoil and discusses drag reduction relative to a baseline airfoil for two cruise design points. A modified airfoil was tested in the adaptive-wall test section of the NASA Langley 0.3-Meter Transonic Cryogenic Tunnel (0.3-m TCT) for Mach numbers ranging from 0.250 to 0.780 and chord Reynolds numbers ranging from 3.0 x 10(exp 6) to 18.0 x 10(exp 6). The angle of attack was varied from minus 2 degrees to almost 10 degrees. Boundary-layer transition was fixed at 5 percent of chord on both the upper and lower surfaces of the model for most of the test. The two design Mach numbers were 0.654 and 0.735, chord Reynolds numbers were 4.5 x 10(exp 6) and 8.9 x 10(exp 6), and normal-force coefficients were 0.98 and 0.51. Test data are presented graphically as integrated force and moment coefficients and chordwise pressure distributions. The maximum normal-force coefficient decreases with increasing Mach number. At a constant normal-force coefficient in the linear region, as Mach number increases an increase occurs in the slope of normal-force coefficient versus angle of attack, negative pitching-moment coefficient, and drag coefficient. With increasing Reynolds number at a constant normal-force coefficient, the pitching-moment coefficient becomes more negative and the drag coefficient decreases. The pressure distributions reveal that when present, separation begins at the trailing edge as angle of attack is increased. The modified airfoil, which is designed with pitching moment and geometric constraints relative to the baseline airfoil, achieved drag reductions for both design points (12 and 22 counts). The drag reductions are associated with stronger suction pressures in the first 10 percent of the upper surface and weakened shock waves.

Are We in a Bull Market for Training?

ERIC Educational Resources Information Center

Kimmerling, George F.

1991-01-01

Discusses factors that keep external training companies from being dragged down with the rest of the economy during a recession. They include creating a clear image for the company, satisfying customers, marketing, and maintaining a broad client base. (JOW)

On the Application of Contour Bumps for Transonic Drag Reduction(Invited)

NASA Technical Reports Server (NTRS)

Milholen, William E., II; Owens, Lewis R.

2005-01-01

The effect of discrete contour bumps on reducing the transonic drag at off-design conditions on an airfoil have been examined. The research focused on fully-turbulent flow conditions, at a realistic flight chord Reynolds number of 30 million. State-of-the-art computational fluid dynamics methods were used to design a new baseline airfoil, and a family of fixed contour bumps. The new configurations were experimentally evaluated in the 0.3-m Transonic Cryogenic Tunnel at the NASA Langley Research center, which utilizes an adaptive wall test section to minimize wall interference. The computational study showed that transonic drag reduction, on the order of 12% - 15%, was possible using a surface contour bump to spread a normal shock wave. The computational study also indicated that the divergence drag Mach number was increased for the contour bump applications. Preliminary analysis of the experimental data showed a similar contour bump effect, but this data needed to be further analyzed for residual wall interference corrections.

Effects of contrasting wave conditions on scour and drag on pioneer tidal marsh plants

NASA Astrophysics Data System (ADS)

Silinski, Alexandra; Heuner, Maike; Troch, Peter; Puijalon, Sara; Bouma, Tjeerd J.; Schoelynck, Jonas; Schröder, Uwe; Fuchs, Elmar; Meire, Patrick; Temmerman, Stijn

2016-02-01

Tidal marshes are increasingly valued for protecting shorelines against wave impact, but waves in turn may limit the initial establishment of tidal marsh pioneer plants. In estuaries, the shorelines typically experience a wide range of wave periods, varying from short period wind waves (usually of around 1-2 s in fair weather conditions) to long ship-generated waves, with secondary waves in the order of 2-7 s and primary waves with periods that can exceed 1 min. Waves are known to create sediment scour around, as well as to exert drag forces on obstacles such as seedlings and adults of establishing pioneer plant species. In intertidal systems, these two mechanisms have been identified as main causes for limiting potential colonization of bare tidal flats. In this paper, we want to assess to which extent common quantitative formulae for predicting local scour and drag forces on rigid cylindrical obstacles are valid for the estimation of scour and drag on slightly flexible plants with contrasting morphology, and hence applicable to predict plant establishment and survival under contrasting wave conditions. This has been tested in a full-scale wave flume experiment on two pioneer species (Scirpus maritimus and Scirpus tabernaemontani) and two life stages (seedlings and adults of S. maritimus) as well as on cylindrical reference sticks, which we have put under a range of wave periods (2-10 s), intended to mimic natural wind waves (short period waves) and ship-induced waves (artificial long period waves), at three water levels (5, 20, 35 cm). Our findings suggest that at very shallow water depths (5 cm) particular hydrodynamic conditions are created that lead to drag and scour that deviate from predictions. For higher water levels (20, 35 cm) scour can be well predicted for all wave conditions by an established formula for wave-induced scour around rigid cylinders. Drag forces can be relatively well predicted after introducing experimentally derived drag coefficients that are specific for the different plant morphologies. Best predictions were found for plants with a simple near-cylindrical morphology such as S. tabernaemontani, but are less accurate for plants of more complex structure such as S. maritimus, particularly for long period waves. In conclusion, our study offers valuable insights towards predicting/modelling the conditions under which seedlings and shoots of pioneer species can establish, and elucidates that long waves are more likely to counteract successful plant establishment than natural short waves.

Convection currents enhancement of the spring constant in optical tweezers

NASA Astrophysics Data System (ADS)

Zenteno-Hernández, J. A.; Gómez-Vieyra, A.; Torres-Hurtado, S. A.; Ramirez-San-Juan, J. C.; Ramos-García, R.

2016-09-01

In this work we demonstrate the increasing of the trap stiffness (spring constant) constant of an optical trap of particles suspended in water by laser-induced convection currents. These currents are the result of thermal gradients created by a light absorption in a thin layer of hydrogenated amorphous silicon (a:Si-H) deposited at the bottom of cell. Since convection currents (and therefore drag forces) are symmetric around the beam focus particles trapped by the beam are further contained. Around the focus the drag force is directed upwards and partially compensated by radiation pressure depending on the laser power increasing the stiffness of the optical trapping increases significatively so a particle trapped could dragged (by moving the translation stage leaving the beam fixed) at velocities as high as 90μm/s without escaping the trap, whereas with no a:Si-H film, the particle escapes from the trap at lower velocities (30μm/s).

Anomalous low-temperature Coulomb drag in graphene-GaAs heterostructures.

PubMed

Gamucci, A; Spirito, D; Carrega, M; Karmakar, B; Lombardo, A; Bruna, M; Pfeiffer, L N; West, K W; Ferrari, A C; Polini, M; Pellegrini, V

2014-12-19

Vertical heterostructures combining different layered materials offer novel opportunities for applications and fundamental studies. Here we report a new class of heterostructures comprising a single-layer (or bilayer) graphene in close proximity to a quantum well created in GaAs and supporting a high-mobility two-dimensional electron gas. In our devices, graphene is naturally hole-doped, thereby allowing for the investigation of electron-hole interactions. We focus on the Coulomb drag transport measurements, which are sensitive to many-body effects, and find that the Coulomb drag resistivity significantly increases for temperatures <5-10 K. The low-temperature data follow a logarithmic law, therefore displaying a notable departure from the ordinary quadratic temperature dependence expected in a weakly correlated Fermi-liquid. This anomalous behaviour is consistent with the onset of strong interlayer correlations. Our heterostructures represent a new platform for the creation of coherent circuits and topologically protected quantum bits.

Fluid drag reduction and efficient self-cleaning with rice leaf and butterfly wing bioinspired surfaces

NASA Astrophysics Data System (ADS)

Bixler, Gregory D.; Bhushan, Bharat

2013-08-01

Researchers are continually inspired by living nature to solve complex challenges. For example, unique surface characteristics of rice leaves and butterfly wings combine the shark skin (anisotropic flow leading to low drag) and lotus leaf (superhydrophobic and self-cleaning) effects, producing the so-called rice and butterfly wing effect. In this paper, we present an overview of rice leaf and butterfly wing fluid drag and self-cleaning studies. In addition, we examine two other promising aquatic surfaces in nature known for such properties, including fish scales and shark skin. Morphology, drag, self-cleaning, contact angle, and contact angle hysteresis data are presented to understand the role of wettability, viscosity, and velocity. Liquid repellent coatings are utilized to recreate or combine various effects. Discussion is provided along with conceptual models describing the role of surface structures related to low drag, self-cleaning, and antifouling properties. Modeling provides design guidance when developing novel low drag and self-cleaning surfaces for applications in the medical, marine, and industrial fields.

Drag Reduction and Performance Improvement of Hydraulic Torque Converters with Multiple Biological Characteristics.

PubMed

Chunbao, Liu; Li, Li; Yulong, Lei; Changsuo, Liu; Yubo, Zhang

2016-01-01

Fish-like, dolphin-like, and bionic nonsmooth surfaces were employed in a hydraulic torque converter to achieve drag reduction and performance improvement, which were aimed at reducing profile loss, impacting loss and friction loss, respectively. YJSW335, a twin turbine torque converter, was bionically designed delicately. The biological characteristics consisted of fish-like blades in all four wheels, dolphin-like structure in the first turbine and the stator, and nonsmooth surfaces in the pump. The prediction performance of bionic YJSW335, obtained by computational fluid dynamics simulation, was improved compared with that of the original model, and then it could be proved that drag reduction had been achieved. The mechanism accounting for drag reduction of three factors was also investigated. After bionic design, the torque ratio and the highest efficiencies of YJSW335 were both advanced, which were very difficult to achieve through traditional design method. Moreover, the highest efficiency of the low speed area and high speed area is 85.65% and 86.32%, respectively. By economic matching analysis of the original and bionic powertrains, the latter can significantly reduce the fuel consumption and improve the operating economy of the loader.

Drag Reduction and Performance Improvement of Hydraulic Torque Converters with Multiple Biological Characteristics

PubMed Central

Chunbao, Liu; Changsuo, Liu; Yubo, Zhang

2016-01-01

Fish-like, dolphin-like, and bionic nonsmooth surfaces were employed in a hydraulic torque converter to achieve drag reduction and performance improvement, which were aimed at reducing profile loss, impacting loss and friction loss, respectively. YJSW335, a twin turbine torque converter, was bionically designed delicately. The biological characteristics consisted of fish-like blades in all four wheels, dolphin-like structure in the first turbine and the stator, and nonsmooth surfaces in the pump. The prediction performance of bionic YJSW335, obtained by computational fluid dynamics simulation, was improved compared with that of the original model, and then it could be proved that drag reduction had been achieved. The mechanism accounting for drag reduction of three factors was also investigated. After bionic design, the torque ratio and the highest efficiencies of YJSW335 were both advanced, which were very difficult to achieve through traditional design method. Moreover, the highest efficiency of the low speed area and high speed area is 85.65% and 86.32%, respectively. By economic matching analysis of the original and bionic powertrains, the latter can significantly reduce the fuel consumption and improve the operating economy of the loader. PMID:27752220

Theoretical and Experimental Analysis of Low-Drag Supersonic Inlets Having a Circular Cross Section and a Central Body at Mach Numbers 3.30, 2.75, and 2.45

NASA Technical Reports Server (NTRS)

Ferri, Antonio; Nucci, Louis M

1954-01-01

Contains theoretical and experimental analysis of circular inlets having a central body at Mach numbers of 3.30, 2.75, and 2.45. The inlets have been designed in order to have low drag and high pressure recovery. The pressure recoveries obtained are of the same order of magnitude as those previously obtained by inlets having very large external drag.

Re-Entry Point Targeting for LEO Spacecraft using Aerodynamic Drag

NASA Technical Reports Server (NTRS)

Omar, Sanny; Bevilacqua, Riccardo; Fineberg, Laurence; Treptow, Justin; Johnson, Yusef; Clark, Scott

2016-01-01

Most Low Earth Orbit (LEO) spacecraft do not have thrusters and re-enter atmosphere in random locations at uncertain times. Objects pose a risk to persons, property, or other satellites. Has become a larger concern with the recent increase in small satellites. Working on a NASA funded project to design a retractable drag device to expedite de-orbit and target a re-entry location through modulation of the drag area. Will be discussing the re-entry point targeting algorithm here.

On the theory of compliant wall drag reduction in turbulent boundary layers

NASA Technical Reports Server (NTRS)

Ash, R. L.

1974-01-01

A theoretical model has been developed which can explain how the motion of a compliant wall reduces turbulent skin friction drag. Available experimental evidence at low speeds has been used to infer that a compliant surface selectively removes energy from the upper frequency range of the energy containing eddies and through resulting surface motions can produce locally negative Reynolds stresses at the wall. The theory establishes a preliminary amplitude and frequency criterion as the basis for designing effective drag reducing compliant surfaces.

Aerodynamic and propeller performance characteristics of a propfan-powered, semispan model

NASA Technical Reports Server (NTRS)

Levin, Alan D.; Smith, Ronald C.; Wood, Richard D.

1985-01-01

A semispan wing/body model with a powered propeller was tested to provide data on a total powerplant installation drag penalty of advanced propfan-powered aircraft. The test objectives were to determine the total power plant installation drag penalty on a representative propfan aircraft; to study the effect of configuration modifications on the installed powerplant drag; and to determine performance characteristics of an advanced design propeller which was mounted on a representative nacelle in the presence of a wing.

Limits to Open Class Performance?

NASA Technical Reports Server (NTRS)

Bowers, Albion H.

2008-01-01

This presentation discusses open or unlimited class aircraft performance limitations and design solutions. Limitations in this class of aircraft include slow climbing flight which requires low wing loading, high cruise speed which requires high wing loading, gains in induced or viscous drag alone which result in only half the gain overall and other structural problems (yaw inertia and spins, flutter and static loads integrity). Design solutions include introducing minimum induced drag for a given span (elliptical span load or winglets) and introducing minimum induced drag for a bell shaped span load. It is concluded that open class performance limits (under current rules and technologies) is very close to absolute limits, though some gains remain to be made from unexplored areas and new technologies.

NLF technology is ready to go

NASA Technical Reports Server (NTRS)

Holmes, Bruce J.

1988-01-01

Natural laminar flow (NLF) can reduce drag on aircraft developed using modern structural design methods. Modern metal and composite construction methods can meet NLF requirements for subsonic commuter and business airframes. NLF research at NASA concentrates on expanding the practical application of NLF drag reduction technology; payoffs include progress with liquid-crystal flow visualization, NLF on three-dimensional bodies, and the effects of acoustics on laminar stability. Fuel savings from 2 to 4 percent are expected if laminar flow could be achieved over the forward 50 percent of engine nacelles on large transports depending on the configuration. It is concluded that the skill required to use NLF for drag reduction depends on understanding the conservative design corridors within which laminar flow is durable and reliable.

Computer program documentation for a subcritical wing design code using higher order far-field drag minimization

NASA Technical Reports Server (NTRS)

Kuhlman, J. M.; Shu, J. Y.

1981-01-01

A subsonic, linearized aerodynamic theory, wing design program for one or two planforms was developed which uses a vortex lattice near field model and a higher order panel method in the far field. The theoretical development of the wake model and its implementation in the vortex lattice design code are summarized and sample results are given. Detailed program usage instructions, sample input and output data, and a program listing are presented in the Appendixes. The far field wake model assumes a wake vortex sheet whose strength varies piecewise linearly in the spanwise direction. From this model analytical expressions for lift coefficient, induced drag coefficient, pitching moment coefficient, and bending moment coefficient were developed. From these relationships a direct optimization scheme is used to determine the optimum wake vorticity distribution for minimum induced drag, subject to constraints on lift, and pitching or bending moment. Integration spanwise yields the bound circulation, which is interpolated in the near field vortex lattice to obtain the design camber surface(s).

Wind-Tunnel Investigation of the Opening Characteristics, Drag, and Stability of Several Hemispherical Parachutes

NASA Technical Reports Server (NTRS)

Scher, Stanley E.; Gale, Lawrence J.

1948-01-01

An investigation has been conducted to determine the opening characteristics of several hemispherical parachutes and to study the influence of the parachute design variables on these opening characteristics. The effects of design variables on the drag and stability characteristics of the parachutes were also evaluated. The tests were made in the Langley 20-foot free-spinning tunnel and in the Langley 300 MPH 7 by 10-foot tunnel.

Design Evolution and Performance Characterization of the GTX Air-Breathing Launch Vehicle Inlet

NASA Technical Reports Server (NTRS)

DeBonis, J. R.; Steffen, C. J., Jr.; Rice, T.; Trefny, C. J.

2002-01-01

The design and analysis of a second version of the inlet for the GTX rocket-based combine-cycle launch vehicle is discussed. The previous design did not achieve its predicted performance levels due to excessive turning of low-momentum comer flows and local over-contraction due to asymmetric end-walls. This design attempts to remove these problems by reducing the spike half-angle to 10- from 12-degrees and by implementing true plane of symmetry end-walls. Axisymmetric Reynolds-Averaged Navier-Stokes simulations using both perfect gas and real gas, finite rate chemistry, assumptions were performed to aid in the design process and to create a comprehensive database of inlet performance. The inlet design, which operates over the entire air-breathing Mach number range from 0 to 12, and the performance database are presented. The performance database, for use in cycle analysis, includes predictions of mass capture, pressure recovery, throat Mach number, drag force, and heat load, for the entire Mach range. Results of the computations are compared with experimental data to validate the performance database.

Design and analytical study of a rotor airfoil

NASA Technical Reports Server (NTRS)

Dadone, L. U.

1978-01-01

An airfoil section for use on helicopter rotor blades was defined and analyzed by means of potential flow/boundary layer interaction and viscous transonic flow methods to meet as closely as possible a set of advanced airfoil design objectives. The design efforts showed that the first priority objectives, including selected low speed pitching moment, maximum lift and drag divergence requirements can be met, though marginally. The maximum lift requirement at M = 0.5 and most of the profile drag objectives cannot be met without some compromise of at least one of the higher order priorities.

Design and test of a natural laminar flow/large Reynolds number airfoil with a high design cruise lift coefficient

NASA Technical Reports Server (NTRS)

Kolesar, C. E.

1987-01-01

Research activity on an airfoil designed for a large airplane capable of very long endurance times at a low Mach number of 0.22 is examined. Airplane mission objectives and design optimization resulted in requirements for a very high design lift coefficient and a large amount of laminar flow at high Reynolds number to increase the lift/drag ratio and reduce the loiter lift coefficient. Natural laminar flow was selected instead of distributed mechanical suction for the measurement technique. A design lift coefficient of 1.5 was identified as the highest which could be achieved with a large extent of laminar flow. A single element airfoil was designed using an inverse boundary layer solution and inverse airfoil design computer codes to create an airfoil section that would achieve performance goals. The design process and results, including airfoil shape, pressure distributions, and aerodynamic characteristics are presented. A two dimensional wind tunnel model was constructed and tested in a NASA Low Turbulence Pressure Tunnel which enabled testing at full scale design Reynolds number. A comparison is made between theoretical and measured results to establish accuracy and quality of the airfoil design technique.

Mixing with applications to inertial-confinement-fusion implosions

NASA Astrophysics Data System (ADS)

Rana, V.; Lim, H.; Melvin, J.; Glimm, J.; Cheng, B.; Sharp, D. H.

2017-01-01

Approximate one-dimensional (1D) as well as 2D and 3D simulations are playing an important supporting role in the design and analysis of future experiments at National Ignition Facility. This paper is mainly concerned with 1D simulations, used extensively in design and optimization. We couple a 1D buoyancy-drag mix model for the mixing zone edges with a 1D inertial confinement fusion simulation code. This analysis predicts that National Ignition Campaign (NIC) designs are located close to a performance cliff, so modeling errors, design features (fill tube and tent) and additional, unmodeled instabilities could lead to significant levels of mix. The performance cliff we identify is associated with multimode plastic ablator (CH) mix into the hot-spot deuterium and tritium (DT). The buoyancy-drag mix model is mode number independent and selects implicitly a range of maximum growth modes. Our main conclusion is that single effect instabilities are predicted not to lead to hot-spot mix, while combined mode mixing effects are predicted to affect hot-spot thermodynamics and possibly hot-spot mix. Combined with the stagnation Rayleigh-Taylor instability, we find the potential for mix effects in combination with the ice-to-gas DT boundary, numerical effects of Eulerian species CH concentration diffusion, and ablation-driven instabilities. With the help of a convenient package of plasma transport parameters developed here, we give an approximate determination of these quantities in the regime relevant to the NIC experiments, while ruling out a variety of mix possibilities. Plasma transport parameters affect the 1D buoyancy-drag mix model primarily through its phenomenological drag coefficient as well as the 1D hydro model to which the buoyancy-drag equation is coupled.

Mixing with applications to inertial-confinement-fusion implosions.

PubMed

Rana, V; Lim, H; Melvin, J; Glimm, J; Cheng, B; Sharp, D H

2017-01-01

Approximate one-dimensional (1D) as well as 2D and 3D simulations are playing an important supporting role in the design and analysis of future experiments at National Ignition Facility. This paper is mainly concerned with 1D simulations, used extensively in design and optimization. We couple a 1D buoyancy-drag mix model for the mixing zone edges with a 1D inertial confinement fusion simulation code. This analysis predicts that National Ignition Campaign (NIC) designs are located close to a performance cliff, so modeling errors, design features (fill tube and tent) and additional, unmodeled instabilities could lead to significant levels of mix. The performance cliff we identify is associated with multimode plastic ablator (CH) mix into the hot-spot deuterium and tritium (DT). The buoyancy-drag mix model is mode number independent and selects implicitly a range of maximum growth modes. Our main conclusion is that single effect instabilities are predicted not to lead to hot-spot mix, while combined mode mixing effects are predicted to affect hot-spot thermodynamics and possibly hot-spot mix. Combined with the stagnation Rayleigh-Taylor instability, we find the potential for mix effects in combination with the ice-to-gas DT boundary, numerical effects of Eulerian species CH concentration diffusion, and ablation-driven instabilities. With the help of a convenient package of plasma transport parameters developed here, we give an approximate determination of these quantities in the regime relevant to the NIC experiments, while ruling out a variety of mix possibilities. Plasma transport parameters affect the 1D buoyancy-drag mix model primarily through its phenomenological drag coefficient as well as the 1D hydro model to which the buoyancy-drag equation is coupled.

Soil transference patterns on bras: Image processing and laboratory dragging experiments.

PubMed

Murray, Kathleen R; Fitzpatrick, Robert W; Bottrill, Ralph S; Berry, Ron; Kobus, Hilton

2016-01-01

In a recent Australian homicide, trace soil on the victim's clothing suggested she was initially attacked in her front yard and not the park where her body was buried. However the important issue that emerged during the trial was how soil was transferred to her clothing. This became the catalyst for designing a range of soil transference experiments (STEs) to study, recognise and classify soil patterns transferred onto fabric when a body is dragged across a soil surface. Soil deposits of interest in this murder were on the victim's bra and this paper reports the results of anthropogenic soil transfer to bra-cups and straps caused by dragging. Transfer patterns were recorded by digital photography and photomicroscopy. Eight soil transfer patterns on fabric, specific to dragging as the transfer method, appeared consistently throughout the STEs. The distinctive soil patterns were largely dependent on a wide range of soil features that were measured and identified for each soil tested using X-ray Diffraction and Non-Dispersive Infra-Red analysis. Digital photographs of soil transfer patterns on fabric were analysed using image processing software to provide a soil object-oriented classification of all soil objects with a diameter of 2 pixels and above transferred. Although soil transfer patterns were easily identifiable by naked-eye alone, image processing software provided objective numerical data to support this traditional (but subjective) interpretation. Image software soil colour analysis assigned a range of Munsell colours to identify and compare trace soil on fabric to other trace soil evidence from the same location; without requiring a spectrophotometer. Trace soil from the same location was identified by linking soils with similar dominant and sub-dominant Munsell colour peaks. Image processing numerical data on the quantity of soil transferred to fabric, enabled a relationship to be discovered between soil type, clay mineralogy (smectite), particle size and soil moisture content that would not have been possible otherwise. Soil type (e.g. Anthropogenic, gravelly sandy loam soil or Natural, organic-rich soil), clay mineralogy (smectite) and soil moisture content were the greatest influencing factors in all the dragging soil transference tests (both naked eye and measured properties) to explain the eight categories of soil transference patterns recorded. This study was intended to develop a method for dragging soil transference laboratory experiments and create a baseline of preliminary soil type/property knowledge. Results confirm the need to better understand soil behaviour and properties of clothing fabrics by further testing of a wider range of soil types and clay mineral properties. Copyright © 2015 Elsevier Ireland Ltd. All rights reserved.

Flow visualisation of downhill skiers using the lattice Boltzmann method

NASA Astrophysics Data System (ADS)

Asai, Takeshi; Hong, Sungchan; Ijuin, Koichi

2017-03-01

In downhill alpine skiing, skiers often exceed speeds of 120 km h-1, with air resistance substantially affecting the overall race times. To date, studies on air resistance in alpine skiing have used wind tunnels and actual skiers to examine the relationship between the gliding posture and magnitude of drag and for the design of skiing equipment. However, these studies have not revealed the flow velocity distribution and vortex structure around the skier. In the present study, computational fluid dynamics are employed with the lattice Boltzmann method to derive the relationship between total drag and the flow velocity around a downhill skier in the full-tuck position. Furthermore, the flow around the downhill skier is visualised, and its vortex structure is examined. The results show that the total drag force in the downhill skier model is 27.0 N at a flow velocity of 15 m s-1, increasing to 185.8 N at 40 m s-1. From analysis of the drag distribution and the flow profile, the head, upper arms, lower legs, and thighs (including buttocks) are identified as the major sources of drag on a downhill skier. Based on these results, the design of suits and equipment for reducing the drag from each location should be the focus of research and development in ski equipment. This paper describes a pilot study that introduces undergraduate students of physics or engineering into this research field. The results of this study are easy to understand for undergraduate students.

Computational fluid dynamic (CFD) analysis on ALUDRA SR-10 UAV with parachute recovery system

NASA Astrophysics Data System (ADS)

Saim, R.; Mohd, S.; Shamsudin, S. S.; Zulkifli, M. F.; Omar, Z.; Subari@Rahmat, Z.; Masrom, M. F. Mohd; Zaki, Y.

2017-09-01

In an operation, belly landing is mostly applied as recovery method especially on research Unmanned Aerial Vehicle (UAV) such as Aludra SR-10. This type of landing method may encounter tough landing on hard soil and gravel which create high impact load on the aircraft. The impact may cause structural or system damage which costly to be repaired. Nowadays, Parachute Recovery System (PRS) recently used in numerous different tasks such as landing purpose to replace belly landing technique. Parachute use in this system to slow down flying or falling UAV to a safe landing by opening the canopy to increase aerodynamic drag. This paper was described the Computational Fluid Dynamic (CFD) analysis on ALUDRA SR-10 model with two different conditions i.e. the UAV equipped with and without parachute in order to identify the changes of aerodynamic characteristics. This simulation studies using solid models of aircraft and hemisphere parachute and was carried out by using ANSYS 16.0 Fluent under steady and turbulent flow and was modelled using the k-epsilon (k-ε) turbulence model. This simulation was limited to determine the drag force and drag coefficient. The obtained result showed that implementation of parachute increase 0.25 drag coefficient of the aircraft that is from 0.93 to 1.18. Subsequent to the reduction of descent rate caused by the parachute, the drag force of the aircraft increase by 0.76N. These increasing of drag force of the aircraft will produce lower terminal velocity which is expected to reduce the impact force on the aircraft during landing.

The computation of induced drag with nonplanar and deformed wakes

NASA Technical Reports Server (NTRS)

Kroo, Ilan; Smith, Stephen

1991-01-01

The classical calculation of inviscid drag, based on far field flow properties, is reexamined with particular attention to the nonlinear effects of wake roll-up. Based on a detailed look at nonlinear, inviscid flow theory, it is concluded that many of the classical, linear results are more general than might have been expected. Departures from the linear theory are identified and design implications are discussed. Results include the following: Wake deformation has little effect on the induced drag of a single element wing, but introduces first order corrections to the induced drag of a multi-element lifting system. Far field Trefftz-plane analysis may be used to estimate the induced drag of lifting systems, even when wake roll-up is considered, but numerical difficulties arise. The implications of several other approximations made in lifting line theory are evaluated by comparison with more refined analyses.

RotCFD Analysis of the AH-56 Cheyenne Hub Drag

NASA Technical Reports Server (NTRS)

Solis, Eduardo; Bass, Tal A.; Keith, Matthew D.; Oppenheim, Rebecca T.; Runyon, Bryan T.; Veras-Alba, Belen

2016-01-01

In 2016, the U.S. Army Aviation Development Directorate (ADD) conducted tests in the U.S. Army 7- by 10- Foot Wind Tunnel at NASA Ames Research Center of a nonrotating 2/5th-scale AH-56 rotor hub. The objective of the tests was to determine how removing the mechanical control gyro affected the drag. Data for the lift, drag, and pitching moment were recorded for the 4-bladed rotor hub in various hardware configurations, azimuth angles, and angles of attack. Numerical simulations of a selection of the configurations and orientations were then performed, and the results were compared with the test data. To generate the simulation results, the hardware configurations were modeled using Creo and Rhinoceros 5, three-dimensional surface modeling computer-aided design (CAD) programs. The CAD model was imported into Rotorcraft Computational Fluid Dynamics (RotCFD), a computational fluid dynamics (CFD) tool used for analyzing rotor flow fields. RotCFD simulation results were compared with the experimental results of three hardware configurations at two azimuth angles, two angles of attack, and with and without wind tunnel walls. The results help validate RotCFD as a tool for analyzing low-drag rotor hub designs for advanced high-speed rotorcraft concepts. Future work will involve simulating additional hub geometries to reduce drag or tailor to other desired performance levels.

Wingtip Vortices and Free Shear Layer Interaction in the Vicinity of Maximum Lift to Drag Ratio Lift Condition

NASA Astrophysics Data System (ADS)

Memon, Muhammad Omar

Cost-effective air-travel is something everyone wishes for when it comes to booking flights. The continued and projected increase in commercial air travel advocates for energy efficient airplanes, reduced carbon footprint, and a strong need to accommodate more airplanes into airports. All of these needs are directly affected by the magnitudes of drag these aircraft experience and the nature of their wingtip vortex. A large portion of the aerodynamic drag results from the airflow rolling from the higher pressure side of the wing to the lower pressure side, causing the wingtip vortices. The generation of this particular drag is inevitable however, a more fundamental understanding of the phenomenon could result in applications whose benefits extend much beyond the relatively minuscule benefits of commonly-used winglets. Maximizing airport efficiency calls for shorter intervals between takeoffs and landings. Wingtip vortices can be hazardous for following aircraft that may fly directly through the high-velocity swirls causing upsets at vulnerably low speeds and altitudes. The vortex system in the near wake is typically more complex since strong vortices tend to continue developing throughout the near wake region. Several chord lengths distance downstream of a wing, the so-called fully rolled up wing wake evolves into a combination of a discrete wingtip vortex pair and a free shear layer. Lift induced drag is generated as a byproduct of downwash induced by the wingtip vortices. The parasite drag results from a combination of form/pressure drag and the upper and lower surface boundary layers. These parasite effects amalgamate to create the free shear layer in the wake. While the wingtip vortices embody a large portion of the total drag at lifting angles, flow properties in the free shear layer also reveal their contribution to the aerodynamic efficiency of the aircraft. Since aircraft rarely cruise at maximum aerodynamic efficiency, a better understanding of the balance between the lift induced drag (wingtip vortices) and parasite drag (free shear layer) can have a significant impact. Particle Image Velocimetry (PIV) experiments were performed at a) a water tunnel at ILR Aachen, Germany, and b) at the University of Dayton Low Speed Wind Tunnel in the near wake of an AR 6 wing with a Clark-Y airfoil to investigate the characteristics of the wingtip vortex and free shear layer at angles of attack in the vicinity of maximum aerodynamic efficiency for the wing. The data was taken 1.5 and 3 chord lengths downstream of the wing at varying free-stream velocities. A unique exergy-based technique was introduced to quantify distinct changes in the wingtip vortex axial core flow. The existence of wingtip vortex axial core flow transformation from wake-like (velocity less-than the freestream) to jet-like (velocity greater-than the freestream) behavior in the vicinity of the maximum (L/D) angles was observed. The exergy-based technique was able to identify the change in the out of plane profile and corresponding changes in the L/D performance. The resulting velocity components in and around the free shear layer in the wing wake showed counter flow in the cross-flow plane presumably corresponding to behavior associated with the flow over the upper and lower surfaces of the wing. Even though the velocity magnitudes in the free shear layer in cross-flow plane are a small fraction of the freestream velocity ( 10%), significant directional flow was observed. An indication of the possibility of the transfer of momentum (from inboard to outboard of the wing) was identified through spanwise flow corresponding to the upper and lower surfaces through the free shear layer in the wake. A transition from minimal cross flow in the free shear layer to a well-established shear flow in the spanwise direction occurs in the vicinity of maximum lift-to-drag ratio (max L/D) angle of attack. A distinctive balance between the lift induced drag and parasite drag was identified. Improved understanding of this relationship could be extended not only to improve aircraft performance through the reduction of lift induced drag, but also to air vehicle performance in off-design cruise conditions.

A singularity free analytical solution of artificial satellite motion with drag

NASA Technical Reports Server (NTRS)

Scheifele, G.; Mueller, A. C.; Starke, S. E.

1977-01-01

The connection between the existing Delaunay-Similar and Poincare-Similar satellite theories in the true anomaly version is outlined for the J(2) perturbation and the new drag approach. An overall description of the concept of the approach is given while the necessary expansions and the procedure to arrive at the computer program for the canonical forces is delineated. The procedure for the analytical integration of these developed equations is described. In addition, some numerical results are given. The computer program for the algebraic multiplication of the Fourier series which creates the FORTRAN coding in an automatic manner is described and documented.

Intuitive Tools for the Design and Analysis of Communication Payloads for Satellites

NASA Technical Reports Server (NTRS)

Culver, Michael R.; Soong, Christine; Warner, Joseph D.

2014-01-01

In an effort to make future communications satellite payload design more efficient and accessible, two tools were created with intuitive graphical user interfaces (GUIs). The first tool allows payload designers to graphically design their payload by using simple drag and drop of payload components onto a design area within the program. Information about each picked component is pulled from a database of common space-qualified communication components sold by commerical companies. Once a design is completed, various reports can be generated, such as the Master Equipment List. The second tool is a link budget calculator designed specifically for ease of use. Other features of this tool include being able to access a database of NASA ground based apertures for near Earth and Deep Space communication, the Tracking and Data Relay Satellite System (TDRSS) base apertures, and information about the solar system relevant to link budget calculations. The link budget tool allows for over 50 different combinations of user inputs, eliminating the need for multiple spreadsheets and the user errors associated with using them. Both of the aforementioned tools increase the productivity of space communication systems designers, and have the colloquial latitude to allow non-communication experts to design preliminary communication payloads.

Mid-Lift-to-Drag Ratio Rigid Vehicle Control System Design and Simulation for Human Mars Entry

NASA Technical Reports Server (NTRS)

Johnson, Breanna J.; Cerimele, Christopher J.; Stachowiak, Susan J.; Sostaric, Ronald R.; Matz, Daniel A.; Lu, Ping

2018-01-01

The Mid-Lift-to-Drag Ratio Rigid Vehicle (MRV) is a proposed candidate in the NASA Evolvable Mars Campaign's (EMC) Pathfinder Entry, Descent, and Landing (EDL) architecture study. The purpose of the study is to design a mission and vehicle capable of transporting a 20mt payload to the surface of Mars. The MRV is unique in its rigid, asymmetrical lifting-body shape which enables a higher lift-to-drag ratio (L/D) than the typical robotic Mars entry capsule vehicles that carry much less mass. This paper presents the formulation and six-degree-of-freedom (6DOF) performance of the MRV's control system, which uses both aerosurfaces and a propulsive reaction control system (RCS) to affect longitudinal and lateral directional behavior.

Electric power - Photovoltaic or solar dynamic?

NASA Technical Reports Server (NTRS)

Thomas, R. L.; Hallinan, G. J.; Hieatt, J. L.

1985-01-01

The design of the power system for supplying the Space Station with insolation-generated electricity is the main Phase B task at NASA-Lewis Center. The advantages and limitations of two types of power systems, the photovoltaic arrays (PV) and the solar dynamic system (SD), are discussed from the points of view of cost, overall systems integration, and growth. Subsystems of each of these options are described, and a sketch of a projected SD system is shown. The PV technology is well developed and proven, but its low efficiency calls for solar arrays of large areas, which affect station dynamics, control, and drag compensation. The SD systems would be less costly to operate than VP, and are more efficient, needing less deployed area. The major drawback of the SD is its infancy. The conservative and forgiving designs for some of its components must still be created and tested, and the development risks assessed.

Aeroelastic Analysis of a Flexible Wing Wind Tunnel Model with Variable Camber Continuous Trailing Edge Flap Design

NASA Technical Reports Server (NTRS)

Nguyen, Nhan; Ting, Eric; Lebofsky, Sonia

2015-01-01

This paper presents data analysis of a flexible wing wind tunnel model with a variable camber continuous trailing edge flap (VCCTEF) design for drag minimization tested at the University of Washington Aeronautical Laboratory (UWAL). The wind tunnel test was designed to explore the relative merit of the VCCTEF concept for improved cruise efficiency through the use of low-cost aeroelastic model test techniques. The flexible wing model is a 10%-scale model of a typical transport wing and is constructed of woven fabric composites and foam core. The wing structural stiffness in bending is tailored to be half of the stiffness of a Boeing 757-era transport wing while the torsional stiffness is about the same. This stiffness reduction results in a wing tip deflection of about 10% of the wing semi-span. The VCCTEF is a multi-segment flap design having three chordwise camber segments and five spanwise flap sections for a total of 15 individual flap elements. The three chordwise camber segments can be positioned appropriately to create a desired trailing edge camber. Elastomeric material is used to cover the gaps in between the spanwise flap sections, thereby creating a continuous trailing edge. Wind tunnel data analysis conducted previously shows that the VCCTEF can achieve a drag reduction of up to 6.31% and an improvement in the lift-to-drag ratio (L=D) of up to 4.85%. A method for estimating the bending and torsional stiffnesses of the flexible wingUWAL wind tunnel model from static load test data is presented. The resulting estimation indicates that the stiffness of the flexible wing is significantly stiffer in torsion than in bending by as much as 9 to 1. The lift prediction for the flexible wing is computed by a coupled aerodynamic-structural model. The coupled model is developed by coupling a conceptual aerodynamic tool Vorlax with a finite-element model of the flexible wing via an automated geometry deformation tool. Based on the comparison of the lift curve slope, the lift prediction for the rigid wing is in good agreement with the estimated lift coefficients derived from the wind tunnel test data. Due to the movement of the VCCTEF during the wind tunnel test, uncertainty in the lift prediction due to the indicated variations of the VCCTEF deflection is studied. The results show a significant spread in the lift prediction which contradicts the consistency in the aerodynamic measurements, thus suggesting that the indicated variations as measured by the VICON system may not be reliable. The lift prediction of the flexible wing agrees very well with the measured lift curve for the baseline configuration. The computed bending deflection and wash-out twist of the flexible wing also match reasonably well with the aeroelastic deflection measurements. The results demonstrate the validity of the aerodynamic-structural tool for use to analyze aerodynamic performance of flexible wings.

Design and demonstration of a small expandable morphing wing

NASA Astrophysics Data System (ADS)

Heryawan, Yudi; Park, Hoon C.; Goo, Nam S.; Yoon, Kwang J.; Byun, Yung H.

2005-05-01

In this paper, we present design, manufacturing, and wind tunnel test for a small-scale expandable morphing wing. The wing is separated into inner and outer wings as a typical bird wing. The part from leading edge of the wing chord is made of carbon composite strip and balsa. The remaining part is covered with curved thin carbon fiber composite mimicking wing feathers. The expandable wing is driven by a small DC motor, reduction gear, and fiber reinforced composite linkages. Rotation of the motor is switched to push-pull linear motion by a screw and the linear motion of the screw is transferred to linkages to create wing expansion and folding motions. The wing can change its aspect ratio from 4.7 to 8.5 in about 2 seconds and the speed can be controlled. Two LIPCAs (Lightweight Piezo-Composite Actuators) are attached under the inner wing section and activated on the expanded wing state to modify camber of the wing. In the wind tunnel test, change of lift, drag, and pitching moment during wing expansion have been investigated for various angles of attack. The LIPCA activation has created significant additional lift.

Aerostructural analysis and design optimization of composite aircraft

NASA Astrophysics Data System (ADS)

Kennedy, Graeme James

High-performance composite materials exhibit both anisotropic strength and stiffness properties. These anisotropic properties can be used to produce highly-tailored aircraft structures that meet stringent performance requirements, but these properties also present unique challenges for analysis and design. New tools and techniques are developed to address some of these important challenges. A homogenization-based theory for beams is developed to accurately predict the through-thickness stress and strain distribution in thick composite beams. Numerical comparisons demonstrate that the proposed beam theory can be used to obtain highly accurate results in up to three orders of magnitude less computational time than three-dimensional calculations. Due to the large finite-element model requirements for thin composite structures used in aerospace applications, parallel solution methods are explored. A parallel direct Schur factorization method is developed. The parallel scalability of the direct Schur approach is demonstrated for a large finite-element problem with over 5 million unknowns. In order to address manufacturing design requirements, a novel laminate parametrization technique is presented that takes into account the discrete nature of the ply-angle variables, and ply-contiguity constraints. This parametrization technique is demonstrated on a series of structural optimization problems including compliance minimization of a plate, buckling design of a stiffened panel and layup design of a full aircraft wing. The design and analysis of composite structures for aircraft is not a stand-alone problem and cannot be performed without multidisciplinary considerations. A gradient-based aerostructural design optimization framework is presented that partitions the disciplines into distinct process groups. An approximate Newton-Krylov method is shown to be an efficient aerostructural solution algorithm and excellent parallel scalability of the algorithm is demonstrated. An induced drag optimization study is performed to compare the trade-off between wing weight and induced drag for wing tip extensions, raked wing tips and winglets. The results demonstrate that it is possible to achieve a 43% induced drag reduction with no weight penalty, a 28% induced drag reduction with a 10% wing weight reduction, or a 20% wing weight reduction with a 5% induced drag penalty from a baseline wing obtained from a structural mass-minimization problem with fixed aerodynamic loads.

