Planform effects on the supersonic aerodynamics of multibody configurations

An experimental and theoretical investigation of the effect of planform on the supersonic aerodynamics of low-fineness-ratio multibody configurations was conducted. Longitudinal and lateral-directional aerodynamic and flow visualization data were obtained on three multibody configurations. The data indicated that planform has a small effect on the zero lift drag of a multibody configuration. The longitudinal data obtained at lifting conditions showed a sensitivity to planform shape. Lateral-directional data obtained for all configurations did not uncover any unusual stability traits for this class of configuration. A comparison study was also made between the planform effects observed on single-body and multibody configurations. Results from this study indicate that the multibody concept appears to offer a mechanism for employing a low-sweep wing with no significant increase in zero-lift drag but still retaining high-performance characteristics at high-lift conditions. Evaluation of the linear-theory prediction methods revealed a general inability of the methods to predict the characteristics of low-fineness-ratio geometries

Natural flow wing

The invention is a natural flow wing and a method for constructing the same. The method comprises contouring a three-dimensional upper surface and a three-dimensional lower surface of the natural flow wing independently of one another into a prescribed shape. Experimental data and theoretical analysis show that flow and pressure-loading over an upper surface of a wing tend to be conical about an apex of the wing, producing favorable and unfavorable regions of performance based on drag. The method reduces these unfavorable regions by shaping the upper surface such that the maximum thickness near a tip of the natural flow wing moves aft, thereby, contouring the wing to coincide more closely with the conical nature of the flow on the upper surface. Nearly constant compressive loading characterizes the flow field over a lower surface of the conventional wing. Magnitude of these compressive pressures on the lower surface depends on angle of attack and on a streamwise curvature of the lower surface of the wing and not on a cross-sectional spanwise curvature. The method, thereby, shapes the lower surface to create an area as large as possible with negative slopes. Any type of swept wing may be used to obtain the final, shaped geometry of the upper and lower surfaces of the natural flow wing

Study of lee-side flows over conically cambered delta wings at supersonic speeds, part 1

An experimental investigation was performed in which surface pressure data, flow visualization data, and force and moment data were obtained on four conical delta wing models which differed in leading-edge camber only. Wing leading-edge camber was achieved through a deflection of the outboard 30% of the local wind semispan of a reference 75 degrees swept flat delta wing. The four wing models have leading-edge deflection angles delta sub F of 0, 5, 10, and 15 degrees measured streamwise. Data for the wings with delta sub F = 10 and 15 degrees showed that hinge-line separation dominated the lee-side wing loading and prohibited the develpment of leading-edge separation on the deflected portion of wing leading edge. However, data for the wing with delta sub F = 5 degrees, a vortex was positioned on the deflected leading edge with reattachment at the hinge line. Flow visualization results were presented which detail the influence of Mach number, angle of attack, and camber on the lee-side flow characteristics of conically cambered delta wings. Analysis of photgraphic data identified the existence of 12 distinctive lee-side flow types. In general, the aerodynamic force and moment data correlated well with the pressure and flow visualization data

The natural flow wing-design concept

A wing-design study was conducted on a 65 degree swept leading-edge delta wing in which the wing geometry was modified to take advantage of the naturally occurring flow that forms over a slender wing in a supersonic flow field. Three-dimensional nonlinear analysis methods were used in the study which was divided into three parts: preliminary design, initial design, and final design. In the preliminary design, the wing planform, the design conditions, and the near-conical wing-design concept were derived, and a baseline standard wing (conventional airfoil distribution) and a baseline near-conical wing were chosen. During the initial analysis, a full-potential flow solver was employed to determine the aerodynamic characteristics of the baseline standard delta wing and to investigate modifications to the airfoil thickness, leading-edge radius, airfoil maximum-thickness position, and wing upper to lower surface asymmetry on the baseline near-conical wing. The final design employed an Euler solver to analyze the best wing configurations found in the initial design and to extend the study of wing asymmetry to develop a more refined wing. Benefits resulting from each modification are discussed, and a final 'natural flow' wing geometry was designed that provides an improvement in aerodynamic performance compared with that of a baseline conventional uncambered wing, linear-theory cambered wing, and near-conical wing

