An airfoil for general aviation applications

A new airfoil, the NLF(1)-0115, has been recently designed at the NASA Langley Research Center for use in general-aviation applications. During the development of this airfoil, special emphasis was placed on experiences and observations gleaned from other successful general-aviation airfoils. For example, the flight lift-coefficient range is the same as that of the turbulent-flow NACA 23015 airfoil. Also, although beneficial for reducing drag and having large amounts of lift, the NLF(1)-0115 avoids the use of aft loading which can lead to large stick forces if utilized on portions of the wing having ailerons. Furthermore, not using aft loading eliminates the concern that the high pitching-moment coefficient generated by such airfoils can result in large trim drags if cruise flaps are not employed. The NASA NLF(1)-0115 has a thickness of 15 percent. It is designed primarily for general-aviation aircraft with wing loadings of 718 to 958 N/sq m (15 to 20 lb/sq ft). Low profile drag as a result of laminar flow is obtained over the range from c sub l = 0.1 and R = 9x10(exp 6) (the cruise condition) to c sub l = 0.6 and R = 4 x 10(exp 6) (the climb condition). While this airfoil can be used with flaps, it is designed to achieve c(sub l, max) = 1.5 at R = 2.6 x 10(exp 6) without flaps. The zero-lift pitching moment is held at c sub m sub o = 0.055. The hinge moment for a .20c aileron is fixed at a value equal to that of the NACA 63 sub 2-215 airfoil, c sub h = 0.00216. The loss in c (sub l, max) due to leading edge roughness, rain, or insects at R = 2.6 x 10 (exp 6) is 11 percent as compared with 14 percent for the NACA 23015

The Effects of the Critical Ice Accretion on Airfoil and Wing Performance

In support of the NASA Lewis Modern Airfoils Ice Accretion Test Program, the University of Illinois at Urbana-Champaign provided expertise in airfoil design and aerodynamic analysis to determine the aerodynamic effect of ice accretion on modern airfoil sections. The effort has concentrated on establishing a design/testing methodology for "hybrid airfoils" or "sub-scale airfoils," that is, airfoils having a full-scale leading edge together with a specially designed and foreshortened aft section. The basic approach of using a full-scale leading edge with a foreshortened aft section was considered to a limited extent over 40 years ago. However, it was believed that the range of application of the method had not been fully exploited. Thus a systematic study was being undertaken to investigate and explore the range of application of the method so as to determine its overall potential

Experiments of Propeller-Induced Flow Effects on a Low-Reynolds-Number Wing

Novel findings are discussed in this paper that will be especially beneficial to designers and modelers of small-scale unmanned air vehicles and high-altitude long-endurance vehicles that both operate at low Reynolds numbers (Re = 50,000-300,000). Propeller-induced Oow effects in both tractor and pusher configurations on a recta ngular wing using the Wortmann FX 63-137 airfoil (a common low-Reynolds-number high-lift airfoil) are presented in this paper . Significant performance benefits can be found for a wing in the tractor configuration. Experiments, including trip tests and upper-surface oil Dow visualization, show and verify that the propeller slipstream induces early transition to turbulent Oow in the regions within the slipstrean1 and the premature fomiation of a separation bubble in the regions outside the slipstream. The result is a reduction of pressure drag and an increase in lift of the wing where lift-to-drag ratios arc as high as 10-12 (a maximum of\u27 70% increase in lift-to-drag ratio from a clean wing configuration) and are measured at both low and high angles of attack up to s tall (0-16 deg). Similar performance benefits are n ot observed in pusher configuration results where only increased local Oow velocity and varying inOow angle effects are apparent. Thus, contrary to the design rules for optimal performance of wings at high Reynolds number s, at low Reynolds numbers, a propeller in the tractor configuration exhibits significant performance improvements, especially in cruise configurations Oow angles of attack), as compared with a propeller in the pusher configuration or even a clean wing