Transonic Aerodynamic Characteristics of a Model of a Proposed Six-Engine Hull-Type Seaplane Designed for Supersonic Flight

NASA Technical Reports Server (NTRS)

Wornom, Dewey E.

1960-01-01

Force tests of a model of a proposed six-engine hull-type seaplane were performed in the Langley 8-foot transonic pressure tunnel. The results of these tests have indicated that the model had a subsonic zero-lift drag coefficient of 0.0240 with the highest zero-lift drag coefficient slightly greater than twice the subsonic drag level. Pitchup tendencies were noted for subsonic Mach numbers at relatively high lift coefficients. Wing leading-edge droop increased the maximum lift-drag ratio approximately 8 percent at a Mach number of 0.80 but this effect was negligible at a Mach number of 0.90 and above. The configuration exhibited stable lateral characteristics over the test Mach number range.

WINGDES2 - WING DESIGN AND ANALYSIS CODE

NASA Technical Reports Server (NTRS)

Carlson, H. W.

1994-01-01

This program provides a wing design algorithm based on modified linear theory which takes into account the effects of attainable leading-edge thrust. A primary objective of the WINGDES2 approach is the generation of a camber surface as mild as possible to produce drag levels comparable to those attainable with full theoretical leading-edge thrust. WINGDES2 provides both an analysis and a design capability and is applicable to both subsonic and supersonic flow. The optimization can be carried out for designated wing portions such as leading and trailing edge areas for the design of mission-adaptive surfaces, or for an entire planform such as a supersonic transport wing. This program replaces an earlier wing design code, LAR-13315, designated WINGDES. WINGDES2 incorporates modifications to improve numerical accuracy and provides additional capabilities. A means of accounting for the presence of interference pressure fields from airplane components other than the wing and a direct process for selection of flap surfaces to approach the performance levels of the optimized wing surfaces are included. An increased storage capacity allows better numerical representation of those configurations that have small chord leading-edge or trailing-edge design areas. WINGDES2 determines an optimum combination of a series of candidate surfaces rather than the more commonly used candidate loadings. The objective of the design is the recovery of unrealized theoretical leading-edge thrust of the input flat surface by shaping of the design surface to create a distributed thrust and thus minimize drag. The input consists of airfoil section thickness data, leading and trailing edge planform geometry, and operational parameters such as Mach number, Reynolds number, and design lift coefficient. Output includes optimized camber surface ordinates, pressure coefficient distributions, and theoretical aerodynamic characteristics. WINGDES2 is written in FORTRAN V for batch execution and has been implemented on a CDC CYBER computer operating under NOS 2.7.1 with a central memory requirement of approximately 344K (octal) of 60 bit words. This program was developed in 1984, and last updated in 1990. CDC and CYBER are trademarks of Control Data Corporation.

Statistical Analysis of CFD Solutions from the Third AIAA Drag Prediction Workshop

NASA Technical Reports Server (NTRS)

Morrison, Joseph H.; Hemsch, Michael J.

2007-01-01

The first AIAA Drag Prediction Workshop, held in June 2001, evaluated the results from an extensive N-version test of a collection of Reynolds-Averaged Navier-Stokes CFD codes. The code-to-code scatter was more than an order of magnitude larger than desired for design and experimental validation of cruise conditions for a subsonic transport configuration. The second AIAA Drag Prediction Workshop, held in June 2003, emphasized the determination of installed pylon-nacelle drag increments and grid refinement studies. The code-to-code scatter was significantly reduced compared to the first DPW, but still larger than desired. However, grid refinement studies showed no significant improvement in code-to-code scatter with increasing grid refinement. The third Drag Prediction Workshop focused on the determination of installed side-of-body fairing drag increments and grid refinement studies for clean attached flow on wing alone configurations and for separated flow on the DLR-F6 subsonic transport model. This work evaluated the effect of grid refinement on the code-to-code scatter for the clean attached flow test cases and the separated flow test cases.

Statistical Analysis of the AIAA Drag Prediction Workshop CFD Solutions

NASA Technical Reports Server (NTRS)

Morrison, Joseph H.; Hemsch, Michael J.

2007-01-01

The first AIAA Drag Prediction Workshop (DPW), held in June 2001, evaluated the results from an extensive N-version test of a collection of Reynolds-Averaged Navier-Stokes CFD codes. The code-to-code scatter was more than an order of magnitude larger than desired for design and experimental validation of cruise conditions for a subsonic transport configuration. The second AIAA Drag Prediction Workshop, held in June 2003, emphasized the determination of installed pylon-nacelle drag increments and grid refinement studies. The code-to-code scatter was significantly reduced compared to the first DPW, but still larger than desired. However, grid refinement studies showed no significant improvement in code-to-code scatter with increasing grid refinement. The third AIAA Drag Prediction Workshop, held in June 2006, focused on the determination of installed side-of-body fairing drag increments and grid refinement studies for clean attached flow on wing alone configurations and for separated flow on the DLR-F6 subsonic transport model. This report compares the transonic cruise prediction results of the second and third workshops using statistical analysis.

Optical Displacement Sensor for Sub-Hertz Applications

NASA Technical Reports Server (NTRS)

Abramovici, Alexander; Chiao, Meng P.; Dekens, Frank G.

2008-01-01

A document discusses a sensor made from off-the-shelf electro-optical photodiodes and electronics that achieves 20 nm/(Hz)(exp 1/2) displacement sensitivity at 1 mHz. This innovation was created using a fiber-coupled laser diode (or Nd:YAG) through a collimator and an aperture as the illumination source. Together with a germanium quad photodiode, the above-mentioned displacement sensor sensitivities have been achieved. This system was designed to aid the Laser Interferometer Space Antenna (LISA) with microthruster tests and to be a backup sensor for monitoring the relative position between a proof mass and a spacecraft for drag-free navigation. The optical displacement sensor can be used to monitor any small displacement from a remote location with minimal invasion on the system.

The Effects of Warhead-Induced Damage on the Aeroelastic Characteristics of Lifting Surfaces. Volume I. Aeroelastic Effects.

DTIC Science & Technology

1980-07-01

Arnold. Some further insight into the problem is obtained here, however, when it is demonstrated that highly optimized structural designs may...aircraft of this type are normally designed to withstand loads up to 1.5 times the maximum limit load (load factor 8.0 to 8.67), the structure should...on the wing, for example, give rise to concentrated drag and chordwise loadings as does the recoil from firing wing mounted gun systems . The drag on

Transonic low aspect ratio wing-winglet designs

NASA Technical Reports Server (NTRS)

Kuhlman, John M.; Cerney, Michael J.; Liaw, Paul

1988-01-01

A numerical design study has been conducted to ascertain the potential of winglets as a drag-reducing measure at high subsonic Mach numbers for low aspect ratio wings. The four variants of the winglet concept studied are a 'detuned' winglet with decreased incidence at the wing-winglet juncture; a steerable winglet; more gradual pressure recovery at the wing and winglet trailing edges; and the application of supercritical airfoil technology. A further study is conducted to assess the accuracy of the numerical code's predicted pressure drag values.

14 CFR 25.493 - Braked roll conditions.

Code of Federal Regulations, 2013 CFR

2013-01-01

... used if it is substantiated that an effective drag force of 0.8 times the vertical reaction cannot be... landing weight and 1.0 at the design ramp weight. A drag reaction equal to the vertical reaction multiplied by a coefficient of friction of 0.8, must be combined with the vertical ground reaction and...

14 CFR 25.493 - Braked roll conditions.

Code of Federal Regulations, 2014 CFR

2014-01-01

... used if it is substantiated that an effective drag force of 0.8 times the vertical reaction cannot be... landing weight and 1.0 at the design ramp weight. A drag reaction equal to the vertical reaction multiplied by a coefficient of friction of 0.8, must be combined with the vertical ground reaction and...

14 CFR 25.493 - Braked roll conditions.

Code of Federal Regulations, 2012 CFR

2012-01-01

... used if it is substantiated that an effective drag force of 0.8 times the vertical reaction cannot be... landing weight and 1.0 at the design ramp weight. A drag reaction equal to the vertical reaction multiplied by a coefficient of friction of 0.8, must be combined with the vertical ground reaction and...

ENVIRONMENTAL TECHNOLOGY VERIFICATION: Separation of Manure Solids from Flushed Swine Waste. Hoffland Environmental Inc. Drag Screen and Clarifier

EPA Science Inventory

Verification testing of the Hoffland Drag Screen and Clarifier was conducted at the North Carolina State University's Lake Wheeler Road Field Laboratory, in Raleigh, North Carolina. The farm is designed to operate as a research and teaching facility with the capacity for 250 so...

14 CFR 25.699 - Lift and drag device indicator.

Code of Federal Regulations, 2011 CFR

2011-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25... each lift or drag device having a separate control in the cockpit to adjust its position. In addition... controls must be clearly marked to identify this range of extension. [Amdt. 25-23, 35 FR 5675, Apr. 8, 1970] ...

14 CFR 25.699 - Lift and drag device indicator.

Code of Federal Regulations, 2014 CFR

2014-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25... each lift or drag device having a separate control in the cockpit to adjust its position. In addition... controls must be clearly marked to identify this range of extension. [Amdt. 25-23, 35 FR 5675, Apr. 8, 1970] ...

14 CFR 25.699 - Lift and drag device indicator.

Code of Federal Regulations, 2010 CFR

2010-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25... each lift or drag device having a separate control in the cockpit to adjust its position. In addition... controls must be clearly marked to identify this range of extension. [Amdt. 25-23, 35 FR 5675, Apr. 8, 1970] ...

Reducing the pressure drag of a D-shaped bluff body using linear feedback control

NASA Astrophysics Data System (ADS)

Dalla Longa, L.; Morgans, A. S.; Dahan, J. A.

2017-12-01

The pressure drag of blunt bluff bodies is highly relevant in many practical applications, including to the aerodynamic drag of road vehicles. This paper presents theory revealing that a mean drag reduction can be achieved by manipulating wake flow fluctuations. A linear feedback control strategy then exploits this idea, targeting attenuation of the spatially integrated base (back face) pressure fluctuations. Large-eddy simulations of the flow over a D-shaped blunt bluff body are used as a test-bed for this control strategy. The flow response to synthetic jet actuation is characterised using system identification, and controller design is via shaping of the frequency response to achieve fluctuation attenuation. The designed controller successfully attenuates integrated base pressure fluctuations, increasing the time-averaged pressure on the body base by 38%. The effect on the flow field is to push the roll-up of vortices further downstream and increase the extent of the recirculation bubble. This control approach uses only body-mounted sensing/actuation and input-output model identification, meaning that it could be applied experimentally.

Dizziness Can Be a Drag: Coping with Balance Disorders

MedlinePlus

... now in clinical trials, scientists have created a “virtual reality” grocery store. It allows people with balance disorders to walk safely on a treadmill through computer-generated store aisles. While ... reach for items on virtual shelves. By doing this, they safely learn how ...

The aerodynamics of supersonic parachutes

DOE Office of Scientific and Technical Information (OSTI.GOV)

Peterson, C.W.

1987-06-01

A discussion of the aerodynamics and performance of parachutes flying at supersonic speeds is the focus of this paper. Typical performance requirements for supersonic parachute systems are presented, followed by a review of the literature on supersonic parachute configurations and their drag characteristics. Data from a recent supersonic wind tunnel test series is summarized. The value and limitations of supersonic wind tunnel data on hemisflo and 20-degree conical ribbon parachutes behind several forebody shapes and diameters are discussed. Test techniques were derived which avoided many of the opportunities to obtain erroneous supersonic parachute drag data in wind tunnels. Preliminary correlationsmore » of supersonic parachute drag with Mach number, forebody shape and diameter, canopy porosity, inflated canopy diameter and stability are presented. Supersonic parachute design considerations are discussed and applied to a M = 2 parachute system designed and tested at Sandia. It is shown that the performance of parachutes in supersonic flows is a strong function of parachute design parameters and their interactions with the payload wake.« less

Combined Aero and Underhood Thermal Analysis for Heavy Duty Trucks

DOE Office of Scientific and Technical Information (OSTI.GOV)

Vegendla, Prasad; Sofu, Tanju; Saha, Rohit

2017-01-31

Aerodynamic analysis of the medium-duty delivery truck was performed to achieve vehicle design optimization. Three dimensional CFD simulations were carried out for several improved designs, with a detailed external component analysis of wheel covers, side skirts, roof fairings, and rounded trailer corners. The overall averaged aerodynamics drag reduction through the design modifications were shown up to 22.3% through aerodynamic considerations alone, which is equivalent to 11.16% fuel savings. The main identified fuel efficiencies were based on second generation devices, including wheel covers, side skirts, roof fairings, and rounded trailer corners. The important findings of this work were; (i) the optimummore » curvature radius of the rounded trailer edges found to be 125 mm, with an arc length of 196.3 mm, (ii) aerodynamic drag reduction increases with dropping clearance of side skirts between wheels and ground, and (iii) aerodynamic drag reduction increases with an extension of front bumper towards the ground.« less

Subsonic balance and pressure investigation of a 60 deg delta wing with leading edge devices

NASA Technical Reports Server (NTRS)

Tingas, S. A.; Rao, D. M.

1982-01-01

Low supersonic wave drag makes the thin highly swept delta wing the logical choice for use on aircraft designed for supersonic cruise. However, the high-lift maneuver capability of the aircraft is limited by severe induced-drag penalties attributed to loss of potential flow leading-edge suction. This drag increase may be alleviated through leading-edge flow control to recover lost aerodynamic thrust through either retention of attached leading-edge flow to higher angles of attack or exploitation of the increased suction potential of separation-induced vortex flow. A low-speed wind-tunnel investigation was undertaken to examine the high-lift devices such as fences, chordwise slots, pylon vortex generators, leading-edge vortex flaps, and sharp leading-edge extensions. The devices were tested individually and in combinations in an attempt to improve high-alpha drag performance with a minimum of low-alpha drag penalty. This report presents an analysis of the force, moment, and static pressure data obtained in angles of attack up to 23 deg, at Mach and Reynolds numbers of 0.16 and 3.85 x 10 to the 6th power per meter, respectively. The results indicate that all the devices produced drag and longitudinal/lateral stability improvements at high lift with, in most cases, minor drag penalties at low angles of attack.

Bioinspired surfaces for turbulent drag reduction

PubMed Central

Golovin, Kevin B.; Gose, James W.; Perlin, Marc; Ceccio, Steven L.; Tuteja, Anish

2016-01-01

In this review, we discuss how superhydrophobic surfaces (SHSs) can provide friction drag reduction in turbulent flow. Whereas biomimetic SHSs are known to reduce drag in laminar flow, turbulence adds many new challenges. We first provide an overview on designing SHSs, and how these surfaces can cause slip in the laminar regime. We then discuss recent studies evaluating drag on SHSs in turbulent flow, both computationally and experimentally. The effects of streamwise and spanwise slip for canonical, structured surfaces are well characterized by direct numerical simulations, and several experimental studies have validated these results. However, the complex and hierarchical textures of scalable SHSs that can be applied over large areas generate additional complications. Many studies on such surfaces have measured no drag reduction, or even a drag increase in turbulent flow. We discuss how surface wettability, roughness effects and some newly found scaling laws can help explain these varied results. Overall, we discuss how, to effectively reduce drag in turbulent flow, an SHS should have: preferentially streamwise-aligned features to enhance favourable slip, a capillary resistance of the order of megapascals, and a roughness no larger than 0.5, when non-dimensionalized by the viscous length scale. This article is part of the themed issue ‘Bioinspired hierarchically structured surfaces for green science’. PMID:27354731

Bioinspired surfaces for turbulent drag reduction.

PubMed

Golovin, Kevin B; Gose, James W; Perlin, Marc; Ceccio, Steven L; Tuteja, Anish

2016-08-06

In this review, we discuss how superhydrophobic surfaces (SHSs) can provide friction drag reduction in turbulent flow. Whereas biomimetic SHSs are known to reduce drag in laminar flow, turbulence adds many new challenges. We first provide an overview on designing SHSs, and how these surfaces can cause slip in the laminar regime. We then discuss recent studies evaluating drag on SHSs in turbulent flow, both computationally and experimentally. The effects of streamwise and spanwise slip for canonical, structured surfaces are well characterized by direct numerical simulations, and several experimental studies have validated these results. However, the complex and hierarchical textures of scalable SHSs that can be applied over large areas generate additional complications. Many studies on such surfaces have measured no drag reduction, or even a drag increase in turbulent flow. We discuss how surface wettability, roughness effects and some newly found scaling laws can help explain these varied results. Overall, we discuss how, to effectively reduce drag in turbulent flow, an SHS should have: preferentially streamwise-aligned features to enhance favourable slip, a capillary resistance of the order of megapascals, and a roughness no larger than 0.5, when non-dimensionalized by the viscous length scale.This article is part of the themed issue 'Bioinspired hierarchically structured surfaces for green science'. © 2016 The Author(s).

Computational fluid dynamics vs. inverse dynamics methods to determine passive drag in two breaststroke glide positions.

PubMed

Costa, L; Mantha, V R; Silva, A J; Fernandes, R J; Marinho, D A; Vilas-Boas, J P; Machado, L; Rouboa, A

2015-07-16

Computational fluid dynamics (CFD) plays an important role to quantify, understand and "observe" the water movements around the human body and its effects on drag (D). We aimed to investigate the flow effects around the swimmer and to compare the drag and drag coefficient (CD) values obtained from experiments (using cable velocimetry in a swimming pool) with those of CFD simulations for the two ventral gliding positions assumed during the breaststroke underwater cycle (with shoulders flexed and upper limbs extended above the head-GP1; with shoulders in neutral position and upper limbs extended along the trunk-GP2). Six well-trained breaststroke male swimmers (with reasonable homogeneity of body characteristics) participated in the experimental tests; afterwards a 3D swimmer model was created to fit within the limits of the sample body size profile. The standard k-ε turbulent model was used to simulate the fluid flow around the swimmer model. Velocity ranged from 1.30 to 1.70 m/s for GP1 and 1.10 to 1.50 m/s for GP2. Values found for GP1 and GP2 were lower for CFD than experimental ones. Nevertheless, both CFD and experimental drag/drag coefficient values displayed a tendency to jointly increase/decrease with velocity, except for GP2 CD where CFD and experimental values display opposite tendencies. Results suggest that CFD values obtained by single model approaches should be considered with caution due to small body shape and dimension differences to real swimmers. For better accuracy of CFD studies, realistic individual 3D models of swimmers are required, and specific kinematics respected. Copyright © 2015 Elsevier Ltd. All rights reserved.

Development of a Two-fluid Drag Law for Clustered Particles using Direct Numerical Simulation and Validation through Experiments

DOE Office of Scientific and Technical Information (OSTI.GOV)

Gokaltun, Seckin; Munroe, Norman; Subramaniam, Shankar

2014-12-31

This study presents a new drag model, based on the cohesive inter-particle forces, implemented in the MFIX code. This new drag model combines an existing standard model in MFIX with a particle-based drag model based on a switching principle. Switches between the models in the computational domain occur where strong particle-to-particle cohesion potential is detected. Three versions of the new model were obtained by using one standard drag model in each version. Later, performance of each version was compared against available experimental data for a fluidized bed, published in the literature and used extensively by other researchers for validation purposes.more » In our analysis of the results, we first observed that standard models used in this research were incapable of producing closely matching results. Then, we showed for a simple case that a threshold is needed to be set on the solid volume fraction. This modification was applied to avoid non-physical results for the clustering predictions, when governing equation of the solid granular temperate was solved. Later, we used our hybrid technique and observed the capability of our approach in improving the numerical results significantly; however, improvement of the results depended on the threshold of the cohesive index, which was used in the switching procedure. Our results showed that small values of the threshold for the cohesive index could result in significant reduction of the computational error for all the versions of the proposed drag model. In addition, we redesigned an existing circulating fluidized bed (CFB) test facility in order to create validation cases for clustering regime of Geldart A type particles.« less

Minimum trim drag design for interfering lifting surfaces using vortex-lattice methodology

NASA Technical Reports Server (NTRS)

Lamar, J. E.

1976-01-01

A new method has been developed by which the mean camber surface can be determined for trimmed noncoplanar planforms with minimum vortex drag under subsonic conditions. The method uses a vortex lattice and overcomes previous difficulties with chord loading specification; it uses a Trefftz plane analysis to determine the optimum span loading for minimum drag, then solves for the mean camber surface of the wing which will provide the required loading. Pitching-moment or root-bending-moment constraints can be employed as well at the design lift coefficient. Sensitivity studies of vortex-lattice arrangement have been made with this method and are presented. Comparisons with other theories show generally good agreement. The versatility of the method is demonstrated by applying it to (1) isolated wings, (2) wing-canard configurations, (3) a tandem wing, and (4) a wing-winglet configuration.

Further wind tunnel investigation of the SM701 airfoil with aileron and turbulators

NASA Technical Reports Server (NTRS)

Steen, Gregory; Nicks, Oran; Heffner, Michael

1992-01-01

Wind tunnel tests were performed on a two-dimensional model of the SM701 airfoil designed for use on the World Class gliders. The test covered a range of Reynolds numbers from 500,000 to 1.7 million. Aerodynamic forces and moments were measured with an external balance. Momentum loss method measurements of the section drag coefficient were also made. Flow visualization techniques provided information on transition from laminar to turbulent flow. Lift, drag, and pitching moment were analyzed and comparisons were made with predicted and previously obtained experimental data. The effects of V-tape turbulators for use in turbulent drag reduction were studied. The performance of a 25 percent chord aileron deflected through plus or minus 20 degrees was researched. The model was designed, constructed, and tested by students at Texas A&M University.

Comparison of box-wing and conventional aircraft mission performance using multidisciplinary analysis and optimization

DOE PAGES

Andrews, Stephen A.; Perez, Ruben E.

2018-06-04

Box-wing aircraft designs have the potential to achieve significant reductions in fuel consumption. Closed non-planar wing designs have been shown to reduce induced drag and the statically indeterminate wing structure can lead to reduced wing weight. In addition, the streamwise separation of the two main wings can provide the moments necessary for static stability and control, eliminating the weight and aerodynamic drag of a horizontal tail. Proper assessment of the disciplinary interactions in box-wing designs is essential to determine any realistic performance benefits arising from the use of such a configuration. This study analyzes both box-wing and conventional aircraft designedmore » for representative regional-jet missions. A preliminary parametric investigation shows a lift-to-drag ratio advantage for box-wing designs, while a more detailed multidisciplinary study indicates that the requirement to carry the mission fuel in the wings leads to an increase of between 5% and 1% in total fuel burn compared to conventional designs. Furthermore, the multidisciplinary study identified operating conditions where the box-wing can have superior performance to conventional aircraft despite the fuel volume constraint.« less

Effective L/D: A Theoretical Approach to the Measurement of Aero-Structural Efficiency in Aircraft Design

NASA Technical Reports Server (NTRS)

Guynn, Mark D.

2015-01-01

There are many trade-offs in aircraft design that ultimately impact the overall performance and characteristics of the final design. One well recognized and well understood trade-off is that of wing weight and aerodynamic efficiency. Higher aerodynamic efficiency can be obtained by increasing wing span, usually at the expense of higher wing weight. The proper balance of these two competing factors depends on the objectives of the design. For example, aerodynamic efficiency is preeminent for sailplanes and long slender wings result. Although the wing weight-drag trade is universally recognized, aerodynamic efficiency and structural efficiency are not usually considered in combination. This paper discusses the concept of "aero-structural efficiency," which combines weight and drag characteristics. A metric to quantify aero-structural efficiency, termed effective L/D, is then derived and tested with various scenarios. Effective L/D is found to be a practical and robust means to simultaneously characterize aerodynamic and structural efficiency in the context of aircraft design. The primary value of the effective L/D metric is as a means to better communicate the combined system level impacts of drag and structural weight.

Comparison of box-wing and conventional aircraft mission performance using multidisciplinary analysis and optimization

DOE Office of Scientific and Technical Information (OSTI.GOV)

Andrews, Stephen A.; Perez, Ruben E.

Box-wing aircraft designs have the potential to achieve significant reductions in fuel consumption. Closed non-planar wing designs have been shown to reduce induced drag and the statically indeterminate wing structure can lead to reduced wing weight. In addition, the streamwise separation of the two main wings can provide the moments necessary for static stability and control, eliminating the weight and aerodynamic drag of a horizontal tail. Proper assessment of the disciplinary interactions in box-wing designs is essential to determine any realistic performance benefits arising from the use of such a configuration. This study analyzes both box-wing and conventional aircraft designedmore » for representative regional-jet missions. A preliminary parametric investigation shows a lift-to-drag ratio advantage for box-wing designs, while a more detailed multidisciplinary study indicates that the requirement to carry the mission fuel in the wings leads to an increase of between 5% and 1% in total fuel burn compared to conventional designs. Furthermore, the multidisciplinary study identified operating conditions where the box-wing can have superior performance to conventional aircraft despite the fuel volume constraint.« less

Active aerodynamic drag reduction on morphable cylinders

NASA Astrophysics Data System (ADS)

Guttag, M.; Reis, P. M.

2017-12-01

We study a mechanism for active aerodynamic drag reduction on morphable grooved cylinders, whose topography can be modified pneumatically. Our design is inspired by the morphology of the Saguaro cactus (Carnegiea gigantea), which possesses an array of axial grooves, thought to help reduce aerodynamic drag, thereby enhancing the structural robustness of the plant under wind loading. Our analog experimental samples comprise a spoked rigid skeleton with axial cavities, covered by a stretched elastomeric film. Decreasing the inner pressure of the sample produces axial grooves, whose depth can be accurately varied, on demand. First, we characterize the relation between groove depth and pneumatic loading through a combination of precision mechanical experiments and finite element simulations. Second, wind tunnel tests are used to measure the aerodynamic drag coefficient (as a function of Reynolds number) of the grooved samples, with different levels of periodicity and groove depths. We focus specifically on the drag crisis and systematically measure the associated minimum drag coefficient and the critical Reynolds number at which it occurs. The results are in agreement with the classic literature of rough cylinders, albeit with an unprecedented level of precision and resolution in varying topography using a single sample. Finally, we leverage the morphable nature of our system to dynamically reduce drag for varying aerodynamic loading conditions. We demonstrate that actively controlling the groove depth yields a drag coefficient that decreases monotonically with Reynolds number and is significantly lower than the fixed sample counterparts. These findings open the possibility for the drag reduction of grooved cylinders to be operated over a wide range of flow conditions.

Drag, but not buoyancy, affects swim speed in captive Steller sea lions

PubMed Central

Suzuki, Ippei; Sato, Katsufumi; Fahlman, Andreas; Naito, Yasuhiko; Miyazaki, Nobuyuki; Trites, Andrew W.

2014-01-01

ABSTRACT Swimming at an optimal speed is critical for breath-hold divers seeking to maximize the time they can spend foraging underwater. Theoretical studies have predicted that the optimal swim speed for an animal while transiting to and from depth is independent of buoyancy, but is dependent on drag and metabolic rate. However, this prediction has never been experimentally tested. Our study assessed the effects of buoyancy and drag on the swim speed of three captive Steller sea lions (Eumetopias jubatus) that made 186 dives. Our study animals were trained to dive to feed at fixed depths (10–50 m) under artificially controlled buoyancy and drag conditions. Buoyancy and drag were manipulated using a pair of polyvinyl chloride (PVC) tubes attached to harnesses worn by the sea lions, and buoyancy conditions were designed to fall within the natural range of wild animals (∼12–26% subcutaneous fat). Drag conditions were changed with and without the PVC tubes, and swim speeds were recorded and compared during descent and ascent phases using an accelerometer attached to the harnesses. Generalized linear mixed-effect models with the animal as the random variable and five explanatory variables (body mass, buoyancy, dive depth, dive phase, and drag) showed that swim speed was best predicted by two variables, drag and dive phase (AIC = −139). Consistent with a previous theoretical prediction, the results of our study suggest that the optimal swim speed of Steller sea lions is a function of drag, and is independent of dive depth and buoyancy. PMID:24771620

Statistical Analysis of CFD Solutions from the Drag Prediction Workshop

NASA Technical Reports Server (NTRS)

Hemsch, Michael J.

2002-01-01

A simple, graphical framework is presented for robust statistical evaluation of results obtained from N-Version testing of a series of RANS CFD codes. The solutions were obtained by a variety of code developers and users for the June 2001 Drag Prediction Workshop sponsored by the AIAA Applied Aerodynamics Technical Committee. The aerodynamic configuration used for the computational tests is the DLR-F4 wing-body combination previously tested in several European wind tunnels and for which a previous N-Version test had been conducted. The statistical framework is used to evaluate code results for (1) a single cruise design point, (2) drag polars and (3) drag rise. The paper concludes with a discussion of the meaning of the results, especially with respect to predictability, Validation, and reporting of solutions.

Mechanics of load-drag-unload contact cleaning of gecko-inspired fibrillar adhesives.

PubMed

Abusomwan, Uyiosa A; Sitti, Metin

2014-10-14

Contact self-cleaning of gecko-inspired synthetic adhesives with mushroom-shaped tips has been demonstrated recently using load-drag-unload cleaning procedures similar to that of the natural animal. However, the underlying mechanics of contact cleaning has yet to be fully understood. In this work, we present a detailed experiment of contact self-cleaning that shows that rolling is the dominant mechanism of cleaning for spherical microparticle contaminants, during the load-drag-unload procedure. We also study the effect of dragging rate and normal load on the particle rolling friction. A model of spherical particle rolling on an elastomer fibrillar adhesive interface is developed and agrees well with the experimental results. This study takes us closer to determining design parameters for achieving self-cleaning fibrillar adhesives.

Aerodynamic Design of the Hybrid Wing Body Propulsion-Airframe Integration

NASA Technical Reports Server (NTRS)

Liou, May-Fun; Kim, Hyoungjin; Lee, ByungJoon; Liou, Meng-Sing

2017-01-01

A hybrid wingbody (HWB) concept is being considered by NASA as a potential subsonic transport aircraft that meets aerodynamic, fuel, emission, and noise goals in the time frame of the 2030s. While the concept promises advantages over conventional wing-and-tube aircraft, it poses unknowns and risks, thus requiring in-depth and broad assessments. Specifically, the configuration entails a tight integration of the airframe and propulsion geometries; the aerodynamic impact has to be carefully evaluated. With the propulsion nacelle installed on the (upper) body, the lift and drag are affected by the mutual interference effects between the airframe and nacelle. The static margin for longitudinal stability is also adversely changed. We develop a design approach in which the integrated geometry of airframe (HWB) and propulsion is accounted for simultaneously in a simple algebraic manner, via parameterization of the planform and airfoils at control sections of the wingbody. In this paper, we present the design of a 300-passenger transport that employs distributed electric fans for propulsion. The trim for stability is achieved through the use of the wingtip twist angle. The geometric shape variables are determined through the adjoint optimization method by minimizing the drag while subject to lift, pitch moment, and geometry constraints. The design results clearly show the influence on the aerodynamic characteristics of the installed nacelle and trimming for stability. A drag minimization with the trim constraint yields a reduction of 10 counts in the drag coefficient.

An analysis of the impact of cabin floor angle restrictions on L/D for a typical supersonic transport

NASA Technical Reports Server (NTRS)

Radkey, R. L.

1974-01-01

High floor angles at cruise have been identified as a significant problem facing airline and public acceptance of a supersonic transport. In order to explore the relationship between cruise performances and floor angle, four related wing-fuselage design and integration studies have been conducted. The studies were: (1) a fuselage camber study in which perturbations in the fuselage camber distribution were examined with a baseline wing, (2) a wing optimization study in which wings were optimized for minimum drag at C sub L's less than the design C sub L. These wings were optimized as wing planform camber surfaces alone and evaluated with a baseline fuselage, (3) a second wing optimization study in which wings were optimized for minimum drag at C sub L's less than the design C sub L but for this study the wings were optimized in the presence of the baseline fuselage, and (4) a third wing optimization study in which wings were optimized for minmum drag subject to C sub M constraints designed to produce more positive C sub MO's, thereby reducing trim drag. The studies indicated that it was not possible to both improve the aircraft cruise L/D and substantially reduce the cruise floor angle. The studies did indicate that the cruise floor angle could be reduced by reducing the fuselage incidence relative to the wing, but the reduction in floor angle was accompanied by a substantial reduction in L/D.

Harnessing the polariton drag effect to design an electrically controlled optical switch.

PubMed

Berman, Oleg L; Kezerashvili, Roman Ya; Kolmakov, German V

2014-10-28

We propose a design of a Y-shaped electrically controlled optical switch based on the studies of propagation of an exciton-polariton condensate in a patterned optical microcavity with an embedded quantum well. The polaritons are driven by a time-independent force due to the microcavity wedge shape and by a time-dependent drag force owing to the interaction of excitons in a quantum well and the electric current running in a neighboring quantum well. It is demonstrated that by applying the drag force one can direct more than 90% of the polariton flow toward the desired branch of the switch with no hysteresis. By considering the transient dynamics of the polariton condensate, we estimate the response speed of the switch as 9.1 GHz. We also propose a design of the polariton switch in a flat microcavity based on the geometrically identical Y-shaped quantum wells where the polariton flow is only induced by the drag force. The latter setup enables one to design a multiway switch that can act as an electrically controlled optical transistor with on and off functions. Finally, we performed the simulations for a microcavity with an embedded gapped graphene layer and demonstrated that in this case the response speed of the switch can be increased up to 14 GHz for the same switch size. The simulations also show that the energy gap in the quasiparticle spectrum in graphene can be utilized as an additional parameter that controls the propagation of the signals in the switch.

Capitalizing on App Development Tools and Technologies

ERIC Educational Resources Information Center

Luterbach, Kenneth J.; Hubbell, Kenneth R.

2015-01-01

Instructional developers and others creating apps must choose from a wide variety of app development tools and technologies. Some app development tools have incorporated visual programming features, which enable some drag and drop coding and contextual programming. While those features help novices begin programming with greater ease, questions…

The Hydrodynamic Study of the Swimming Gliding: a Two-Dimensional Computational Fluid Dynamics (CFD) Analysis.

PubMed

Marinho, Daniel A; Barbosa, Tiago M; Rouboa, Abel I; Silva, António J

2011-09-01

Nowadays the underwater gliding after the starts and the turns plays a major role in the overall swimming performance. Hence, minimizing hydrodynamic drag during the underwater phases should be a main aim during swimming. Indeed, there are several postures that swimmers can assume during the underwater gliding, although experimental results were not conclusive concerning the best body position to accomplish this aim. Therefore, the purpose of this study was to analyse the effect in hydrodynamic drag forces of using different body positions during gliding through computational fluid dynamics (CFD) methodology. For this purpose, two-dimensional models of the human body in steady flow conditions were studied. Two-dimensional virtual models had been created: (i) a prone position with the arms extended at the front of the body; (ii) a prone position with the arms placed alongside the trunk; (iii) a lateral position with the arms extended at the front and; (iv) a dorsal position with the arms extended at the front. The drag forces were computed between speeds of 1.6 m/s and 2 m/s in a two-dimensional Fluent(®) analysis. The positions with the arms extended at the front presented lower drag values than the position with the arms aside the trunk. The lateral position was the one in which the drag was lower and seems to be the one that should be adopted during the gliding after starts and turns.

Natural laminar flow airfoil design considerations for winglets on low-speed airplanes

NASA Technical Reports Server (NTRS)

Vandam, C. P.

1984-01-01

Winglet airfoil section characteristics which significantly influence cruise performance and handling qualities of an airplane are discussed. A good winglet design requires an airfoil section with a low cruise drag coefficient, a high maximum lift coefficient, and a gradual and steady movement of the boundary layer transition location with angle of attack. The first design requirement provides a low crossover lift coefficient of airplane drag polars with winglets off and on. The other requirements prevent nonlinear changes in airplane lateral/directional stability and control characteristics. These requirements are considered in the design of a natural laminar flow airfoil section for winglet applications and chord Reynolds number of 1 to 4 million.

Trade Space Specification Tool (TSST) for Rapid Mission Architecture (Version 1.2)

NASA Technical Reports Server (NTRS)

Wang, Yeou-Fang; Schrock, Mitchell; Borden, Chester S.; Moeller, Robert C.

2013-01-01

Trade Space Specification Tool (TSST) is designed to capture quickly ideas in the early spacecraft and mission architecture design and categorize them into trade space dimensions and options for later analysis. It is implemented as an Eclipse RCP Application, which can be run as a standalone program. Users rapidly create concept items with single clicks on a graphical canvas, and can organize and create linkages between the ideas using drag-and-drop actions within the same graphical view. Various views such as a trade view, rules view, and architecture view are provided to help users to visualize the trade space. This software can identify, explore, and assess aspects of the mission trade space, as well as capture and organize linkages/dependencies between trade space components. The tool supports a user-in-the-loop preliminary logical examination and filtering of trade space options to help identify which paths in the trade space are feasible (and preferred) and what analyses need to be done later with executable models. This tool provides multiple user views of the trade space to guide the analyst/team to facilitate interpretation and communication of the trade space components and linkages, identify gaps in combining and selecting trade space options, and guide user decision-making for which combinations of architectural options should be pursued for further evaluation. This software provides an environment to capture mission trade space elements rapidly and assist users for their architecture analysis. This is primarily focused on mission and spacecraft architecture design, rather than general-purpose design application. In addition, it provides more flexibility to create concepts and organize the ideas. The software is developed as an Eclipse plug-in and potentially can be integrated with other Eclipse-based tools.

A Study on the Effects of J2 Perturbations on a Drag-Free Control System for Spacecraft in Low Earth Orbit

NASA Technical Reports Server (NTRS)

Vess, Melissa Fleck; Starin, Scott R.

2003-01-01

Low Earth Orbit (LEO) missions provide a unique means of gathering information about many of Earth s aspects such as climate, atmosphere, and gravitational field. Among the greatest challenges of LEO missions are designing, predicting, and maintaining the spacecraft orbit. The predominant perturbative forces acting on a spacecraft in LEO are J2 and higher order gravitational components, the effects of which are fairly easy to predict, and atmospheric drag, which causes the greatest uncertainty in predicting spacecraft ephemeris. The continuously varying atmospheric drag requires increased spacecraft tracking in order to accurately predict spacecraft location. In addition, periodic propulsive maneuvers typically must be planned and performed to counteract the effects of drag on the spacecraft orbit. If the effects of drag could be continuously and autonomously counteracted, the uncertainty in ephemeris due to atmospheric drag would essentially be eliminated from the spacecraft dynamics. One method of autonomous drag compensation that has been implemented on some missions is drag-free control. Drag-free control of a spacecraft was initially proposed in the 1960's and is discussed extensively by Lange. His drag-free control architecture consists of a free-floating proof mass enclosed within a spacecraft, isolating it from external disturbance forces such as atmospheric drag and solar radiation pressure. Under ideal conditions, internal disturbance forces can be ignored or mitigated, and the orbit of the proof mass depends only on gravitational forces. A sensor associated with the proof mass senses the movement of the spacecraft relative to the proof mass. Using the sensor measurements, the spacecraft is forced to follow the orbit of the proof mass by using low thrust propulsion, thus counteracting any non-gravitational disturbance forces. If the non-gravitational disturbance forces are successfully removed, the spacecraft s orbit will be affected only by well-known gravitational forces and will thus be easier to predict.

An orbit simulation study of a geopotential research mission including satellite-to-satellite tracking and disturbance compensation systems

NASA Technical Reports Server (NTRS)

Antreasian, Peter G.

1988-01-01

Two orbit simulations, one representing the actual Geopotential Research Mission (GRM) orbit and the other representing the orbit estimated from orbit determination techniques, are presented. A computer algorithm was created to simulate GRM's drag compensation mechanism so the fuel expenditure and proof mass trajectories relative to the spacecraft centroid could be calculated for the mission. The results of the GRM DISCOS simulation demonstrated that the spacecraft can essentially be drag-free. The results showed that the centroid of the spacecraft can be controlled so that it will not deviate more than 1.0 mm in any direction from the centroid of the proof mass.

Aerodynamic Design of Heavy Vehicles Reporting Period January 15, 2004 through April 15, 2004

DOE Office of Scientific and Technical Information (OSTI.GOV)

Leonard, A; Chatelain, P; Heineck, J

2004-04-13

Listed are summaries of the activities and accomplishments during this second-quarter reporting period for each of the consortium participants. The following are some highlights for this reporting period: (1) Experiments and computations guide conceptual designs for reduction of drag due to tractor-trailer gap flow (splitter plate), trailer underbody (wedges), and base drag (base-flap add-ons). (2) Steady and unsteady RANS simulations for the GTS geometry are being finalized for development of clear modeling guidelines with RANS. (3) Full geometry and tunnel simulations on the GCM geometry are underway. (4) CRADA with PACCAR is supporting computational parametric study to determine predictive needmore » to include wind tunnel geometry as limits of computational domain. (5) Road and track test options are being investigated. All is ready for field testing of base-flaps at Crows Landing in California in collaboration with Partners in Advanced Transportation Highways (PATH). In addition, MAKA of Canada is providing the device and Wabash is providing a new trailer. (6) Apparatus to investigate tire splash and spray has been designed and is under construction. Michelin has offered tires with customized threads for this study. (7) Vortex methods have improved techniques for the treatment of vorticity near surfaces and spinning geometries like rotating tires. (8) Wind tunnel experiments on model rail cars demonstrate that empty coal cars exhibit substantial aerodynamic drag compared to full coal cars, indicating that significant fuel savings could be obtained by reducing the drag of empty coal cars. (9) Papers are being prepared for an exclusive conference session on the Heavy Vehicle DOE Aerodynamic Drag Project at the 34th AIAA Fluid Dynamics Conference in Portland, Oregon, June 28-July 1, 2004.« less

Application of CAD/CAE class systems to aerodynamic analysis of electric race cars

NASA Astrophysics Data System (ADS)

Grabowski, L.; Baier, A.; Buchacz, A.; Majzner, M.; Sobek, M.