Stability-Augmentation Devices for Miniature Aircraft

Non-aerodynamic mechanical devices are under consideration as means to augment the stability of miniature autonomous and remotely controlled aircraft. Such aircraft can be used for diverse purposes, including military reconnaissance, radio communications, and safety-related monitoring of wide areas. The need for stability-augmentation devices arises because adverse meteorological conditions generally affect smaller aircraft more strongly than they affect larger aircraft: Miniature aircraft often become uncontrollable under conditions that would not be considered severe enough to warrant grounding of larger aircraft. The need for the stability-augmentation devices to be non-aerodynamic arises because there is no known way to create controlled aerodynamic forces sufficient to counteract the uncontrollable meteorological forces on miniature aircraft. A stability-augmentation device of the type under consideration includes a mass pod (a counterweight) at the outer end of a telescoping shaft, plus associated equipment to support the operation of the aircraft. The telescoping shaft and mass pod are stowed in the rear of the aircraft. When deployed, they extend below the aircraft. Optionally, an antenna for radio communication can be integrated into the shaft. At the time of writing this article, the deployment of the telescoping shaft and mass pod was characterized as passive and automatic, but information about the deployment mechanism(s) was not available. The feasibility of this stability-augmentation concept was demonstrated in flights of hand-launched prototype aircraft

Influence of airfoil geometry on delta wing leading-edge vortices and vortex-induced aerodynamics at supersonic speeds

An assessment of the influence of airfoil geometry on delta wing leading edge vortex flow and vortex induced aerodynamics at supersonic speeds is discussed. A series of delta wing wind tunnel models were tested over a Mach number range from 1.7 to 2.0. The model geometric variables included leading edge sweep and airfoil shape. Surface pressure data, vapor screen, and oil flow photograph data were taken to evaluate the complex structure of the vortices and shocks on the family of wings tested. The data show that airfoil shape has a significant impact on the wing upper surface flow structure and pressure distribution, but has a minimal impact on the integrated upper surface pressure increments

Base passive porosity for vehicle drag reduction

A device for controlling drag on a ground vehicle. The device consists of a porous skin or skins mounted on the trailing surface and/or aft portions of the ground vehicle. The porous skin is separated from the vehicle surface by a distance of at least the thickness of the porous skin. Alternately, the trailing surface, sides, and/or top surfaces of the ground vehicle may be porous. The device minimizes the strength of the separation in the base and wake regions of the ground vehicle, thus reducing drag

Confinement of the Sun's interior magnetic field: some exact boundary-layer solutions

High-latitude laminar confinement of the Sun's interior magnetic field is shown to be possible, as originally proposed by Gough and McIntyre (1998) but contrary to a recent claim by Brun and Zahn (A&A 2006). Mean downwelling as weak as 2x10^-6cm/s -- gyroscopically pumped by turbulent stresses in the overlying convection zone and/or tachocline -- can hold the field in advective-diffusive balance within a confinement layer of thickness scale ~ 1.5Mm ~ 0.002 x (solar radius) while transmitting a retrograde torque to the Ferraro-constrained interior. The confinement layer sits at the base of the high-latitude tachocline, near the top of the radiative envelope and just above the `tachopause' marking the top of the helium settling layer. A family of exact, laminar, frictionless, axisymmetric confinement-layer solutions is obtained for uniform downwelling in the limit of strong rotation and stratification. A scale analysis shows that the flow is dynamically stable and the assumption of laminar flow realistic. The solution remains valid for downwelling values of the order of 10^-5cm/s but not much larger. This suggests that the confinement layer may be unable to accept a much larger mass throughput. Such a restriction would imply an upper limit on possible internal field strengths, perhaps of the order of hundreds of gauss, and would have implications also for ventilation and lithium burning. The solutions have interesting chirality properties not mentioned in the paper owing to space restrictions, but described at http://www.atmos-dynamics.damtp.cam.ac.uk/people/mem/papers/SQBO/solarfigure.htmlComment: 6 pages, 3 figures, to appear in conference proceedings: Unsolved Problems in Stellar Physic