Slipstream Measurements of Small-Scale Propellers at Low Reynolds Numbers

The continuing growth in the use of small UAVs has required the need to more fully understand the propellers that power them. Part of this understanding is the behavior of the propeller slipstream. Using a 7-hole probe, the slipstreams of several small-scale propellers (diameters of 4.2, 5, and 9 in) were measured in both static (V∞ = 0) and advancing-flow (V∞ \u3e 0) conditions at several locations downstream. For static conditions, as the slipstream expanded downstream, the maximum values of the axial and swirl velocities decreased. The general shape of the static slipstream was also found to be nearly the same for the propellers even though their planforms were different. During advancing-flow conditions, a contraction in the slipstream occurred by 0.5 diameters behind the propeller. Beyond that location, the size of the slipstream was relatively constant up to 3 diameters downstream (furthest distance measured). For advancing-flow slipstreams, the shape of the axial velocity distribution was observed to be dependent on the planform shape of the propeller. The static slipstream of a propeller-wing configuration showed that the slipstream portions above and below the wing moved away from each other towards opposite wing tips. However, the maximum axial and swirl velocities in the propeller-wing slipstream did not diminish compared with the isolated propeller slipstream

Performance Testing of APC Electric Fixed-Blade UAV Propellers

The increase in popularity of unmanned aerial vehicles (UAVs) has been driven by their use in civilian, education, government, and military applications. However, limited on-board energy storage significantly limits flight time and ultimately usability. The propulsion system plays a critical part in the overall energy consumption of the UAV; therefore, it is necessary to determine the most optimal combination of possible propulsion system components for a given mission profile, i.e., propellers, motors, and electronic speed controllers (ESC). Hundreds of options are available for the different components with little performance specifications available for most of them. APC Thin Electric propellers were identified as the most commonly used type of commercial-off-the-shelf propeller. However, little performance data exist in the open literature for the APC Thin Electric propellers with larger diameters. This paper describes the performance testing of 17 APC Thin Electric 2-bladed, fixed propellers with diameters of 12 to 21 in with various pitch values. The propellers were tested at rotation rates of 1,000 to 7,000 RPM and advancing flows of 8 to 80 ft/s, depending on the propeller and testing equipment limitations. Results are presented for the 17 propellers tested under static and advancing flow conditions with several key observations being discussed. The data produced will be available for download on the UIUC Propeller Data Site and on the Unmanned Aerial Vehicle Database

Static Performance Results of Propellers Used on Nano, Micro, and Mini Quadrotors

An increase in the number of small quadrotors has created the interest in having performance data on the propellers used by these aircraft. With an aircraft size less than 5 in and propellers diameters less than 3 in, these quadrotors are typically referred to mini, micro, or nano by hobbyists and manufacturers. The size of the propellers used on these aircraft operate at low Reynolds numbers that are typically less than 50,000 for diameters up to 3 in and less than 20,000 for diameters up to 2 in. Static performance testing of the propellers used on 11 small quadrotors was completed. For propellers with diameters less than 1.4 in, the torque produced was too small to accurately measure