2015-11-01

Aerodynamics is one of the most important factors which influence on every aspect of a design of a car and car driving parameters. The biggest influence aerodynamics has on design of a shape of a race car body, especially when the main objective of the race is the longest distance driven in period of time, which can not be achieved without low energy consumption and low drag of a car. Designing shape of the vehicle body that must generate the lowest possible drag force, without compromising the other parameters of the drive. In the article entitled „Application of CAD/CAE class systems to aerodynamic analysis of electric race cars” are being presented problems solved by computer analysis of cars aerodynamics and free form modelling. Analysis have been subjected to existing race car of a Silesian Greenpower Race Team. On a basis of results of analysis of existence of Kammback aerodynamic effect innovative car body were modeled. Afterwards aerodynamic analysis were performed to verify existence of aerodynamic effect for innovative shape and to recognize aerodynamics parameters of the shape. Analysis results in the values of coefficients and aerodynamic drag forces. The resulting drag forces Fx, drag coefficients Cx(Cd) and aerodynamic factors Cx*A allowed to compare all of the shapes to each other. Pressure distribution, air velocities and streams courses were useful in determining aerodynamic features of analyzed shape. For aerodynamic tests was used Ansys Fluent CFD software. In a paper the ways of surface modeling with usage of Realize Shape module and classic surface modeling were presented. For shapes modeling Siemens NX 9.0 software was used. Obtained results were used to estimation of existing shapes and to make appropriate conclusions.

Finding Funds to Move Summer Learning Forward

ERIC Educational Resources Information Center

Seidel, Bob

2015-01-01

Summer learning loss creates a permanent drag on the US education system. With the generous support of the Charles Stewart Mott Foundation, the National Summer Learning Association (NSLA) developed "Moving Summer Learning Forward: A Strategic Roadmap for Funding in Tough Times" to provide out-of-school time programs, school districts,…

Rotorcraft Blade-Vortex Interaction Controller

NASA Technical Reports Server (NTRS)

Schmitz, Fredric H. (Inventor)

1995-01-01

Blade-vortex interaction noises, sometimes referred to as 'blade slap', are avoided by increasing the absolute value of inflow to the rotor system of a rotorcraft. This is accomplished by creating a drag force which causes the angle of the tip-path plane of the rotor system to become more negative or more positive.

Drag reduction in turbulent channel laden with finite-size oblate spheroids

NASA Astrophysics Data System (ADS)

Niazi Ardekani, Mehdi; Pedro Costa Collaboration; Wim-Paul Breugem Collaboration; Francesco Picano Collaboration; Luca Brandt Collaboration

2016-11-01

Suspensions of oblate rigid particles in a turbulent plane channel flow are investigated for different values of the particle volume fraction. We perform direct numerical simulations (DNS), using a direct-forcing immersed boundary method to account for the particle-fluid interactions, combined with a soft-sphere collision model and lubrication corrections for short-range particle-particle and particle-wall interactions. We show a clear drag reduction and turbulence attenuation in flows laden with oblate spheroids, both with respect to the single phase turbulent flow and to suspensions of rigid spheres. We explain the drag reduction by the lack of the particle layer at the wall, observed before for spherical particles. In addition, the special shape of the oblate particles creates a tendency to stay parallel to the wall in its vicinity, forming a shield of particles that prevents strong fluctuations in the outer layer to reach the wall and vice versa. Detailed statistics of the fluid and particle phase will be presented at the conference to explain the observed drag reduction. Supported by the European Research Council Grant No. ERC-2013-CoG-616186, TRITOS. The authors acknowledge computer time provided by SNIC (Swedish National Infrastructure for Computing) and the support from the COST Action MP1305: Flowing matter.

Unsteady drag following shock wave impingement on a dense particle curtain measured using pulse-burst PIV

DOE Office of Scientific and Technical Information (OSTI.GOV)

DeMauro, Edward Paisley; Wagner, Justin L.; Beresh, Steven J.

High-speed, time-resolved particle image velocimetry with a pulse-burst laser was used to measure the gas-phase velocity upstream and downstream of a shock wave–particle curtain interaction at three shock Mach numbers (1.22, 1.40, and 1.45) at a repetition rate of 37.5 kHz. The particle curtain was formed from free-falling soda-lime particles resulting in volume fractions of 9% or 23% at mid-height, depending on particle diameter (106–125 and 300–355 μm, respectively). Following impingement by a shock wave, a pressure difference was created between the upstream and downstream sides of the curtain, which accelerated flow through the curtain. Jetting of flow through themore » curtain was observed downstream once deformation of the curtain began, demonstrating a long-term unsteady effect. Using a control volume approach, the unsteady drag on the curtain was estimated from velocity and pressure data. The drag imposed on the curtain has a strong volume fraction dependence with a prolonged unsteadiness following initial shock impingement. Additionally, the data suggest that the resulting pressure difference following the propagation of the reflected and transmitted shock waves is the primary component to curtain drag.« less

Bloodstain Pattern Analysis: implementation of a fluid dynamic model for position determination of victims

PubMed Central

Laan, Nick; de Bruin, Karla G.; Slenter, Denise; Wilhelm, Julie; Jermy, Mark; Bonn, Daniel

2015-01-01

Bloodstain Pattern Analysis is a forensic discipline in which, among others, the position of victims can be determined at crime scenes on which blood has been shed. To determine where the blood source was investigators use a straight-line approximation for the trajectory, ignoring effects of gravity and drag and thus overestimating the height of the source. We determined how accurately the location of the origin can be estimated when including gravity and drag into the trajectory reconstruction. We created eight bloodstain patterns at one meter distance from the wall. The origin’s location was determined for each pattern with: the straight-line approximation, our method including gravity, and our method including both gravity and drag. The latter two methods require the volume and impact velocity of each bloodstain, which we are able to determine with a 3D scanner and advanced fluid dynamics, respectively. We conclude that by including gravity and drag in the trajectory calculation, the origin’s location can be determined roughly four times more accurately than with the straight-line approximation. Our study enables investigators to determine if the victim was sitting or standing, or it might be possible to connect wounds on the body to specific patterns, which is important for crime scene reconstruction. PMID:26099070

Bloodstain Pattern Analysis: implementation of a fluid dynamic model for position determination of victims.

PubMed

Laan, Nick; de Bruin, Karla G; Slenter, Denise; Wilhelm, Julie; Jermy, Mark; Bonn, Daniel

2015-06-22

Bloodstain Pattern Analysis is a forensic discipline in which, among others, the position of victims can be determined at crime scenes on which blood has been shed. To determine where the blood source was investigators use a straight-line approximation for the trajectory, ignoring effects of gravity and drag and thus overestimating the height of the source. We determined how accurately the location of the origin can be estimated when including gravity and drag into the trajectory reconstruction. We created eight bloodstain patterns at one meter distance from the wall. The origin's location was determined for each pattern with: the straight-line approximation, our method including gravity, and our method including both gravity and drag. The latter two methods require the volume and impact velocity of each bloodstain, which we are able to determine with a 3D scanner and advanced fluid dynamics, respectively. We conclude that by including gravity and drag in the trajectory calculation, the origin's location can be determined roughly four times more accurately than with the straight-line approximation. Our study enables investigators to determine if the victim was sitting or standing, or it might be possible to connect wounds on the body to specific patterns, which is important for crime scene reconstruction.

Assessing the failure of continuum formula for solid-solid drag force using discrete element method in large size ratios

NASA Astrophysics Data System (ADS)

Jalali, Payman; Hyppänen, Timo

2017-06-01

In loose or moderately-dense particle mixtures, the contact forces between particles due to successive collisions create average volumetric solid-solid drag force between different granular phases (of different particle sizes). The derivation of the mathematical formula for this drag force is based on the homogeneity of mixture within the calculational control volume. This assumption especially fails when the size ratio of particles grows to a large value of 10 or greater. The size-driven inhomogeneity is responsible to the deviation of intergranular force from the continuum formula. In this paper, we have implemented discrete element method (DEM) simulations to obtain the volumetric mean force exchanged between the granular phases with the size ratios greater than 10. First, the force is calculated directly from DEM averaged over a proper time window. Second, the continuum formula is applied to calculate the drag forces using the DEM quantities. We have shown the two volumetric forces are in good agreement as long as the homogeneity condition is maintained. However, the relative motion of larger particles in a cloud of finer particles imposes the inhomogeneous distribution of finer particles around the larger ones. We have presented correction factors to the volumetric force from continuum formula.

Bloodstain Pattern Analysis: implementation of a fluid dynamic model for position determination of victims

NASA Astrophysics Data System (ADS)

Laan, Nick; de Bruin, Karla G.; Slenter, Denise; Wilhelm, Julie; Jermy, Mark; Bonn, Daniel

2015-06-01

Bloodstain Pattern Analysis is a forensic discipline in which, among others, the position of victims can be determined at crime scenes on which blood has been shed. To determine where the blood source was investigators use a straight-line approximation for the trajectory, ignoring effects of gravity and drag and thus overestimating the height of the source. We determined how accurately the location of the origin can be estimated when including gravity and drag into the trajectory reconstruction. We created eight bloodstain patterns at one meter distance from the wall. The origin’s location was determined for each pattern with: the straight-line approximation, our method including gravity, and our method including both gravity and drag. The latter two methods require the volume and impact velocity of each bloodstain, which we are able to determine with a 3D scanner and advanced fluid dynamics, respectively. We conclude that by including gravity and drag in the trajectory calculation, the origin’s location can be determined roughly four times more accurately than with the straight-line approximation. Our study enables investigators to determine if the victim was sitting or standing, or it might be possible to connect wounds on the body to specific patterns, which is important for crime scene reconstruction.

Unsteady drag following shock wave impingement on a dense particle curtain measured using pulse-burst PIV

DOE PAGES

DeMauro, Edward Paisley; Wagner, Justin L.; Beresh, Steven J.; ...

2017-06-08

High-speed, time-resolved particle image velocimetry with a pulse-burst laser was used to measure the gas-phase velocity upstream and downstream of a shock wave–particle curtain interaction at three shock Mach numbers (1.22, 1.40, and 1.45) at a repetition rate of 37.5 kHz. The particle curtain was formed from free-falling soda-lime particles resulting in volume fractions of 9% or 23% at mid-height, depending on particle diameter (106–125 and 300–355 μm, respectively). Following impingement by a shock wave, a pressure difference was created between the upstream and downstream sides of the curtain, which accelerated flow through the curtain. Jetting of flow through themore » curtain was observed downstream once deformation of the curtain began, demonstrating a long-term unsteady effect. Using a control volume approach, the unsteady drag on the curtain was estimated from velocity and pressure data. The drag imposed on the curtain has a strong volume fraction dependence with a prolonged unsteadiness following initial shock impingement. Additionally, the data suggest that the resulting pressure difference following the propagation of the reflected and transmitted shock waves is the primary component to curtain drag.« less

Improving the Utility of the CATs Video Cam and Tri-axial Accelerometer for Examining Foraging in Top Marine Predators

DTIC Science & Technology

2015-09-30

measurements of foraging and swimming performance in marine vertebrates. The CATS units are capable of recording motion with 9-degrees of freedom at high...1. Designing of a novel tag holder for tuna telemetry The idea of this novel tag design is to use the hydrodynamic forces appearing when tuna swim ...drag. Increment of the drag force associated with the attached tag was 16% for the simulated speed of swimming 8 m/s. The data obtained are

Preliminary design characteristics of a subsonic business jet concept employing laminar flow control

NASA Technical Reports Server (NTRS)

Turriziani, R. V.; Lovell, W. A.; Price, J. E.; Quartero, C. B.; Washburn, G. F.

1978-01-01

Aircraft configurations were developed with laminar flow control (LFC) and without LFC. The LFC configuration had approximately eleven percent less parasite drag and a seven percent increase in the maximum lift-to drag ratio. Although these aerodynamic advantages were partially offset by the additional weight of the LFC system, the LFC aircraft burned from six to eight percent less fuel for comparable missions. For the trans-atlantic design mission with the gross weight fixed, the LFC configuration would carry a greater payload for ten percent fuel per passenger mile.

Transonic and Supersonic Wind-Tunnel Tests of Wing-Body Combinations Designed for High Efficiency at a Mach Number of 1.41

NASA Technical Reports Server (NTRS)

Grant, Frederick C.; Sevier, John R., Jr.

1960-01-01

Wind-tunnel force tests of a number of wing-body combinations designed for high lift-drag ratio at a Mach number of 1.41 are reported. Five wings and six bodies were used in making up the various wing-body combinations investigated. All the wings had the same highly swept dis- continuously tapered plan form with NACA 65A-series airfoil sections 4 percent thick at the root tapering linearly to 3 percent thick at the tip. The bodies were based on the area distribution of a Sears-Haack body of revolution for minimum drag with a given length and volume. These wings and bodies were used to determine the effects of wing twist., wing twist and camber, wing leading-edge droop, a change from circular to elliptical body cross-sectional shape, and body indentation by the area-rule and streamline methods. The supersonic test Mach numbers were 1.41 and 2.01. The transonic test Mach number range was from 0.6 to 1.2. For the transition-fixed condition and at a Reynolds number of 2.7 x 10(exp 6) based on the mean aerodynamic chord, the maximum value of lift- drag ratio at a Mach number of 1.41 was 9.6 for a combination with a twisted wing and an indented body of elliptical cross section. The tests indicated that the transonic rise in minimum drag was low and did not change appreciably up to the highest test Mach number of 2.01. The lower values of lift-drag ratio obtained at a Mach number of 2.01 can be attributed to the increase of drag due to lift with Mach number.

Bonded composite to metal scarf joint performance in an aircraft landing gear drag strut. [for Boeing 747 aircraft

NASA Technical Reports Server (NTRS)

Howell, W. E.

1974-01-01

The structural performance of a boron-epoxy reinforced titanium drag strut, which contains a bonded scarf joint and was designed to the criteria of the Boeing 747 transport, was evaluated. An experimental and analytical investigation was conducted. The strut was exposed to two lifetimes of spectrum loading and was statically loaded to the tensile and compressive design ultimate loads. Throughout the test program no evidence of any damage in the drag strut was detected by strain gage measurements, ultrasonic inspection, or visual observation. An analytical study of the bonded joint was made using the NASA structural analysis computer program NASTRAN. A comparison of the strains predicted by the NASTRAN computer program with the experimentally determined values shows excellent agreement. The NASTRAN computer program is a viable tool for studying, in detail, the stresses and strains induced in a bonded joint.

Development of a Kevlar/PMR-15 reduced drag DC-9 nacelle fairing

NASA Technical Reports Server (NTRS)

Kawai, R. T.; Hrach, F. J.

1980-01-01

The paper describes an advanced composite fairing designed to reduce drag on DC-9 nacelles as a part of the NASA Engine Component Improvement Program. This fairing is the aft enclosure for the thrust reverser actuator system on JT8D engine nacelles and is subjected to a 500 F exhaust flow during the reverse thrust. A reduced-drag configuration was developed by using in-flight tuft surveys for flow visualization in order to identify areas with low-quality flow, and then modifying the aerodynamic lines to improve the flow. A fabrication method for molding the part in an autoclave was developed; this material system is suitable for 500 F. The resultant composite fairing reduces the overall aircraft drag 1% with a weight reduction of 40% when compared with a metal component.

Measurement of the effect of manufacturing deviations on natural laminar flow for a single engine general aviation airplane

NASA Technical Reports Server (NTRS)

1987-01-01

Renewed interest in natural laminar flow (NLF) had rekindled designer concern that manufacuring deviations may destroy the effectiveness of NLF for an operational aircraft. Experiments are summarized that attemtped to measure total drag changes associated with three different wing surface conditions on an aircraft typical of current general aviation high performance singles. The speed power technique was first used in an attempt to quantify the changes in total drag. Predicted and measured boundary layer transition locations for three different wing surface conditions were also compared, using two different forms of flow visualization. The three flight test phases included: assessment of an unpainted airframe, flight tests of the same aircraft after painstakingly filling and sanding the wings to design contours, and similar measurement after this aricraft was painted. In each flight phase, transition locations were monitored using with sublimating chemicals or pigmented oil. Two-dimensional drag coefficients were estimated using the Eppler-Somers code and measured with a wake rake in a method very similar to Jones' pitot traverse method. The net change in two-dimensional drag coefficient was approximately 20 counts between the unpainted aircraft and the hand-smoothed aircraft for typical cruise flight conditions.

Progress towards a Drag-free SmallSat

NASA Astrophysics Data System (ADS)

Saraf, Shailendhar

The net force acting on a drag-free satellite is purely gravitational as all other forces, mainly atmospheric drag and solar radiation pressure, are canceled out. In order to achieve this, a free floating reference (test mass) inside the satellite is shielded against all forces but gravity and a system of thrusters is commanded by a control algorithm such that the relative displacement between the reference and the satellite stays constant. The main input to that control algorithm is the output of a sensor which measures the relative displacement between the satellite and the test mass. Internal disturbance forces such as electrostatic or magnetic forces cannot be canceled out his way and have to be minimized by a careful design of the satellite. A drag-free technology package is under development at Stanford since 2004. It includes an optical displacement sensor to measure the relative position of the test mass inside the satellite, a caging mechanism to lock the test mass during launch, a UV LED based charge management system to minimize the effect of electrostatic forces, a thermal enclosure, and the drag-free control algorithms. Possible applications of drag-free satellites in fundamental physics (Gravity Probe B, LISA), geodesy (GOCE), and navigation (TRIAD I). In this presentation we will highlight the progress of the technology development towards a drag-free mission. The planned mission on a SaudiSat bus will demonstrate drag-free technology on a small spacecraft at a fraction of the cost of previous drag-free missions. The target acceleration noise is 10-12 m/sec2. With multiple such satellites a GRACE-like mission with improved sensitivity and potentially improved spatial and temporal resolution can be achieved.

Multi-Objective Flight Control for Drag Minimization and Load Alleviation of High-Aspect Ratio Flexible Wing Aircraft

NASA Technical Reports Server (NTRS)

Nguyen, Nhan; Ting, Eric; Chaparro, Daniel; Drew, Michael; Swei, Sean

2017-01-01

As aircraft wings become much more flexible due to the use of light-weight composites material, adverse aerodynamics at off-design performance can result from changes in wing shapes due to aeroelastic deflections. Increased drag, hence increased fuel burn, is a potential consequence. Without means for aeroelastic compensation, the benefit of weight reduction from the use of light-weight material could be offset by less optimal aerodynamic performance at off-design flight conditions. Performance Adaptive Aeroelastic Wing (PAAW) technology can potentially address these technical challenges for future flexible wing transports. PAAW technology leverages multi-disciplinary solutions to maximize the aerodynamic performance payoff of future adaptive wing design, while addressing simultaneously operational constraints that can prevent the optimal aerodynamic performance from being realized. These operational constraints include reduced flutter margins, increased airframe responses to gust and maneuver loads, pilot handling qualities, and ride qualities. All of these constraints while seeking the optimal aerodynamic performance present themselves as a multi-objective flight control problem. The paper presents a multi-objective flight control approach based on a drag-cognizant optimal control method. A concept of virtual control, which was previously introduced, is implemented to address the pair-wise flap motion constraints imposed by the elastomer material. This method is shown to be able to satisfy the constraints. Real-time drag minimization control is considered to be an important consideration for PAAW technology. Drag minimization control has many technical challenges such as sensing and control. An initial outline of a real-time drag minimization control has already been developed and will be further investigated in the future. A simulation study of a multi-objective flight control for a flight path angle command with aeroelastic mode suppression and drag minimization demonstrates the effectiveness of the proposed solution. In-flight structural loads are also an important consideration. As wing flexibility increases, maneuver load and gust load responses can be significant and therefore can pose safety and flight control concerns. In this paper, we will extend the multi-objective flight control framework to include load alleviation control. The study will focus initially on maneuver load minimization control, and then subsequently will address gust load alleviation control in future work.

Innovative Flow Control Concepts for Drag Reduction

NASA Technical Reports Server (NTRS)

Lin, John C.; Whalen, Edward A.; Eppink, Jenna L.; Siochi, Emilie J.; Alexander, Michael G.; Andino, Marlyn Y.

2016-01-01

This paper highlights the technology development of two flow control concepts for aircraft drag reduction. The NASA Environmentally Responsible Aviation (ERA) project worked with Boeing to demonstrate these two concepts on a specially outfitted Boeing 757 ecoDemonstrator during the spring of 2015. The first flow control concept used Active Flow Control (AFC) to delay flow separation on a highly deflected rudder and increase the side force that it generates. This may enable a smaller vertical tail to provide the control authority needed in the event of an engine failure during takeoff and landing, while still operating in a conventional manner over the rest of the flight envelope. Thirty-one sweeping jet AFC actuators were installed and successfully flight-tested on the vertical tail of the 757 ecoDemonstrator. Pilot feedback, flow cone visualization, and analysis of the flight test data confirmed that the AFC is effective, as a smoother flight and enhanced rudder control authority were reported. The second flow control concept is the Insect Accretion Mitigation (IAM) innovation where surfaces were engineered to mitigate insect residue adhesion on a wing's leading edge. This is necessary because something as small as an insect residue on the leading edge of a laminar flow wing design can cause turbulent wedges that interrupt laminar flow, resulting in an increase in drag and fuel use. Several non-stick coatings were developed by NASA and applied to panels that were mounted on the leading edge of the wing of the 757 ecoDemonstrator. The performance of the coated surfaces was measured and validated by the reduction in the number of bug adhesions relative to uncoated control panels flown simultaneously. Both flow control concepts (i.e., sweeping jet actuators and non-stick coatings) for drag reduction were the culmination of several years of development, from wind tunnel tests to flight tests, and produced valuable data for the advancement of modern aircraft designs. The ERA systems analysis studies performed by NASA indicated that AFC-enhanced vertical tail could produce approximately 0.9% drag reduction for a large twin aisle aircraft and IAM coatings could enable approximately 1.2% drag reduction recovery for a potential total drag reduction of approximately 3.3% for a single aisle aircraft with a natural laminar flow (NLF) wing design.

Self-organizing magnetic beads for biomedical applications

NASA Astrophysics Data System (ADS)

Gusenbauer, Markus; Kovacs, Alexander; Reichel, Franz; Exl, Lukas; Bance, Simon; Özelt, Harald; Schrefl, Thomas

2012-03-01

In the field of biomedicine magnetic beads are used for drug delivery and to treat hyperthermia. Here we propose to use self-organized bead structures to isolate circulating tumor cells using lab-on-chip technologies. Typically blood flows past microposts functionalized with antibodies for circulating tumor cells. Creating these microposts with interacting magnetic beads makes it possible to tune the geometry in size, position and shape. We developed a simulation tool that combines micromagnetics and discrete particle dynamics, in order to design micropost arrays made of interacting beads. The simulation takes into account the viscous drag of the blood flow, magnetostatic interactions between the magnetic beads and gradient forces from external aligned magnets. We developed a particle-particle particle-mesh method for effective computation of the magnetic force and torque acting on the particles.

Transonic airfoil analysis and design in nonuniform flow

NASA Technical Reports Server (NTRS)

Chang, J. F.; Lan, C. E.

1986-01-01

A nonuniform transonic airfoil code is developed for applications in analysis, inverse design and direct optimization involving an airfoil immersed in propfan slipstream. Problems concerning the numerical stability, convergence, divergence and solution oscillations are discussed. The code is validated by comparing with some known results in incompressible flow. A parametric investigation indicates that the airfoil lift-drag ratio can be increased by decreasing the thickness ratio. A better performance can be achieved if the airfoil is located below the slipstream center. Airfoil characteristics designed by the inverse method and a direct optimization are compared. The airfoil designed with the method of direct optimization exhibits better characteristics and achieves a gain of 22 percent in lift-drag ratio with a reduction of 4 percent in thickness.

Application of two procedures for dual-point design of transonic airfoils

NASA Technical Reports Server (NTRS)

Mineck, Raymond E.; Campbell, Richard L.; Allison, Dennis O.

1994-01-01

Two dual-point design procedures were developed to reduce the objective function of a baseline airfoil at two design points. The first procedure to develop a redesigned airfoil used a weighted average of the shapes of two intermediate airfoils redesigned at each of the two design points. The second procedure used a weighted average of two pressure distributions obtained from an intermediate airfoil redesigned at each of the two design points. Each procedure was used to design a new airfoil with reduced wave drag at the cruise condition without increasing the wave drag or pitching moment at the climb condition. Two cycles of the airfoil shape-averaging procedure successfully designed a new airfoil that reduced the objective function and satisfied the constraints. One cycle of the target (desired) pressure-averaging procedure was used to design two new airfoils that reduced the objective function and came close to satisfying the constraints.

Fabrication and characterization of artificial hair cell sensor based on MWCNT-PDMS composite

NASA Astrophysics Data System (ADS)

Kim, Chi Yeon; Lee, Hyun Sup; Cho, Yo Han; Joh, Cheeyoung; Choi, Pyung; Park, Seong Jin

2011-06-01

The aim of this work is to design and fabricate a flow sensor using an artificial hair cell (AHC) inspired by biological hair cells of fish. The sensor consists of a single cilium structure with high aspect ratio and a mechanoreceptor using force sensitive resistor (FSR). The cilium structure is designed for capturing a drag force with direction due to flow field around the sensor and the mechanoreceptor is designed for sensing the drag force with direction from the cilium structure and converting it into an electric signal. The mechanoreceptor has a symmetric four electrodes to sense the drag force and its direction. To fabricate the single cilium structure with high aspect ratio, we have proposed a new design concept using a separated micro mold system (SMS) fabricated by the LIGA process. For a successful replication of the cilium structure, we used the hot embossing process with the help of a double-sided mold system. We used a composite of multiwall carbon nanotube and polydimethylsiloxane (MWCNT-PDMS). The performance of the mechanoreceptors was measured by a computer-controlled nanoindenter. We carried out several experiments with the sensor in the different flow rate and direction using the experimental test apparatus. To calibrate the sensor and calculate the velocity with direction based the signal from the sensor, we analyzed the coupled phenomena between flow field and the cilium structure to calculate the deflection of the cilium structure and the drag force applying to the cilium structure due to the flow field around sensor.

Minimum Wave Drag for Arbitrary Arrangements of Wings and Bodies

NASA Technical Reports Server (NTRS)

Jones, Robert T

1957-01-01

Studies of various arrangements of wings and bodies designed to provide favorable wave interference at supersonic speeds lead to the problem of determining the minimum possible valve of the wave resistance obtainable by any disposition of the elements of an aircraft within a definitely prescribed region. Under the assumptions that the total lift and the total volume of the aircraft are given, conditions that must be satisfied if the drag is to be a minimum are found. The report concludes with a discussion of recent developments of the theory which lead to an improved understanding of the drag associated with the production of lift.

Design optimization of a brush turbine with a cleaner/water based solution

NASA Technical Reports Server (NTRS)

Kim, Rhyn H.

1995-01-01

Recently, a turbine-brush was analyzed based on the energy conservation and the force momentum equation with an empirical relationship of the drag coefficient. An equation was derived to predict the rotational speed of the turbine-brush in terms of the blade angle, number of blades, rest of geometries of the turbine-brush and the incoming velocity. Using the observed flow conditions, drag coefficients were determined. Based on the experimental values as boundary conditions, the turbine-brush flows were numerically simulated to understand first the nature of the flows, and to extend the observed drag coefficient to a flow without holding the turbine-brush.

Electrodynamic Tethers. 1: Power Generator in LEO. 2: Thrust for Propulsion and Power Storage

NASA Technical Reports Server (NTRS)

Mccoy, J. E.

1984-01-01

An electrodynamic tether consists of a long insulated wire in space whose orbital motion cuts across lines of magnetic flux to produce an induce voltage that in typical low orbits averages about 200 v/km. Such a system should be capable of generating substantial electrical power, at the expense of IXB drag acting on its orbital energy. If a reverse current is driven against the induced voltage, the system should act as a motor producing IXB thrust. A reference system was designed, capable of generating 20 KW of power into an electrical load located anywhere along the wire at the expense of 2.6N (20,000 J/sec) drag on the wire. In an ideal system, the conversion between mechanical and electrical energy would reach 100% efficiency. In the actual system part of the 20 KW is lost to internal resistance of the wire, plasma and ionosphere, while the drag force is increased by residual air drag. The 20 KW PMG system as designed is estimated to provide 18.7 KW net power to the load at total drag loss of 20.4 KJ/sec, or an overall efficiency of 92%. Similar systems using heavier wire appear capable of producing power levels in excess of 1 Megawatt at voltages of 2-4 KV, with conversion efficiency between mechanical and electrical power better than 95%. The hollow cathode based system should be readily reversible from generator to motor operation by driving a reverse current using onboard power.

Integrated Aerodynamic and Control System Design of Oblique Wing Aircraft. Ph.D. Thesis

NASA Technical Reports Server (NTRS)

Morris, Stephen James

1990-01-01

An efficient high speed aircraft design must achieve a high lift to drag ratio at transonic and supersonic speeds. In 1952 Dr. R. T. Jones proved that for any flight Mach number minimum drag at a fixed lift is achieved by an elliptic wing planform with an appropriate oblique sweep angle. Since then, wind tunnel tests and numerical flow models have confirmed that the compressibility drag of oblique wing aircraft is lower than similar symmetrical sweep designs. At oblique sweep angles above thirty degrees the highly asymmetric planform gives rise to aerodynamic and inertia couplings which affect stability and degrade the aircraft's handling qualities. In the case of the NASA-Rockwell Oblique Wing Research Aircraft, attempts to improve the handling qualities by implementing a stability augmentation system have produced unsatisfactory results because of an inherent lack of controllability in the proposed design. The present work focuses on improving the handling qualities of oblique wing aircraft by including aerodynamic configuration parameters as variables in the control system synthesis to provide additional degrees of freedom with which to further decouple the aircraft's response. Handling qualities are measured using a quadratic cost function identical to that considered in optimal control problems, but the controller architecture is not restricted to full state feedback. An optimization procedure is used to simultaneously solve for the aircraft configuration and control gains which maximize a handling qualities measure, while meeting imposed constraints on trim. In some designs wing flexibility is also modeled and reduced order controllers are implemented. Oblique wing aircraft synthesized by this integrated design method show significant improvement in handling qualities when compared to the originally proposed closed loop aircraft. The integrated design synthesis method is then extended to show how handling qualities may be traded for other types of mission performance (drag, weight, etc.). Examples are presented which show how performance can be maximized while maintaining a desired level of handling quality.

Optimum Design of a Compound Helicopter

NASA Technical Reports Server (NTRS)

Yeo, Hyeonsoo; Johnson, Wayne

2006-01-01

A design and aeromechanics investigation was conducted for a 100,000-lb compound helicopter with a single main rotor, which is to cruise at 250 knots at 4000 ft/95 deg F condition. Performance, stability, and control analyses were conducted with the comprehensive rotorcraft analysis CAMRAD II. Wind tunnel test measurements of the performance of the H-34 and UH-1D rotors at high advance ratio were compared with calculations to assess the accuracy of the analysis for the design of a high speed helicopter. In general, good correlation was obtained when an increase of drag coefficients in the reverse flow region was implemented. An assessment of various design parameters (disk loading, blade loading, wing loading) on the performance of the compound helicopter was conducted. Lower wing loading (larger wing area) and higher blade loading (smaller blade chord) increased aircraft lift-to-drag ratio. However, disk loading has a small influence on aircraft lift-to-drag ratio. A rotor parametric study showed that most of the benefit of slowing the rotor occurred at the initial 20 to 30% reduction of the advancing blade tip Mach number. No stability issues were observed with the current design. Control derivatives did not change significantly with speed, but the did exhibit significant coupling.

A Parametric Geometry Computational Fluid Dynamics (CFD) Study Utilizing Design of Experiments (DOE)

NASA Technical Reports Server (NTRS)

Rhew, Ray D.; Parker, Peter A.

2007-01-01

Design of Experiments (DOE) techniques were applied to the Launch Abort System (LAS) of the NASA Crew Exploration Vehicle (CEV) parametric geometry Computational Fluid Dynamics (CFD) study to efficiently identify and rank the primary contributors to the integrated drag over the vehicles ascent trajectory. Typical approaches to these types of activities involve developing all possible combinations of geometries changing one variable at a time, analyzing them with CFD, and predicting the main effects on an aerodynamic parameter, which in this application is integrated drag. The original plan for the LAS study team was to generate and analyze more than1000 geometry configurations to study 7 geometric parameters. By utilizing DOE techniques the number of geometries was strategically reduced to 84. In addition, critical information on interaction effects among the geometric factors were identified that would not have been possible with the traditional technique. Therefore, the study was performed in less time and provided more information on the geometric main effects and interactions impacting drag generated by the LAS. This paper discusses the methods utilized to develop the experimental design, execution, and data analysis.

Advancements in adaptive aerodynamic technologies for airfoils and wings

NASA Astrophysics Data System (ADS)

Jepson, Jeffrey Keith

Although aircraft operate over a wide range of flight conditions, current fixed-geometry aircraft are optimized for only a few of these conditions. By altering the shape of the aircraft, adaptive aerodynamics can be used to increase the safety and performance of an aircraft by tailoring the aircraft for multiple flight conditions. Of the various shape adaptation concepts currently being studied, the use of multiple trailing-edge flaps along the span of a wing offers a relatively high possibility of being incorporated on aircraft in the near future. Multiple trailing-edge flaps allow for effective spanwise camber adaptation with resulting drag benefits over a large speed range and load alleviation at high-g conditions. The research presented in this dissertation focuses on the development of this concept of using trailing-edge flaps to tailor an aircraft for multiple flight conditions. One of the major tasks involved in implementing trailing-edge flaps is in designing the airfoil to incorporate the flap. The first part of this dissertation presents a design formulation that incorporates aircraft performance considerations in the inverse design of low-speed laminar-flow adaptive airfoils with trailing-edge cruise flaps. The benefit of using adaptive airfoils is that the size of the low-drag region of the drag polar can be effectively increased without increasing the maximum thickness of the airfoil. Two aircraft performance parameters are considered: level-flight maximum speed and maximum range. It is shown that the lift coefficients for the lower and upper corners of the airfoil low-drag range can be appropriately adjusted to tailor the airfoil for these two aircraft performance parameters. The design problem is posed as a part of a multidimensional Newton iteration in an existing conformal-mapping based inverse design code, PROFOIL. This formulation automatically adjusts the lift coefficients for the corners of the low-drag range for a given flap deflection as required for the airfoil-aircraft matching. Examples are presented to illustrate the flapped-airfoil design approach for a general aviation aircraft and the results are validated by comparison with results from post-design aircraft performance computations. Once the airfoil is designed to incorporate a TE flap, it is important to determine the most suitable flap angles along the wing for different flight conditions. The second part of this dissertation presents a method for determining the optimum flap angles to minimize drag based on pressures measured at select locations on the wing. Computational flow simulations using a panel method are used "in the loop" for demonstrating closed-loop control of the flaps. Examples in the paper show that the control algorithm is successful in correctly adapting the wing to achieve the target lift distributions for minimizing induced drag while adjusting the wing angle of attack for operation of the wing in the drag bucket. It is shown that the "sense-and-adapt" approach developed is capable of handling varying and unpredictable inflow conditions. Such a capability could be useful in adapting long-span flexible wings that may experience significant and unknown atmospheric inflow variations along the span. To further develop the "sense-and-adapt" approach, the method was tested experimentally in the third part of the research. The goal of the testing was to see if the same results found computationally can be obtained experimentally. The North Carolina State University subsonic wind tunnel was used for the wind tunnel tests. Results from the testing showed that the "sense-and-adapt" approach has the same performance experimentally as it did computationally. The research presented in this dissertation is a stepping stone towards further development of the concept, which includes modeling the system in the Simulink environment and flight experiments using uninhabited aerial vehicles.

Computing Trimmed, Mean-Camber Surfaces At Minimum Drag

NASA Technical Reports Server (NTRS)

Lamar, John E.; Hodges, William T.

1995-01-01

VLMD computer program determines subsonic mean-camber surfaces of trimmed noncoplanar planforms with minimum vortex drag at specified lift coefficient. Up to two planforms designed together. Method used that of subsonic vortex lattice method of chord loading specification, ranging from rectangular to triangular, left specified by user. Program versatile and applied to isolated wings, wing/canard configurations, tandem wing, and wing/-winglet configuration. Written in FORTRAN.

Drag'on In.

ERIC Educational Resources Information Center

Turner, Diane

1983-01-01

Primary students designed dragons for a billboard advertising activity to promote Youth Art Month. After selecting head, midsection, and tail designs, the students enlarged the drawings for a billboard image. (AM)

Politics and Play: Meditations on Rhetorical Bodily Performance

ERIC Educational Resources Information Center

Pauliny, Tara

2013-01-01

Focusing on the drag king performances of Christie Whisman, who lived and worked in Columbus, Ohio, USA, from 1999 to 2001, this essay argues that rhetorical bodily performances have the capacity not only to subvert normalised notions of identity categories, but that such performances can also create alternate pedagogical sites that persuasively…

We Continue to "Drag-on" the Motivation

ERIC Educational Resources Information Center

Laird, Shirley

2010-01-01

The author's fifth-graders are usually easy to motivate, especially with an assignment as exciting as dragons and mythical beasts! Since many of the author's projects are "typical" subjects such as flowers, animals, still life and so on, the idea of creating mythical creatures really caused a stir in her classroom. In this article, the author…

Enhancement of Oscillatory Flap Propulsors for Low Speed Flows in Water

DTIC Science & Technology

2010-07-13

in efficiency results from a reduction in the induced drag created by the lifting surface. Many of these modifications such as winglets , tip bulbs...one of the many terms that account for the total power loss. Thus, winglet -type tip modifications for the OFD are expected to lead to an

Drag reduction using slippery liquid infused surfaces

NASA Astrophysics Data System (ADS)

Hultmark, Marcus; Stone, Howard; Smits, Alexander; Jacobi, Ian; Samaha, Mohamed; Wexler, Jason; Shang, Jessica; Rosenberg, Brian; Hellström, Leo; Fan, Yuyang

2013-11-01

A new method for passive drag reduction is introduced. A surface treatment inspired by the Nepenthes pitcher plant, previously developed by Wong et al. (2011), is utilized and its design parameters are studied for increased drag reduction and durability. Nano- and micro-structured surfaces infused with a lubricant allow for mobility within the lubricant itself when the surface is exposed to flow. The mobility causes slip at the fluid-fluid interface, which drastically reduces the viscous friction. These new surfaces are fundamentally different from the more conventional superhydrophobic surfaces previously used in drag reduction studies, which rely on a gas-liquid interface. The main advantage of the liquid infused surfaces over the conventional surfaces is that the lubricant adheres more strongly to the surface, decreasing the risk of failure when exposed to turbulence and other high-shear flows. We have shown that these surfaces can reduce viscous drag up to 20% in both Taylor-Couette flow and in a parallel plate rheometer. Supported under ONR Grants N00014-12-1-0875 and N00014-12-1-0962 (program manager Ki-Han Kim).

Effect of surface morphology on drag and roughness sublayer in flows over regular roughness elements

NASA Astrophysics Data System (ADS)

Placidi, Marco; Ganapathisubramani, Bharathram

2014-11-01

The effects of systematically varied roughness morphology on bulk drag and on the spatial structure of turbulent boundary layers are examined by performing a series of wind tunnel experiments. In this study, rough surfaces consisting of regularly and uniformly distributed LEGO™ bricks are employed. Twelve different patterns are adopted in order to methodically examine the individual effects of frontal solidity (λF, frontal area of the roughness elements per unit wall-parallel area) and plan solidity (λP, plan area of roughness elements per unit wall-parallel area), on both the bulk drag and the turbulence structure. A floating element friction balance based on Krogstad & Efros (2010) was designed and manufactured to measure the drag generated by the different surfaces. In parallel, high resolution planar and stereoscopic Particle Image Velocimetry (PIV) was applied to investigate the flow features. This talk will focus on the effects of each solidity parameter on the bulk drag and attempt to relate the observed trends to the flow structures in the roughness sublayer. Currently at City University London.

Drag reduction using metallic engineered surfaces with highly ordered hierarchical topographies: nanostructures on micro-riblets

NASA Astrophysics Data System (ADS)

Kim, Taekyung; Shin, Ryung; Jung, Myungki; Lee, Jinhyung; Park, Changsu; Kang, Shinill

2016-03-01

Durable drag-reduction surfaces have recently received much attention, due to energy-saving and power-consumption issues associated with harsh environment applications, such as those experienced by piping infrastructure, ships, aviation, underwater vehicles, and high-speed ground vehicles. In this study, a durable, metallic surface with highly ordered hierarchical structures was used to enhance drag-reduction properties, by combining two passive drag-reduction strategies: an air-layer effect induced by nanostructures and secondary vortex generation by micro-riblet structures. The nanostructures and micro-riblet structures were designed to increase slip length. The top-down fabrication method used to form the metallic hierarchical structures combined laser interference lithography, photolithography, thermal reflow, nanoimprinting, and pulse-reverse-current electrochemical deposition. The surfaces were formed from nickel, which has high hardness and corrosion resistance, making it suitable for use in harsh environments. The drag-reduction properties of various metal surfaces were investigated based on the surface structure: a bare surface, a nanostructured surface, a micro-riblet surface, and a hierarchically structured surface of nanostructures on micro-riblets.

