Transonic off-design drag and performance of an axisymmetric inlet with 40 percent internal contraction on design

An experimental investigation determined the drag and pressure performance of an axisymmetric supersonic inlet when operated in the transonic speed range. The inlet configuration was derived from a Mach 2.5 mixed compression inlet design with assumed variable geometry. At typical engine airflows the drag coefficient varied from 0.057 to 0.192 when the Mach number changed from 0.80 to 1.27. The presence of a wing simulator resulted in a sizable increase in total drag at Mach 1.2. This interference drag, which is roughly a 0.1 increase in drag coefficient, originates equally from an increase in both additive and cowl pressure drag

Drag coefficient of a liquid domain in a two-dimensional membrane

Using a hydrodynamic theory that incorporates a momentum decay mechanism, we calculate the drag coefficient of a circular liquid domain of finite viscosity moving in a two-dimensional membrane. We derive an analytical expression for the drag coefficient which covers the whole range of domain sizes. Several limiting expressions are discussed. The obtained drag coefficient decreases as the domain viscosity becomes smaller with respect to the outer membrane viscosity. This is because the flow induced in the domain acts to transport the fluid in the surrounding matrix more efficiently.Comment: 8 pages, 5 Figures. Accepted for publication in Eur. Phys. J.

The drag coefficient of cylindrical spacecraft in orbit at altitudes greater than 150 km

The spacecraft of the Geopotential Research Mission (GRM) are cylindrical in form and designed to fly with their longitudinal axes parallel to their direction of flight. The ratio of length to diameter of these spacecraft is roughly equal to 5.0. Other spacecraft previously flown had corresponding ratios roughly equal to 1.0, and therefore the drag produced by impacts on the lateral surfaces of those spacecraft was not as large as it will be on the GRM spacecraft. Since the drag coefficient is essentially the drag force divided by the frontal area in flight, lateral impacts, when taken into account make the GRM drag coefficient significantly larger than the coefficients used before for shorter spacecraft. A simple formula is derived for the drag coefficient of a cylindrical body flying with its long axis along the direction of flight, and it is used to estimate the drag for the GRM. The formula shows that the drag due to lateral surface impacts depends on the ratio of length-to-diameter and on a coefficient C sub LS (lateral surface impact coefficient) which can be determined from previous cylindrical spacecraft flown with the same attitude, or can be obtained from laboratory measurements of momentum accommodation coefficients

Transonic off-design drag and performance of three mixed-compression axisymmetric inlets

An experimental investigation was conducted to determine the off-design drag and pressure performance of three axisymmetric supersonic inlets in the transonic speed range. For typical engine airflows at Mach 0.8 the drag coefficient varied from 0.045 to 0.09; at Mach 1.2 the largest drag coefficient measured was 0.25. Below Mach 0.9 a lower drag resulted when all or at least part of the excess weight flow was spilled over the cowl rather than through the bypass doors; above Mach 1.1 the lowest drag was obtained by bypassing excess flow

Energy and momentum relaxation of heavy fermion in dense and warm plasma

We determine the drag and the momentum diffusion coefficients of heavy fermion in dense plasma. It is seen that in degenerate matter drag coefficient at the leading order mediated by transverse photon is proportional to $(E-\mu)^2$ while for the longitudinal exchange this goes as $(E-\mu)^3$. We also calculate the longitudinal diffusion coefficient to obtain the Einstein relation in a relativistic degenerate plasma. Finally, finite temperature corrections are included both for the drag and the diffusion coefficients.Comment: 8 pages, 1 eps figure, typos corrected and paragraphs rearranged. Accepted for publication in Physical Review

Two-dimensional flow of foam around an obstacle: force measurements

A Stokes experiment for foams is proposed. It consists in a two-dimensional flow of a foam, confined between a water subphase and a top plate, around a fixed circular obstacle. We present systematic measurements of the drag exerted by the flowing foam on the obstacle, \emph{versus} various separately controlled parameters: flow rate, bubble volume, bulk viscosity, obstacle size, shape and boundary conditions. We separate the drag into two contributions, an elastic one (yield drag) at vanishing flow rate, and a fluid one (viscous coefficient) increasing with flow rate. We quantify the influence of each control parameter on the drag. The results exhibit in particular a power-law dependence of the drag as a function of the bulk viscosity and the flow rate with two different exponents. Moreover, we show that the drag decreases with bubble size, and increases proportionally to the obstacle size. We quantify the effect of shape through a dimensioned drag coefficient, and we show that the effect of boundary conditions is small.Comment: 26 pages, 13 figures, resubmitted version to Phys. Rev.

Comparison of theoretical predicted longitudinal aerodynamic characteristics with full-scale wind tunnel data on the ATLIT airplane

An analytical method is presented for predicting the lift coefficient, the pitching moment coefficient, and the drag coefficient of light, twin-engine, propeller-driven airplanes. The method was applied to the Advanced Technology Light Twin-Engine airplane. The calculated characteristics were then correlated against full scale wind tunnel data. The analytical method was found to predict the drag and pitching moment fairly well. However, the lift prediction was extremely poor