Differential neuroproteomic and systems biology analysis of spinal cord injury

Acute spinal cord injury (SCI) is a devastating condition with many consequences and no known effective treatment. Although it is quite easy to diagnose traumatic SCI, the assessment of injury severity and projection of disease progression or recovery are often challenging, as no consensus biomarkers have been clearly identified. Here rats were subjected to experimental moderate or severe thoracic SCI. At 24h and 7d postinjury, spinal cord segment caudal to injury center versus sham samples was harvested and subjected to differential proteomic analysis. Cationic/anionic-exchange chromatography, followed by 1D polyacrylamide gel electrophoresis, was used to reduce protein complexity. A reverse phase liquid chromatography-tandem mass spectrometry proteomic platform was then utilized to identify proteome changes associated with SCI. Twenty-two and 22 proteins were up-regulated at 24 h and 7 day after SCI, respectively; whereas 19 and 16 proteins are down-regulated at 24 h and 7 day after SCI, respectively, when compared with sham control. A subset of 12 proteins were identified as candidate SCI biomarkers - TF (Transferrin), FASN (Fatty acid synthase), NME1 (Nucleoside diphosphate kinase 1), STMN1 (Stathmin 1), EEF2 (Eukaryotic translation elongation factor 2), CTSD (Cathepsin D), ANXA1 (Annexin A1), ANXA2 (Annexin A2), PGM1 (Phosphoglucomutase 1), PEA15 (Phosphoprotein enriched in astrocytes 15), GOT2 (Glutamic-oxaloacetic transaminase 2), and TPI-1 (Triosephosphate isomerase 1), data are available via ProteomeXchange with identifier PXD003473. In addition, Transferrin, Cathepsin D, and TPI-1 and PEA15 were further verified in rat spinal cord tissue and/or CSF samples after SCI and in human CSF samples from moderate/severe SCI patients. Lastly, a systems biology approach was utilized to determine the critical biochemical pathways and interactome in the pathogenesis of SCI. Thus, SCI candidate biomarkers identified can be used to correlate with disease progression or to identify potential SCI therapeutic targets

The distribution of the thermally tolerant symbiont lineage ( Symbiodinium clade D) in corals from Hawaii: correlations with host and the history of ocean thermal stress

Spatially intimate symbioses, such as those between scleractinian corals and unicellular algae belonging to the genus Symbiodinium, can potentially adapt to changes in the environment by altering the taxonomic composition of their endosymbiont communities. We quantified the spatial relationship between the cumulative frequency of thermal stress anomalies (TSAs) and the taxonomic composition of Symbiodinium in the corals Montipora capitata, Porites lobata, and Porites compressa across the Hawaiian archipelago. Specifically, we investigated whether thermally tolerant clade D Symbiodinium was in greater abundance in corals from sites with high frequencies of TSAs. We recovered 2305 Symbiodinium ITS2 sequences from 242 coral colonies in lagoonal reef habitats at Pearl and Hermes Atoll, French Frigate Shoals, and Kaneohe Bay, Oahu in 2007. Sequences were grouped into 26 operational taxonomic units (OTUs) with 12 OTUs associated with Montipora and 21 with Porites. Both coral genera associated with Symbiodinium in clade C, and these co-occurred with clade D in M. capitata and clade G in P. lobata. The latter represents the first report of clade G Symbiodinium in P. lobata. In M. capitata (but not Porites spp.), there was a significant correlation between the presence of Symbiodinium in clade D and a thermal history characterized by high cumulative frequency of TSAs. The endogenous community composition of Symbiodinium and an association with clade D symbionts after long-term thermal disturbance appear strongly dependent on the taxa of the coral host

Downwind Coning Concept Rotor for a 25 MW Offshore Wind Turbine

The size of offshore wind turbines over the next decade is expected to continually increase due to reduced balance of station costs per MW and also the higher wind energy at increased altitudes that can lead to higher capacity factors. However, there are challenges that may limit the degree of upscaling which is possible. In this paper, a two-bladed downwind turbine system is upscaled from 13.2 MW to 25 MW, by redesigning aerodynamics, structures, and controls. In particular, three 25 MW rotors have been developed: V1 is the upscaled model, V2 is a partial redesigned model, and V3 is a fully redesigned model. Despite their radically large sizes, it is found that these 25 MW turbine rotors satisfy this limited set of design drivers at the rated condition and that larger blade lengths are possible with cone-wise load-alignment. In addition, flapwise morphing (varying the cone angle with a wind-speed schedule) is investigated in terms of minimizing mean and fluctuating root bending loads using steady inflow proxies for the maximum and damage equivalent load moments. The resulting series of 25 MW rotors, which are the largest ever designed, can be a useful baseline for further development and assessment. </div