Drag Measurements over Embedded Cavities in a Low Reynolds Number Couette Flow

NASA Astrophysics Data System (ADS)

Gilmer, Caleb; Lang, Amy; Jones, Robert

2010-11-01

Recent research has revealed that thin-walled, embedded cavities in low Reynolds number flow have the potential to reduce the net viscous drag force acting on the surface. This reduction is due to the formation of embedded vortices allowing the outer flow to pass over the surface via a roller bearing effect. It is also hypothesized that the scales found on butterfly wings may act in a similar manner to cause a net increase in flying efficiency. In this experimental study, rectangular embedded cavities were designed as a means of successfully reducing the net drag across surfaces in a low Reynolds number flow. A Couette flow was generated via a rotating conveyor belt immersed in a tank of high viscosity mineral oil above which the plates with embedded cavities were placed. Drag induced on the plate models was measured using a force gauge and compared directly to measurements acquired over a flat plate. Various cavity aspect ratios and gap heights were tested in order to determine the conditions under which the greatest drag reductions occurred.

Drag Reduction of an Airfoil Using Deep Learning

NASA Astrophysics Data System (ADS)

Jiang, Chiyu; Sun, Anzhu; Marcus, Philip

2017-11-01

We reduced the drag of a 2D airfoil by starting with a NACA-0012 airfoil and used deep learning methods. We created a database which consists of simulations of 2D external flow over randomly generated shapes. We then developed a machine learning framework for external flow field inference given input shapes. Past work which utilized machine learning in Computational Fluid Dynamics focused on estimations of specific flow parameters, but this work is novel in the inference of entire flow fields. We further showed that learned flow patterns are transferable to cases that share certain similarities. This study illustrates the prospects of deeper integration of data-based modeling into current CFD simulation frameworks for faster flow inference and more accurate flow modeling.

Wingtip vortex turbine investigation for vortex energy recovery

NASA Technical Reports Server (NTRS)

Abeyounis, William K.; Patterson, James C., Jr.; Stough, H. P., III; Wunschel, Alfred J.; Curran, Patrick D.

1990-01-01

A flight test investigation has been conducted to determine the performance of wingtip vortex turbines and their effect on aircraft performance. The turbines were designed to recover part of the large energy loss (induced drag) caused by the wingtip vortex. The turbine, driven by the vortex flow, reduces the strength of the vortex, resulting in an associated induced drag reduction. A four-blade turbine was mounted on each wingtip of a single-engine, T-tail, general aviation airplane. Two sets of turbine blades were tested, one with a 15' twist (washin) and one with no twist. Th power recovered by the turbine and the installed drag increment were measured. A trade-off between turbine power and induced drag reduction was found to be a function of turbine blade incidence angle. This test has demonstrated that the wingtip vortex turbine is an attractive alternate, as well as an emergency, power source.

Over-the-wing propeller

NASA Technical Reports Server (NTRS)

Johnson, Joseph L., Jr. (Inventor); White, E. Richard (Inventor)

1986-01-01

This invention is an aircraft with a system for increasing the lift drag ratio over a broad range of operating conditions. The system positions the engines and nacelles over the wing in such a position that gains in propeller efficiency is achieved simultaneously with increases in wing lift and a reduction in wing drag. Adverse structural and torsional effects on the wings are avoided by fuselage mounted pylons which attach to the upper portion of the fuselage aft of the wings. Similarly, pylon-wing interference is eliminated by moving the pylons to the fuselage. Further gains are achieved by locating the pylon surface area aft of the aircraft center of gravity, thereby augmenting both directional and longitudinal stability. This augmentation has the further effect of reducing the size, weight and drag of empennage components. The combination of design changes results in improved cruise performance and increased climb performance while reducing fuel consumption and drag and weight penalties.

Design and wind tunnel tests of winglets on a DC-10 wing

NASA Technical Reports Server (NTRS)

Gilkey, R. D.

1979-01-01

Results are presented of a wind tunnel test utilizing a 4.7 percent scale semi-span model in the Langley Research Center 8-foot transonic pressure wind tunnel to establish the cruise drag improvement potential of winglets as applied to the DC-10 wide body transport aircraft. Winglets were investigated on both the DC-10 Series 10 (domestic) and 30/40 (intercontinental) configurations and compared with the Series 30/40 configuration. The results of the investigation confirm that for the DC-10 winglets provide approximately twice the cruise drag reduction of wing-tip extensions for about the same increase in bending moment at the wing fuselage juncture. Furthermore, the winglet configurations achieved drag improvements which were in close agreement to analytical estimates. It was observed that relatively small changes in wing-winglet tailoring effected large improvements in drag and visual flow characteristics. All final winglet configurations exhibited visual flow characteristics on the wing and winglets

An Investigation of the Drag of Windshields in the 8-Foot High-Speed Wind Tunnel

NASA Technical Reports Server (NTRS)

Robinson, Russell G.; Delano, James B.

1939-01-01

The drag of closed-cockpit and transport-type windshields was determined from tests made at speeds from 200 to 440 miles per hour in the NACA 8-foot high-speed wind tunnel. This speed range corresponds to a test Reynolds number range of 2,510,000 to 4,830,000 based on the mean aerodynamic chord of the full-span model (17.29 inches). The shapes of the windshield proper, the hood, and the tail fairing were systematically varied to include common types and a refined design. Transport types varied from a reproduction of a current type to a completely faired windshield. The results show that the drag of windshields of the same frontal area, on airplanes of small to medium size, may account for 15% of the airplane drag or may be reduced to 1%. Optimum values are given for windshield and tail-fairing lengths; the effect, at various radii is shown. The longitudinal profile of a windshield is shown to be most important and the transverse profile, to be much less important. The effects of retaining strips, of steps for telescoping hoods, and of recessed windows are determined. The results show that the drag of transport-type windshields may account for 21% of the fuselage drag or may be reduced to 2%.

Analysis of spacecraft entry into Mars atmosphere

NASA Astrophysics Data System (ADS)

Nakajima, Ken; Nagano, Koutarou

1991-07-01

The effects on a spacecraft body while entering the Martian atmosphere and the resulting design constraints are analyzed. The analyses are conducted using the Viking entry phase restriction conditions and a Mars atmosphere model. Results from analysis conducted by the Program to Optimize Simulated Trajectories (POST) are described. Results obtained from the analysis are as follows: (1) flight times depend greatly on lift-to-drag ratio and less on ballistic coefficients; (2) terminal landing speeds depend greatly on ballistic coefficients and less on lift-to-drag ratios; (3) the dependence of the flight path angles on ballistic coefficients is slightly larger than their dependence on lift-to-drag ratios; (4) as the ballistic coefficients become smaller and the lift-to-drag ratios become larger, the deceleration at high altitude becomes larger; (5) small ballistic coefficients and low lift-to-drag ratios are required to meet the constraints of Mach number at parachute deployment and deployment altitude; and (6) heating rates at stagnation points are dependent on ballistic coefficients. It is presumed that the aerodynamic characteristics will be 0.2 for the lift-to-drag ratio and 75 kg/sq m for the ballistic coefficient for the case of a Mars landing using capsules similar to those used in the Viking program.

Preliminary design characteristics of a subsonic business jet concept employing an aspect ratio 25 strut braced wing

NASA Technical Reports Server (NTRS)

Turriziani, R. V.; Lovell, W. A.; Martin, G. L.; Price, J. E.; Swanson, E. E.; Washburn, G. F.

1980-01-01

The advantages of replacing the conventional wing on a transatlantic business jet with a larger, strut braced wing of aspect ratio 25 were evaluated. The lifting struts reduce both the induced drag and structural weight of the heavier, high aspect ratio wing. Compared to the conventional airplane, the strut braced wing design offers significantly higher lift to drag ratios achieved at higher lift coefficients and, consequently, a combination of lower speeds and higher altitudes. The strut braced wing airplane provides fuel savings with an attendant increase in construction costs.

Aerodynamics of heat exchangers for high-altitude aircraft

NASA Technical Reports Server (NTRS)

Drela, Mark

1996-01-01

Reduction of convective beat transfer with altitude dictates unusually large beat exchangers for piston- engined high-altitude aircraft The relatively large aircraft drag fraction associated with cooling at high altitudes makes the efficient design of the entire heat exchanger installation an essential part of the aircraft's aerodynamic design. The parameters that directly influence cooling drag are developed in the context of high-altitude flight Candidate wing airfoils that incorporate heat exchangers are examined. Such integrated wing-airfoil/heat-exchanger installations appear to be attractive alternatives to isolated heat.exchanger installations. Examples are drawn from integrated installations on existing or planned high-altitude aircraft.

Mach Stability Improvements Using an Existing Second Throat Capability at the National Transonic Facility

NASA Technical Reports Server (NTRS)

Chan, David T.; Balakrishna, Sundareswara; Walker, Eric L.; Goodliff, Scott L.

2015-01-01

Recent data quality improvements at the National Transonic Facility have an intended goal of reducing the Mach number variation in a data point to within plus or minus 0.0005, with the ultimate goal of reducing the data repeatability of the drag coefficient for full-span subsonic transport models at transonic speeds to within half a drag count. This paper will discuss the Mach stability improvements achieved through the use of an existing second throat capability at the NTF to create a minimum area at the end of the test section. These improvements were demonstrated using both the NASA Common Research Model and the NTF Pathfinder-I model in recent experiments. Sonic conditions at the throat were verified using sidewall static pressure data. The Mach variation levels from both experiments in the baseline tunnel configuration and the choked tunnel configuration will be presented and the correlation between Mach number and drag will also be examined. Finally, a brief discussion is given on the consequences of using the second throat in its location at the end of the test section.

Experimental and Computational Fluid Dynamic Analysis of Axial-Flow Hydrodynamic Power Turbine

DTIC Science & Technology

2013-03-01

Number RPM Revolutions per minute WSN Wireless Sensor Network xvi THIS PAGE INTENTIONALLY LEFT BLANK xvii ACKNOWLEDGMENTS I would like...Instruments Wireless Sensor Network (WSN) device, strain data could be sent to Labview acquisition software during a run across the tank. Four channels...be more appropriate for automobiles where minimizing drag is an important design aspect. Conversely, drag coefficients for wind turbine rotors are

Tapping the Brake for Entry, Descent, and Landing

NASA Technical Reports Server (NTRS)

Gnoffo, Peter A.; Thompson, Kyle; Korzun, Ashley

2016-01-01

A matrix of simulations of hypersonic flow over blunt entry vehicles with steady and pulsing retropropulsion jets is presented. Retropropulsion in the supersonic domain is primarily designed to reduce vehicle velocity directly with thrust. Retropropulsion in the hypersonic domain may enable significant pressure recovery through unsteady, oblique shocks while providing a buffer of reactant gases with relatively low total temperature. Improved pressure recovery, a function of Mach number squared and oblique shock angle, could potentially serve to increase aerodynamic drag in this domain. Pulsing jets are studied to include an additional degree of freedom to search for resonances in an already unsteady flow domain with an objective to maximize the time-averaged drag coefficient. In this paradigm, small jets with minimal footprints of the nozzle exit on the vehicle forebody may be capable of delivering the requisite perturbations to the flow. Simulations are executed assuming inviscid, symmetric flow of a perfect gas to enable a rapid assessment of the parameter space (nozzle geometry, plenum conditions, jet pulse frequency). The pulsed-jet configuration produces moderately larger drag than the constant jet configuration but smaller drag than the jet-off case in this preliminary examination of a single design point. The fundamentals of a new algorithm for this challenging application with time dependent, interacting discontinuities using the feature detection capabilities of Walsh functions are introduced.

Differential Drag Demonstration: A Post-Mission Experiment with the EO-1 Spacecraft

NASA Technical Reports Server (NTRS)

Hull, Scott; Shelton, Amanda; Richardson, David

2017-01-01

Differential drag is a technique for altering the semi-major axis, velocity, and along-track position of a spacecraft in low Earth orbit. It involves varying the spacecrafts cross-sectional area relative to its velocity direction by temporarily changing attitude and solar array angles, thus varying the amount of atmospheric drag on the spacecraft. The technique has recently been proposed and used by at least three satellite systems for initial separation of constellation spacecraft after launch, stationkeeping during the mission, and potentially for conjunction avoidance. Similarly, differential drag has been proposed as a control strategy for rendezvous, removing the need for active propulsion. In theory, some operational missions that lack propulsion capability could use this approach for conjunction avoidance, though options are typically constrained for spacecraft that are already in orbit. Shortly before the spacecraft was decommissioned, an experiment was performed using NASAs EO-1 spacecraft in order to demonstrate differential drag on an operational spacecraft in orbit, and discover some of the effects differential drag might manifest. EO-1 was not designed to maintain off-nominal orientations for long periods, and as a result the team experienced unanticipated challenges during the experiment. This paper will discuss operations limitations identified before the experiment, as well as those discovered during the experiment. The effective displacement that resulted from increasing the drag area for 39 hours will be compared to predictions as well as the expected position if the spacecraft maintained nominal operations. A hypothetical scenario will also be examined, studying the relative risks of maintaining an operational spacecraft bus in order to maintain the near-maximum drag area orientation and hasten reentry.

Differential Drag Demonstration: A Post-Mission Experiment with the EO-1 Spacecraft

NASA Technical Reports Server (NTRS)

Hull, Scott; Shelton, Amanda; Richardson, David

2017-01-01

Differential drag is a technique for altering the semimajor axis, velocity, and along-track position of a spacecraft in low Earth orbit. It involves varying the spacecraft's cross-sectional area relative to its velocity direction by temporarily changing attitude and solar array angles, thus varying the amount of atmospheric drag on the spacecraft. The technique has recently been proposed and used by at least three satellite systems for initial separation of constellation spacecraft after launch, stationkeeping during the mission, and potentially for conjunction avoidance. Similarly, differential drag has been proposed as a control strategy for rendezvous, removing the need for active propulsion. In theory, some operational missions that lack propulsion capability could use this approach for conjunction avoidance, though options are typically constrained for spacecraft that are already in orbit. Shortly before the spacecraft was decommissioned, an experiment was performed using NASA's EO-1 spacecraft in order to demonstrate differential drag on an operational spacecraft in orbit, and discover some of the effects differential drag might manifest. EO-1 was not designed to maintain off-nominal orientations for long periods, and as a result the team experienced unanticipated challenges during the experiment. This paper will discuss operations limitations identified before the experiment, as well as those discovered during the experiment. The effective displacement that resulted from increasing the drag area for 39 hours will be compared to predictions as well as the expected position if the spacecraft maintained nominal operations. A hypothetical scenario will also be examined, studying the relative risks of maintaining an operational spacecraft bus in order to maintain the near-maximum drag area orientation and hasten reentry.

Mass center estimation of a drag-free satellite

NASA Technical Reports Server (NTRS)

Sanz Fernandez De Cordova, S.; Debra, D. B.

1975-01-01

The mass center location of a spinning drag-free satellite can be estimated because there is control required to accelerate the mass center along the axis of spin as long as there is some nutation in the spinning motion. Linear and nonlinear models are compared and observability discussed. Online estimation fails when nutation is damped so an offline mechanization is proposed. A new sensor has been designed to permit greater relative motion than was possible on the drag-free satellite flown in 1972 (JH-1). Experimental laboratory results using a spinning vehicle with the new sensor mounted 30 cm from a spherical air bearing support are presented which confirm earlier simulation results.

Drag and stability characteristics of a variety of reefed and unreefed parachute configurations at Mach 1.80 with an empirical correlation for supersonic Mach numbers

NASA Technical Reports Server (NTRS)

Couch, L. M.

1975-01-01

An investigation was conducted at Mach 1.80 in the Langley 4-foot supersonic pressure tunnel to determine the effects of variation in reefing ratio and geometric porosity on the drag and stability characteristics of four basic canopy types deployed in the wake of a cone-cylinder forebody. The basic designs included cross, hemisflo, disk-gap-band, and extended-skirt canopies; however, modular cross and standard flat canopies and a ballute were also investigated. An empirical correlation was determined which provides a fair estimation of the drag coefficients in transonic and supersonic flow for parachutes of specified geometric porosity and reefing ratio.

Effects of maneuver dynamics on drag polars of the X-29A forward-swept-wing aircraft with automatic wing camber control

NASA Technical Reports Server (NTRS)

Hicks, John W.; Moulton, Bryan J.

1988-01-01

The camber control loop of the X-29A FSW aircraft was designed to furnish the optimum L/D for trimmed, stabilized flight. A marked difference was noted between automatic wing camber control loop behavior in dynamic maneuvers and in stabilized flight conditions, which in turn affected subsonic aerodynamic performance. The degree of drag level increase was a direct function of maneuver rate. Attention is given to the aircraft flight drag polar effects of maneuver dynamics in light of wing camber control loop schedule. The effect of changing camber scheduling to better track the optimum automatic camber control L/D schedule is discussed.

An active attitude control system for a drag sail satellite

NASA Astrophysics Data System (ADS)

Steyn, Willem Herman; Jordaan, Hendrik Willem

2016-11-01

The paper describes the development and simulation results of a full ADCS subsystem for the deOrbitSail drag sail mission. The deOrbitSail satellite was developed as part of an European FP7 collaboration research project. The satellite was launched and commissioning started on 10th July 2015. Various new actuators and sensors designed for this mission will be presented. The deOrbitSail satellite is a 3U CubeSat to deploy a 4 by 4 m drag sail from an initial 650 km circular polar low earth orbit. With an active attitude control system it will be shown that by maximising the drag force, the expected de-orbiting period from the initial altitude will be less than 50 days. A future application of this technology will be the use of small drag sails as low-cost devices to de-orbit LEO satellites, when they have reached their end of life, without having to use expensive propulsion systems. Simulation and Hardware-in-Loop experiments proved the feasibility of the proposed attitude control system. A magnetic-only control approach using a Y-Thomson spin, is used to detumble the 3U Cubesat with stowed sail and subsequently to 3-axis stabilise the satellite to be ready for the final deployment phase. Minituarised torquer rods, a nano-sized momentum wheel, attitude sensor hardware (magnetometer, sun, earth) developed for this phase will be presented. The final phase will be to deploy and 3-axis stabilise the drag sail normal to the satellite's velocity vector, using a combined Y-momentum wheel and magnetic controller. The design and performance improvements when using a 2-axis translation stage to adjust the sail centre-of-pressure to satellite centre-of-mass offset, will also be discussed, although for launch risk reasons this stage was not included in the final flight configuration. To accurately determine the drag sail's attitude during the sunlit part of the orbit, an accurate wide field of view dual sensor to measure both the sun and nadir vector direction was developed for this mission. The calibration results for this new Cubesat sensor (CubeSense), will also be presented.

A new approach to tag design in dolphin telemetry: Computer simulations to minimise deleterious effects

NASA Astrophysics Data System (ADS)

Pavlov, V. V.; Wilson, R. P.; Lucke, K.

2007-02-01

Remote-sensors and transmitters are powerful devices for studying cetaceans at sea. However, despite substantial progress in microelectronics and miniaturisation of systems, dolphin tags are imperfectly designed; additional drag from tags increases swim costs, compromises swimming capacity and manoeuvrability, and leads to extra loads on the animal's tissue. We propose a new approach to tag design, elaborating basic principles and incorporating design stages to minimise device effects by using computer-aided design. Initially, the operational conditions of the device are defined by quantifying the shape, hydrodynamics and range of the natural deformation of the dolphin body at the tag attachment site (such as close to the dorsal fin). Then, parametric models of both of the dorsal fin and a tag are created using the derived data. The link between parameters of the fin and a tag model allows redesign of tag models according to expected changes of fin geometry (difference in fin shape related with species, sex, and age peculiarities, simulation of the bend of the fin during manoeuvres). A final virtual modelling stage uses iterative improvement of a tag model in a computer fluid dynamics (CFD) environment to enhance tag performance. This new method is considered as a suitable tool of tag design before creation of the physical model of a tag and testing with conventional wind/water tunnel technique. Ultimately, tag materials are selected to conform to the conditions identified by the modelling process and thus help create a physical model of a tag, which should minimise its impact on the animal carrier and thus increase the reliability and quality of the data obtained.

Dedicated vertical wind tunnel for the study of sedimentation of non-spherical particles.

PubMed

Bagheri, G H; Bonadonna, C; Manzella, I; Pontelandolfo, P; Haas, P

2013-05-01

A dedicated 4-m-high vertical wind tunnel has been designed and constructed at the University of Geneva in collaboration with the Groupe de compétence en mécanique des fluides et procédés énergétiques. With its diverging test section, the tunnel is designed to study the aero-dynamical behavior of non-spherical particles with terminal velocities between 5 and 27 ms(-1). A particle tracking velocimetry (PTV) code is developed to calculate drag coefficient of particles in standard conditions based on the real projected area of the particles. Results of our wind tunnel and PTV code are validated by comparing drag coefficient of smooth spherical particles and cylindrical particles to existing literature. Experiments are repeatable with average relative standard deviation of 1.7%. Our preliminary experiments on the effect of particle to fluid density ratio on drag coefficient of cylindrical particles show that the drag coefficient of freely suspended particles in air is lower than those measured in water or in horizontal wind tunnels. It is found that increasing aspect ratio of cylindrical particles reduces their secondary motions and they tend to be suspended with their maximum area normal to the airflow. The use of the vertical wind tunnel in combination with the PTV code provides a reliable and precise instrument for measuring drag coefficient of freely moving particles of various shapes. Our ultimate goal is the study of sedimentation and aggregation of volcanic particles (density between 500 and 2700 kgm(-3)) but the wind tunnel can be used in a wide range of applications.

Superconductor-Magnet Bearings With Inherent Stability and Velocity-Independent Drag Torque

NASA Technical Reports Server (NTRS)

Lee, Eun-Jeong; Ma, Ki Bui; Wilson, Thomas L.; Chu, Wei-Kan

1999-01-01

A hybrid superconductor magnet bearing system has been developed based on passive magnetic levitation and the flux pinning effect of high-temperature superconductivity. The rationale lies in the unique capability of a high-temperature superconductor (HTS) to enhance system stability passively without power consumption. Characterization experiments have been conducted to understand its dynamic behavior and to estimate the required motor torque for its driving system design. These experiments show that the hybrid HTS-magnet bearing system has a periodic oscillation of drag torque due mainly to the nonuniform magnetic field density of permanent magnets. Furthermore, such a system also suffers from a small superimposed periodic oscillation introduced by the use of multiple HTS disks rather than a uniform annulus of HTS material. The magnitude of drag torque is velocity independent and very small. These results make this bearing system appealing for high-speed application. Finally, design guidelines for superconducting bearing systems are suggested based on these experimental results.

Design and deploying study of a new petal-type deployable solid surface antenna

NASA Astrophysics Data System (ADS)

Huang, He; Guan, Fu-Ling; Pan, Liang-Lai; Xu, Yan

2018-07-01

Deployable solid surface reflector is still one of the most important ways to fulfill the ultra-high-accuracy and ultra-large-aperture reflector antennas. However the drawback of integrate stiffness is still a main problem for solid surface reflectors in the former research. To figure out this problem, a New Petal-type Deployable Solid Surface Antenna (NPDSSA) is developed in this study. A kind of drag springs are applied as linkages with adjacent petals to improve the integrate rigidity. The structural design is introduced and the geometric parameters are analyzed to find their effects on the rotation and package capacities. The software simulations and laboratory model tests are conducted to verify the deploying process of NPDSSA. Two models are employed to study the property of linkage butts and drag springs. It is indicated that model NPDSSA with the application of linkage butts and drag springs has better integrality and stability during the deploying. Finally it is concluded that NPDSSA is feasible for space applications.

Boxfish swimming paradox resolved: forces by the flow of water around the body promote manoeuvrability

PubMed Central

Van Wassenbergh, S.; van Manen, K.; Marcroft, T. A.; Alfaro, M. E.; Stamhuis, E. J.

2015-01-01

The shape of the carapace protecting the body of boxfishes has been attributed an important hydrodynamic role in drag reduction and in providing automatic, flow-direction realignment and is therefore used in bioinspired design of cars. However, tight swimming-course stabilization is paradoxical given the frequent, high-performance manoeuvring that boxfishes display in their spatially complex, coral reef territories. Here, by performing flow-tank measurements of hydrodynamic drag and yaw moments together with computational fluid dynamics simulations, we reverse several assumptions about the hydrodynamic role of the boxfish carapace. Firstly, despite serving as a model system in aerodynamic design, drag-reduction performance was relatively low compared with more generalized fish morphologies. Secondly, the current theory of course stabilization owing to flow over the boxfish carapace was rejected, as destabilizing moments were found consistently. This solves the boxfish swimming paradox: destabilizing moments enhance manoeuvrability, which is in accordance with the ecological demands for efficient turning and tilting. PMID:25505133

Performance investigations on modified vertical axis water turbine: Combination of lift and drag

NASA Astrophysics Data System (ADS)

Baumatary, Mithinga; Biswas, Angimitra; Misra, Rahul Dev

2018-04-01

Extracting energy from the water has been followed since decades due to environmental friendly. Now a days everyone is running after clean energy, therefore extracting energy from the water turbine is a good approach. The main idea of this study is to investigate the performance of a new design turbine which is a combination of the concepts of lift and drag turbine. The main purpose of the study is to accumulate maximum energy by considering advantages of two different types of turbine. The maximum coefficient of power is 0.141 at free stream velocity of 0.5 m/s. The modified new design turbine consist of straight section and the curve section. The length of the straight section influences the performance of the turbine. Investigation on the optimization of straight section has been carried out in this paper. As this type of turbine have opted the advantages of both lift and drag it has turned out to be fruitful.

Investigation at Mach Numbers of 0.20 to 3.50 of Blended Wing-Body Combinations of Sonic Design with Diamond, Delta, and Arrow Plan Forms

NASA Technical Reports Server (NTRS)

Holdaway, George H.; Mellenthin, Jack A.

1960-01-01

The models had aspect-ratio-2 diamond, delta, and arrow wings with the leading edges swept 45.00 deg, 59.04 deg, and 70.82 deg, respectively. The wing sections were computed by varying the section shape along with the body radii (blending process) to match the prescribed area distribution and wing plan form. The wing sections had an average value of maximum thickness ratio of about 4 percent of the local chords in a streamwise direction. The models were tested with transition fixed at Reynolds numbers of about 4,000,000 to 9,000,0000, based on the mean aerodynamic chord of the wings. The effect of varying Reynolds number was checked at both subsonic and supersonic speeds. The diamond model was superior to the other plan forms at transonic speeds ((L/D)max = 11.00 to 9.52) because of its higher lift-curve slope and near optimum wave drag due to the blending process. For the wing thickness tested with the diamond model, the marked body and wing contouring required for transonic conditions resulted in a large wave-drag penalty at the higher supersonic Mach numbers where the leading and trailing edges of the wing were supersonic. Because of the low sweep of the trailing edge of the delta model, this configuration was less adaptable to the blending process. Removing a body bump prescribed by the Mach number 1.00 design resulted in a good supersonic design. This delta model with 10 percent less volume was superior to the other plan forms at Mach numbers of 1.55 to 2.35 ((L/D)max = 8.65 to 7.24), but it and the arrow model were equally good at Mach numbers of 2.50 to 3.50 ((L/D)max - 6.85 to O.39). At transonic speeds the arrow model was inferior because of the reduced lift-curve slope associated with its increased sweep and also because of the wing base drag. The wing base-drag coefficients of the arrow model based on the wing planform area decreased from a peak value of 0.0029 at Mach number 1.55 to 0.0003 at Mach number 3.50. Linear supersonic theory was satisfactory for predicting the aerodynamic trends at Mach numbers from 1.55 to 3.50 of lift-curve slope, wave drag, drag due to lift, aerodynamic-center location, and maximum lift-drag ratios for each of the models.

Drag and heat flux reduction mechanism of blunted cone with aerodisks

NASA Astrophysics Data System (ADS)

Huang, Wei; Li, Lang-quan; Yan, Li; Zhang, Tian-tian

2017-09-01

The major challenge among a number of design requirements for hypersonic vehicles is the reduction of drag and aerodynamic heating. Of all these techniques of drag and heat flux reduction, application of forward facing aerospike conceived in 1950s is an effective and simpler technique to reduce the drag as well as the heat transfer rate for blunt nosed bodies at hypersonic Mach numbers. In this paper, the flow fields around a blunt cone with and without aerodisk flying at hypersonic Mach numbers are computed numerically, and the numerical simulations are conducted by specifying the freestream velocity, static pressure and static temperatures at the inlet of the computational domain with a three-dimensional, steady, Reynolds-averaged Navier-Stokes equation. An aerodisk is attached to the tip of the rod to reduce the drag and heat flux further. The influences of the length of rod and the diameter of aerodisk on the drag and heat flux reduction mechanism are analyzed comprehensively, and eight configurations are taken into consideration in the current study. The obtained results show that for all aerodisks, the reduction in drag of the blunt body is proportional to the extent of the recirculation dead air region. For long rods, the aerodisk is found not that beneficial in reducing the drag, and an aerodisk is more effective than an aerospike. The spike produces a region of recirculation separated flow that shields the blunt-nosed body from the incoming flow, and the recirculation region is formed around the root of the spike up to the reattachment point of the flow at the shoulder of the blunt body. The dynamic pressure in the recirculation area is highly reduced and thus leads to the decrease in drag and heat load on the surface of the blunt body. Because of the reattachment of the shear layer on the shoulder of the blunt body, the pressure near that point becomes large.

An Efficient Multiblock Method for Aerodynamic Analysis and Design on Distributed Memory Systems

NASA Technical Reports Server (NTRS)

Reuther, James; Alonso, Juan Jose; Vassberg, John C.; Jameson, Antony; Martinelli, Luigi

1997-01-01

The work presented in this paper describes the application of a multiblock gridding strategy to the solution of aerodynamic design optimization problems involving complex configurations. The design process is parallelized using the MPI (Message Passing Interface) Standard such that it can be efficiently run on a variety of distributed memory systems ranging from traditional parallel computers to networks of workstations. Substantial improvements to the parallel performance of the baseline method are presented, with particular attention to their impact on the scalability of the program as a function of the mesh size. Drag minimization calculations at a fixed coefficient of lift are presented for a business jet configuration that includes the wing, body, pylon, aft-mounted nacelle, and vertical and horizontal tails. An aerodynamic design optimization is performed with both the Euler and Reynolds Averaged Navier-Stokes (RANS) equations governing the flow solution and the results are compared. These sample calculations establish the feasibility of efficient aerodynamic optimization of complete aircraft configurations using the RANS equations as the flow model. There still exists, however, the need for detailed studies of the importance of a true viscous adjoint method which holds the promise of tackling the minimization of not only the wave and induced components of drag, but also the viscous drag.

Effect of rear end spoiler angle of a sedan car

NASA Astrophysics Data System (ADS)

Mashud, Mohammad; Das, Rubel Chandra

2017-06-01

Automotive vehicle's performance, safety, maneuverability can be influenced by multi-disciplinary factors such as car engine, tires, aerodynamics, and ergonomics of design. With the recent years, inflation in the fuel prices & the demand to have reduced greenhouse emissions has played a significant role in redefining the car aerodynamics. The shape of the vehicle uses about 3% of fuel to overcome the resistance in urban driving, while it takes 11% of fuel for the highway driving. This considerable high value of fuel usage in highway driving attracts several design engineers to enhance the aerodynamics of the vehicle using minimal design changes. Besides, automotive vehicles have become so much faster experiencing uplift force which creates unexpected accidents. This brings the idea of using external devices, which could be attached to the present vehicle without changing the body. This paper is based on the design, developments and numeral calculation of the effects of external device, which will be spoiler that mounted at the rear side of the sedan car to make the present vehicles more aerodynamically attractive. The influence of rear spoiler on the generated lift, drag, and pressure distributions are investigated and reported using commercially available Autodesk Simulation CFD software tool.

MuSim, a Graphical User Interface for Multiple Simulation Programs

DOE Office of Scientific and Technical Information (OSTI.GOV)

Roberts, Thomas; Cummings, Mary Anne; Johnson, Rolland

2016-06-01

MuSim is a new user-friendly program designed to interface to many different particle simulation codes, regardless of their data formats or geometry descriptions. It presents the user with a compelling graphical user interface that includes a flexible 3-D view of the simulated world plus powerful editing and drag-and-drop capabilities. All aspects of the design can be parametrized so that parameter scans and optimizations are easy. It is simple to create plots and display events in the 3-D viewer (with a slider to vary the transparency of solids), allowing for an effortless comparison of different simulation codes. Simulation codes: G4beamline, MAD-X,more » and MCNP; more coming. Many accelerator design tools and beam optics codes were written long ago, with primitive user interfaces by today's standards. MuSim is specifically designed to make it easy to interface to such codes, providing a common user experience for all, and permitting the construction and exploration of models with very little overhead. For today's technology-driven students, graphical interfaces meet their expectations far better than text-based tools, and education in accelerator physics is one of our primary goals.« less

Method and apparatus for reducing the drag of flows over surfaces

NASA Technical Reports Server (NTRS)

Keefe, Laurence R. (Inventor)

1998-01-01

An apparatus, and its accompanying method, for reducing the drag of flows over a surface includes arrays of small disks and sensors. The arrays are embedded in the surface and may extend above, or be depressed below, the surface, provided they remain hydraulically smooth either when operating or when inactive. The disks are arranged in arrays of various shapes, and spaced according to the cruising speed of the vehicle on which the arrays are installed. For drag reduction at speeds of the order of 30 meters/second, preferred embodiments include disks that are 0.2 millimeter in diameter and spaced 0.4 millimeter apart. For drag reduction at speeds of the order of 300 meters/second, preferred embodiments include disks that are 0.045 millimeter in diameter and spaced 0.09 millimeter apart. Smaller and larger dimensions for diameter and spacing are also possible. The disks rotate in the plane of the surface, with their rotation axis substantially perpendicular to the surface. The rotating disks produce velocity perturbations parallel to the surface in the overlying boundary layer. The sensors sense the flow at the surface and connect to control circuitry that adjusts the rotation rates and duty cycles of the disks accordingly. Suction and blowing holes can be interspersed among, or made coaxial with, the disks for creating general three-component velocity perturbations in the near-surface region. The surface can be a flat, planar surface or a nonplanar surface, such as a triangular riblet surface. The present apparatus and method have potential applications in the field of aeronautics for improving performance and efficiency of commercial and military aircraft, and in other industries where drag is an obstacle, including gas and oil delivery through long-haul pipelines.

Design of an Electric Propulsion System for SCEPTOR

NASA Technical Reports Server (NTRS)

Dubois, Arthur; van der Geest, Martin; Bevirt, JoeBen; Clarke, Sean; Christie, Robert J.; Borer, Nicholas K.

2016-01-01

The rise of electric propulsion systems has pushed aircraft designers towards new and potentially transformative concepts. As part of this effort, NASA is leading the SCEPTOR program which aims at designing a fully electric distributed propulsion general aviation aircraft. This article highlights critical aspects of the design of SCEPTOR's propulsion system conceived at Joby Aviation in partnership with NASA, including motor electromagnetic design and optimization as well as cooling system integration. The motor is designed with a finite element based multi-objective optimization approach. This provides insight into important design tradeoffs such as mass versus efficiency, and enables a detailed quantitative comparison between different motor topologies. Secondly, a complete design and Computational Fluid Dynamics analysis of the air breathing cooling system is presented. The cooling system is fully integrated into the nacelle, contains little to no moving parts and only incurs a small drag penalty. Several concepts are considered and compared over a range of operating conditions. The study presents trade-offs between various parameters such as cooling efficiency, drag, mechanical simplicity and robustness.

Quantifying drag on wellbore casings in moving salt sheets

NASA Astrophysics Data System (ADS)

Weijermars, R.; Jackson, M. P. A.; Dooley, T. P.

2014-08-01

Frontier hydrocarbon development projects in the deepwater slopes of the Gulf of Mexico Basin, Santos Basin and Lower Congo Basin all require wells to cross ductile layers of autochthonous or allochthonous salt moving at peak rates of 100 mm yr-1. The Couette-Poiseuille number is introduced here to help pinpoint the depth of shear stress reversal in such salt layers. For any well-planned through salt, the probable range of creep forces of moving salt needs to be taken into account when designing safety margins and load-factor tolerance of the well casing. Drag forces increase with wellbore diameter, but more significantly with effective viscosity and speed of the creeping salt layer. The potential drag forces on cased wellbores in moving salt sheets are estimated analytically using a range of salt viscosities (1015-1019 Pa s) and creep rates (0-10 mm yr-1). Drag on perfectly rigid casing of infinite strength may reach up to 13 Giga Newton per meter wellbore length in salt having a viscosity of 1019 Pa s. Well designers may delay stress accumulations due to salt drag when flexible casing accommodates some of the early displacement and strain. However, all creeping salt could displace, fracture and disconnect well casing, eventually. The shear strength of typical heavy duty well casing (about 1000 MPa) can be reached due to drag by moving salt. Internal flow of salt will then fracture the casing near salt entry and exit points, but the structural damage is likely to remain unnoticed early in the well-life when the horizontal shift of the wellbore is still negligibly small (at less than 1 cm yr-1). Disruption of casing and production flow lines within the anticipated service lifetime of a well remains a significant risk factor within distinct zones of low-viscosity salt which may reach ultrafast creep rates of 100 mm yr-1.

The design of hypersonic waveriders for aero-assisted interplanetary trajectories

NASA Technical Reports Server (NTRS)

Lewis, Mark J.; Mcronald, Angus D.

1991-01-01

The aerodynamic performance of a vehicle designed to execute an aerogravity assisted maneuver, which combines a gravitational turn with a low-drag atmosphere pass, is examined. The advantage of the aerogravity assisted maneuver, as opposed to a more traditional gravity-assist trajectory, is that, through the use of a controlled atmospheric flight, nearly any deflection angle around a gravitating body can be realized. This holds the promise of providing extremely large values of Delta V. The success of such a maneuver depends on being able to design a vehicle which can execute sustained atmospheric flight at Mach numbers in the range of 50 - 100 with minimal drag losses. Some simple modeling is used to demonstrate design rules for the design of such vehicles, and to estimate the deterioration of their performance during the flight. Two sample aerogravity-assisted maneuvers are detailed, including a close solar approach requiring modest Delta V, and a sprint mission to Pluto.

Design synthesis and optimization of joined-wing transports

NASA Technical Reports Server (NTRS)

Gallman, John W.; Smith, Stephen C.; Kroo, Ilan M.

1990-01-01

A computer program for aircraft synthesis using a numerical optimizer was developed to study the application of the joined-wing configuration to transport aircraft. The structural design algorithm included the effects of secondary bending moments to investigate the possibility of tail buckling and to design joined wings resistant to buckling. The structural weight computed using this method was combined with a statistically-based method to obtain realistic estimates of total lifting surface weight and aircraft empty weight. A variety of 'optimum' joined-wing and conventional aircraft designs were compared on the basis of direct operating cost, gross weight, and cruise drag. The most promising joined-wing designs were found to have a joint location at about 70 percent of the wing semispan. The optimum joined-wing transport is shown to save 1.7 percent in direct operating cost and 11 percent in drag for a 2000 nautical mile transport mission.

Multi-objective aerodynamic shape optimization of small livestock trailers

NASA Astrophysics Data System (ADS)

Gilkeson, C. A.; Toropov, V. V.; Thompson, H. M.; Wilson, M. C. T.; Foxley, N. A.; Gaskell, P. H.

2013-11-01

This article presents a formal optimization study of the design of small livestock trailers, within which the majority of animals are transported to market in the UK. The benefits of employing a headboard fairing to reduce aerodynamic drag without compromising the ventilation of the animals' microclimate are investigated using a multi-stage process involving computational fluid dynamics (CFD), optimal Latin hypercube (OLH) design of experiments (DoE) and moving least squares (MLS) metamodels. Fairings are parameterized in terms of three design variables and CFD solutions are obtained at 50 permutations of design variables. Both global and local search methods are employed to locate the global minimum from metamodels of the objective functions and a Pareto front is generated. The importance of carefully selecting an objective function is demonstrated and optimal fairing designs, offering drag reductions in excess of 5% without compromising animal ventilation, are presented.

A unified viscous theory of lift and drag of 2-D thin airfoils and 3-D thin wings

NASA Technical Reports Server (NTRS)

Yates, John E.

1991-01-01

A unified viscous theory of 2-D thin airfoils and 3-D thin wings is developed with numerical examples. The viscous theory of the load distribution is unique and tends to the classical inviscid result with Kutta condition in the high Reynolds number limit. A new theory of 2-D section induced drag is introduced with specific applications to three cases of interest: (1) constant angle of attack; (2) parabolic camber; and (3) a flapped airfoil. The first case is also extended to a profiled leading edge foil. The well-known drag due to absence of leading edge suction is derived from the viscous theory. It is independent of Reynolds number for zero thickness and varies inversely with the square root of the Reynolds number based on the leading edge radius for profiled sections. The role of turbulence in the section induced drag problem is discussed. A theory of minimum section induced drag is derived and applied. For low Reynolds number the minimum drag load tends to the constant angle of attack solution and for high Reynolds number to an approximation of the parabolic camber solution. The parabolic camber section induced drag is about 4 percent greater than the ideal minimum at high Reynolds number. Two new concepts, the viscous induced drag angle and the viscous induced separation potential are introduced. The separation potential is calculated for three 2-D cases and for a 3-D rectangular wing. The potential is calculated with input from a standard doublet lattice wing code without recourse to any boundary layer calculations. Separation is indicated in regions where it is observed experimentally. The classical induced drag is recovered in the 3-D high Reynolds number limit with an additional contribution that is Reynold number dependent. The 3-D viscous theory of minimum induced drag yields an equation for the optimal spanwise and chordwise load distribution. The design of optimal wing tip planforms and camber distributions is possible with the viscous 3-D wing theory.

Bioinspired Surface for Low Drag, Self-Cleaning, and Antifouling: Shark Skin, Butterfly and Rice Leaf Effects

NASA Astrophysics Data System (ADS)

Bixler, Gregroy D.

