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  • 1
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    Subsonic and transonic low-Reynolds-number airfoils with reduced pitching moments (1992)
    In:  Other Sources
    Details
    Publication Date: 2011-08-24
    Keywords: AERODYNAMICS
    Type: Journal of Aircraft (ISSN 0021-8669); 29; 3, Ma; 297
    Format: text
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    NASA TECHNICAL REPORTS
  • 2
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    Euler and potential computational results for selected aerodynamic configurations (1990)
    In:  Other Sources
    Details
    Publication Date: 2011-08-19
    Description: A selection of CFD successes and failures is evaluated, on the basis of experimental data/CFD result correlations involving full-potential and Euler computations of the aerodynamics of four commercial transport wings and two low aspect ratio delta wings. An effort is made to ascertain optimum values for grid density and distribution, artificial dissipation, Courant-Friedrichs-Lewy number, enthalphy damping, and a multigrid scheme for each flow condition and configuration analyzed. It is demonstrated that CFD solutions can assist the experimentalist prior to a test by indicating the locations of high pressure gradients and projecting test condition limitations due to balance design limits.
    Keywords: AERODYNAMICS
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    NASA TECHNICAL REPORTS
  • 3
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    Transonic characteristics of a humped airfoil (1988)
    In:  Other Sources
    Details
    Publication Date: 2011-08-19
    Keywords: AERODYNAMICS
    Type: Journal of Aircraft (ISSN 0021-8669); 25; 673
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    NASA TECHNICAL REPORTS
  • 4
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    Measurements of local skin friction downstream of grit-type boundary-layer-transition trips at M equals 2.17 and zero heat transfer (1970)
    In:  Other Sources
    Details
    Publication Date: 2011-08-16
    Description: Supersonic skin friction measurements in grit type boundary layer transition trips with zero heat transfer
    Keywords: AERODYNAMICS
    Type: ; SEARCH(
    Format: text
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    NASA TECHNICAL REPORTS
  • 5
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    Application of numerical optimization to the design of advanced supercritical airfoils (1979)
    In:  CASI
    Details
    Publication Date: 2016-06-07
    Description: An application of numerical optimization to the design of advanced airfoils for transonic aircraft showed that low-drag sections can be developed for a given design Mach number without an accompanying drag increase at lower Mach numbers. This is achieved by imposing a constraint on the drag coefficient at an off-design Mach number while minimizing the drag coefficient at the design Mach number. This multiple design-point numerical optimization has been implemented with the use of airfoil shape functions which permit a wide range of attainable profiles during the optimization process. Analytical data for the starting airfoil shape, a single design-point optimized shape, and a double design-point optimized shape are presented. Experimental data obtained in the NASA Ames two-by two-foot wind tunnel are also presented and discussed.
    Keywords: AERODYNAMICS
    Type: NASA. Langley Res. Center Advanced Technol. Airfoil Res., Vol. 1, Pt. 1; p 315-325
    Format: application/pdf
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  • 6
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    Use of grit-type boundary-layer transition trips on wind-tunnel models (1966)
    In:  CASI
    Details
    Publication Date: 2019-05-30
    Description: Guidelines applicable to grit-type boundary layer transition trips near leading edges of wind tunnel models
    Keywords: AERODYNAMICS
    Type: NASA-TN-D-3579
    Format: application/pdf
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  • 7
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    An experimental study of the turbulent boundary layer on a transport wing in subsonic and transonic flow (1990)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Description: The upper surface boundary layer on a transport wing model was extensively surveyed with miniature yaw probes at a subsonic and a transonic cruise condition. Additional data were obtained at a second transonic test condition, for which a separated region was present at mid-semispan, aft of mid-chord. Significant variation in flow direction with distance from the surface was observed near the trailing edge except at the wing root and tip. The data collected at the transonic cruise condition show boundary layer growth associated with shock wave/boundary layer interaction, followed by recovery of the boundary layer downstream of the shock. Measurements of fluctuating surface pressure and wingtip acceleration were also obtained. The influence of flow field unsteadiness on the boundary layer data is discussed. Comparisons among the data and predictions from a variety of computational methods are presented. The computed predictions are in reasonable agreement with the experimental data in the outboard regions where 3-D effects are moderate and adverse pressure gradients are mild. In the more highly loaded mid-span region near the trailing edge, displacement thickness growth was significantly underpredicted, except when unrealistically severe adverse pressure gradients associated with inviscid calculations were used to perform boundary layer calculations.