SweetSpot: Near-Infrared Observations of Thirteen Type Ia Supernovae from a New NOAO Survey Probing the Nearby Smooth Hubble Flow

We present 13 Type Ia supernovae (SNe Ia) observed in the restframe near-infrared (NIR) from 0.02 < z < 0.09 with the WIYN High-resolution Infrared Camera (WHIRC) on the WIYN 3.5-m telescope. With only 1-3 points per light curve and a prior on the time of maximum from the spectrum used to type the object we measure an H-band dispersion of spectroscopically normal SNe Ia of 0.164 mag. These observations continue to demonstrate the improved standard brightness of SNe Ia in H-band even with limited data. Our sample includes two SNe Ia at z ~ 0.09, which represent the most distant restframe NIR H-band observations published to date. This modest sample of 13 NIR SNe Ia represent the pilot sample for "SweetSpot" - a three-year NOAO Survey program that will observe 144 SNe Ia in the smooth Hubble flow. By the end of the survey we will have measured the relative distance to a redshift of z ~ 0.05 to 1%. Nearby Type Ia supernova (SN Ia) observations such as these will test the standard nature of SNe Ia in the restframe NIR, allow insight into the nature of dust, and provide a critical anchor for future cosmological SN Ia surveys at higher redshift.Comment: 36 pages, 8 figures, Submitted to Ap

The African Lungfish (\u3cem\u3eProtopterus dolloi\u3c/em\u3e): Ionoregulation and Osmoregulation in a Fish out of Water

Although urea production and metabolism in lungish have been thoroughly studied, we have little knowledge of how internal osmotic and electrolyte balance are controlled during estivation or in water. We tested the hypothesis that, compared with the body surface of teleosts, the slender African lungfish (Protopterus dolloi) body surface was relatively impermeable to water, Na+ and Cl- due to its greatly reduced gills. Accordingly, we measured the tritiated water (3H-H2O) flux in P. dolloi in water and during air exposure. In water, 3H-H2O efflux was comparable with the lowest measurements reported in freshwater teleosts, with a rate constant (K) of 17.6% body water h-1. Unidirectional ion fluxes, measured using 22Na+ and 36Cl-, indicated that Na+ and Cl- influx was more than 90% lower than values reported in most freshwater teleosts. During air exposure, a cocoon formed within 1 wk that completely covered the dorsolateral body surface. However, there were no disturbances to blood osmotic or ion (Na+, Cl-) balance, despite seven- to eightfold increases in plasma urea after 20 wk. Up to 13-fold increases in muscle urea (on a dry-weight basis) were the likely explanation for the 56% increase in muscle water content observed after 20 wk of air exposure. The possibility that muscle acted as a “water reservoir” during air exposure was supported by the 20% decline in body mass observed during subsequent reimmersion in water. This decline in body mass was equivalent to 28 mL water in a 100-g animal and was very close to the calculated net water gain (approximately 32 mL) observed during the 20-wk period of air exposure. Tritiated water and unidirectional ion fluxes on air-exposed lungfish revealed that the majority of water and ion exchange was via the ventral body surface at rates that were initially similar to aquatic rates. The 3H-H2O flux declined over time but increased upon reimmersion. We conclude that the slender lungfish body surface, including the gills, has relatively low permeability to water and ions but that the ventral surface is an important site of osmoregulation and ionoregulation. We further propose that an amphibian-like combination of ventral skin water and ion permeability, plus internal urea accumulation during air exposure, allows P. dolloi to extract water from its surroundings and to store water in the muscle when the water supply becomes limited