In this thesis, first presented is an overview of inorganic-fouling and biofouling which is generally undesirable for many medical, marine, and industrial applications. A survey of nature's flora and fauna are studied in order to discover new antifouling methods that could be mimicked for engineering applications. New antifouling methods will presumably incorporate a combination of physical and chemical controls. Presented are mechanisms and experimental results focusing on laminar and turbulent drag reducing shark skin inspired riblet surfaces. This includes new laser etched and riblet film samples for closed channel drag using water, oil, and air as well as in wind tunnel. Also presented are mechanisms and experimental results focusing on the newly discovered rice and butterfly wing effect surfaces. Morphology, drag, self-cleaning, contact angle, and contact angle hysteresis data are presented to understand the role of sample geometrical dimensions, wettability, viscosity, and velocity. Hierarchical liquid repellent coatings combining nano- and micro-sized features and particles are utilized to recreate or combine various effects. Such surfaces have been fabricated with photolithography, soft lithography, hot embossing, and coating techniques. Discussion is provided along with new conceptual models describing the role of surface structures related to low drag, self-cleaning, and antifouling properties. Modeling provides design guidance when developing novel low drag and self-cleaning surfaces for medical, marine, and industrial applications.

Drag Reduction Devices for Aircraft (Latest Citations from the Aerospace Database)

NASA Technical Reports Server (NTRS)

1996-01-01

The bibliography contains citations concerning the modeling, application, testing, and development of drag reduction devices for aircraft. Slots, flaps, fences, large-eddy breakup (LEBU) devices, vortex generators and turbines, Helmholtz resonators, and winglets are among the devices discussed. Contour shaping to ensure laminar flow, control boundary layer transition, or minimize turbulence is also covered. Applications include the wings, nacelles, fuselage, empennage, and externals of aircraft designed for high-lift, subsonic, or supersonic operation. The design, testing, and development of directional grooves, commonly called riblets, are covered in a separate bibliography.(Contains 50-250 citations and includes a subject term index and title list.)

Wind tunnel tests on a tail-less swept wing span-distributed cargo aircraft configuration

NASA Technical Reports Server (NTRS)

Rao, D. M.; Huffman, J. K.

1978-01-01

The configuration consisted of a 30 deg -swept, untapered, untwisted wing utilizing a low-moment cambered airfoil of 20 percent streamwise thickness designed for low wave drag at M = 0.6, C sub L = 0.4. The tests covered a range of Mach numbers 0.3 to 0.725 and chord Reynolds number 1,100,000 to 2,040,000, angles of attack up to model buffet and sideslip angles + or - 4 deg. Configuration build up, wing pod filleting, airfoil modification and trailing edge control deflection effects were briefly investigated. Three wing tip vertical tail designs were also tested. Wing body filleting and a simple airfoil modification both produced increments to maximum lift/drag ratio. Addition of pods eliminated pitch instability of the basic wing. While the magnitude of these benefits probably was Reynolds number sensitive, they underline the potential for improving the aerodynamics of the present configuration. The cruise parameter (product of Mach number and lift/drag ratio) attained a maximum close to the airfoil design point. The configuration was found to be positively stable with normal control effectiveness about all three axes in the Mach number and C sub L range of interest.

An Analysis of the Autorotative Performance of a Helicopter Powered by Rotor-Tip Jet Units

NASA Technical Reports Server (NTRS)

Gessow, Alfred

1950-01-01

The autorotative performance of an assumed helicopter was studied to determine the effect of inoperative jet units located at the rotor-blade tip on the helicopter rate of descent. For a representative ramjet design, the effect of the jet drag is to increase the minimum rate of descent of the helicopter from about 1,OO feet per minute to 3,700 feet per minute when the rotor is operating at a tip speed of approximately 600 feet per second. The effect is less if the rotor operates at lower tip speeds, but the rotor kinetic energy and the stall margin available for the landing maneuver are then reduced. Power-off rates of descent of pulse-jet helicopters would be expected to be less than those of ramjet. helicopters because pulse jets of current design appear to have greater ratios of net power-on thrust to power-off, drag than currently designed rain jets. Iii order to obtain greater accuracy in studies of autorotative performance, calculations in'volving high power-off rates of descent should include the weight-supporting effect of the fuselage parasite-drag force and the fact that the rotor thrust does not equal the weight of the helicopter.

Development of Wing Inlets

NASA Technical Reports Server (NTRS)

Racisz, Stanley F.

1946-01-01

Lift, drag, internal flow, and pressure distribution measurements were made on a low-drag airfoil incorporating various air inlet designs. Two leading-edge air inlets are developed which feature higher lift coefficients and critical Mach than the basic airfoil. Higher lift coefficients and critical speeds are obtained for leading half of these inlet sections but because of high suction pressures near exist, slightly lower critical speeds are obtained for the entire inlet section than the basic airfoil.

Fuel Reduction for the Mobility Air Forces: Executive Summary

DTIC Science & Technology

2015-01-01

calculate fuel savings from an enterprise perspective. For example, there is significant literature on drag reduction of winglets ; however, most of this... Winglets . Winglets are wingtip devices designed to improve the lift-to-drag ratio of an aircraft and are more effective than simple wing extensions of...Developing Winglets For C-130, C-5,” Aerospace Daily & Defense Report, October 6, 2011, p. 3; and Vortex Control Technologies, “2013 Program Price List

Effect of blockage ratio on drag and pressure distributions for bodies of revolution at transonic speeds

NASA Technical Reports Server (NTRS)

Couch, L. M.; Brooks, C. W., Jr.

1973-01-01

Experimental data were obtained in two wind tunnels for 13 models over a Mach number range from 0.70 to 1.02. Effects of increasing test-section blockage ratio in the transonic region near a Mach number of 1.0 included change in the shape of the drag curves, premature drag creep, delayed drag divergence, and a positive increment of pressures on the model afterbodies. Effects of wall interference were apparent in the data even for a change in blockage ratio from a very low 0.000343 to an even lower 0.000170. Therefore, models having values of blockage ratio of 0.0003 - an order of magnitude below the previously considered safe value of 0.0050 - had significant errors in the drag-coefficient values obtained at speeds near a Mach number of 1.0. Furthermore, the flow relief afforded by slots or perforations in test-section walls - designed according to previously accepted criteria for interference-free subsonic flow - does not appear to be sufficient to avoid significant interference of the walls with the model flow field for Mach numbers very close to 1.0.

Super-Cavitating Flow Around Two-Dimensional Conical, Spherical, Disc and Stepped Disc Cavitators

NASA Astrophysics Data System (ADS)

Sooraj, S.; Chandrasekharan, Vaishakh; Robson, Rony S.; Bhanu Prakash, S.

2017-08-01

A super-cavitating object is a high speed submerged object that is designed to initiate a cavitation bubble at the nose which extends past the aft end of the object, substantially reducing the skin friction drag that would be present if the sides of the object were in contact with the liquid in which the object is submerged. By reducing the drag force the thermal energy consumption to move faster can also be minimised. The super-cavitation behavioural changes with respect to Cavitators of various geometries have been studied by varying the inlet velocity. Two-dimensional computational fluid dynamics analysis has been carried out by applying k-ε turbulence model. The variation of drag coefficient, cavity length with respect to cavitation number and inlet velocity are analyzed. Results showed conical Cavitator with wedge angle of 30° has lesser drag coefficient and cavity length when compared to conical Cavitators with wedge angles 45° and 60°, spherical, disc and stepped disc Cavitators. Conical cavitator 60° and disc cavitator have the maximum cavity length but with higher drag coefficient. Also there is significant variation of supercavitation effect observed between inlet velocities of 32 m/s to 40 m/s.

Thermodynamic analysis of shark skin texture surfaces for microchannel flow

NASA Astrophysics Data System (ADS)

Yu, Hai-Yan; Zhang, Hao-Chun; Guo, Yang-Yu; Tan, He-Ping; Li, Yao; Xie, Gong-Nan

2016-09-01

The studies of shark skin textured surfaces in flow drag reduction provide inspiration to researchers overcoming technical challenges from actual production application. In this paper, three kinds of infinite parallel plate flow models with microstructure inspired by shark skin were established, namely blade model, wedge model and the smooth model, according to cross-sectional shape of microstructure. Simulation was carried out by using FLUENT, which simplified the computation process associated with direct numeric simulations. To get the best performance from simulation results, shear-stress transport k-omega turbulence model was chosen during the simulation. Since drag reduction mechanism is generally discussed from kinetics point of view, which cannot interpret the cause of these losses directly, a drag reduction rate was established based on the second law of thermodynamics. Considering abrasion and fabrication precision in practical applications, three kinds of abraded geometry models were constructed and tested, and the ideal microstructure was found to achieve best performance suited to manufacturing production on the basis of drag reduction rate. It was also believed that bionic shark skin surfaces with mechanical abrasion may draw more attention from industrial designers and gain wide applications with drag-reducing characteristics.

Separability of drag and thrust in undulatory animals and machines

NASA Astrophysics Data System (ADS)

Bale, Rahul; Shirgaonkar, Anup A.; Neveln, Izaak D.; Bhalla, Amneet Pal Singh; Maciver, Malcolm A.; Patankar, Neelesh A.

2014-12-01

For nearly a century, researchers have tried to understand the swimming of aquatic animals in terms of a balance between the forward thrust from swimming movements and drag on the body. Prior approaches have failed to provide a separation of these two forces for undulatory swimmers such as lamprey and eels, where most parts of the body are simultaneously generating drag and thrust. We nonetheless show that this separation is possible, and delineate its fundamental basis in undulatory swimmers. Our approach unifies a vast diversity of undulatory aquatic animals (anguilliform, sub-carangiform, gymnotiform, bal-istiform, rajiform) and provides design principles for highly agile bioinspired underwater vehicles. This approach has practical utility within biology as well as engineering. It is a predictive tool for use in understanding the role of the mechanics of movement in the evolutionary emergence of morphological features relating to locomotion. For example, we demonstrate that the drag-thrust separation framework helps to predict the observed height of the ribbon fin of electric knifefish, a diverse group of neotropical fish which are an important model system in sensory neurobiology. We also show how drag-thrust separation leads to models that can predict the swimming velocity of an organism or a robotic vehicle.

Optimizing Geometry Mediated Skin Friction Drag on Riblet-Textured Surfaces

NASA Astrophysics Data System (ADS)

Raayai, Shabnam; McKinley, Gareth

2016-11-01

Micro-scale riblets have been shown to modify the skin friction drag on patterned surfaces. Shark skin is widely known as a natural example of this passive drag reduction mechanism and artificial riblet tapes have been previously used in the America's Cups tournament resulting in a 1987 victory. Previous experiments with riblet surfaces in turbulent boundary layer flow have shown 4-8% reduction in the skin friction drag. Our computations with sinusoidal riblet surfaces in high Reynolds number laminar boundary layer flow and experiments with V-grooves in laminar Taylor-Couette flow also show that the reduction in skin friction can be substantial and depends on the spacing and height of the riblets. In the boundary layer setting, this frictional reduction is also a function of the length of the plate in the flow direction, while in the Taylor Couette setting it depends on the gap size. In the current work, we use scaling arguments and conformal mapping to establish a simplified theory for laminar flow over V-groove riblets and explore the self-similarity of the velocity contours near the patterned surface. We combine these arguments with theoretical and numerical calculations using Matlab and OpenFOAM to show that the drag reduction achievable in laminar flow over riblet surfaces depends on a rescaled form of the Reynolds number combined with the aspect ratio of the texture (defined in terms of the ratio of the height to spacing of the riblets). We then use these results to explain the underlying physical mechanisms driving frictional drag reduction and offer recommendations for designing low drag surfaces.

A generalized vortex theory of the screw propeller and its application

NASA Technical Reports Server (NTRS)

Reissner, Hans

1940-01-01

The vortex theory as presented by the author in earlier papers has been extended to permit the solution of the following problems: (1) the investigation of the relation between thrusts and torque distribution and energy loss as given by the induction of helical vortex sheets and by the parasite drag; (2) the checking of the theorem of Betz of the rigidly behaving helical vortex sheet of minimum induced energy loss; (3) the extension of the theory of the screw propeller of minimum energy loss for the inclusion of parasite-drag distribution along the blades. A simple system of diagrams has been developed to systematize the design of airplane propellers for a wide range of parasite-drag distribution along the blades.

Investigation on large-area fabrication of vivid shark skin with superior surface functions

NASA Astrophysics Data System (ADS)

Chen, Huawei; Zhang, Xin; Ma, Lingxi; Che, Da; Zhang, Deyuan; Sudarshan, T. S.

2014-10-01

Shark skin has attracted worldwide attention because of its superior drag reduction, antifouling performance induced from its unique surface morphology. Although the vivid shark skin has been fabricated by a bio-replicated micro-imprinting approach in previous studies and superior drag reduction effect has been validated in water tunnel, continuous large-area fabrication is still an obstacle to wide apply. In this paper, one novel bio-replication coating technology is proposed for large-area transfer of shark skin based on rapid UV curable paint. Apart from design of coating system, bio-replication accuracy of surface morphology was validated about 97% by comparison between shark skin template and coating surface morphology. Finally, the drag reduction and anti-fouling function of coating surface were tested in water tunnel and open algae pond respectively. Drag reduction rate of coating surface was validated about 12% higher and anti-fouling was proved to about hundred times ameliorate, all of which are more excellent than simple 2D riblet surface.

Laminar-flow wind tunnel experiments

NASA Technical Reports Server (NTRS)

Harvey, William D.; Harris, Charles D.; Sewall, William G.; Stack, John P.

1989-01-01

Although most of the laminar flow airfoils recently developed at the NASA Langley Research Center were intended for general aviation applications, low-drag airfoils were designed for transonic speeds and wind tunnel performance tested. The objective was to extend the technology of laminar flow to higher Mach and Reynolds numbers and to swept leading edge wings representative of transport aircraft to achieve lower drag and significantly improved operation costs. This research involves stabilizing the laminar boundary layer through geometric shaping (Natural Laminar Flow, NLF) and active control involving the removal of a portion of the laminar boundary layer (Laminar-Flow Control, LFC), either through discrete slots or perforated surface. Results show that extensive regions of laminar flow with large reductions in skin friction drag can be maintained through the application of passive NLF boundary-layer control technologies to unswept transonic wings. At even greater extent of laminar flow and reduction in the total drag level can be obtained on a swept supercritical airfoil with active boundary layer-control.

Aerodynamic resistance reduction of electric and hybrid vehicles

NASA Technical Reports Server (NTRS)

1979-01-01

The generation of an EHV aerodynamic data base was initiated by conducting full-scale wind tunnel tests on 16 vehicles. Zero-yaw drag coefficients ranged from a high of 0.58 for a boxey delivery van and an open roadster to a low of about 0.34 for a current 4-passenger prototype automobile which was designed with aerodynamics as an integrated parameter. Characteristic effects of aspect ratio or fineness ratio which might appear if electric vehicle shape proportions were to vary significantly from current automobiles were identified. Some preliminary results indicate a 5 to 10% variation in drag over the range of interest. Effective drag coefficient wind-weighting factors over J227a driving cycles in the presence of annual mean wind fields were identified. Such coefficients, when properly weighted, were found to be from 5 to 65% greater than the zero-yaw drag coefficient in the cases presented. A vehicle aerodynamics bibliography of over 160 entries, in six general categories is included.

A closed-form trim solution yielding minimum trim drag for airplanes with multiple longitudinal-control effectors

NASA Technical Reports Server (NTRS)

Goodrich, Kenneth H.; Sliwa, Steven M.; Lallman, Frederick J.

1989-01-01

Airplane designs are currently being proposed with a multitude of lifting and control devices. Because of the redundancy in ways to generate moments and forces, there are a variety of strategies for trimming each airplane. A linear optimum trim solution (LOTS) is derived using a Lagrange formulation. LOTS enables the rapid calculation of the longitudinal load distribution resulting in the minimum trim drag in level, steady-state flight for airplanes with a mixture of three or more aerodynamic surfaces and propulsive control effectors. Comparisons of the trim drags obtained using LOTS, a direct constrained optimization method, and several ad hoc methods are presented for vortex-lattice representations of a three-surface airplane and two-surface airplane with thrust vectoring. These comparisons show that LOTS accurately predicts the results obtained from the nonlinear optimization and that the optimum methods result in trim drag reductions of up to 80 percent compared to the ad hoc methods.

A Brief Study of the Speed Reduction of Overtaking Airplanes by Means of Air Brakes, Special Report

NASA Technical Reports Server (NTRS)

Pearson, H. A.; Amderspm. R. F.

1942-01-01

As an aid to airplane designers interested in providing pursuit airplanes with decelerating devices intended to increase the firing time when overtaking another airplane, formulas are given relating the pertinent distances and speeds in horizontal flight to the drag increase required. Charts are given for a representative parasite-drag coefficient from which the drag increase, the time gained, and the closing distance may be found. The charts are made up for three values of the ratio of the final speed of the pursuing airplane to the speed of the pursued airplane and for several values of the ratio of the speed of the pursued airplane to the initial speed of the pursuing airplane. Charts are also given indicating the drag increases obtainable with double split flaps and with conventional propellers. The use of the charts is illustrated by an example in which it is indicated that either double split flaps or, under certain ideal conditions, reversible propellers should provide the speed reductions required.

Nanoscale biomimetics studies of Salvinia molesta for micropattern fabrication.

PubMed

Hunt, James; Bhushan, Bharat

2011-11-01

The emerging field of biomimetics allows one to take inspiration from nature and mimic it in order to create various products, devices and structures. There are a large number of objects, including bacteria, plants, land and aquatic animals and seashells, with properties of commercial interest. The subject of interest for this research is the water fern Salvinia molesta because of its ability to trap air. Air-retaining surfaces are of technological interest due to their ability to reduce drag when used for fluid transport, ship coatings and other submersible industrial products in which drag is a concern. The purpose of this research is to mimic the air trapping ability of S. molesta in order to prove that a structure can be created in the lab that can mimic the behavior of the fern as well as demonstrate microfabrication techniques that can be utilized in industry to produce such materials. In this work, a novel methodology for the fabrication of microstructures that mimic the water-pinning and air-trapping ability of S. molesta is introduced. Water contact angle, water roll angle and adhesive force of the new microstructure and water fern are investigated. Copyright © 2011 Elsevier Inc. All rights reserved.

Application of a Fully Numerical Guidance to Mars Aerocapture

NASA Technical Reports Server (NTRS)

Matz, Daniel A.; Lu, Ping; Mendeck, Gavin F.; Sostaric, Ronald R.

2017-01-01

An advanced guidance algorithm, Fully Numerical Predictor-corrector Aerocapture Guidance (FNPAG), has been developed to perform aerocapture maneuvers in an optimal manner. It is a model-based, numerical guidance that benefits from requiring few adjustments across a variety of different hypersonic vehicle lift-to-drag ratios, ballistic co-efficients, and atmospheric entry conditions. In this paper, FNPAG is first applied to the Mars Rigid Vehicle (MRV) mid lift-to-drag ratio concept. Then the study is generalized to a design map of potential Mars aerocapture missions and vehicles, ranging from the scale and requirements of recent robotic to potential human and precursor missions. The design map results show the versatility of FNPAG and provide insight for the design of Mars aerocapture vehicles and atmospheric entry conditions to achieve desired performance.

Aerodynamic design and analysis of the AST-204, AST-205, and AST-206 blended wing-fuse large supersonic transport configuration concepts

NASA Technical Reports Server (NTRS)

Martin, G. L.; Walkley, K. B.

1980-01-01

The aerodynamic design and analysis of three blended wing-fuselage supersonic cruise configurations providing four, five, and six abreast seating was conducted using a previously designed supersonic cruise configuration as the baseline. The five abreast configuration was optimized for wave drag at a Mach number of 2.7. The four and six abreast configurations were also optimized at Mach 2.7, but with the added constraint that the majority of their structure be common with the five abreast configuration. Analysis of the three configurations indicated an improvement of 6.0, 7.5, and 7.7 percent in cruise lift-to-drag ratio over the baseline configuration for the four, five, and six abreast configurations, respectively.

Group 13 1990 ASCAN Sherlock during Vance AFB parachute drag training

NASA Image and Video Library

1990-08-14

S90-45883 (29-31 July 1990) --- Nancy J. Sherlock, one of 23 astronaut candidates who began a year's training and evaluation in July, participates in one of many sessions at a survival training course at Vance Air Force Base. Sherlock is about to take part in parachute drag training. The overall course is designed to familiarize the trainees with procedures to follow in the event of an emergency ejection from a jet aircraft.

Microwave-Driven Air Plasma Studies for Drag Reduction and Power Extraction in Supersonic Air

DTIC Science & Technology

2004-10-15

called spillage occurs, and the air mass capture decreases (Fig. 3). To avoid performance penalties at off-design Mach numbers, a variable geometry inlet...AND SUBTITLE 5. FUNDING NUMBERS Microwave-Driven Air Plasma Studies for Drag Reduction and Power Extraction in Supersonic Air 6. AUTHOR(S) Richard B...MONITORING AGENCY REPORT NUMBER Air Force Office of Scientific Research/NA (John Schmisseur, Program Manager) 801 N. Randolph St., Room 732 Arlington

F-16B Pacer Aircraft Trailing Cone Length Extension Tube Investigative Study (HAVE CLETIS)

DTIC Science & Technology

2007-06-01

the axial load experienced during high incompressible dynamic pressures and prevent the coupling from locking up as was observed for the 35-foot... axial loads due to incompressible dynamic pressure. (R4) “Guitar stringing” was used to describe the high frequency vibration of the pressure tube...Modify the design of the pressure tube and drag cone coupling to allow independent pressure tube and drag cone rotation under axial loads due to

Winglet and long duct nacelle aerodynamic development for DC-10 derivatives

NASA Technical Reports Server (NTRS)

Taylor, A. B.

1978-01-01

Advanced technology for application to the Douglas DC-10 transport is discussed. Results of wind tunnel tests indicate that the winglet offers substantial cruise drag reduction with less wing root bending moment penalty than a wing-tip extension of the same effectiveness and that the long duct nacelle offers substantial drag reduction potential as a result of aerodynamic and propulsion improvements. The aerodynamic design and test of the nacelle and pylon installation are described.

Aerodynamic analysis of seamless horizontal stabilizer

NASA Astrophysics Data System (ADS)

Nithya, S.; Kanimozhi, S.

2017-05-01

This project presents an investigative view into the concept of seamless aeroelastic wing and hingeless flexible trailing edge. Wings are designed to provide maximum lift and minimal drag and weight. But with conventional wings where rivets are used and the control surfaces are separately hinged, parasite drag comes into play. This project is about analysing a smooth seamless wing with hinge-less flexible trailing edge. This type of wing reduces the drag considerably and the hinge-less trailing edge leads to a minimal control demand and reduces the noise produced when the aircraft comes for landing. Seamless aeroelastic wing will function as an integrated one piece lifting and control surface. It has been designed to enhance a desirable wing camber for control by deflecting a hinge-less flexible trailing edge part instead of a traditional hinged control surface. This kind of flexible wing can be achieved either by a curved beam and disc actuation mechanism or by piezo-electric materials, whose shape change can be achieved by electricity. The intent of this project is to analyze the effects of introducing the concept of Seamless Wing to the horizontal stabilizer. While the removal of rivets and serrations that hinge the elevators to the stabilizer reduces the overall drag by a reasonable value, the overall concept of a control surface-less stabilizer where the maneuvers are done by deflecting the trailing edge offers better maneuverability.

Optimization of air injection parameters toward optimum fuel saving effect for ships

NASA Astrophysics Data System (ADS)

Lee, Inwon; Park, Seong Hyeon

2016-11-01

Air lubrication method is the most promising commercial strategy for the frictional drag reduction of ocean going vessels. Air bubbles are injected through the array of holes or the slots installed onto the flat bottom surface of vessel and a sufficient supply of air is required to ensure the formation of stable air layer by the by the coalescence of the bubbles. The air layer drag reduction becomes economically meaningful when the power gain through the drag reduction exceeds the pumping power consumption. In this study, a model ship of 50k medium range tanker is employed to investigate air lubrication method. The experiments were conducted in the 100m long towing tank facility at the Pusan National University. To create the effective air lubrication with lower air flow rate, various configurations including the layout of injection holes, employment of side fences and static trim have been tested. In the preliminary series of model tests, the maximum 18.13%(at 15kts) of reduction of model resistance was achieved. This research was supported by the National Research Foundation of Korea (NRF) Grant funded by the Korea government (MEST) through GCRC-SOP (Grant No. 2011-0030013).

Options for Robust Airfoil Optimization under Uncertainty

NASA Technical Reports Server (NTRS)

Padula, Sharon L.; Li, Wu

2002-01-01

A robust optimization method is developed to overcome point-optimization at the sampled design points. This method combines the best features from several preliminary methods proposed by the authors and their colleagues. The robust airfoil shape optimization is a direct method for drag reduction over a given range of operating conditions and has three advantages: (1) it prevents severe degradation in the off-design performance by using a smart descent direction in each optimization iteration, (2) it uses a large number of spline control points as design variables yet the resulting airfoil shape does not need to be smoothed, and (3) it allows the user to make a tradeoff between the level of optimization and the amount of computing time consumed. For illustration purposes, the robust optimization method is used to solve a lift-constrained drag minimization problem for a two-dimensional (2-D) airfoil in Euler flow with 20 geometric design variables.

Aerodynamic design of electric and hybrid vehicles: A guidebook

NASA Technical Reports Server (NTRS)

Kurtz, D. W.

1980-01-01

A typical present-day subcompact electric hybrid vehicle (EHV), operating on an SAE J227a D driving cycle, consumes up to 35% of its road energy requirement overcoming aerodynamic resistance. The application of an integrated system design approach, where drag reduction is an important design parameter, can increase the cycle range by more than 15%. This guidebook highlights a logic strategy for including aerodynamic drag reduction in the design of electric and hybrid vehicles to the degree appropriate to the mission requirements. Backup information and procedures are included in order to implement the strategy. Elements of the procedure are based on extensive wind tunnel tests involving generic subscale models and full-scale prototype EHVs. The user need not have any previous aerodynamic background. By necessity, the procedure utilizes many generic approximations and assumptions resulting in various levels of uncertainty. Dealing with these uncertainties, however, is a key feature of the strategy.

Shock Tunnel Studies of the Hypersonic Flowfield around the Hypervelocity Ballistic Models with Aerospikes

NASA Astrophysics Data System (ADS)

Balakalyani, G.; Saravanan, S.; Jagadeesh, G.

Reduced drag and aerodynamic heating are the two basic design requirements for any hypersonic vehicle [1]. The flowfield around an axisymmetric blunt body is characterized by a bow shockwave standing ahead of its nose. The pressure and temperature behind this shock wave are very high. This increased pressure and temperature are responsible for the high levels of drag and aerodynamic heating over the body. In the past, there have been many investigations on the use of aerospikes as a drag reduction tool. These studies on spiked bodies aim at reducing both the drag and aerodynamic heating by modifying the hypersonic flowfield ahead of the nose of the body [2]. However, most of them used very simple configurations to experimentally study the drag reduction using spikes at hypersonic speeds [3] and therefore very little experimental data is available for a realistic geometric configuration. In the present study, the standard AGARD Hypervelocity Ballistic model 1 is used as the test model. The addition of the spike to the blunt body significantly alters the flowfield ahead of the nose, leading to the formation of a low pressure conical recirculation region, thus causing a reduction in drag and wall heat flux [4]. In the present investigation, aerodynamic drag force is measured over the Hypervelocity Ballistic model-1, with and without spike, at a flow enthalpy of 1.7 MJ/kg. The experiments are carried out at a Mach number of 8 and at zero angle of attack. An internally mountable accelerometer based 3-component force balance system is used to measure the aerodynamic forces on the model. Also computational studies are carried out to complement the experiments.

The Effect of Drag and Attachment Site of External Tags on Swimming Eels: Experimental Quantification and Evaluation Tool

PubMed Central

Tudorache, Christian; Burgerhout, Erik; Brittijn, Sebastiaan; van den Thillart, Guido

2014-01-01

Telemetry studies on aquatic animals often use external tags to monitor migration patterns and help to inform conservation effort. However, external tags are known to impair swimming energetics dramatically in a variety of species, including the endangered European eel. Due to their high swimming efficiency, anguilliform swimmers are very susceptibility for added drag. Using an integration of swimming physiology, behaviour and kinematics, we investigated the effect of additional drag and site of externally attached tags on swimming mode and costs. The results show a significant effect of a) attachment site and b) drag on multiple energetic parameters, such as Cost Of Transport (COT), critical swimming speed (Ucrit) and optimal swimming speed (Uopt), possibly due to changes in swimming kinematics. Attachment at 0.125 bl from the tip of the snout is a better choice than at the Centre Of Mass (0.35 bl), as it is the case in current telemetry studies. Quantification of added drag effect on COT and Ucrit show a (limited) correlation, suggesting that the Ucrit test can be used for evaluating external tags for telemetry studies until a certain threshold value. Uopt is not affected by added drag, validating previous findings of telemetry studies. The integrative methodology and the evaluation tool presented here can be used for the design of new studies using external telemetry tags, and the (re-) evaluation of relevant studies on anguilliform swimmers. PMID:25409179

WAVDRAG- ZERO-LIFT WAVE DRAG OF COMPLEX AIRCRAFT CONFIGURATIONS

NASA Technical Reports Server (NTRS)

Craidon, C. B.

1994-01-01

WAVDRAG calculates the supersonic zero-lift wave drag of complex aircraft configurations. The numerical model of an aircraft is used throughout the design process from concept to manufacturing. WAVDRAG incorporates extended geometric input capabilities to permit use of a more accurate mathematical model. With WAVDRAG, the engineer can define aircraft components as fusiform or nonfusiform in terms of non-intersecting contours in any direction or more traditional parallel contours. In addition, laterally asymmetric configurations can be simulated. The calculations in WAVDRAG are based on Whitcomb's area-rule computation of equivalent-bodies, with modifications for supersonic speed. Instead of using a single equivalent-body, WAVDRAG calculates a series of equivalent-bodies, one for each roll angle. The total aircraft configuration wave drag is the integrated average of the equivalent-body wave drags through the full roll range of 360 degrees. WAVDRAG currently accepts up to 30 user-defined components containing a maximum of 50 contours as geometric input. Each contour contains a maximum of 50 points. The Mach number, angle-of-attack, and coordinates of angle-of-attack rotation are also input. The program warns of any fusiform-body line segments having a slope larger than the Mach angle. WAVDRAG calculates total drag and the wave-drag coefficient of the specified aircraft configuration. WAVDRAG is written in FORTRAN 77 for batch execution and has been implemented on a CDC CYBER 170 series computer with a central memory requirement of approximately 63K (octal) of 60 bit words. This program was developed in 1983.

The effect of drag and attachment site of external tags on swimming eels: experimental quantification and evaluation tool.

PubMed

Tudorache, Christian; Burgerhout, Erik; Brittijn, Sebastiaan; van den Thillart, Guido

2014-01-01

Telemetry studies on aquatic animals often use external tags to monitor migration patterns and help to inform conservation effort. However, external tags are known to impair swimming energetics dramatically in a variety of species, including the endangered European eel. Due to their high swimming efficiency, anguilliform swimmers are very susceptibility for added drag. Using an integration of swimming physiology, behaviour and kinematics, we investigated the effect of additional drag and site of externally attached tags on swimming mode and costs. The results show a significant effect of a) attachment site and b) drag on multiple energetic parameters, such as Cost Of Transport (COT), critical swimming speed (Ucrit) and optimal swimming speed (Uopt), possibly due to changes in swimming kinematics. Attachment at 0.125 bl from the tip of the snout is a better choice than at the Centre Of Mass (0.35 bl), as it is the case in current telemetry studies. Quantification of added drag effect on COT and Ucrit show a (limited) correlation, suggesting that the Ucrit test can be used for evaluating external tags for telemetry studies until a certain threshold value. Uopt is not affected by added drag, validating previous findings of telemetry studies. The integrative methodology and the evaluation tool presented here can be used for the design of new studies using external telemetry tags, and the (re-) evaluation of relevant studies on anguilliform swimmers.

Inlet-engine matching for SCAR including application of a bicone variable geometry inlet

NASA Technical Reports Server (NTRS)

Wasserbauer, J. F.; Gerstenmaier, W. H.

1978-01-01

Airflow characteristics of variable cycle engines (VCE) designed for Mach 2.32 can have transonic airflow requirements as high as 1.6 times the cruise airflow. This is a formidable requirement for conventional, high performance, axisymmetric, translating centerbody mixed compression inlets. An alternate inlet is defined, where the second cone of a two cone center body collapses to the initial cone angle to provide a large off-design airflow capability, and incorporates modest centerbody translation to minimize spillage drag. Estimates of transonic spillage drag are competitive with those of conventional translating centerbody inlets. The inlet's cruise performance exhibits very low bleed requirements with good recovery and high angle of attack capability.

Neural Network Prediction of New Aircraft Design Coefficients

NASA Technical Reports Server (NTRS)

Norgaard, Magnus; Jorgensen, Charles C.; Ross, James C.

1997-01-01

This paper discusses a neural network tool for more effective aircraft design evaluations during wind tunnel tests. Using a hybrid neural network optimization method, we have produced fast and reliable predictions of aerodynamical coefficients, found optimal flap settings, and flap schedules. For validation, the tool was tested on a 55% scale model of the USAF/NASA Subsonic High Alpha Research Concept aircraft (SHARC). Four different networks were trained to predict coefficients of lift, drag, moment of inertia, and lift drag ratio (C(sub L), C(sub D), C(sub M), and L/D) from angle of attack and flap settings. The latter network was then used to determine an overall optimal flap setting and for finding optimal flap schedules.

Wake shed by an accelerating carangiform fish

NASA Astrophysics Data System (ADS)

Ting, Shang-Chieh; Yang, Jing-Tang

2008-11-01

We reveal an important fact that momentum change observed in the wake of an accelerating carangiform fish does not necessarily elucidate orientations of propulsive forces produced. An accelerating Crucian Carp (Carassius auratus) was found to shed a wake with net forward fluid momentum, which seemed drag-producing. Based on Newton's law, however, an accelerating fish is expected to shed a thrust wake with net rearward fluid momentum, rather than a drag wake. The unusual wake pattern observed is considered to be resulted primarily from the effect of pressure gradient created by accelerating movements of the fish. Ambient fluids tend to be sucked into low pressure zones behind an accelerating fish, resulting in forward orientations of jets recognizable in the wake. Accordingly, as to an accelerating fish, identifying force orientations from the wake requires considering also the effect of pressure gradient.

Effect of lift-to-drag ratio in pilot rating of the HL-20 landing task

NASA Technical Reports Server (NTRS)

Jackson, E. B.; Rivers, Robert A.; Bailey, Melvin L.

1993-01-01

A man-in-the-loop simulation study of the handling qualities of the HL-20 lifting-body vehicle was made in a fixed-base simulation cockpit at NASA Langley Research Center. The purpose of the study was to identify and substantiate opportunities for improving the original design of the vehicle from a handling qualities and landing performance perspective. Using preliminary wind-tunnel data, a subsonic aerodynamic model of the HL-20 was developed. This model was adequate to simulate the last 75-90 s of the approach and landing. A simple flight-control system was designed and implemented. Using this aerodynamic model as a baseline, visual approaches and landings were made at several vehicle lift-to-drag ratios. Pilots rated the handling characteristics of each configuration using a conventional numerical pilot-rating scale. Results from the study showed a high degree of correlation between the lift-to-drag ratio and pilot rating. Level 1 pilot ratings were obtained when the L/D ratio was approximately 3.8 or higher.

A Sweeping Jet Application on a High Reynolds Number Semispan Supercritical Wing Configuration

NASA Technical Reports Server (NTRS)

Jones, Gregory S.; Milholen, William E., II; Chan, David T.; Melton, Latunia; Goodliff, Scott L.; Cagle, C. Mark

2017-01-01

The FAST-MAC circulation control model was modified to test an array of unsteady sweeping-jet actuators at realistic flight Reynolds numbers in the National Transonic Facility at the NASA Langley Research Center. Two types of sweeping jet actuators were fabricated using rapid prototype techniques, and directed over a 15% chord simple-hinged flap. The model was configured for low-speed high-lift testing with flap deflections of 30 deg and 60 deg, and a transonic cruise configuration having a 0 deg flap deflection. For the 30 deg flap high-lift configuration, the sweeping jets achieved comparable lift performance in the separation control regime, while reducing the mass flow by 54% as compared to steady blowing. The sweeping jets however were not effective for the 60 deg flap. For the transonic cruise configuration, the sweeping jets reduced the drag by 3.3% at an off-design condition. The drag reduction for the design lift coefficient for the sweeping jets offer is only half the drag reduction shown for the steady blowing case (6.5%), but accomplished this with a 74% reduction in mass flow.

Effect of lift-to-drag ratio in pilot rating of the HL-20 landing task

NASA Astrophysics Data System (ADS)

Jackson, E. B.; Rivers, Robert A.; Bailey, Melvin L.

1993-10-01

A man-in-the-loop simulation study of the handling qualities of the HL-20 lifting-body vehicle was made in a fixed-base simulation cockpit at NASA Langley Research Center. The purpose of the study was to identify and substantiate opportunities for improving the original design of the vehicle from a handling qualities and landing performance perspective. Using preliminary wind-tunnel data, a subsonic aerodynamic model of the HL-20 was developed. This model was adequate to simulate the last 75-90 s of the approach and landing. A simple flight-control system was designed and implemented. Using this aerodynamic model as a baseline, visual approaches and landings were made at several vehicle lift-to-drag ratios. Pilots rated the handling characteristics of each configuration using a conventional numerical pilot-rating scale. Results from the study showed a high degree of correlation between the lift-to-drag ratio and pilot rating. Level 1 pilot ratings were obtained when the L/D ratio was approximately 3.8 or higher.

Drag Reduction Through Distributed Electric Propulsion

NASA Technical Reports Server (NTRS)

Stoll, Alex M.; Bevirt, JoeBen; Moore, Mark D.; Fredericks, William J.; Borer, Nicholas K.

2014-01-01

One promising application of recent advances in electric aircraft propulsion technologies is a blown wing realized through the placement of a number of electric motors driving individual tractor propellers spaced along each wing. This configuration increases the maximum lift coefficient by providing substantially increased dynamic pressure across the wing at low speeds. This allows for a wing sized near the ideal area for maximum range at cruise conditions, imparting the cruise drag and ride quality benefits of this smaller wing size without decreasing takeoff and landing performance. A reference four-seat general aviation aircraft was chosen as an exemplary application case. Idealized momentum theory relations were derived to investigate tradeoffs in various design variables. Navier-Stokes aeropropulsive simulations were performed with various wing and propeller configurations at takeoff and landing conditions to provide insight into the effect of different wing and propeller designs on the realizable effective maximum lift coefficient. Similar analyses were performed at the cruise condition to ensure that drag targets are attainable. Results indicate that this configuration shows great promise to drastically improve the efficiency of small aircraft.

Aeroelasticity of morphing wings using neural networks

NASA Astrophysics Data System (ADS)

Natarajan, Anand

In this dissertation, neural networks are designed to effectively model static non-linear aeroelastic problems in adaptive structures and linear dynamic aeroelastic systems with time varying stiffness. The use of adaptive materials in aircraft wings allows for the change of the contour or the configuration of a wing (morphing) in flight. The use of smart materials, to accomplish these deformations, can imply that the stiffness of the wing with a morphing contour changes as the contour changes. For a rapidly oscillating body in a fluid field, continuously adapting structural parameters may render the wing to behave as a time variant system. Even the internal spars/ribs of the aircraft wing which define the wing stiffness can be made adaptive, that is, their stiffness can be made to vary with time. The immediate effect on the structural dynamics of the wing, is that, the wing motion is governed by a differential equation with time varying coefficients. The study of this concept of a time varying torsional stiffness, made possible by the use of active materials and adaptive spars, in the dynamic aeroelastic behavior of an adaptable airfoil is performed here. Another type of aeroelastic problem of an adaptive structure that is investigated here, is the shape control of an adaptive bump situated on the leading edge of an airfoil. Such a bump is useful in achieving flow separation control for lateral directional maneuverability of the aircraft. Since actuators are being used to create this bump on the wing surface, the energy required to do so needs to be minimized. The adverse pressure drag as a result of this bump needs to be controlled so that the loss in lift over the wing is made minimal. The design of such a "spoiler bump" on the surface of the airfoil is an optimization problem of maximizing pressure drag due to flow separation while minimizing the loss in lift and energy required to deform the bump. One neural network is trained using the CFD code FLUENT to represent the aerodynamic loading over the bump. A second neural network is trained for calculating the actuator loads, bump displacement and lift, drag forces over the airfoil using the finite element solver, ANSYS and the previously trained neural network. This non-linear aeroelastic model of the deforming bump on an airfoil surface using neural networks can serve as a fore-runner for other non-linear aeroelastic problems.

Effects of cusped field thruster on the performance of drag-free control system

NASA Astrophysics Data System (ADS)

Cui, K.; Liu, H.; Jiang, W. J.; Sun, Q. Q.; Hu, P.; Yu, D. R.

2018-03-01

With increased measurement tasks of space science, more requirements for the spacecraft environment have been put forward. Those tasks (e.g. the measurement of Earth's steady state gravity field anomalies) lead to the desire for developing drag-free control. Higher requirements for the thruster performance are made due to the demand for the drag-free control system and real-time compensation for non-conservative forces. Those requirements for the propulsion system include wide continuous throttling ability, high resolution, rapid response, low noise and so on. As a promising candidate, the cusped field thruster has features such as the high working stability, the low erosion rate, a long lifetime and the simple structure, so that it is chosen as the thruster to be discussed in this paper. Firstly, the performance of a new cusped field thruster is tested and analyzed. Then a drag-free control scheme based on the cusped field thruster is designed to evaluate the performance of this thruster. Subsequently, the effects of the thrust resolution, transient response time and thrust uncertainty on the controller are calculated respectively. Finally, the performance of closed-loop system is analyzed, and the simulation results verify the feasibility of applying cusped field thruster to drag-free flight in the space science measurement tasks.