    Keywords: AERODYNAMICS
    Type: NASA-TM-102206 , A-89194 , NAS 1.15:102206
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  • 8
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    An evaluation of three two-dimensional computational fluid dynamics codes including low Reynolds numbers and transonic Mach numbers (1991)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Description: Full-potential, Euler, and Navier-Stokes computational fluid dynamics (CFD) codes were evaluated for use in analyzing the flow field about airfoils sections operating at Mach numbers from 0.20 to 0.60 and Reynolds numbers from 500,000 to 2,000,000. The potential code (LBAUER) includes weakly coupled integral boundary layer equations for laminar and turbulent flow with simple transition and separation models. The Navier-Stokes code (ARC2D) uses the thin-layer formulation of the Reynolds-averaged equations with an algebraic turbulence model. The Euler code (ISES) includes strongly coupled integral boundary layer equations and advanced transition and separation calculations with the capability to model laminar separation bubbles and limited zones of turbulent separation. The best experiment/CFD correlation was obtained with the Euler code because its boundary layer equations model the physics of the flow better than the other two codes. An unusual reversal of boundary layer separation with increasing angle of attack, following initial shock formation on the upper surface of the airfoil, was found in the experiment data. This phenomenon was not predicted by the CFD codes evaluated.
    Keywords: AERODYNAMICS
    Type: NASA-TM-102840 , A-90202 , NAS 1.15:102840
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  • 9
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    Subsonic and transonic low-Reynolds-number airfoils with reduced pitching moments (1990)
    In:  Other Sources
    Details
    Publication Date: 2019-06-28
    Description: A subsonic and a transonic airfoil are presented for application in a high-altitude long-endurance aircraft and a very-high-altitude aircraft, respectively. The subsonic airfoil is designed for a lift coefficient c(l) = 1.4 at a chord Reynolds number Re = 700,000 and a very low Mach number. The transonic airfoil is designed for c(l) = 1.0 at Re = 500,000 and a transonic Mach number M = 0.7. Both airfoils are developed to perform as well or better than previously designed airfoils. However, the present airfoils are developed for a constrained pitching moment to reduce aircraft trim drag and to relieve, to some extent, the torsional loads in the typically high-aspect-ratio wings. The beneficial effects of a cruise flap and of boundary-layer transition control on the off-design performance characteristics are illustrated.
    Keywords: AERODYNAMICS
    Type: AIAA PAPER 90-3212
    Format: text
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  • 10
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    In-flight lift-drag characteristics for a forward-swept wing aircraft and comparisons with contemporary aircraft) (1994)
    In:  CASI
    Details
    Publication Date: 2019-06-28
    Description: Lift (L) and drag (D) characteristics have been obtained in flight for the X-29A airplane (a forward swept-wing demonstrator) for Mach numbers (M) from 0.4 to 1.3. Most of the data were obtained near an altitude of 30,000 ft. A representative Reynolds number for M = 0.9, and a pressure altitude of 30,000 ft, is 18.6 x 10(exp 6) based on the mean aerodynamic chord. The X-29A data (forward-swept wing) are compared with three high-performance fighter aircraft: the F-15C, F-16C, and F/A18. The lifting efficiency of the X-29A, as defined by the Oswald lifting efficiency factor, e, is about average for a cantilevered monoplane for M = 0.6 and angles of attack up to those required for maximum L/D. At M = 0.6 the level of L/D and e, as a function of load factor, for the X-29A was about the same as for the contemporary aircraft. The X-29A and its contemporaries have high transonic wave drag and equivalent parasite area compared with aircraft of the 1940's through 1960's.
    Keywords: AERODYNAMICS
    Type: NASA-TP-3414 , H-1913 , NAS 1.60:3414
    Format: application/pdf
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