An Examination of Drag Reduction Mechanisms in Marine Animals, with Potential Applications to Uninhabited Aerial Vehicles

NASA Technical Reports Server (NTRS)

Musick, John A.; Patterson, Mark R.; Dowd, Wesley W.

2002-01-01

Previous engineering research and development has documented the plausibility of applying biomimetic approaches to aerospace engineering. Past cooperation between the Virginia Institute of Marine Science (VIMS) and NASA focused on the drag reduction qualities of the microscale dermal denticles of shark skin. This technology has subsequently been applied to submarines and aircraft. The present study aims to identify and document the three-dimensional geometry of additional macroscale morphologies that potentially confer drag reducing hydrodynamic qualities upon marine animals and which could be applied to enhance the range and endurance of Uninhabited Aerial Vehicles (UAVs). Such morphologies have evolved over eons to maximize organismal energetic efficiency by reducing the energetic input required to maintain cruising speeds in the viscous marine environment. These drag reduction qualities are manifested in several groups of active marine animals commonly encountered by ongoing VIMS research programs: namely sharks, bony fishes such as tunas, and sea turtles. Through spatial data acquired by molding and digital imagery analysis of marine specimens provided by VIMS, NASA aims to construct scale models of these features and to test these potential drag reduction morphologies for application to aircraft design. This report addresses the efforts of VIMS and NASA personnel on this project between January and November 2001.

Separability of drag and thrust in undulatory animals and machines

PubMed Central

Bale, Rahul; Shirgaonkar, Anup A.; Neveln, Izaak D.; Bhalla, Amneet Pal Singh; MacIver, Malcolm A.; Patankar, Neelesh A.

2014-01-01

For nearly a century, researchers have tried to understand the swimming of aquatic animals in terms of a balance between the forward thrust from swimming movements and drag on the body. Prior approaches have failed to provide a separation of these two forces for undulatory swimmers such as lamprey and eels, where most parts of the body are simultaneously generating drag and thrust. We nonetheless show that this separation is possible, and delineate its fundamental basis in undulatory swimmers. Our approach unifies a vast diversity of undulatory aquatic animals (anguilliform, sub-carangiform, gymnotiform, bal-istiform, rajiform) and provides design principles for highly agile bioinspired underwater vehicles. This approach has practical utility within biology as well as engineering. It is a predictive tool for use in understanding the role of the mechanics of movement in the evolutionary emergence of morphological features relating to locomotion. For example, we demonstrate that the drag-thrust separation framework helps to predict the observed height of the ribbon fin of electric knifefish, a diverse group of neotropical fish which are an important model system in sensory neurobiology. We also show how drag-thrust separation leads to models that can predict the swimming velocity of an organism or a robotic vehicle. PMID:25491270

Features of the Drag-Free-Simulator demonstrated for the Microscope-mission

NASA Astrophysics Data System (ADS)

List, Meike; Bremer, Stefanie; Dittus, Hansjoerg; Selig, Hanns

The ZARM Drag-Free-Simulator is being developed as a tool for comprehensive mission modeling. Environmental disturbances like solar radiation pressure, atmospheric drag, interactions between the satellite and the Earth's magnetic field can be taken into account via several models. Besides the gravitational field of the Earth, the influence of Sun, Moon and the planets including Pluto can be considered for aimed simulations, too. Methods of modeling and implementation will be presented. At the moment, effort is made to adapt this simulation tool for the french mission MICRO- SCOPE which is designed for testing the equivalence principle up to an accuracy of η=10-15 . Additionally, detailed modeling of on-board capacitive sensors is necessary for a better understanding of the real system. The actual status of mission modeling will be reported.

Switching between attractive and repulsive Coulomb-interaction-mediated drag in an ambipolar GaAs/AlGaAs bilayer device

DOE Office of Scientific and Technical Information (OSTI.GOV)

Zheng, B.; Croxall, A. F.; Waldie, J., E-mail: jw353@cam.ac.uk

2016-02-08

We present measurements of Coulomb drag in an ambipolar GaAs/AlGaAs double quantum well structure that can be configured as both an electron-hole bilayer and a hole-hole bilayer, with an insulating barrier of only 10 nm between the two quantum wells. Coulomb drag resistivity is a direct measure of the strength of interlayer particle-particle interactions. We explore the strongly interacting regime of low carrier densities (2D interaction parameter r{sub s} up to 14). Our ambipolar device design allows a comparison between the effects of the attractive electron-hole and repulsive hole-hole interactions and also shows the effects of the different effective masses ofmore » electrons and holes in GaAs.« less

Design and Experimental Results for the S411 Airfoil

DTIC Science & Technology

2010-08-01

the Lower Critical Speed Range. Transonic Aerodynamics. AGARD CP No. 35, Sept. 1968, pp. 17-1–17-10. 15. Allen, H. Julian; and Vincenti, Walter G...Units. Cp pressure coefficient, c airfoil chord, mm (in.) cc section chord-force coefficient, cd section profile-drag coefficient, , except post...maximum min minimum S separation T transition ul upper limit of low-drag range 0 zero lift ∞ free-stream conditions Cp x c -- 0.25–⎝ ⎠ ⎛ ⎞ d xc

CFD RANS Simulations on a Generic Conventional Scale Model Submarine: Comparison between Fluent and OpenFOAM

DTIC Science & Technology

2015-09-01

lift and drag forces on two model car geometries (designated as the VRAK model and the S80 model). For the VRAK model the OpenFOAM drag coefficient was...lift coefficient was 16.5% higher than the Fluent value. Both model car geometries were meshed using Harpoon, which is a commercial software package...2. Clarke, G., Vun, S., Giacobello, M. and Reddy, R., “Estimation of ARH Tiger Fuselage Aerodynamic Characteristics Using Computational Fluid

Engine Yaw Augmentation for Hybrid-Wing-Body Aircraft via Optimal Control Allocation Techniques

NASA Technical Reports Server (NTRS)

Taylor, Brian R.; Yoo, Seung Yeun

2011-01-01

Asymmetric engine thrust was implemented in a hybrid-wing-body non-linear simulation to reduce the amount of aerodynamic surface deflection required for yaw stability and control. Hybrid-wing-body aircraft are especially susceptible to yaw surface deflection due to their decreased bare airframe yaw stability resulting from the lack of a large vertical tail aft of the center of gravity. Reduced surface deflection, especially for trim during cruise flight, could reduce the fuel consumption of future aircraft. Designed as an add-on, optimal control allocation techniques were used to create a control law that tracks total thrust and yaw moment commands with an emphasis on not degrading the baseline system. Implementation of engine yaw augmentation is shown and feasibility is demonstrated in simulation with a potential drag reduction of 2 to 4 percent. Future flight tests are planned to demonstrate feasibility in a flight environment.

Rich complex behaviour of self-assembled nanoparticles far from equilibrium

PubMed Central

Ilday, Serim; Makey, Ghaith; Akguc, Gursoy B.; Yavuz, Özgün; Tokel, Onur; Pavlov, Ihor; Gülseren, Oguz; Ilday, F. Ömer

2017-01-01

A profoundly fundamental question at the interface between physics and biology remains open: what are the minimum requirements for emergence of complex behaviour from nonliving systems? Here, we address this question and report complex behaviour of tens to thousands of colloidal nanoparticles in a system designed to be as plain as possible: the system is driven far from equilibrium by ultrafast laser pulses that create spatiotemporal temperature gradients, inducing Marangoni flow that drags particles towards aggregation; strong Brownian motion, used as source of fluctuations, opposes aggregation. Nonlinear feedback mechanisms naturally arise between flow, aggregate and Brownian motion, allowing fast external control with minimal intervention. Consequently, complex behaviour, analogous to those seen in living organisms, emerges, whereby aggregates can self-sustain, self-regulate, self-replicate, self-heal and can be transferred from one location to another, all within seconds. Aggregates can comprise only one pattern or bifurcated patterns can coexist, compete, endure or perish. PMID:28443636

Rich complex behaviour of self-assembled nanoparticles far from equilibrium

NASA Astrophysics Data System (ADS)

Ilday, Serim; Makey, Ghaith; Akguc, Gursoy B.; Yavuz, Özgün; Tokel, Onur; Pavlov, Ihor; Gülseren, Oguz; Ilday, F. Ömer

2017-04-01

A profoundly fundamental question at the interface between physics and biology remains open: what are the minimum requirements for emergence of complex behaviour from nonliving systems? Here, we address this question and report complex behaviour of tens to thousands of colloidal nanoparticles in a system designed to be as plain as possible: the system is driven far from equilibrium by ultrafast laser pulses that create spatiotemporal temperature gradients, inducing Marangoni flow that drags particles towards aggregation; strong Brownian motion, used as source of fluctuations, opposes aggregation. Nonlinear feedback mechanisms naturally arise between flow, aggregate and Brownian motion, allowing fast external control with minimal intervention. Consequently, complex behaviour, analogous to those seen in living organisms, emerges, whereby aggregates can self-sustain, self-regulate, self-replicate, self-heal and can be transferred from one location to another, all within seconds. Aggregates can comprise only one pattern or bifurcated patterns can coexist, compete, endure or perish.

Applications of low lift to drag ratio aerobrakes using angle of attack variation for control

NASA Technical Reports Server (NTRS)

Mulqueen, J. A.

1991-01-01

Several applications of low lift to drag ratio aerobrakes are investigated which use angle of attack variation for control. The applications are: return from geosynchronous or lunar orbit to low Earth orbit; and planetary aerocapture at Earth and Mars. A number of aerobrake design considerations are reviewed. It was found that the flow impingement behind the aerobrake and the aerodynamic heating loads are the primary factors that control the sizing of an aerobrake. The heating loads and other loads, such as maximum acceleration, are determined by the vehicle ballistic coefficient, the atmosphere entry conditions, and the trajectory design. Several formulations for defining an optimum trajectory are reviewed, and the various performance indices that can be used are evaluated. The 'nearly grazing' optimal trajectory was found to provide the best compromise between the often conflicting goals of minimizing the vehicle propulsive requirements and minimizing vehicle loads. The relationship between vehicle and trajectory design is investigated further using the results of numerical simulations of trajectories for each aerobrake application. The data show the sensitivity of the trajectories to several vehicle parameters and atmospheric density variations. The results of the trajectory analysis show that low lift to drag ratio aerobrakes, which use angle of attack variation for control, can potentially be used for a wide range of aerobrake applications.

Design of a Localized Fluidization Burrowing Robot

NASA Astrophysics Data System (ADS)

Dorsch, Daniel; Winter, Amos

2014-11-01

This presentation will focus on the critical fluid and granular mechanics principles that drove the design of RoboClam 2.0, a self-actuated, radially expanding underwater burrowing device. RoboClam 2.0 was inspired by the Atlantic razor clam, Ensis directus, which burrows by contracting its valves and fluidizing the surrounding soil to reduce burrowing drag. This contraction results in a localized fluidized region occurring 1-5 body radii away from the animal. Moving through a fluidized, rather than static, soil requires energy that scales linearly with depth, rather than depth squared. In addition to providing an advantage for the animal, localized fluidization may yield significant value to engineering applications such as subsea robot anchoring and pipe installation. RoboClam 2.0 is sized to be an anchoring platform for autonomous underwater vehicles. We will present the scaling relationships that can be used to design RoboClam derivatives for different size scales and applications. The critical speed, displacement and force with which the device must contract to create fluidization are calculated based on soil parameters. These parametric relationships allow for choosing actuators of appropriate size and power output for desired burrowing performance.

Drag-Free Control and Drag Force Recovery of Small Satellites

NASA Technical Reports Server (NTRS)

Nguyen, Anh N.; Conklin, John W.

2017-01-01

Drag-free satellites provide autonomous precision orbit determination, accurately map the static and time varying components of Earth's mass distribution, aid in our understanding of the fundamental force of gravity, and will ultimately open up a new window to our universe through the detection and observation of gravitational waves. At the heart of this technology is a gravitational reference sensor, which (a) contains and shields a free-floating proof mass from all non-gravitational forces, and (b) precisely measures the position of the test mass inside the sensor. Thus, both test mass and spacecraft follow a pure geodesic in spacetime. By tracking the position of a low Earth orbiting drag-free satellite we can directly determine the detailed shape of geodesics and through analysis, the higher order harmonics of the Earths geopotential. This paper explores two different drag-free control systems on small satellites. The first drag-free control system is a continuously compensated single thruster 3-unit CubeSat with a suspension-free spherical proof-mass. A feedback control system commands the thruster and Attitude and Determination Control System to fly the tender spacecraft with respect to the test mass. The spheres position is sensed with a LED-based differential optical shadow sensor, its electric charge controlled by photoemission using UV LEDs, and the spacecraft position is maintained with respect to the sphere using an ion electrospray propulsion system. This configuration is the most fuel-efficient drag-free system possible today. The second drag-free control system is an electro-statically suspended cubical proof-mass that is operated with a low duty cycle, limiting suspension force noise over brief, known time intervals on a small GRACE-II -like satellite. The readout is performed using a laser interferometer, which is immune to the dynamic range limitations of voltage references. This system eliminates the need for a thruster, enabling drag-free control systems for passive satellites. In both cases, the test mass position, GPS tracking data, and commanded actuation, either thrust or suspension system, can be analyzed to estimate the 3-axis drag forces acting on the satellite. The data produces the most precise maps of upper atmospheric drag forces and with additional information, detailed models that describe the dynamics of the upper atmosphere and its impact on all satellites that orbit the Earth. This paper highlights the history, applications, design, laboratory technology development and highly detailed simulation results of each control system.

Reacting flow studies in a dump combustor: Enhanced volumetric heat release rates and flame anchorability

NASA Astrophysics Data System (ADS)

Behrens, Alison Anne

Reacting flow studies in a novel dump combustor facility focused on increasing volumetric heat release rates, under stable burning conditions, and understanding the physical mechanisms governing flame anchoring in an effort to extend range and maneuverability of compact, low drag, air-breathing engines. Countercurrent shear flow was enhanced within the combustor as the primary control variable. Experiments were performed burning premixed JP10/air and methane/air in a dump combustor using reacting flow particle image velocimetry (PIV) and chemiluminescence as the primary diagnostics. Stable combustion studies burning lean mixtures of JP10/air aimed to increase volumetric heat release rates through the implementation of countercurrent shear control. Countercurrent shear flow was produced by creating a suction flow from a low pressure cavity connected to the dump combustor via a gap directly below the trailing edge. Chemiluminescence measurements showed that enhancing countercurrent shear within the combustor doubles volumetric heat release rates. PIV measurements indicate that counterflow acts to increase turbulent kinetic energy while maintaining constant strain rates. This acts to increase flame surface area through flame wrinkling without disrupting the integrity of the flame. Flame anchorability is one of the most important fundamental aspects to understand when trying to enhance turbulent combustion in a high-speed engine without increasing drag. Studies burning methane/air mixtures used reacting flow PIV to study flame anchoring. The operating point with the most stable flame anchor exhibited a correspondingly strong enthalpy flux of products into reactants via a single coherent structure positioned downstream of the step. However, the feature producing a strong flame anchor, i.e. a single coherent structure, also is responsible for combustion instabilities, therefore making this operating point undesirable. Counterflow control was found to create the best flow features for stable, robust, compact combustion. Enhancing countercurrent shear flow within a dump combustor enhances burning rates, provides a consistent pump of reaction-initiating combustion products required for sustained combustion, while maintaining flow three dimensionality needed to disrupt combustion instabilities. Future studies will focus on geometric and control scenarios that further reduce drag penalties while creating these same flow features found with countercurrent shear thus producing robust operating points.

Flight Reconstruction of the Mars Pathfinder Disk-Gap-Band Parachute Drag Coefficient

NASA Technical Reports Server (NTRS)

Desai, Prasun; Schofield, John T.; Lisano, Michael E.

2003-01-01

On July 4, 1997, the Mars Pathfinder (MPF) mission successfully landed on Mars. The entry, descent, and landing (EDL) scenario employed the use of a Disk-Gap-Band parachute design to decelerate the Lander. Flight reconstruction of the entry using MPF flight accelerometer data revealed that the MPF parachute decelerated faster than predicted. In the summer of 2003, the Mars Exploration Rover (MER) mission will send two Landers to the surface of Mars arriving in January 2004. The MER mission utilizes a similar EDL scenario and parachute design as that employed by MPF. As a result, characterizing the degree of underperformance of the MPF parachute system is critical for the MER EDL trajectory design. This paper provides an overview of the methodology utilized to estimate the MPF parachute drag coefficient as experienced on Mars.

Aerodynamic configuration development of the highly maneuverable aircraft technology remotely piloted research vehicle

NASA Technical Reports Server (NTRS)

Gingrich, P. B.; Child, R. D.; Panageas, G. N.

1977-01-01

The aerodynamic development of the highly maneuverable aircraft technology remotely piloted research vehicle (HiMAT/RPRV) from the conceptual design to the final configuration is presented. The design integrates several advanced concepts to achieve a high degree of transonic maneuverability, and was keyed to sustained maneuverability goals while other fighter typical performance characteristics were maintained. When tests of the baseline configuration indicated deficiencies in the technology integration and design techniques, the vehicle was reconfigured to satisfy the subcritical and supersonic requirements. Drag-due-to-lift levels only 5 percent higher than the optimum were obtained for the wind tunnel model at a lift coefficient of 1 for Mach numbers of up to 0.8. The transonic drag rise was progressively lowered with the application of nonlinear potential flow analyses coupled with experimental data.

Passive damping in EDS maglev systems.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Rote, D. M.

2002-05-03

There continues to be strong interest in the subjects of damping and drag forces associated with electrodynamic suspension (EDS) systems. While electromagnetic drag forces resist the forward motion of a vehicle and therefore consume energy, damping forces control, at least in part, the response of the vehicle to disturbances. Ideally, one would like to reduce the drag forces as much as possible while retaining adequate damping forces to insure dynamic stability and satisfactory ride quality. These two goals turn out to be difficult to achieve in practice. It is well known that maglev systems tend to be intrinsically under damped.more » Consequently it is often necessary in a practical system design to enhance the damping passively or actively. For reasons of cost and simplicity, it is desirable to rely as much as possible on passive damping mechanisms. In this paper, rough estimates are made of the passive damping and drag forces caused by various mechanisms in EDS systems. No attention will be given to active control systems or secondary suspension systems which are obvious ways to augment passive damping mechanisms if the latter prove to be inadequate.« less

Inductional Effects in a Halbach Magnet Motion Above Distributed Inductance

NASA Astrophysics Data System (ADS)

Tchatchoua, Yves; Conrow, Ary; Kim, Dong; Morgan, Daniel; Majewski, Walerian; Zafar, Zaeema

2013-03-01

We experimented with attempts to levitate a linear (bar) Halbach array of five 1'' Nd magnets above a linear inductive track. Next, in order to achieve a control over the relative velocity, we designed a different experiment. In it a large wheel with circumferentially positioned along its rim inducting coils rotates, while the magnet is suspended directly above the rim of the wheel on a force sensor. Faraday's Law with the Lenz's Rule is responsible for the lifting and drag forces on the magnet; the horizontal drag force is measured by another force sensor. Approximating the magnet's linear relative motion over inductors with a motion along a large circle, we may use formulas derived earlier in the literature for linear inductive levitation. We measured lift and drag forces as functions of relative velocity of the Halbach magnet and the inductive ``track,'' in an approximate agreement with the existing theory. We then vary the inductance and shape of the inductive elements to find the most beneficial choice for the lift/drag ratio at the lowest relative speed.

Preliminary Investigation of a New Type of Supersonic Inlet

NASA Technical Reports Server (NTRS)

Ferri, Antonio; Nucci, Louis M

1946-01-01

A supersonic inlet with supersonic deceleration of the flow entirely outside of the inlet is considered. A particular arrangement with fixed geometry having a central body with a circular annular intake is analyzed, and it is shown theoretically that this arrangement gives high pressure recovery for a large range of Mach number and mass flow and therefore is practical for use on supersonic airplanes and missiles. For some Mach numbers the drag coefficient for this type of inlet is larger than the drag coefficient for the type of inlet with supersonic compression entirely inside, but the pressure recovery is larger for all flight conditions. The differences in drag can be eliminated for the design Mach number. Experimental results confirm the results of the theoretical analysis and show that pressure recoveries of 95 percent for Mach numbers of 1.33 and 1.52, 92 percent for a Mach number of 1.72, and 86 percent for a Mach number oof 2.10 are possible with the configurations considered. If the mass flow decreases, the total drag coefficient increases gradually and the pressure recovery does not change appreciably.

A Transonic Wind-Tunnel Investigation of a Seaplane Configuration having a 40 Deg Sweptback Wing, TED No. NACA DE 387

NASA Technical Reports Server (NTRS)

Hieser, Gerald; Kudlacik, Louis; Gray, W. H.

1956-01-01

During the course of an aerodynamic loads investigation of a model of the Martin XP6M-1 flying boat in the.Langley 16-foot transonic tunnel, longitudinal-aerodynamic-performance information was obtained. Data were obtained at speeds up to and exceeding those anticipated for the seaplane in level flight and included the Mach number range from 0.84. to 1.09. The angle of attack was varied from -2deg to 6deg and the average Reynolds number, based on wing mean aerodyn&ic chord, was about 3.7 x 10(exp 6). This seaplane, although not designed to maintain level flight at Mach numbers beyond the force break, was found to have a transonic drag-rise coefficient of 0.0728, with an accompanying drag-rise Mach number of about 0.85. A large portion of the.drag rise and the relatively low value of drag-rise Mach number result from the axial coincidence of the maximum areas of the principal airplane components.

A Computational Study of the Effect of Winglets on the Performance of Micro-Aerial Vehicles

NASA Astrophysics Data System (ADS)

Mönttinen, Jarmo T.; Reed, Helen L.; Squires, Kyle D.; Saric, William S.

2003-11-01

Since mid-1990's an increased interest in developing Micro-Aerial Vehicles (MAVs) has been expressed by military and civilian entities. An MAV is required to have a nominal maximum dimension of 6 inches and to fly at 5 to 20 m/s, which leads to chord Reynolds numbers of 50,000 to 200,000. Despite a wide variety of research projects in universities, companies, and government agencies, the MAV-design problem remains unsolved to a satisfactory manner. The current study uses the Finite Volume solver Cobalt to computationally investigate the effect of winglets on the performance of MAVs. Historically the effectiveness of winglets is addressed in terms of drag reduction. For MAVs, the increase in lift obtained through the addition of winglets is more important as this increase is required to enable low-speed flight. The current results show that winglets can lead to an increase in lift that is sufficiently large to improve the lift-to-drag-ratio as well despite the increased form drag that is typically larger than the decrease in the induced drag.

Design by Dragging: An Interface for Creative Forward and Inverse Design with Simulation Ensembles

PubMed Central

Coffey, Dane; Lin, Chi-Lun; Erdman, Arthur G.; Keefe, Daniel F.

2014-01-01

We present an interface for exploring large design spaces as encountered in simulation-based engineering, design of visual effects, and other tasks that require tuning parameters of computationally-intensive simulations and visually evaluating results. The goal is to enable a style of design with simulations that feels as-direct-as-possible so users can concentrate on creative design tasks. The approach integrates forward design via direct manipulation of simulation inputs (e.g., geometric properties, applied forces) in the same visual space with inverse design via “tugging” and reshaping simulation outputs (e.g., scalar fields from finite element analysis (FEA) or computational fluid dynamics (CFD)). The interface includes algorithms for interpreting the intent of users’ drag operations relative to parameterized models, morphing arbitrary scalar fields output from FEA and CFD simulations, and in-place interactive ensemble visualization. The inverse design strategy can be extended to use multi-touch input in combination with an as-rigid-as-possible shape manipulation to support rich visual queries. The potential of this new design approach is confirmed via two applications: medical device engineering of a vacuum-assisted biopsy device and visual effects design using a physically based flame simulation. PMID:24051845

Aeroelastic Modeling of Elastically Shaped Aircraft Concept via Wing Shaping Control for Drag Reduction

NASA Technical Reports Server (NTRS)

Nguyen, Nhan; James Urnes, Sr.

2012-01-01

Lightweight aircraft design has received a considerable attention in recent years as a means for improving cruise efficiency. Reducing aircraft weight results in lower lift requirements which directly translate into lower drag, hence reduced engine thrust requirements during cruise. The use of lightweight materials such as advanced composite materials has been adopted by airframe manufacturers in current and future aircraft. Modern lightweight materials can provide less structural rigidity while maintaining load-carrying capacity. As structural flexibility increases, aeroelastic interactions with aerodynamic forces and moments become an increasingly important consideration in aircraft design and aerodynamic performance. Furthermore, aeroelastic interactions with flight dynamics can result in issues with vehicle stability and control. Abstract This paper describes a recent aeroelastic modeling effort for an elastically shaped aircraft concept (ESAC). The aircraft model is based on the rigid-body generic transport model (GTM) originally developed at NASA Langley Research Center. The ESAC distinguishes itself from the GTM in that it is equipped with highly flexible wing structures as a weight reduction design feature. More significantly, the wings are outfitted with a novel control effector concept called variable camber continuous trailing edge (VCCTE) flap system for active control of wing aeroelastic deflections to optimize the local angle of attack of wing sections for improved aerodynamic efficiency through cruise drag reduction and lift enhancement during take-off and landing. The VCCTE flap is a multi-functional and aerodynamically efficient device capable of achieving high lift-to-drag ratios. The flap system is comprised of three chordwise segments that form the variable camber feature of the flap and multiple spanwise segments that form a piecewise continuous trailing edge. By configuring the flap camber and trailing edge shape, drag reduction could be achieved. Moreover, some parts of the flap system can be made to have a high frequency response for roll control, gust load alleviation, and aeroservoelastic (ASE) modal suppression control. Abstract The aeroelastic model of the ESAC is based on one-dimensional structural dynamic theory that captures the aeroelastic deformation of a wing structure in a combined motion that involves flapwise bending, chordwise bending, and torsion. The model includes the effect of aircraft propulsion due to wing flexibility which causes the propulsive forces and moments to couple with the wing elastic motion. Engine mass is also accounted in the model. A fuel management model is developed to describe the wing mass change due to fuel usage in the main tank and wing tanks during cruise. Abstract The model computes both static and dynamic responses of the wing structures. The static aeroelastic deflections are used to estimate the effect of wing flexibility on induced drag and the potential drag reduction by the VCCTE flap system. A flutter analysis is conducted to estimate the flutter speed boundary. Gust load alleviation via adaptive control has been recently investigated to address flexibility of aircraft structures. A multi-objective flight control approach is presented for drag reduction control. The approach is based on an optimal control framework using a multi-objective cost function. Future studies will demonstrate the potential benefits of the approach.

Project ARGO: The design and analysis of an all-propulsive and an aeroassisted version of a manned space transportation vehicle

NASA Technical Reports Server (NTRS)

Wang, H.; Seifert, D.; Waidelich, J.; Mileski, M.; Herr, D.; Wilks, M.; Law, G.; Folz, A.

1989-01-01

The Senior Aerospace System Design class at the University of Michigan undertook the design of a manned space transportation vehicle (STV) that would transport payloads between low earth orbit (LEO) and geosynchronous earth orbit (GEO). Designated ARGO after the ship of the Greek adventurer Jason, two different versions of an STV that would be based, refueled, and serviced at the Space Station Freedom were designed and analyzed by the class. With the same 2-man/7-day nominal mission of transporting a 10,000-kg payload up to GEO and bringing a 5000-kg payload back to LEO, the two versions of ARGO differ in the manner in which the delta V is applied to insert the vehicle into LEO upon return from GEO. The all-propulsive ARGO (or CSTV for chemical STV) uses thrust from its LH2/LOX rocket engines to produce the delta V during all phases of its mission. While the aeroassisted ARGO (or ASTV for aeroassisted STV) also uses the same engines for the majority of the mission, the final delta V used to insert the ASTV into LEO is produced by skimming the Earth's atmosphere and using the drag on the vehicle to apply the required delta V. This procedure allows for large propellant, and thus cost, savings, but creates many design problems such as the high heating rates and decelerations experienced by a vehicle moving through the atmosphere at hypersonic velocities. The design class, consisting of 43 senior aerospace engineering students, was divided into one managerial and eight technical groups. The technical groups consisted of spacecraft configuration and integration, mission analysis, atmospheric flight, propulsion, power and communications, life support and human factors, logistics and support, and systems analysis. Two committees were set up with members from each group to create the scale models of the STV's and to produce the final report.

Turbine Design for Energy Extraction from Dust Devils

NASA Astrophysics Data System (ADS)

Malaya, Nicholas; Moser, Robert

2016-11-01

Columnar vortices ("Dust-Devils") arise naturally in the atmosphere, over a wide range of scales in many different locations across the Earth, as well as on Mars. A new energy harvesting approach makes use of this ubiquitous process by creating and anchoring the vortices artificially and extracting energy from them. However, any analysis of the power that can be extracted is complicated by the presence of considerable vertical and azimuthal flow in the vortex, and so the design considerations are different from those for a classical wind turbine. This talk presents a modeling approach to estimate the upper limit on the power that could be extracted from such a flow. This method is based on the actuator disk model common to turbine design, but with generalized drag polars permitting exploration of a broader design space. This model can be fully coupled to the flow, which ensures the results do not violate any Betz-like considerations that might similarly arise in an analysis of frozen flow fields. The results of this model demonstrate a limit on how much of the energy can be extracted before disrupting the flow so greatly that the vortex cannot be maintained. This work supported by the Department of Energy [ARPA-E] un- der Award Number [DE-FOA-0000670].

HSCT Ref-H Transonic Flap Data Base: Wind-Tunnel Test and Comparison with Theory

NASA Technical Reports Server (NTRS)

Vijgen, Paul M.

1999-01-01

In cooperation with personnel from the Boeing ANP Laboratory and NASA Langley, a performance test was conducted using the Reference-H 1.675% model ("NASA Modular Model") without nacelles at the NASA Langley 16-Ft Transonic Tunnel. The main objective of the test was to determine the drag reduction achievable with leading-edge and trailing-edge flaps deflected along the outboard wing span at transonic Mach numbers (M = 0.9 to 1.2) for purpose of preliminary design and for comparison with computational predictions. The obtained drag data with flap deflections for Mach numbers of 1.07 to 1.20 are unique for the Reference H wing. Four leading-edge and two trailing-edge flap deflection angles were tested at a mean-wing chord-Reynolds number of about 5.7 million. An outboard-wing leading-edge flap deflection of 81 provides a 4.5 percent drag reduction at M = 1.2 A = 0.2), and much larger values at lower Mach numbers with larger flap deflections. The present results for the baseline (no flaps deflected) compare reasonably well with previous Boeing and NASA Ref-H tunnel tests, including high-Reynolds number NTF results. Viscous CFD simulations using the OVERFLOW thin-layer N.S. method properly predict the observed trend in drag reduction at M = 1.2 as function of leading-edge flap deflection. Modified linear theory properly predicts the flap effects on drag at subsonic conditions (Aero2S code), and properly predicts the absolute drag for the 40 and 80 leading-edge deflection at M = 1.2 (A389 code).

Reducing drag of a commuter train, using engine exhaust momentum

NASA Astrophysics Data System (ADS)

Ha, Dong Keun

The objective of this thesis was to perform numerical investigations of two different methods of injecting fluid momentum into the air flow above a commuter train to reduce its drag. Based on previous aerodynamic modifications of heavy duty trucks in improving fuel efficiency, two structural modifications were designed and applied to a Metrolink Services commuter train in the Los Angeles (LA) County area to reduce its drag and subsequently improve fuel efficiency. The first modification was an L-shaped channel, added to the exhaust cooling fan above the locomotive roof to divert and align the exhaust gases in the axial direction. The second modification was adding an airfoil shaped lid over the L-shape channel, to minimize the drag of the perturbed structure, and thus reduce the overall drag. The computational fluid dynamic (CFD) software CCM+ from CD-Adapco with the ?-? turbulence model was used for the simulations. A single train set which consists of three vehicles: one locomotive, one trailer car and one cab car were used. All the vehicles were modeled based on the standard Metrolink fleet train size. The wind speed was at 90 miles per hour (mph), which is the maximum speed for the Orange County Metrolink line. Air was used as the exhaust gas in the simulation. The temperature of the exhausting air emitting out of the cooling fan on the roof was 150 F and the average fan speed was 120 mph. Results showed that with the addition of the lid, momentum injection results in reduced flow separation and pressure recovery behind the locomotive, which reduces the overall drag by at least 30%.

Performance of Advanced Heavy-Lift, High-Speed Rotorcraft Configurations

NASA Technical Reports Server (NTRS)

Johnson, Wayne; Yeo, Hyeonsoo; Acree, C. W., Jr.

2007-01-01

The aerodynamic performance of rotorcraft designed for heavy-lift and high-speed cruise is examined. Configurations considered include the tiltrotor, the compound helicopter, and the lift-offset rotor. Design conditions are hover and 250-350 knot cruise, at 5k/ISA+20oC (civil) or 4k/95oF (military); with cruise conditions at 4000 or 30,000 ft. The performance was calculated using the comprehensive analysis CAMRAD II, emphasizing rotor optimization and performance, including wing-rotor interference. Aircraft performance was calculated using estimates of the aircraft drag and auxiliary propulsion efficiency. The performance metric is total power, in terms of equivalent aircraft lift-to-drag ratio L/D = WV/P for cruise, and figure of merit for hover.

AERODYNAMIC CHARACTERISTICS OF TWO ROTARY WING UAV DESIGNS

NASA Technical Reports Server (NTRS)

Jones, Henry E.; Wong, Oliver D.; Noonan, Kevin W.; Reis, Deane G.; Malovrh, Brendon D.

2006-01-01

This paper presents the results of an experimental investigation of two rotary-wing UAV designs. The primary goal of the investigation was to provide a set of interactional aerodynamic data for an emerging class of rotorcraft. The present paper provides an overview of the test and an introduction to the test articles, and instrumentation. Sample data in the form of a parametric study of fixed system lift and drag coefficient response to changes in configuration and flight condition for both rotor off and on conditions are presented. The presence of the rotor is seen to greatly affect both the character and magnitude of the response. The affect of scaled stores on body drag is observed to be dependent on body shape.

Aerodynamic Characteristics of Two Rotary Wing UAV Designs

NASA Technical Reports Server (NTRS)

Jones, Henry E.; Wong, Oliver D.; Noonan, Kevin W.; Reis, Deane G.; Malovrh, Brendon D.

2006-01-01

This paper presents the results of an experimental investigation of two rotary-wing UAV designs. The primary goal of the investigation was to provide a set of interactional aerodynamic data for an emerging class of rotorcraft. The present paper provides an overview of the test and an introduction to the test articles, and instrumentation. Sample data in the form of a parametric study of fixed system lift and drag coefficient response to changes in configuration and flight condition for both rotor off and on conditions are presented. The presence of the rotor is seen to greatly affect both the character and magnitude of the response. The affect of scaled stores on body drag is observed to be dependent on body shape.

Attitude translation coupling in a rotating drag-free satellite

NASA Technical Reports Server (NTRS)

Sanz Fernandez De Cordova, S.; Debra, D. B.

1975-01-01

The translational and attitude control of a drag-free, rotating satellite are usually designed to be independent of each other. However, coupling may exist which can produce instability. The different types of coupling and the stability conditions are studied, using root locus type techniques. The resulting root loci have unusual shapes due to the nonlinearity of the characteristic polynomial in terms of the coupling parameters. It is possible, however, to use standard root loci techniques by appropriate factoring and subsequent superposition of loci. The effect of the main parameters upon the overall stability of the system is studied. Both, attitude and translation instabilities eventually arise - the former being more critical for typical satellite designs. An analytical expression for the stability boundary is developed.

SATURATED TORQUE FORMULA FOR PLANETARY MIGRATION IN VISCOUS DISKS WITH THERMAL DIFFUSION: RECIPE FOR PROTOPLANET POPULATION SYNTHESIS

DOE Office of Scientific and Technical Information (OSTI.GOV)

Masset, F. S.; Casoli, J., E-mail: masset@fis.unam.m, E-mail: jules.casoli@cea.f, E-mail: masset@fis.unam.m

2010-11-10

We provide torque formulae for low-mass planets undergoing type I migration in gaseous disks. These torque formulae put special emphasis on the horseshoe drag, which is prone to saturation: the asymptotic value reached by the horseshoe drag depends on a balance between coorbital dynamics (which tends to cancel out or saturate the torque) and diffusive processes (which tend to restore the unperturbed disk profiles, thereby desaturating the torque). We entertain the question of this asymptotic value and derive torque formulae that give the total torque as a function of the disk's viscosity and thermal diffusivity. The horseshoe drag features twomore » components: one that scales with the vortensity gradient and another that scales with the entropy gradient and constitutes the most promising candidate for halting inward type I migration. Our analysis, which is complemented by numerical simulations, recovers characteristics already noted by numericists, namely, that the viscous timescale across the horseshoe region must be shorter than the libration time in order to avoid saturation and that, provided this condition is satisfied, the entropy-related part of the horseshoe drag remains large if the thermal timescale is shorter than the libration time. Side results include a study of the Lindblad torque as a function of thermal diffusivity and a contribution to the corotation torque arising from vortensity viscously created at the contact discontinuities that appear at the horseshoe separatrices. For the convenience of the reader mostly interested in the torque formulae, Section 8 is self-contained.« less

Collisions and drag in debris discs with eccentric parent belts

NASA Astrophysics Data System (ADS)

Löhne, T.; Krivov, A. V.; Kirchschlager, F.; Sende, J. A.; Wolf, S.

2017-08-01

Context. High-resolution images of circumstellar debris discs reveal off-centred rings that indicate past or ongoing perturbation, possibly caused by secular gravitational interaction with unseen stellar or substellar companions. The purely dynamical aspects of this departure from radial symmetry are well understood. However, the observed dust is subject to additional forces and effects, most notably collisions and drag. Aims: To complement the studies of dynamics, we therefore aim to understand how the addition of collisional evolution and drag forces creates new asymmetries and strengthens or overrides existing ones. Methods: We augmented our existing numerical code Analysis of Collisional Evolution (ACE) by an azimuthal dimension, the longitude of periapse. A set of fiducial discs with global eccentricities ranging from 0 to 0.4 was evolved over gigayear timescales. Size distribution and spatial variation of dust were analysed and interpreted. We discuss the basic impact of belt eccentricity on spectral energy distributions and images. Results: We find features imposed on characteristic timescales. First, radiation pressure defines size cut-offs that differ between periapse and apoapse, resulting in an asymmetric halo. The differences in size distribution make the observable asymmetry of the halo depend on wavelength. Second, collisional equilibrium prefers smaller grains on the apastron side of the parent belt, reducing the effect of pericentre glow and the overall asymmetry. Third, Poynting-Robertson drag fills the region interior to an eccentric belt such that the apastron side is more tenuous. Interpretation and prediction of the appearance in scattered light is problematic when spatial and size distribution are coupled.

Dynamic behavior of microscale particles controlled by standing bulk acoustic waves

DOE Office of Scientific and Technical Information (OSTI.GOV)

Greenhall, J.; Raeymaekers, B., E-mail: bart.raeymaekers@utah.edu; Guevara Vasquez, F.

2014-10-06

We analyze the dynamic behavior of a spherical microparticle submerged in a fluid medium, driven to the node of a standing bulk acoustic wave created by two opposing transducers. We derive the dynamics of the fluid-particle system taking into account the acoustic radiation force and the time-dependent and time-independent drag force acting on the particle. Using this dynamic model, we characterize the transient and steady-state behavior of the fluid-particle system as a function of the particle and fluid properties and the transducer operating parameters. The results show that the settling time and percent overshoot of the particle trajectory are dependentmore » on the ratio of the acoustic radiation force and time-independent damping force. In addition, we show that the particle oscillates around the node of the standing wave with an amplitude that depends on the ratio of the time-dependent drag forces and the particle inertia.« less

Large-scale Parallel Unstructured Mesh Computations for 3D High-lift Analysis

NASA Technical Reports Server (NTRS)

Mavriplis, Dimitri J.; Pirzadeh, S.

1999-01-01

A complete "geometry to drag-polar" analysis capability for the three-dimensional high-lift configurations is described. The approach is based on the use of unstructured meshes in order to enable rapid turnaround for complicated geometries that arise in high-lift configurations. Special attention is devoted to creating a capability for enabling analyses on highly resolved grids. Unstructured meshes of several million vertices are initially generated on a work-station, and subsequently refined on a supercomputer. The flow is solved on these refined meshes on large parallel computers using an unstructured agglomeration multigrid algorithm. Good prediction of lift and drag throughout the range of incidences is demonstrated on a transport take-off configuration using up to 24.7 million grid points. The feasibility of using this approach in a production environment on existing parallel machines is demonstrated, as well as the scalability of the solver on machines using up to 1450 processors.

Status of ERA Airframe Technology Demonstrators

NASA Technical Reports Server (NTRS)

Davis, Pamela; Jegley, Dawn; Rigney, Tom

2015-01-01

NASA has created the Environmentally Responsible Aviation (ERA) Project to explore and document the feasibility, benefits and technical risk of advanced vehicle configurations and enabling technologies that will reduce the impact of aviation on the environment. A critical aspect of this pursuit is the development of a lighter, more robust airframe that will enable the introduction of unconventional aircraft configurations that have higher lift-to-drag ratios, reduced drag, and lower community noise. The Airframe Technology subproject contains two elements. Under the Damage Arresting Composite Demonstration an advanced material system is being explored which will lead to lighter airframes that are more structural efficient than the composites used in aircraft today. Under the Adaptive Compliant Trailing Edge Flight Experiment a new concept of a flexible wing trailing edge is being evaluated which will reduce weight and improve aerodynamic performance. This presentation will describe the development these two airframe technologies.

Optimal Inlet Shape Design of N2B Hybrid Wing Body Configuration

NASA Technical Reports Server (NTRS)

Kim, Hyoungjin; Liou, Meng-Sing

2012-01-01

The N2B hybrid wing body aircraft was conceptually designed to meet environmental and performance goals for the N+2 generation transport set by the Subsonic Fixed Wing project of NASA Fundamental Aeronautics Program. In the present study, flow simulations are conducted around the N2B configuration by a Reynolds-averaged Navier-Stokes flow solver using unstructured meshes. Boundary conditions at engine fan face and nozzle exhaust planes are provided by the NPSS thermodynamic engine cycle model. The flow simulations reveal challenging design issues arising from boundary layer ingestion offset inlet and airframe-propulsion integration. Adjoint-based optimal designs are then conducted for the inlet shape to minimize the airframe drag force and flow distortion at fan faces. Design surfaces are parameterized by NURBS, and the cowl lip geometry is modified by a spring analogy approach. By the drag minimization design, flow separation on the cowl surfaces are almost removed, and shock wave strength got remarkably reduced. For the distortion minimization design, a circumferential distortion indicator DPCP(sub avg) is adopted as the design objective and diffuser bottom and side wall surfaces are perturbed for the design. The distortion minimization results in a 12.5 % reduction in the objective function.

Design, fabrication and acceptance testing of a zero gravity whole body shower, volume 1

NASA Technical Reports Server (NTRS)

1973-01-01

The effort to design whole body shower for the space station prototype is reported. Clothes and dish washer/dryer concepts were formulated with consideration given to integrating such a system with the overall shower design. Water recycling methods to effect vehicle weight savings were investigated and it was concluded that reusing wash and/or rinse water resulted in weight savings which were not sufficient to outweigh the added degree of hardware complexity. The formulation of preliminary and final designs for the shower are described. A detailed comparison of the air drag vs. vacuum pickup method was prepared that indicated the air drag concept results in more severe space station weight penalties; therefore, the preliminary system design was based on utilizing the vacuum pickup method. Tests were performed to determine the optimum methods of storing, heating and sterilizing the cleansing agent utilized in the shower; it was concluded that individual packages of pre-sterilized cleansing agent should be used. Integration features with the space station prototype system were defined and incorporated into the shower design as necessary.

An Investigation in the Ames 40- by 80-Foot Wind Tunnel of a YT-56A Turboprop Engine Incorporating a Decoupler and a Controlled-Feathering Device

NASA Technical Reports Server (NTRS)

Rogallo, Vernon L.; Yaggy, Paul F.; McCloud, John L., III

1954-01-01

An investigation of a decoupler and a controlled-feathering device incorporated with the YT-56A turboprop engine has been made to determine the effectiveness of these devices in reducing the high negative thrust (drag) which accompanies power failure of this type of engine. Power failures were simulated by fuel cut-off, both without either device free to operate, and with each device free to operate singly. The investigation was made through an airspeed range from 50 to 230 mph. It was found that with neither device free to operate, the drag levels realized after power failures at airspeeds above 170 mph would impose vertical tail loads higher than those allowable for the YC-130, the airplane for which the test power package was designed. These levels were reached in approximately one second. The maximum drag realized after power failure was not appreciably altered by the use of the decoupler although the decoupler did put a limit on the duration of the peak drag. The controlled-feathering device maintained a level of essentially zero drag after power failure. The use of the decoupler in the YT-56A engine complicates windmilling air-starting procedures and makes it necessary to place operating restrictions on the engine to assure safe flight at low-power conditions,

Advanced natural laminar flow airfoil with high lift to drag ratio

NASA Technical Reports Server (NTRS)

Viken, Jeffrey K.; Pfenninger, Werner; Mcghee, Robert J.

1986-01-01

An experimental verification of a high performance natural laminar flow (NLF) airfoil for low speed and high Reynolds number applications was completed in the Langley Low Turbulence Pressure Tunnel (LTPT). Theoretical development allowed for the achievement of 0.70 chord laminar flow on both surfaces by the use of accelerated flow as long as tunnel turbulence did not cause upstream movement of transition with increasing chord Reynolds number. With such a rearward pressure recovery, a concave type deceleration was implemented. Two-dimensional theoretical analysis indicated that a minimum profile drag coefficient of 0.0026 was possible with the desired laminar flow at the design condition. With the three-foot chord two-dimensional model constructed for the LTPT experiment, a minimum profile drag coefficient of 0.0027 was measured at c sub l = 0.41 and Re sub c = 10 x 10 to the 6th power. The low drag bucket was shifted over a considerably large c sub l range by the use of the 12.5 percent chord trailing edge flap. A two-dimensional lift to drag ratio (L/D) was 245. Surprisingly high c sub l max values were obtained for an airfoil of this type. A 0.20 chort split flap with 60 deg deflection was also implemented to verify the airfoil's lift capabilities. A maximum lift coefficient of 2.70 was attained at Reynolds numbers of 3 and 6 million.

Considerations of Methods of Improving Helicopter Efficiency

NASA Technical Reports Server (NTRS)

Dingeldein, Richard C.

1961-01-01

Recent NASA helicopter research indicates that significant improvements in hovering efficiency, up to 7 percent, are available from the use of a special airfoil section formed by combining an NACA 632A015 thickness distribution with an NACA 230 mean line. This airfoil should be considered for flying-crane-type helicopters. Application of standard leading-edge roughness causes a large drop in efficiency; however, the cambered rotor is shown to retain its superiority over a rotor having a symmetrical airfoil when both rotors have leading-edge roughness. A simple analysis of available rotor static-thrust data indicates a greatly reduced effect of compressibility effects on the rotor profile-drag power than predicted from calculations. Preliminary results of an experimental study of helicopter parasite drag indicate the practicability of achieving an equivalent flat-plate parasite-drag area of less than 4 square feet for a rotor-head-pylon-fuselage configuration (landing gear retracted) in the 2,000-pound minimum-flying-weight class. The large drag penalty of a conventional skid-type landing (3.6 square feet) can be reduced by two-thirds by careful design. Clean, fair, and smooth fuselages that tend to have narrow, deep cross sections are shown to have advantages from the standpoint of drag and download. A ferry range of the order of 1,500 miles is indicated to be practicable for the small helicopter considered.

Influence of Surface Properties and Impact Conditions on Insect Residue Adhesion

NASA Technical Reports Server (NTRS)

Wohl, Christopher J.; Doss, Jereme R.; Shanahan, Michelle H.; Smith, Joseph G., Jr.; Penner, Ronald K.; Connell, John W.; Siochi, Emilie J.

2015-01-01

Airflow over airfoils used on current commercial aircraft transitions from laminar to turbulent at relatively low chord positions. As a result, drag increases, requiring more thrust to maintain flight. An airfoil with increased laminar flow would experience reduced drag and a lower fuel burn rate. One of the objectives of NASA's Environmentally Responsible Aviation project is to identify and demonstrate technologies that will enable more environmentally friendly commercial aircraft. While more aerodynamically efficient airfoil shapes can be designed, surface contamination from ice, dirt, pollen, runway debris, and insect residue can degrade performance.

Aeronautical fuel conservation possibilities for advanced subsonic transports. [application of aeronautical technology for drag and weight reduction

NASA Technical Reports Server (NTRS)

Braslow, A. L.; Whitehead, A. H., Jr.

1973-01-01

The anticipated growth of air transportation is in danger of being constrained by increased prices and insecure sources of petroleum-based fuel. Fuel-conservation possibilities attainable through the application of advances in aeronautical technology to aircraft design are identified with the intent of stimulating NASA R and T and systems-study activities in the various disciplinary areas. The material includes drag reduction; weight reduction; increased efficiency of main and auxiliary power systems; unconventional air transport of cargo; and operational changes.

Miniature drag-force anemometer

NASA Technical Reports Server (NTRS)

Krause, L. N.; Fralick, G. C.

1981-01-01

A miniature drag force anemometer is described which is capable of measuring unsteady as well as steady state velocity head and flow direction. It consists of a cantilevered beam with strain gages located at the base of the beam as the force measuring element. The dynamics of the beam are like those of lightly damped second order system with a natural frequency as high as 40 kilohertz depending on beam geometry and material. The anemometer is used in both forward and reversed flow. Anemometer characteristics and several designs are presented along with discussions of several applications.

JAERI instrumented spool piece performance in two-phase flow

DOE Office of Scientific and Technical Information (OSTI.GOV)

Colson, J.B.; Gilbert, J.V.

1979-01-01

Instrumented spool pieces to be installed in horizontal piping on the Cylindrical Core Test Facility (CCTF) at the Japanese Atomic Energy Institute (JAERI) have been designed and tested. The instrumented spool pieces will provide measurements from which mass flow rates can be computed. The primary instruments included in the spool pieces are a full-flow turbine, a full-flow perforated drag plate, and a low energy three-beam photon densitometer. Secondary instruments are provided to measured absolute pressure, fluid temperature, and differential pressure across the full-flow perforated drag plate.

Disturbance Reduction Control Design for the ST7 Flight Validation Experiment

NASA Technical Reports Server (NTRS)

Maghami, P. G.; Hsu, O. C.; Markley, F. L.; Houghton, M. B.

2003-01-01

The Space Technology 7 experiment will perform an on-orbit system-level validation of two specific Disturbance Reduction System technologies: a gravitational reference sensor employing a free-floating test mass, and a set of micro-Newton colloidal thrusters. The ST7 Disturbance Reduction System is designed to maintain the spacecraft's position with respect to a free-floating test mass to less than 10 nm/Hz, over the frequency range of 1 to 30 mHz. This paper presents the design and analysis of the coupled, drag-free and attitude control systems that close the loop between the gravitational reference sensor and the micro-Newton thrusters, while incorporating star tracker data at low frequencies. A full 18 degree-of-freedom model, which incorporates rigid-body models of the spacecraft and two test masses, is used to evaluate the effects of actuation and measurement noise and disturbances on the performance of the drag-free system.

An integrated aerodynamic/propulsion study for generic aero-space planes based on waverider concepts

NASA Technical Reports Server (NTRS)

Emanuel, G.; Rasmussen, M. L.

1991-01-01

Research efforts related to the development of a unified aerospace plane analysis based on waverider technology are summarized. Viscous effects on the forebodies of cone-derived waverider configurations were studied. A simple means for determining the average skin friction coefficient of laminar boundary layers was established. This was incorporated into a computer program that provides lift and drag coefficients and lift/drag ratio for on-design waveriders when the temperature and Reynolds number based on length are specified. An effort was made to carry out parabolized Navier-Stokes (PNS) calculations for cone-derived waveriders. When the viscous terms were turned off (in the Euler mode) computations for elliptic cone-derived waveriders could be carried out for a wide range of on-design and off-design situations. Work related to waveriders derived from power law shocks is described in some detail.

Design of a large span-distributed load flying-wing cargo airplane with laminar flow control

NASA Technical Reports Server (NTRS)

Lovell, W. A.; Price, J. E.; Quartero, C. B.; Turriziani, R. V.; Washburn, G. F.

1978-01-01

A design study was conducted to add laminar flow control to a previously design span-distributed load airplane while maintaining constant range and payload. With laminar flow control applied to 100 percent of the wing and vertical tail chords, the empty weight increased by 4.2 percent, the drag decreased by 27.4 percent, the required engine thrust decreased by 14.8 percent, and the fuel consumption decreased by 21.8 percent. When laminar flow control was applied to a lesser extent of the chord (approximately 80 percent), the empty weight increased by 3.4 percent, the drag decreased by 20.0 percent, the required engine thrust decreased by 13.0 percent, and the fuel consumption decreased by 16.2 percent. In both cases the required take-off gross weight of the aircraft was less than the original turbulent aircraft.

Design of horizontal-axis wind turbine using blade element momentum method

NASA Astrophysics Data System (ADS)

Bobonea, Andreea; Pricop, Mihai Victor

2013-10-01

The study of mathematical models applied to wind turbine design in recent years, principally in electrical energy generation, has become significant due to the increasing use of renewable energy sources with low environmental impact. Thus, this paper shows an alternative mathematical scheme for the wind turbine design, based on the Blade Element Momentum (BEM) Theory. The results from the BEM method are greatly dependent on the precision of the lift and drag coefficients. The basic of BEM method assumes the blade can be analyzed as a number of independent element in spanwise direction. The induced velocity at each element is determined by performing the momentum balance for a control volume containing the blade element. The aerodynamic forces on the element are calculated using the lift and drag coefficient from the empirical two-dimensional wind tunnel test data at the geometric angle of attack (AOA) of the blade element relative to the local flow velocity.

Lubricant retention in liquid-infused microgrooves exposed to turbulent flow

NASA Astrophysics Data System (ADS)

Fu, Matthew; Chen, Ting-Hsuan; Arnold, Craig; Hultmark, Marcus

2017-11-01

Liquid infused surfaces are a promising method of passive drag reduction for turbulent flows. These surfaces rely on functionalized roughness elements to trap a liquid lubricant that is immiscible with external fluids. The presence of the lubricant creates a collection of fluid-fluid interfaces which can support a finite slip velocity at the effective surface. Generating a streamwise slip at the surface has been demonstrated as an effective mechanism for drag reduction; however, sustained drag reduction is predicated on the retention of the lubricating layer. Here, a turbulent channel-flow facility is used to characterize the robustness of liquid-infused surfaces and evaluate criteria for ensuring retention of the lubricant. Microscale grooved surfaces infused with alkane lubricants are mounted flush in the channel and exposed to turbulent flows. The retention of lubricants and pressure drop are monitored to characterize the effects of surface geometry and lubricant properties. To improve the retention of lubricant within grooved structures, a novel laser patterning technique is used to scribe chemical barriers onto grooved surfaces and evaluated. Supported under ONR Grants N00014-12-1-0875 and N00014-12-1-0962 (program manager Ki-Han Kim) and by the Department of Defense (DoD) through the National Defense Science & Engineering Graduate Fellowship (NDSEG) Program.

A correction procedure for thermally two-way coupled point-particles

NASA Astrophysics Data System (ADS)

Horwitz, Jeremy; Ganguli, Swetava; Mani, Ali; Lele, Sanjiva

2017-11-01

Development of a robust procedure for the simulation of two-way coupled particle-laden flows remains a challenge. Such systems are characterized by O(1) or greater mass of particles relative to the fluid. The coupling of fluid and particle motion via a drag model means the undisturbed fluid velocity evaluated at the particle location (which is needed in the drag model) is no longer equal to the interpolated fluid velocity at the particle location. The same issue arises in problems of dispersed flows in the presence of heat transfer. The heat transfer rate to each particle depends on the difference between the particle's temperature and the undisturbed fluid temperature. We borrow ideas from the correction scheme we have developed for particle-fluid momentum coupling by developing a procedure to estimate the undisturbed fluid temperature given the disturbed temperature field created by a point-particle. The procedure is verified for the case of a particle settling under gravity and subject to radiation. The procedure is developed in the low Peclet, low Boussinesq number limit, but we will discuss the applicability of the same correction procedure outside of this regime when augmented by appropriate drag and heat exchange correlations. Supported by DOE, J. H. Supported by NSF GRF

Analytic Development of a Reference Profile for the First Entry in a Skip Atmospheric Entry

NASA Technical Reports Server (NTRS)

Garcia-Llama, Eduardo

2010-01-01

This note shows that a feasible reference drag profile for the first entry portion of a skip entry can be generated as a polynomial expression of the velocity. The coefficients of that polynomial are found through the resolution of a system composed of m + 1 equations, where m is the degree of the drag polynomial. It has been shown that a minimum of five equations (m = 4) are required to establish the range and the initial and final conditions on velocity and flight path angle. It has been shown that at least one constraint on the trajectory can be imposed through the addition of one extra equation in the system, which must be accompanied by the increase in the degree of the drag polynomial. In order to simplify the resolution of the system of equations, the drag was considered as being a probability density function of the velocity, with the velocity as a distribution function of the drag. Combining this notion with the introduction of empirically derived constants, it has been shown that the system of equations required to generate the drag profile can be successfully reduced to a system of linear algebraic equations. For completeness, the resulting drag profiles have been flown using the feedback linearization method of differential geometric control as a guidance law with the error dynamics of a second order homogeneous equation in the form of a damped oscillator. Satisfactory results were achieved when the gains in the error dynamics were changed at a certain point along the trajectory that is dependent on the velocity and the curvature of the drag as a function of the velocity. Future work should study the capacity to update the drag profile in flight when dispersions are introduced. Also, future studies should attempt to link the first entry, as presented and controlled in this note, with a more standard control concept for the second entry, such as the Apollo entry guidance, to try to assess the overall skip entry performance. A guidance law that includes an integral feedback term, as is the case in the actual Space Shuttle entry guidance and as is proposed in Ref 29, could be tried in future studies to assess whether its use results in an improvement of the tracking performance, and to evaluate the design needs when determining the control gains.

Improved Orbit Determination and Forecasts with an Assimilative Tool for Atmospheric Density and Satellite Drag Specification

NASA Astrophysics Data System (ADS)

Crowley, G.; Pilinski, M.; Sutton, E. K.; Codrescu, M.; Fuller-Rowell, T. J.; Matsuo, T.; Fedrizzi, M.; Solomon, S. C.; Qian, L.; Thayer, J. P.

2016-12-01

Much as aircraft are affected by the prevailing winds and weather conditions in which they fly, satellites are affected by the variability in density and motion of the near earth space environment. Drastic changes in the neutral density of the thermosphere, caused by geomagnetic storms or other phenomena, result in perturbations of LEO satellite motions through drag on the satellite surfaces. This can lead to difficulties in locating important satellites, temporarily losing track of satellites, and errors when predicting collisions in space. We describe ongoing work to build a comprehensive nowcast and forecast system for specifying the neutral atmospheric state related to orbital drag conditions. The system outputs include neutral density, winds, temperature, composition, and the satellite drag derived from these parameters. This modeling tool is based on several state-of-the-art coupled models of the thermosphere-ionosphere as well as several empirical models running in real-time and uses assimilative techniques to produce a thermospheric nowcast. This software will also produce 72 hour predictions of the global thermosphere-ionosphere system using the nowcast as the initial condition and using near real-time and predicted space weather data and indices as the inputs. Features of this technique include: • Satellite drag specifications with errors lower than current models • Altitude coverage up to 1000km • Background state representation using both first principles and empirical models • Assimilation of satellite drag and other datatypes • Real time capability • Ability to produce 72-hour forecasts of the atmospheric state In this paper, we will summarize the model design and assimilative architecture, and present preliminary validation results. Validation results will be presented in the context of satellite orbit errors and compared with several leading atmospheric models including the High Accuracy Satellite Drag Model, which is currently used operationally by the Air Force to specify neutral densities. As part of the analysis, we compare the drag observed by a variety of satellites which were not used as part of the assimilation-dataset and whose perigee altitudes span a range from 200km to 700 km.

Aerothermal Analysis and Design of the Gravity Recovery and Climate Experiment (GRACE) Spacecraft

NASA Technical Reports Server (NTRS)

Mazanek, Daniel D.; Kumar, Renjith R.; Qu, Min; Seywald, Hans

2000-01-01

The Gravity Recovery and Climate Experiment (GRACE) primary mission will be performed by making measurements of the inter-satellite range change between two co-planar, low altitude near-polar orbiting satellites. Understanding the uncertainties in the disturbance environment, particularly the aerodynamic drag and torques, is critical in several mission areas. These include an accurate estimate of the spacecraft orbital lifetime, evaluation of spacecraft attitude control requirements, and estimation of the orbital maintenance maneuver frequency necessitated by differences in the drag forces acting on both satellites. The FREEMOL simulation software has been developed and utilized to analyze and suggest design modifications to the GRACE spacecraft. Aerodynamic accommodation bounding analyses were performed and worst-case envelopes were obtained for the aerodynamic torques and the differential ballistic coefficients between the leading and trailing GRACE spacecraft. These analyses demonstrate how spacecraft aerodynamic design and analysis can benefit from a better understanding of spacecraft surface accommodation properties, and the implications for mission design constraints such as formation spacing control.

GRACE Mission Design: Impact of Uncertainties in Disturbance Environment and Satellite Force Models

NASA Technical Reports Server (NTRS)

Mazanek, Daniel D.; Kumar, Renjith R.; Seywald, Hans; Qu, Min

2000-01-01

The Gravity Recovery and Climate Experiment (GRACE) primary mission will be performed by making measurements of the inter-satellite range change between two co-planar, low altitude, near-polar orbiting satellites. Understanding the uncertainties in the disturbance environment, particularly the aerodynamic drag and torques, is critical in several mission areas. These include an accurate estimate of the spacecraft orbital lifetime, evaluation of spacecraft attitude control requirements, and estimation of the orbital maintenance maneuver frequency necessitated by differences in the drag forces acting on both satellites. The FREEMOL simulation software has been developed and utilized to analyze and suggest design modifications to the GRACE spacecraft. Aerodynamic accommodation bounding analyses were performed and worst-case envelopes were obtained for the aerodynamic torques and the differential ballistic coefficients between the leading and trailing GRACE spacecraft. These analyses demonstrate how spacecraft aerodynamic design and analysis can benefit from a better understanding of spacecraft surface accommodation properties, and the implications for mission design constraints such as formation spacing control.

Drag reduction effects facilitated by microridges inside the mouthparts of honeybee workers and drones.

PubMed

Li, Chu-Chu; Wu, Jia-Ning; Yang, Yun-Qiang; Zhu, Ren-Gao; Yan, Shao-Ze

2016-01-21

The mouthpart of a honeybee is a natural well-designed micropump that uses a reciprocating glossa through a temporary tube comprising a pair of galeae and labial palpi for loading nectar. The shapes and sizes of mouthparts differ among castes of honeybees, but the diversities of the functional microstructures inside the mouthparts of honeybee workers and drones remain poorly understood. Through scanning electron microscopy, we found the dimensional difference of uniformly distributed microridges on the inner galeae walls of Apis mellifera ligustica workers and drones. Subsequently, we recorded the feeding process of live honeybees by using a specially designed high-speed camera system. Considering the microridges and kinematics of the glossa, we constructed a hydrodynamic model to calculate the friction coefficient of the mouthpart. In addition, we test the drag reduction through the dimensional variations of the microridges on the inner walls of mouthparts. Theoretical estimations of the friction coefficient with respect to dipping frequency show that inner microridges can reduce friction during the feeding process of honeybees. The effects of drag reduction regulated by specific microridges were then compared. The friction coefficients of the workers and drones were found to be 0.011±0.007 (mean±s.d.) and 0.045±0.010, respectively. These results indicate that the mouthparts of workers are more capable of drag reduction compared with those of drones. The difference was analyzed by comparing the foraging behavior of the workers and drones. Workers are equipped with well-developed hypopharyngeal, and their dipping frequency is higher than that of drones. Our research establishes a critical link between microridge dimensions and drag reduction capability during the nectar feeding of honeybees. Our results reveal that microridges inside the mouthparts of honeybee workers and drones reflect the caste-related life cycles of honeybees. Copyright © 2015 Elsevier Ltd. All rights reserved.

Improved Aerodynamic Analysis for Hybrid Wing Body Conceptual Design Optimization

NASA Technical Reports Server (NTRS)

Gern, Frank H.

2012-01-01

This paper provides an overview of ongoing efforts to develop, evaluate, and validate different tools for improved aerodynamic modeling and systems analysis of Hybrid Wing Body (HWB) aircraft configurations. Results are being presented for the evaluation of different aerodynamic tools including panel methods, enhanced panel methods with viscous drag prediction, and computational fluid dynamics. Emphasis is placed on proper prediction of aerodynamic loads for structural sizing as well as viscous drag prediction to develop drag polars for HWB conceptual design optimization. Data from transonic wind tunnel tests at the Arnold Engineering Development Center s 16-Foot Transonic Tunnel was used as a reference data set in order to evaluate the accuracy of the aerodynamic tools. Triangularized surface data and Vehicle Sketch Pad (VSP) models of an X-48B 2% scale wind tunnel model were used to generate input and model files for the different analysis tools. In support of ongoing HWB scaling studies within the NASA Environmentally Responsible Aviation (ERA) program, an improved finite element based structural analysis and weight estimation tool for HWB center bodies is currently under development. Aerodynamic results from these analyses are used to provide additional aerodynamic validation data.

Active Aerodynamic Load Reduction on a Rotorcraft Fuselage With Rotor Effects: A CFD Validation Effort

NASA Technical Reports Server (NTRS)

Allan, Brian G.; Schaeffler, Norman W.; Jenkins, Luther N.; Yao, Chung-Sheng; Wong, Oliver D.; Tanner, Philip E.

2015-01-01

A rotorcraft fuselage is typically designed with an emphasis on operational functionality with aerodynamic efficiency being of secondary importance. This results in a significant amount of drag during high-speed forward flight that can be a limiting factor for future high-speed rotorcraft designs. To enable higher speed flight, while maintaining a functional fuselage design (i.e., a large rear cargo ramp door), the NASA Rotary Wing Project has conducted both experimental and computational investigations to assess active flow control as an enabling technology for fuselage drag reduction. This paper will evaluate numerical simulations of a flow control system on a generic rotorcraft fuselage with a rotor in forward flight using OVERFLOW, a structured mesh Reynolds-averaged Navier-Stokes flow solver developed at NASA. The results are compared to fuselage forces, surface pressures, and PN flow field data obtained in a wind tunnel experiment conducted at the NASA Langley 14-by 22-Foot Subsonic Tunnel where significant drag and download reductions were demonstrated using flow control. This comparison showed that the Reynolds-averaged Navier-Stokes flow solver was unable to predict the fuselage forces and pressure measurements on the ramp for the baseline and flow control cases. While the CFD was able to capture the flow features, it was unable to accurately predict the performance of the flow control.

Wind-Tunnel Investigations of Blunt-Body Drag Reduction Using Forebody Surface Roughness

NASA Technical Reports Server (NTRS)

Whitmore, Stephen A.; Sprague, Stephanie; Naughton, Jonathan W.; Curry, Robert E. (Technical Monitor)

2001-01-01

This paper presents results of wind-tunnel tests that demonstrate a novel drag reduction technique for blunt-based vehicles. For these tests, the forebody roughness of a blunt-based model was modified using micomachined surface overlays. As forebody roughness increases, boundary layer at the model aft thickens and reduces the shearing effect of external flow on the separated flow behind the base region, resulting in reduced base drag. For vehicle configurations with large base drag, existing data predict that a small increment in forebody friction drag will result in a relatively large decrease in base drag. If the added increment in forebody skin drag is optimized with respect to base drag, reducing the total drag of the configuration is possible. The wind-tunnel tests results conclusively demonstrate the existence of a forebody dragbase drag optimal point. The data demonstrate that the base drag coefficient corresponding to the drag minimum lies between 0.225 and 0.275, referenced to the base area. Most importantly, the data show a drag reduction of approximately 15% when the drag optimum is reached. When this drag reduction is scaled to the X-33 base area, drag savings approaching 45,000 N (10,000 lbf) can be realized.

Summary of Data from the Sixth AIAA CFD Drag Prediction Workshop: CRM Cases 2 to 5

NASA Technical Reports Server (NTRS)

Tinoco, Edward N.; Brodersen, Olaf P.; Keye, Stefan; Laflin, Kelly R.; Feltrop, Edward; Vassberg, John C.; Mani, Mori; Rider, Ben; Wahls, Richard A.; Morrison, Joseph H.;

Orion Entry Performance-Based Center-of-Gravity Box

NASA Technical Reports Server (NTRS)

Rea, Jeremy R.

2010-01-01

The Orion capsule has many performance requirements for its atmospheric entry trajectory. Requirements on landing accuracy, maximum heating rate, total heat load, propellant usage, and sensed acceleration must all be satised. It is desired to define a methodology to translate the many performance requirements for an atmospheric entry trajectory into language easily understood by vehicle designers in terms of an allowable center-of-gravity box. This is possible by noting that most entry performance parameters for a capsule vehicle are mainly determined by the lift-to-drag ratio of the vehicle. However, the lift-to- drag ratio should be considered a probabilistic quantity rather than deterministic, where variations in the lift-to-drag are caused by both aerodynamic and center-of-gravity un- certainties. This paper discusses the technique used by the Orion program to define the allowable dispersions in center-of-gravity to achieve the desired entry performance while accounting for aerodynamic uncertainty.

Computational flow predictions for hypersonic drag devices

NASA Technical Reports Server (NTRS)

Tokarcik, Susan; Venkatapathy, Ethiraj; Candler, Graham; Palmer, Grant

1991-01-01

The effectiveness of two types of hypersonic decelerators are computationally examined: mechanically deployable flares and inflatable ballutes. CFD is used to predict the flowfield around a solid rocket motor (SRM) with a deployed decelerator. The computations are performed with an ideal gas solver using an effective specific heat ratio of 1.15. The surface pressure coefficients, the drag, and the extent of the compression corner separation zone predicted by the ideal gas solver compare well with those predicted by the nonequilibrium solver. The ideal gas solver is computationally inexpensive and is shown to be well suited for preliminary design studies. The computed solutions are used to determine the size and shape of the decelerator that are required to achieve a drag coefficient of 5 in order to assure that the SRM will splash down in the Pacific Ocean. Heat transfer rates to the SRM and the decelerators are predicted to estimate the amount of thermal protection required.

The drive for Aircraft Energy Efficiency

NASA Technical Reports Server (NTRS)

James, R. L., Jr.; Maddalon, D. V.

1984-01-01

NASA's Aircraft Energy Efficiency (ACEE) program, which began in 1976, has mounted a development effort in four major transport aircraft technology fields: laminar flow systems, advanced aerodynamics, flight controls, and composite structures. ACEE has explored two basic methods for achieving drag-reducing boundary layer laminarization: the use of suction through the wing structure (via slots or perforations) to remove boundary layer turbulence, and the encouragement of natural laminar flow maintenance through refined design practices. Wind tunnel tests have been conducted for wide bodied aircraft equipped with high aspect ratio supercritical wings and winglets. Maneuver load control and pitch-active stability augmentation control systems reduce fuel consumption by reducing the drag associated with high aircraft stability margins. Composite structures yield lighter airframes that in turn call for smaller wing and empennage areas, reducing induced drag for a given payload. In combination, all four areas of development are expected to yield a fuel consumption reduction of 40 percent.

Simulated propeller slipstream effects on a supercritical wing

NASA Technical Reports Server (NTRS)

Welge, H. R.; Crowder, J. P.

1978-01-01

To quantify the installed performance of high speed (M = 0.8) turboprop propulsion systems, an experimental program designed to assess the magnitude of the aerodynamic interference of a propeller slipstream on a supercritical wing has been conducted. The test was conducted in the NASA Ames 14-foot wind tunnel. An ejector-nacelle propeller slipstream simulator was used to produce a slipstream with characteristics typical of advanced propellers presently being investigated. A supercritical wing-body configuration was used to evaluate the interference effects. A traversing total pressure rake was used to make flow field measurements behind the wing and to calibrate the slipstream simulator. The force results indicated that the interference drag amounted to an increase of ten counts or about 3% of the wing-body drag for a two engine configuration at the nominal propeller operating conditions. However, at the higher swirl angles (11 deg vs. 7 deg nominally) the interference drag was favorable by about the same magnitude.

Aerodynamics, aeroelasticity, and stability of hang gliders. Experimental results. [Ames 7- by 10-ft wind tunnel tests

NASA Technical Reports Server (NTRS)

Kroo, I. M.

1981-01-01

One-fifth-scale models of three basic ultralight glider designs were constructed to simulate the elastic properties of full scale gliders and were tested at Reynolds numbers close to full scale values. Twenty-four minor modifications were made to the basic configurations in order to evaluate the effects of twist, reflex, dihedral, and various stability enhancement devices. Longitudinal and lateral data were obtained at several speeds through an angle of attack range of -30 deg to +45 deg with sideslip angles of up to 20 deg. The importance of vertical center of gravity displacement is discussed. Lateral data indicate that effective dihedral is lost at low angles of attack for nearly all of the configurations tested. Drag data suggest that lift-dependent viscous drag is a large part of the glider's total drag as is expected for thin, cambered sections at these relatively low Reynolds numbers.

May 2003 Working Group Meeting on Heavy Vehicle Aerodynamic Drag: Presentations and Summary of Comments and Conclusions

DOE Office of Scientific and Technical Information (OSTI.GOV)

McCallen, R; Salari, K; Ortega, J

2003-05-01

A Working Group Meeting on Heavy Vehicle Aerodynamic Drag was held at Lawrence Livermore National Laboratory on May 29-30, 2003. The purpose of the meeting was to present and discuss suggested guidance and direction for the design of drag reduction devices determined from experimental and computational studies. Representatives from the Department of Energy (DOE)/Office of Energy Efficiency and Renewable Energy/Office of FreedomCAR & Vehicle Technologies, Lawrence Livermore National Laboratory (LLNL), Sandia National Laboratories (SNL), NASA Ames Research Center (NASA), University of Southern California (USC), California Institute of Technology (Caltech), Georgia Tech Research Institute (GTRI), Argonne National Laboratory (ANL), Clarkson University,more » and PACCAR participated in the meeting. This report contains the technical presentations (viewgraphs) delivered at the Meeting, briefly summarizes the comments and conclusions, provides some highlighted items, and outlines the future action items.« less

Effects of Geometry and Kinematics on Animals Leaping Out of Water

NASA Astrophysics Data System (ADS)

Chang, Brian; Myeong, Jihye; Virot, Emmanuel; Kim, Ho-Young; Jung, Sunghwan

2017-11-01

Leaping out of water is a phenomenon exhibited by a variety of aquatic and semi-aquatic animals, such as frogs and whales. In this study, we aim to elucidate the effects of geometric and kinematic conditions on the propulsive and drag force required for an animal to jump through the water interface. A simple mechanism was designed to measure the propulsive thrust produced by a flapping appendage. In a separate experiment to measure the opposing drag, simplified models of animals are 3D printed and fitted with pressure sensors. The model is accelerated from rest and covers a range of Re from 103 to 105. Using a high-speed camera and pressure sensors, we observed a deformation of the free surface prior to water exit, and correlated this to the drag force. Finally, we discuss a scaling law to describe the general physics which allow animals to leap out of water. NSF EAPSI.

Flow resistance dynamics in step‐pool channels: 2. Partitioning between grain, spill, and woody debris resistance

USGS Publications Warehouse

Wilcox, Andrew C.; Nelson, Jonathan M.; Wohl, Ellen E.

2006-01-01

In step‐pool stream channels, flow resistance is created primarily by bed sediments, spill over step‐pool bed forms, and large woody debris (LWD). In order to measure resistance partitioning between grains, steps, and LWD in step‐pool channels we completed laboratory flume runs in which total resistance was measured with and without grains and steps, with various LWD configurations, and at multiple slopes and discharges. Tests of additive approaches to resistance partitioning found that partitioning estimates are highly sensitive to the order in which components are calculated and that such approaches inflate the values of difficult‐to‐measure components that are calculated by subtraction from measured components. This effect is especially significant where interactions between roughness features create synergistic increases in resistance such that total resistance measured for combinations of resistance components greatly exceeds the sum of those components measured separately. LWD contributes large proportions of total resistance by creating form drag on individual pieces and by increasing the spill resistance effect of steps. The combined effect of LWD and spill over steps was found to dominate total resistance, whereas grain roughness on step treads was a small component of total resistance. The relative contributions of grain, spill, and woody debris resistance were strongly influenced by discharge and to a lesser extent by LWD density. Grain resistance values based on published formulas and debris resistance values calculated using a cylinder drag approach typically underestimated analogous flume‐derived values, further illustrating sources of error in partitioning methods and the importance of accounting for interaction effects between resistance components.

Flow resistance dynamics in step-pool channels: 2. Partitioning between grain, spill, and woody debris resistance

NASA Astrophysics Data System (ADS)

Wilcox, Andrew C.; Nelson, Jonathan M.; Wohl, Ellen E.

2006-05-01

In step-pool stream channels, flow resistance is created primarily by bed sediments, spill over step-pool bed forms, and large woody debris (LWD). In order to measure resistance partitioning between grains, steps, and LWD in step-pool channels we completed laboratory flume runs in which total resistance was measured with and without grains and steps, with various LWD configurations, and at multiple slopes and discharges. Tests of additive approaches to resistance partitioning found that partitioning estimates are highly sensitive to the order in which components are calculated and that such approaches inflate the values of difficult-to-measure components that are calculated by subtraction from measured components. This effect is especially significant where interactions between roughness features create synergistic increases in resistance such that total resistance measured for combinations of resistance components greatly exceeds the sum of those components measured separately. LWD contributes large proportions of total resistance by creating form drag on individual pieces and by increasing the spill resistance effect of steps. The combined effect of LWD and spill over steps was found to dominate total resistance, whereas grain roughness on step treads was a small component of total resistance. The relative contributions of grain, spill, and woody debris resistance were strongly influenced by discharge and to a lesser extent by LWD density. Grain resistance values based on published formulas and debris resistance values calculated using a cylinder drag approach typically underestimated analogous flume-derived values, further illustrating sources of error in partitioning methods and the importance of accounting for interaction effects between resistance components.

Numerical Investigation of Aerodynamic Braking for a Ground Vehicle

NASA Astrophysics Data System (ADS)

Devanuri, Jaya Krishna

2018-06-01

The purpose of this article is to observe the effect of an air brake on the aerodynamics of a ground vehicle and also to study the influence of change in the parameters like the velocity of the vehicle, the angle of inclination, height, and position of the air brake on the aerodynamics of the vehicle body. The test subject used is an Ahmed body which is a generic 3D car body as it retains all the aerodynamic characteristics of a ground vehicle. Numerical investigation has been carried out by RNG k-ɛ turbulence model. Results are presented in terms of streamlines and drag coefficient to understand the influence of pertinent parameters on flow physics. It is found that with the use of an air brake, though the drag coefficient remains more or less constant with velocity, it increases with the increase in height and angle of inclination of the air brake. But the effect of position of air brake on the coefficient of drag is surprising since for certain heights of the air brake the drag coefficient is maximum at the foremost point and as the air brake moves towards the rear it is first observed to decrease and then increase. It is also observed that with the increase in height of the air brake the drag coefficient monotonically decreases as the position of the air brake is moved towards the rear. Taguchi method has been employed with L16 orthogonal array to obtain the optimal configuration for the air brake. For each of the selected parameters, four different levels have been chosen to obtain the maximum drag coefficient value. The study could provide an invaluable database for the optimal design of an airbrake for a ground vehicle.

A bio-inspired device for drag reduction on a three-dimensional model vehicle.

PubMed

Kim, Dongri; Lee, Hoon; Yi, Wook; Choi, Haecheon

2016-03-10

In this paper, we introduce a bio-mimetic device for the reduction of the drag force on a three-dimensional model vehicle, the Ahmed body (Ahmed et al 1984 SAE Technical Paper 840300). The device, called automatic moving deflector (AMD), is designed inspired by the movement of secondary feathers on bird's wing suction surface: i.e., secondary feathers pop up when massive separation occurs on bird's wing suction surface at high angles of attack, which increases the lift force at landing. The AMD is applied to the rear slanted surface of the Ahmed body to control the flow separation there. The angle of the slanted surface considered is 25° at which the drag coefficient on the Ahmed body is highest. The wind tunnel experiment is conducted at Re H  = 1.0 × 10(5)-3.8 × 10(5), based on the height of the Ahmed body (H) and the free-stream velocity (U ∞). Several AMDs of different sizes and materials are tested by measuring the drag force on the Ahmed body, and showed drag reductions up to 19%. The velocity and surface-pressure measurements show that AMD starts to pop up when the pressure in the thin gap between the slanted surface and AMD is much larger than that on the upper surface of AMD. We also derive an empirical formula that predicts the critical free-stream velocity at which AMD starts to operate. Finally, it is shown that the drag reduction by AMD is mainly attributed to a pressure recovery on the slanted surface by delaying the flow separation and suppressing the strength of the longitudinal vortices emanating from the lateral edges of the slanted surface.

Ultralow Friction in a Superconducting Magnetic Bearing

NASA Technical Reports Server (NTRS)

Bornemann, Hans J.; Siegel, Michael; Zaitsev, Oleg; Bareiss, Martin; Laschuetza, Helmut

1996-01-01

Passive levitation by superconducting magnetic bearings can be utilized in flywheels for energy storage. Basic design criteria of such a bearing are high levitation force, sufficient vertical and horizontal stability and low friction. A test facility was built for the measurement and evaluation of friction in a superconducting magnetic bearing as a function of operating temperature and pressure in the vacuum vessel. The bearing consists of a commercial disk shaped magnet levitated above single grain, melt-textured YBCO high-temperature superconductor material. The superconductor was conduction cooled by an integrated AEG tactical cryocooler. The temperature could be varied from 50 K to 80 K. The pressure in the vacuum chamber was varied from 1 bar to 10(exp -5) mbar. At the lowest pressure setting, the drag torque shows a linear frequency dependence over the entire range investigated (0 less than f less than 40 Hz). Magnetic friction, the frequency independent contribution, is very low. The frequency dependent drag torque is generated by molecular friction from molecule-surface collisions and by eddy currents. Given the specific geometry of the set-up and gas pressure, the molecular drag torque can be estimated. At a speed of 40 Hz, the coefficient of friction (drag-to-lift ratio) was measured to be mu = 1.6 x 10(exp -7) at 10(exp -5) mbar and T = 60 K. This is equivalent to a drag torque of 7.6 x 10(exp -10) Nm. Magnetic friction causes approx. 1% of the total losses. Molecular friction accounts for about 13% of the frequency dependent drag torque, the remaining 87% being due to eddy currents and losses from rotor unbalance. The specific energy loss is only 0.3% per hour.

E-14969

NASA Image and Video Library

1966-05-27

The HL-10, seen here parked on the ramp, was one of five lifting body designs flown at NASA's Dryden Flight Research Center, Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space.

Experimental Results for a Flapped Natural-laminar-flow Airfoil with High Lift/drag Ratio

NASA Technical Reports Server (NTRS)

Mcghee, R. J.; Viken, J. K.; Pfenninger, W.; Beasley, W. D.; Harvey, W. D.

1984-01-01

Experimental results have been obtained for a flapped natural-laminar-flow airfoil, NLF(1)-0414F, in the Langley Low-Turbulence Pressure Tunnel. The tests were conducted over a Mach number range from 0.05 to 0.40 and a chord Reynolds number range from about 3.0 x 10(6) to 22.0 x 10(6). The airfoil was designed for 0.70 chord laminar flow on both surfaces at a lift coefficient of 0.40, a Reynolds number of 10.0 x 10(6), and a Mach number of 0.40. A 0.125 chord simple flap was incorporated in the design to increase the low-drag, lift-coefficient range. Results were also obtained for a 0.20 chord split-flap deflected 60 deg.

System noise analysis of the dumbbell tethered satellite for gravity-gradient measurements

NASA Technical Reports Server (NTRS)

Colombo, G.

1979-01-01

An analysis of the dumbbell gravity gradiometer concept for measuring short wavelength variations in the earth's gravity gradient is presented. Variations in the gradient are recorded by measuring tension variations in a vertically stabilized satellite consisting of heavy masses connected by a long wire or rod. Tension noise arises from the excitation of various mechanical oscillations of the system. The principal noise sources that were identified are fluctuations in atmospheric drag heating and drag force resulting from density variations and winds. Approximate analytical expressions are presented for the tension noise as a function of the system design parameters for various possible configurations. Computer simulations using numerical integration were performed to study the tension noise for several sample cases. Three designs consistent with Shuttle launch capabilities are discussed.

Scale model testing of drogues for free drifting buoys

NASA Technical Reports Server (NTRS)

Vachon, W. A.

1973-01-01

Instrumented model drogue tests were conducted in a ship model towing tank. The purpose of the tests was to observe and measure deployment and drag characteristics of such shapes as parachutes, crossed vanes, and window shades which may be employed in conjunction with free drifting buoys. Both Froude and Reynolds scaling laws were applied while scaling to full scale relative velocities of from 0 to 0.2 knots. A weighted window shade drogue is recommended because of its performance, high drag coefficient, simplicity, and low cost. Detailed theoretical performance curves are presented for parachutes, crossed vanes, and window shade drogues. Theoretical estimates of depth locking accuracy and buoy-induced dynamic loads pertinent to window shade drogues are presented as a design aid. An example of a window shade drogue design is presented.

Sagnac-interferometer-based fresnel flow probe.

PubMed

Tselikov, A; Blake, J

1998-10-01

We used a near-diffraction-limited flow or light-wave-interaction pipe to produce a Sagnac-interferometer-based Fresnel drag fluid flowmeter capable of detecting extremely small flow rates. An optimized design of the pipe along with the use of a state-of-the-art Sagnac interferometer results in a minimum-detectable water flow rate of 2.4 nl/s [1 drop/(5 h)]. The flowmeter's capability of measuring the water consumption by a small plant in real time has been demonstrated. We then designed an automated alignment system that finds and maintains the optimum fiber-coupling regime, which makes the applications of the Fresnel-drag-based flowmeters practical, especially if the length of the interaction pipe is long. Finally, we have applied the automatic alignment technique to an air flowmeter.

Flight Tests of a Supersonic Natural Laminar Flow Airfoil

NASA Technical Reports Server (NTRS)

Frederick, Mike; Banks, Dan; Garzon, Andres; Matisheck, Jason

2014-01-01

IR thermography was used to characterize the transition front on a S-NLF test article at chord Reynolds numbers in excess of 30 million Changes in transition due to Mach number, Reynolds number, and surface roughness were investigated - Regions of laminar flow in excess of 80% chord at chord Reynolds numbers greater than 14 million IR thermography clearly showed the transition front and other flow features such as shock waves impinging upon the surface A series of parallel oblique shocks, of yet unknown origin, were found to cause premature transition at higher Reynolds numbers. NASA has a current goal to eliminate barriers to the development of practical supersonic transport aircraft Drag reduction through the use of supersonic natural laminar flow (S-NLF) is currently being explored as a means of increasing aerodynamic efficiency - Tradeoffs work best for business jet class at M<2 Conventional high-speed designs minimize inviscid drag at the expense of viscous drag - Existence of strong spanwise pressure gradient leads to crossflow (CF) while adverse chordwise pressure gradients amplifies and Tollmien-Schlichting (TS) instabilities Aerion Corporation has patented a S-NLF wing design (US Patent No. 5322242) - Low sweep to control CF - dp/dx < 0 on both wing surfaces to stabilize TS - Thin wing with sharp leading edge to minimize wave drag increase due to reduction in sweep NASA and Aerion have partnered to study S-NLF since 1999 Series of S-NLF experiments flown on the NASA F-15B research test bed airplane Infrared (IR) thermography used to characterize transition - Non-intrusive, global, good spatial resolution - Captures significant flow features well

High Powered Rocketry: Design, Construction, and Launching Experience and Analysis

ERIC Educational Resources Information Center

Paulson, Pryce; Curtis, Jarret; Bartel, Evan; Cyr, Waycen Owens; Lamsal, Chiranjivi

2018-01-01

In this study, the nuts and bolts of designing and building a high powered rocket have been presented. A computer simulation program called RockSim was used to design the rocket. Simulation results are consistent with time variations of altitude, velocity, and acceleration obtained in the actual flight. The actual drag coefficient was determined…

A 3-D Computational Study of a Variable Camber Continuous Trailing Edge Flap (VCCTEF) Spanwise Segment

NASA Technical Reports Server (NTRS)

Kaul, Upender K.; Nguyen, Nhan T.

2015-01-01

Results of a computational study carried out to explore the effects of various elastomer configurations joining spanwise contiguous Variable Camber Continuous Trailing Edge Flap (VCCTEF) segments are reported here. This research is carried out as a proof-of-concept study that will seek to push the flight envelope in cruise with drag optimization as the objective. The cruise conditions can be well off design such as caused by environmental conditions, maneuvering, etc. To handle these off-design conditions, flap deflection is used so when the flap is deflected in a given direction, the aircraft angle of attack changes accordingly to maintain a given lift. The angle of attack is also a design parameter along with the flap deflection. In a previous 2D study,1 the effect of camber was investigated and the results revealed some insight into the relative merit of various camber settings of the VCCTEF. The present state of the art has not advanced sufficiently to do a full 3-D viscous analysis of the whole NASA Generic Transport Model (GTM) wing with VCCTEF deployed with elastomers. Therefore, this study seeks to explore the local effects of three contiguous flap segments on lift and drag of a model devised here to determine possible trades among various flap deflections to achieve desired lift and drag results. Although this approach is an approximation, it provides new insights into the "local" effects of the relative deflections of the contiguous spanwise flap systems and various elastomer segment configurations. The present study is a natural extension of the 2-D study to assess these local 3-D effects. Design cruise condition at 36,000 feet at free stream Mach number of 0.797 and a mean aerodynamic chord (MAC) based Reynolds number of 30.734x10(exp 6) is simulated for an angle of attack (AoA) range of 0 to 6 deg. In the previous 2-D study, the calculations revealed that the parabolic arc camber (1x2x3) and circular arc camber (VCCTEF222) offered the best L/D characteristics and minimum drag in cruise. In the present 3-D study, calculations show that for the same C(sub t), the 3-D circular arc camber wing segment produces the largest drag for a given lift, larger than either of the two 2-D configurations, as was also conjectured in the previous study. This study indicates a wing stall around 4.5 deg angle of attack.

Understanding the unsteady aerodynamics of a revolving wing with pitching-flapping perturbations

NASA Astrophysics Data System (ADS)

Chen, Long; Wu, Jianghao; Zhou, Chao; Hsu, Shih-Jung; Eslam Panah, Azar; Cheng, Bo

2017-11-01

Revolving wings become less efficient for lift generation at low Reynolds numbers. Unlike flying insects using reciprocating revolving wings to exploit unsteady mechanisms for lift enhancement, an alternative that introduces unsteadiness through vertical flapping perturbation, is studied via experiments and simulations. Substantial drag reduction, linearly dependent on Strouhal number, is observed for a flapping-perturbed revolving wing at zero angle of attack (AoA), which can be explained by changes in the effective angle of attack and formation of reverse Karman vortex streets. When the AoA increases, flapping perturbations improve the maximum lift coefficient attainable by the revolving wing, with minor increases of drag or even minor drag reductions depending on Strouhal number and normalized flapping amplitude. When the pitching perturbations are further introduced, more substantial drag reduction and lift enhancement can be achieved in zero and positive AoAs, respectively. As the flapping-perturbed wings are less efficient compared with revolving wings in terms of power loading, the pitching-flapping perturbations can achieve a higher power loading at 20°AoA and thus have potential applications in micro air vehicle designs. This research was supported by NSF, DURIP, NSFC and Penn State Multi-Campus SEED Grant.

Hydrodynamic effect of a satellite transmitter on a juvenile green turtle (Chelonia mydas)

PubMed

Watson; Granger

1998-09-01

Wind tunnel tests were performed to measure the effect of a satellite transmitter on a juvenile green turtle (Chelonia mydas). A full-scale turtle model was constructed from an 11.5 kg specimen with a 48 cm carapace length, and a transmitter model was constructed from a Telonics ST-6. The turtle model was tested in a wind tunnel with and without the transmitter, which was mounted on the forward, topmost part of the carapace. Drag, lift and pitch moment were measured for several speeds and flow angles, and the data were scaled for application to the marine environment. At small flow angles representative of straight-line swimming, the transmitter increased drag by 27-30 %, reduced lift by less than 10 % and increased the pitch moment by 11-42 %. On the basis of the drag data at zero angle of attack, it is estimated that the backpack will reduce swimming speed by 11 %, assuming that the turtle produces the same thrust with the unit attached. The drag data are also used to estimate the effect of a transmitter on the swimming energetics of an adult green turtle. Design guidelines are included to minimize the adverse forces and moments caused by the transmitter.

Pressure and heating-rate distributions on a corrugated surface in a supersonic turbulent boundary layer

NASA Technical Reports Server (NTRS)

Sawyer, J. W.

1977-01-01

Drag and heating rates on wavy surfaces typical of current corrugated plate designs for thermal protection systems were determined experimentally. Pressure-distribution, heating-rate, and oil-flow tests were conducted in the Langley Unitary Plan wind tunnel at Mach numbers of 2.4 and 4.5 with the corrugated surface exposed to both thick and thin turbulent boundary layers. Tests were conducted with the corrugations at cross-flow angles from 0 deg to 90 deg to the flow. Results show that for cross-flow angles of 30 deg or less, the pressure drag coefficients are less than the local flat-plate skin-friction coefficients and are not significantly affected by Mach number, Reynolds number, or boundary-layer thickness over the ranges investigated. For cross-flow angles greater than 30 deg, the drag coefficients increase significantly with cross-flow angle and moderately with Reynolds number. Increasing the Mach number causes a significant reduction in the pressure drag. The average and peak heating penalties due to the corrugated surface are small for cross-flow angles of 10 deg or less but are significantly higher for the larger cross-flow angles.

Human Mars Entry, Descent and Landing Architectures Study Overview

NASA Technical Reports Server (NTRS)

Polsgrove, Tara T.; Dwyer Cianciolo, Alicia

2016-01-01

Landing humans on Mars will require entry, descent and landing (EDL) capability beyond the current state of the art. Nearly twenty times more delivered payload and an order of magnitude improvement in precision landing capability will be necessary. Several EDL technologies capable of meeting the human class payload delivery requirements are being considered. The EDL technologies considered include low lift-to-drag vehicles like Hypersonic Inflatable Aerodynamic Decelerators (HIAD), Adaptable Deployable Entry and Placement Technology (ADEPT), and mid range lift-to-drag vehicles like rigid aeroshell configurations. To better assess EDL technology options and sensitivities to future human mission design variations, a series of design studies has been conducted. The design studies incorporate EDL technologies with conceptual payload arrangements defined by the Evolvable Mars Campaign to evaluate the integrated system with higher fidelity than have been performed to date. This paper describes the results of the design studies for a lander design using the HIAD, ADEPT and rigid shell entry technologies and includes system and subsystem design details including mass and power estimates. This paper will review the point design for three entry configurations capable of delivering a 20 t human class payload to the surface of Mars.

An Experimental Determination of Subatmospheric Burning Rates and Critical Diameters for AP/HTPB Propellant

DTIC Science & Technology

1988-12-01

round uses an AP/HTPB propellant in the projectile base to reduce base drag during flight . Subatmospheric burning rates, simulating operation at...the partial vacuum created at the projectile base in flight . The combustion gases escape the combustion chamber through an unchoked port in the...determination. Combustion of the sample was video recorded by a system with both synchronized electronic strobe and shutter. The camera captures 60 fields

Investigations of Fluid-Structure-Coupling and Turbulence Model Effects on the DLR Results of the Fifth AIAA CFD Drag Prediction Workshop

NASA Technical Reports Server (NTRS)

Keye, Stefan; Togiti, Vamish; Eisfeld, Bernhard; Brodersen, Olaf P.; Rivers, Melissa B.

2013-01-01

The accurate calculation of aerodynamic forces and moments is of significant importance during the design phase of an aircraft. Reynolds-averaged Navier-Stokes (RANS) based Computational Fluid Dynamics (CFD) has been strongly developed over the last two decades regarding robustness, efficiency, and capabilities for aerodynamically complex configurations. Incremental aerodynamic coefficients of different designs can be calculated with an acceptable reliability at the cruise design point of transonic aircraft for non-separated flows. But regarding absolute values as well as increments at off-design significant challenges still exist to compute aerodynamic data and the underlying flow physics with the accuracy required. In addition to drag, pitching moments are difficult to predict because small deviations of the pressure distributions, e.g. due to neglecting wing bending and twisting caused by the aerodynamic loads can result in large discrepancies compared to experimental data. Flow separations that start to develop at off-design conditions, e.g. in corner-flows, at trailing edges, or shock induced, can have a strong impact on the predictions of aerodynamic coefficients too. Based on these challenges faced by the CFD community a working group of the AIAA Applied Aerodynamics Technical Committee initiated in 2001 the CFD Drag Prediction Workshop (DPW) series resulting in five international workshops. The results of the participants and the committee are summarized in more than 120 papers. The latest, fifth workshop took place in June 2012 in conjunction with the 30th AIAA Applied Aerodynamics Conference. The results in this paper will evaluate the influence of static aeroelastic wing deformations onto pressure distributions and overall aerodynamic coefficients based on the NASA finite element structural model and the common grids.

A two-dimensional iterative panel method and boundary layer model for bio-inspired multi-body wings

NASA Astrophysics Data System (ADS)

Blower, Christopher J.; Dhruv, Akash; Wickenheiser, Adam M.

2014-03-01

The increased use of Unmanned Aerial Vehicles (UAVs) has created a continuous demand for improved flight capabilities and range of use. During the last decade, engineers have turned to bio-inspiration for new and innovative flow control methods for gust alleviation, maneuverability, and stability improvement using morphing aircraft wings. The bio-inspired wing design considered in this study mimics the flow manipulation techniques performed by birds to extend the operating envelope of UAVs through the installation of an array of feather-like panels across the airfoil's upper and lower surfaces while replacing the trailing edge flap. Each flap has the ability to deflect into both the airfoil and the inbound airflow using hinge points with a single degree-of-freedom, situated at 20%, 40%, 60% and 80% of the chord. The installation of the surface flaps offers configurations that enable advantageous maneuvers while alleviating gust disturbances. Due to the number of possible permutations available for the flap configurations, an iterative constant-strength doublet/source panel method has been developed with an integrated boundary layer model to calculate the pressure distribution and viscous drag over the wing's surface. As a result, the lift, drag and moment coefficients for each airfoil configuration can be calculated. The flight coefficients of this numerical method are validated using experimental data from a low speed suction wind tunnel operating at a Reynolds Number 300,000. This method enables the aerodynamic assessment of a morphing wing profile to be performed accurately and efficiently in comparison to Computational Fluid Dynamics methods and experiments as discussed herein.

Transport and flow characteristics of an oscillating cylindrical fiber for total artificial lung application.

PubMed

Qamar, Adnan; Bull, Joseph L

2017-08-01

Mass transport and fluid dynamics characteristics in the vicinity of an oscillating cylindrical fiber with an imposed pulsatile inflow condition are computationally investigated in the present study. The work is motivated by a recently proposed design modification to the Total Artificial Lung (TAL) device, which is expected to provide better gas exchange. Navier-Stokes computations, coupled with convection-diffusion equation are performed to assess flow dynamics and mass transport behavior around the oscillating fiber. The oscillations and the pulsatile free stream velocity are represented by two sinusoidal functions. The resulting non-dimensional parameters are Keulegan-Carpenter number (KC), Schmidt number (Sc), Reynolds number (Re), pulsatile inflow amplitude ([Formula: see text]), and amplitude of cylinder oscillation ([Formula: see text]). Results are computed for [Formula: see text], Sc = 1000, Re = 5 and 10, [Formula: see text] and 0.7 and 0.25 [Formula: see text][Formula: see text][Formula: see text] 5.25. The pulsatile inflow parameters correspond to the flow velocities found in human pulmonary artery while matching the operating TAL Reynolds number. Mass transport from the surface of the cylinder to the bulk fluid is found to be primarily dependent on the size of surface vortices created by the movement of the cylinder. Time-averaged surface Sherwood number (Sh) is dependent on the amplitude and KC of cylinder oscillation. Compared to the fixed cylinder case, a significant gain up to 380% in Sh is achieved by oscillating the cylinder even at the small displacement amplitude (AD = 0.75D). Moreover, with decrease in KC the oscillating cylinder exhibits a lower drag amplitude compared with the fixed cylinder case. Inflow pulsation amplitude has minor effects on the mass transport characteristics. However, an increase in [Formula: see text] results in an increase in the amplitude of the periodic drag force on the cylinder. This rise in the drag amplitude is similar to that measured for the fixed cylinder case. Quantifications of shear stress distribution in the bulk fluid suggest that the physiological concerns of platelet activation and injury to red blood cells due to cylinder oscillation are negligible.

Design and Analysis of a Permanent Magnet Generator for Naval Applications

DTIC Science & Technology

2005-06-01

Miller, Design of Brushless Permanent Magnet Motors , Magna Physics Publishing and Clarendon Press, 1994. [19] James L. Kirtley, "Course 6.685: Electric...Kirtley & Edward C. Lovelace, "Drag Loss in Retaining Rings of Permanent Magnet Motors ," SatCon Technology Corporation, March, 2003. [66] H. Polinder

Orbital construction demonstration study. Volume 2: Technical

NASA Technical Reports Server (NTRS)

1977-01-01

The following items are discussed in reference to OCDA requirements; (1) flight mechanics and control, (2) effects of sun angle, (3) disturbance torques, (4) control system requirements, (5) OCDA orbit decay profile, and (6) aerodynamic drag forces. Structural design requirements are also given as well as basic design definition.

N+3 Aircraft Concept Designs and Trade Studies. Volume 2; Appendices-Design Methodologies for Aerodynamics, Structures, Weight, and Thermodynamic Cycles

NASA Technical Reports Server (NTRS)

Greitzer, E. M.; Bonnefoy, P. A.; delaRosaBlanco, E.; Dorbian, C. S.; Drela, M.; Hall, D. K.; Hansman, R. J.; Hileman, J. I.; Liebeck, R. H.; Lovegren, J.;

Whose drag is it anyway? Drag kings and monarchy in the UK.

PubMed

Willox, Annabelle

2002-01-01

This chapter will show that the term "drag" in drag queen has a different meaning, history and value to the term "drag" in drag king. By exposing this basic, yet fundamental, difference this paper will expose the problems inherent in the assumption of parity between the two forms of drag. An exposition of how camp has been used to comprehend and theorise drag queens will facilitating an understanding of the parasitic interrelationship between camp and drag queen performances, while a critique of "Towards a Butch-Femme Aesthetic," by Sue Ellen Case, will point out the problematic assumptions made about camp when attributed to a cultural location different to the drag queen. By interrogating the historical, cultural and theoretical similarities and differences between drag kings, butches, drag queens and femmes this paper will expose the flawed assumption that camp can be attributed to all of the above without proviso, and hence expose why drag has a fundamentally different contextual meaning for kings and queens. This chapter will conclude by examining the work of both Judith Halberstam and Biddy Martin and the practical examples of drag king and queen performances provided at the UK drag contest held at The Fridge in Brixton, London on 23 June 1999.

Thermal lift generation and drag reduction in rarefied aerodynamics

NASA Astrophysics Data System (ADS)

Pekardan, Cem; Alexeenko, Alina

2016-11-01

With the advent of the new technologies in low pressure environments such as Hyperloop and helicopters designed for Martian applications, understanding the aerodynamic behavior of airfoils in rarefied environments are becoming more crucial. In this paper, verification of rarefied ES-BGK solver and ideas such as prediction of the thermally induced lift and drag reduction in rarefied aerodynamics are investigated. Validation of the rarefied ES-BGK solver with Runge-Kutta discontinous Galerkin method with experiments in transonic regime with a Reynolds number of 73 showed that ES-BGK solver is the most suitable solver in near slip transonic regime. For the quantification of lift generation, A NACA 0012 airfoil is studied with a high temperature surface on the bottom for the lift creation for different Knudsen numbers. It was seen that for lower velocities, continuum solver under predicts the lift generation when the Knudsen number is 0.00129 due to local velocity gradients reaching slip regime although lift coefficient is higher with the Boltzmann ES-BGK solutions. In the second part, the feasibility of using thermal transpiration for drag reduction is studied. Initial study in drag reduction includes an application of a thermal gradient at the upper surface of a NACA 0012 airfoil near trailing edge at a 12-degree angle of attack and 5 Pa pressure. It was seen that drag is reduced by 4 percent and vortex shedding frequency is reduced due to asymmetry introduced in the flow due to temperature gradient causing reverse flow due to thermal transpiration phenomena.

A theoretical method for the analysis and design of axisymmetric bodies. [flow distribution and incompressible fluids

NASA Technical Reports Server (NTRS)

Beatty, T. D.

1975-01-01

A theoretical method is presented for the computation of the flow field about an axisymmetric body operating in a viscous, incompressible fluid. A potential flow method was used to determine the inviscid flow field and to yield the boundary conditions for the boundary layer solutions. Boundary layer effects in the forces of displacement thickness and empirically modeled separation streamlines are accounted for in subsequent potential flow solutions. This procedure is repeated until the solutions converge. An empirical method was used to determine base drag allowing configuration drag to be computed.

Numerical simulation of VAWT on the effects of rotation cylinder

NASA Astrophysics Data System (ADS)

Xing, Shuda; Cao, Yang; Ren, Fuji

2017-06-01

Based on Finite Element Analysis Method, studying on Vertical Axis Wind Turbine (VAWT) which is added rotating cylinder in front of its air foils, especially focusing on the analysis of NACA6 series air foils about variation of lift to drag ratio. Choosing the most suitable blades with rotary cylinder added on leading edge. Analysis indicates that the front rotating cylinders on the VAWT is benefit to lift rise and drag fall. The most suitable air foil whose design lift coefficient is 0.8, the blades relative thickness is 20%, and the optimistic tip speed ratio is about 7.

The Search for Perpetual Motion: Fatigue, Friction, and Drag in Quality Improvement.

PubMed

Cumbler, Ethan; Pierce, Read

Most people who have worked on continuous quality improvement (QI) with teams in the clinical microsystem have experienced "change fatigue." Application of the "Limit-to-Growth" system archetype to QI teams within health care can be used to understand negative feedback loops generated by successful QI that can limit future progress. Awareness of these factors can result in actions designed to reduce drag on forward momentum. Leaders in health care QI can anticipate and minimize negative feedback loops that accumulate to slow subsequent progress of highly functioning improvement teams within clinical microsystems.

Design and Implementation of Cloud-Centric Configuration Repository for DIY IoT Applications

PubMed Central

Ahmad, Shabir; Kim, Do Hyeun

2018-01-01

The Do-It-Yourself (DIY) vision for the design of a smart and customizable IoT application demands the involvement of the general public in its development process. The general public lacks the technical knowledge for programming state-of-the-art prototyping and development kits. The latest IoT kits, for example, Raspberry Pi, are revolutionizing the DIY paradigm for IoT, and more than ever, a DIY intuitive programming interface is required to enable the masses to interact with and customize the behavior of remote IoT devices on the Internet. However, in most cases, these DIY toolkits store the resultant configuration data in local storage and, thus, cannot be accessed remotely. This paper presents the novel implementation of such a system, which not only enables the general public to customize the behavior of remote IoT devices through a visual interface, but also makes the configuration available everywhere and anytime by leveraging the power of cloud-based platforms. The interface enables the visualization of the resources exposed by remote embedded resources in the form of graphical virtual objects (VOs). These VOs are used to create the service design through simple operations like drag-and-drop and the setting of properties. The configuration created as a result is maintained as an XML document, which is ingested by the cloud platform, thus making it available to be used anywhere. We use the HTTP approach for the communication between the cloud and IoT toolbox and the cloud and real devices, but for communication between the toolbox and actual resources, CoAP is used. Finally, a smart home case study has been implemented and presented in order to assess the effectiveness of the proposed work. PMID:29415450

Design and Implementation of Cloud-Centric Configuration Repository for DIY IoT Applications.

PubMed

Ahmad, Shabir; Hang, Lei; Kim, Do Hyeun

2018-02-06

The Do-It-Yourself (DIY) vision for the design of a smart and customizable IoT application demands the involvement of the general public in its development process. The general public lacks the technical knowledge for programming state-of-the-art prototyping and development kits. The latest IoT kits, for example, Raspberry Pi, are revolutionizing the DIY paradigm for IoT, and more than ever, a DIY intuitive programming interface is required to enable the masses to interact with and customize the behavior of remote IoT devices on the Internet. However, in most cases, these DIY toolkits store the resultant configuration data in local storage and, thus, cannot be accessed remotely. This paper presents the novel implementation of such a system, which not only enables the general public to customize the behavior of remote IoT devices through a visual interface, but also makes the configuration available everywhere and anytime by leveraging the power of cloud-based platforms. The interface enables the visualization of the resources exposed by remote embedded resources in the form of graphical virtual objects (VOs). These VOs are used to create the service design through simple operations like drag-and-drop and the setting of properties. The configuration created as a result is maintained as an XML document, which is ingested by the cloud platform, thus making it available to be used anywhere. We use the HTTP approach for the communication between the cloud and IoT toolbox and the cloud and real devices, but for communication between the toolbox and actual resources, CoAP is used. Finally, a smart home case study has been implemented and presented in order to assess the effectiveness of the proposed work.

Theory of concentration dependence in drag reduction by polymers and of the maximum drag reduction asymptote.

PubMed

Benzi, Roberto; Ching, Emily S C; Horesh, Nizan; Procaccia, Itamar

2004-02-20

A simple model of the effect of polymer concentration on the amount of drag reduction in turbulence is presented, simulated, and analyzed. The qualitative phase diagram of drag coefficient versus Reynolds number (Re) is recaptured in this model, including the theoretically elusive onset of drag reduction and the maximum drag reduction (MDR) asymptote. The Re-dependent drag and the MDR are analytically explained, and the dependence of the amount of drag on material parameters is rationalized.

Pressure Mapping and Efficiency Analysis of an EPPLER 857 Hydrokinetic Turbine

NASA Astrophysics Data System (ADS)

Clark, Tristan

A conceptual energy ship is presented to provide renewable energy. The ship, driven by the wind, drags a hydrokinetic turbine through the water. The power generated is used to run electrolysis on board, taking the resultant hydrogen back to shore to be used as an energy source. The basin efficiency (Power/thrust*velocity) of the Hydrokinetic Turbine (HTK) plays a vital role in this process. In order to extract the maximum allowable power from the flow, the blades need to be optimized. The structural analysis of the blade is important, as the blade will undergo high pressure loads from the water. A procedure for analysis of a preliminary Hydrokinetic Turbine blade design is developed. The blade was designed by a non-optimized Blade Element Momentum Theory (BEMT) code. Six simulations were run, with varying mesh resolution, turbulence models, and flow region size. The procedure was developed that provides detailed explanation for the entire process, from geometry and mesh generation to post-processing analysis tools. The efficiency results from the simulations are used to study the mesh resolution, flow region size, and turbulence models. The results are compared to the BEMT model design targets. Static pressure maps are created that can be used for structural analysis of the blades.

The clinician in the driver's seat: part 2 - intelligent uses of space in a drag/drop user-composable electronic health record.

PubMed

Senathirajah, Yalini; Kaufman, David; Bakken, Suzanne

2014-12-01

User-composable approaches provide clinicians with the control to design and assemble information elements on screen via drag/drop. They hold considerable promise for enhancing the electronic-health-records (EHRs) user experience. We previously described this novel approach to EHR design and our illustrative system, MedWISE. The purpose of this paper is to describe clinician users' intelligent uses of space during completion of real patient case studies in a laboratory setting using MedWISE. Thirteen clinicians at a quaternary academic medical center used the system to review four real patient cases. We analyzed clinician utterances, behaviors, screen layouts (i.e., interface designs), and their perceptions associated with completing patient case studies. Clinicians effectively used the system to review all cases. Two coding schemata pertaining to human-computer interaction and diagnostic reasoning were used to analyze the data. Users adopted three main interaction strategies: rapidly gathering items on screen and reviewing ('opportunistic selection' approach); creating highly structured screens ('structured' approach); and interacting with small groups of items in sequence as their case review progressed ('dynamic stage' approach). They also used spatial arrangement in ways predicted by theory and research on workplace spatial arrangement. This includes assignment of screen regions for particular purposes (24% of spatial codes), juxtaposition to facilitate calculation or other cognitive tasks ('epistemic action'), and grouping elements with common meanings or relevance to the diagnostic facets of the case (20.3%). A left-to-right progression of orienting materials, data, and action items or reflection space was a commonly observed pattern. Widget selection was based on user assessment of what information was useful or relevant. We developed and tested an illustrative system that gives clinicians greater control of the EHR, and demonstrated its feasibility for case review by typical clinicians. Producing the simplifying inventions, such as user-composable platforms that shift control to the user, may serve to promote productive EHR use and enhance its value as an instrument of patient care. Copyright © 2014 Elsevier Inc. All rights reserved.

The Clinician in the Driver’s Seat: Part 2 – Intelligent Uses of Space in a Drag/Drop User-Composable Electronic Health Record

PubMed Central

Senathirajah, Yalini; Kaufman, David; Bakken, Suzanne

2018-01-01

User-composable approaches provide clinicians with the control to design and assemble information elements on screen via drag/drop. They hold considerable promise for enhancing the electronic-health-records (EHRs) user experience. We previously described this novel approach to EHR design and our illustrative system, MedWISE. The purpose of this paper is to describe clinician users’ intelligent uses of space during completion of real patient case studies in a laboratory setting using MedWISE. Thirteen clinicians at a quaternary academic medical center used the system to review four real patient cases. We analyzed clinician utterances, behaviors, screen layouts (i.e., interface designs), and their perceptions associated with completing patient case studies. Clinicians effectively used the system to review all cases. Two coding schemata pertaining to human-computer interaction and diagnostic reasoning were used to analyze the data. Users adopted three main interaction strategies: rapidly gathering items on screen and reviewing (‘opportunistic selection’ approach); creating highly structured screens (‘structured’ approach); and interacting with small groups of items in sequence as their case review progressed (‘dynamic stage’ approach). They also used spatial arrangement in ways predicted by theory and research on workplace spatial arrangement. This includes assignment of screen regions for particular purposes (24% of spatial codes), juxtaposition to facilitate calculation or other cognitive tasks (‘epistemic action’), and grouping elements with common meanings or relevance to the diagnostic facets of the case (20.3%). A left-to-right progression of orienting materials, data, and action items or reflection space was a commonly observed pattern. Widget selection was based on user assessment of what information was useful or relevant. We developed and tested an illustrative system that gives clinicians greater control of the EHR, and demonstrated its feasibility for case review by typical clinicians. Producing the simplifying inventions, such as user-composable platforms that shift control to the user, may serve to promote productive EHR use and enhance its value as an instrument of patient care. PMID:25445921

The design of the Comet streamliner: An electric land speed record motorcycle

NASA Astrophysics Data System (ADS)

McMillan, Ethan Alexander

The development of the land speed record electric motorcycle streamliner, the Comet, is discussed herein. Its design process includes a detailed literary review of past and current motorcycle streamliners in an effort to highlight the main components of such a vehicle's design, while providing baseline data for performance comparisons. A new approach to balancing a streamliner at low speeds is also addressed, a system henceforth referred to as landing gear, which has proven an effective means for allowing the driver to control the low speed instabilities of the vehicle with relative ease compared to tradition designs. This is accompanied by a dynamic stability analysis conducted on a test chassis that was developed for the primary purpose of understanding the handling dynamics of streamliners, while also providing a test bed for the implementation of the landing gear system and a means to familiarize the driver to the operation and handling of such a vehicle. Data gathered through the use of GPS based velocity tracking, accelerometers, and a linear potentiometer provided a means to validate a dynamic stability analysis of the weave and wobble modes of the vehicle through linearization of a streamliner model developed in the BikeSIM software suite. Results indicate agreement between the experimental data and the simulation, indicating that the conventional recumbent design of a streamliner chassis is in fact highly stable throughout the performance envelope beyond extremely low speeds. A computational fluid dynamics study was also performed, utilized in the development of the body of the Comet to which a series of tests were conducted in order to develop a shape that was both practical to transport and highly efficient. By creating a hybrid airfoil from a NACA 0018 and NACA 66-018, a drag coefficient of 0.1 and frontal area of 0.44 m2 has been found for the final design. Utilizing a performance model based on the proposed vehicle's motor, its rolling resistance, and the body's aerodynamic drag, the top speed is predicted at 226 mph. Further design considerations are also addressed, including the development of the component level layout of the motorcycle, weighing factors such as safety and ease of fabrication with that of performance and accessibility. At the time of composition, the Comet had started the fabrication process, and it is the intent of the author that the finished product competes in the 2016 Bonneville Motorcycle Speed Trials to set the first world record for a single track electric motorcycle streamliner.

Applied magnetism: A supply-driven materials challenge

DOE Office of Scientific and Technical Information (OSTI.GOV)

Rios, Orlando; McCall, Scott K.

Permanent magnets are important in many green energy technologies including wind turbine generators and hybrid-electric vehicle motors. For these applications, volume and weight are important factors driving the overall design, and therefore a high energy density, or energy product, is an important figure of merit. This quantity defines the magnetic energy contained in a given volume of material, and so higher energy density magnets enable smaller, lighter applications. Currently, the most powerful magnets suitable for commercial purposes contain rare earth elements (REE), usually neodymium and dysprosium in the neodymium-iron-boride class of magnets. However, for select applications, often requiring high temperatures,more » samarium cobalt is the alloy of choice. These magnets have energy densities several times greater than their nearest non-REE-based competitor, which for some applications is the defining factor in creating a viable device. The global supply of these REE is overwhelmingly produced in China, which in 2015 mined more than ten times as much as the next largest producer (Australia). Such market domination effectively creates a single source of supply, leaving industries which rely on REE consumption susceptible to price shocks and supply disruptions of these critical materials. Furthermore, this supply sensitivity may act as a drag on the adaptation rate of green energy technologies, particularly for large-scale users.« less

Applied magnetism: A supply-driven materials challenge

DOE PAGES

Rios, Orlando; McCall, Scott K.

2016-05-27

Permanent magnets are important in many green energy technologies including wind turbine generators and hybrid-electric vehicle motors. For these applications, volume and weight are important factors driving the overall design, and therefore a high energy density, or energy product, is an important figure of merit. This quantity defines the magnetic energy contained in a given volume of material, and so higher energy density magnets enable smaller, lighter applications. Currently, the most powerful magnets suitable for commercial purposes contain rare earth elements (REE), usually neodymium and dysprosium in the neodymium-iron-boride class of magnets. However, for select applications, often requiring high temperatures,more » samarium cobalt is the alloy of choice. These magnets have energy densities several times greater than their nearest non-REE-based competitor, which for some applications is the defining factor in creating a viable device. The global supply of these REE is overwhelmingly produced in China, which in 2015 mined more than ten times as much as the next largest producer (Australia). Such market domination effectively creates a single source of supply, leaving industries which rely on REE consumption susceptible to price shocks and supply disruptions of these critical materials. Furthermore, this supply sensitivity may act as a drag on the adaptation rate of green energy technologies, particularly for large-scale users.« less

Transonic airfoil design for helicopter rotor applications

NASA Technical Reports Server (NTRS)

Hassan, Ahmed A.; Jackson, B.

1989-01-01

Despite the fact that the flow over a rotor blade is strongly influenced by locally three-dimensional and unsteady effects, practical experience has always demonstrated that substantial improvements in the aerodynamic performance can be gained by improving the steady two-dimensional charateristics of the airfoil(s) employed. The two phenomena known to have great impact on the overall rotor performance are: (1) retreating blade stall with the associated large pressure drag, and (2) compressibility effects on the advancing blade leading to shock formation and the associated wave drag and boundary-layer separation losses. It was concluded that: optimization routines are a powerful tool for finding solutions to multiple design point problems; the optimization process must be guided by the judicious choice of geometric and aerodynamic constraints; optimization routines should be appropriately coupled to viscous, not inviscid, transonic flow solvers; hybrid design procedures in conjunction with optimization routines represent the most efficient approach for rotor airfroil design; unsteady effects resulting in the delay of lift and moment stall should be modeled using simple empirical relations; and inflight optimization of aerodynamic loads (e.g., use of variable rate blowing, flaps, etc.) can satisfy any number of requirements at design and off-design conditions.

Neutral Orbital Altitude Density Effects on the International Space Station

NASA Technical Reports Server (NTRS)

Smith, O.E.; Adelfang, S. I.; Smith, R. E.

1997-01-01

One of the design requirements of the International Space Station (ISS) is that each year accelerations of one micro-g cannot be exceeded at the ISS internal payload location for 6 periods of not less than 30 consecutive days. Although there are other causes, this study deals only with the accelerations caused by atmospheric drag. The critical ambient neutral density, computed using the Marshall Engineering Thermosphere Model, required to produce accelerations of one micro-g on the ISS, is estimated using an atmospheric drag acceleration equation. Results show that the design requirements may be difficult to meet during periods of extremely high solar activity; the planned reboost and altitude strategies for the ISS may have to be revised to allow for the uncertainty in the prediction of neutral atmospheric density within the 100-day period established for orbital decay before reboost.

Design modification of airfoil by integrating sinusoidal leading edge and dimpled surface

NASA Astrophysics Data System (ADS)

Masud, M. H.; Naim-Ul-Hasan, Arefin, Amit Md. Estiaque; Joardder, Mohammad U. H.

2017-06-01

Airfoil is widely used for aircraft wings and blades of helicopters, turbines, propellers, fans and compressors. Many researches have been conducted on focusing the leading edge, surface and trailing edge of airfoil in order to maximize airfoil lift and to reduce drag. Literature shows that using protuberances along the leading edge of NACA 2412, it is possible to attain better performance from the baseline. Besides, the inward dimpled surface of NACA 0018 produces lesser drag at a positive angle of attacks. However, there is no literature that integrates sinusoidal leading edge and dimpled to attain the benefits of the both. In this study, simulation has been done for design improvement of airfoil by integrating sinusoidal leading edge and dimpled surface. Simulations have been run using finite element method environment. Significant improvement has been observed from the simulation results.

The application of CFD for military aircraft design at transonic speeds

NASA Technical Reports Server (NTRS)

Smith, C. W.; Braymen, W. W.; Bhateley, I. C.; Londenberg, W. K.

1989-01-01

Numerous computational fluid dynamics (CFD) codes are available that solve any of several variations of the transonic flow equations from small disturbance to full Navier-Stokes. The design philosophy at General Dynamics Fort Worth Division involves use of all these levels of codes, depending on the stage of configuration development. Throughout this process, drag calculation is a central issue. An overview is provided for several transonic codes and representative test-to-theory comparisons for fighter-type configurations are presented. Correlations are shown for lift, drag, pitching moment, and pressure distributions. The future of applied CFD is also discussed, including the important task of code validation. With the progress being made in code development and the continued evolution in computer hardware, the routine application of these codes for increasingly more complex geometries and flow conditions seems apparent.

Aerodynamic Characterization of New Parachute Configurations for Low-Density Deceleration

NASA Technical Reports Server (NTRS)

Tanner, Christopher L.; Clark, Ian G.; Gallon, John C.; Rivellini, Tommaso P.; Witkowski, Allen

2013-01-01

The Low Density Supersonic Decelerator project performed a wind tunnel experiment on the structural design and geometric porosity of various sub-scale parachutes in order to inform the design of the 110ft nominal diameter flight test canopy. Thirteen different parachute configurations, including disk-gap-band, ring sail, disk sail, and star sail canopies, were tested at the National Full-scale Aerodynamics Complex 80- by 120-foot Wind Tunnel at NASA Ames Research Center. Canopy drag load, dynamic pressure, and canopy position data were recorded in order to quantify there lative drag performance and stability of the various canopies. Desirable designs would yield increased drag above the disk-gap-band with similar, or improved, stability characteristics. Ring sail parachutes were tested at geometric porosities ranging from 10% to 22% with most of the porosity taken from the shoulder region near the canopy skirt. The disk sail canopy replaced the rings lot portion of the ring sail canopy with a flat circular disk and wastested at geometric porosities ranging from 9% to 19%. The star sail canopy replaced several ringsail gores with solid gores and was tested at 13% geometric porosity. Two disk sail configurations exhibited desirable properties such as an increase of 6-14% in the tangential force coefficient above the DGB with essentially equivalent stability. However, these data are presented with caveats including the inherent differences between wind tunnel and flight behavior and qualitative uncertainty in the aerodynamic coefficients.