Engineering topics

Capone, F. J.

Publications and source records attributed to Capone, F. J..

At least 37 records · Page 2

NASA NTRS1981

Subsonic/supersonic nonvectored aeropropulsive characteristics of nonaxisymmetric nozzles installed on an F-18 model

An experimental program on a model of the F-18 airplane has been conducted to determine the performance of nonaxisymmetric nozzles relative to the aircraft's baseline axisymmetric nozzle at Mach numbers from 0.60 to 2.20. The performance of a two-dimensional convergent-divergent nozzle, a single expansion ramp nozzle (ADEN) and a wedge nozzle were compared to the baseline axisymmetric nozzles. The nonaxisymmetric nozzles (except ADEN) were designed for vectoring and reversing. The axisymmetric nozzle did not have these capabilities. The comparisons presented here are for the nozzles in their full forward thrust mode and for the aircraft at zero angle of attack. The results demonstrate that nonaxisymmetric nozzles can be installed on a close-spaced twin engine fighter with equal or higher performance than the axisymmetric nozzle over the range of Mach numbers tested.

Capone, F. J.↗

NASA NTRS1981

Aeropropulsive characteristics of twin nonaxisymmetric vectoring nozzles installed with forward-swept and aft-swept wings

An investigation was conducted in the Langley 16 Foot Transonic Tunnel to determine the aeropropulsive characteristics of a single expansion ramp nozzle (SERN) and a two dimensional convergent divergent nozzle (2-D C-D) installed with both an aft swept and a forward swept wing. The SERN was tested in both an upright and an inverted position. The effects of thrust vectoring at nozzle vector angles from -5 deg to 20 deg were studied. This investigation was conducted at Mach numbers from 0.40 to 1.20 and angles of attack from -2.0 deg to 16 deg. Nozzle pressure ratio was varied from 1.0 (jet off) to about 9.0. Reynolds number based on the wing mean geometric chord varied from about 3 million to 4.8 million, depending upon free stream number.

Capone, F. J.↗

NASA NTRS1980

Investigation of axisymmetric and nonaxisymmetric nozzles installed on a 0.10 scale F-18 prototype airplane model

The Langley 16 foot transonic tunnel was used to investigate the afterbody/nozzle longitudinal aerodynamic characteristics of three different two dimensional nozzles and a base-line axisymmetric nozzle installed on a 0.10 scale model of the F-18 airplane. The effects of thrust vectoring and in-flight thrust reversing were also studied. Horizontal-tail deflections of 0 deg, -2 deg, and -5 deg were tested. Test data were obtained at static conditions and at Mach numbers from 0.60 to 1.20 over an angle-of-attack range from -2 deg to 10 deg. Nozzle pressure ratio was varied from jet off to about 10.

Capone, F. J.↗

NASA NTRS1980

Investigation of advanced thrust vectoring exhaust systems for high speed propulsive lift

The paper presents the results of a wind tunnel investigation conducted at the NASA-Langley research center to determine thrust vectoring/induced lift characteristics of advanced exhaust nozzle concepts installed on a supersonic tactical airplane model. Specific test objectives include: (1) basic aerodynamics of a wing body configuration, (2) investigation of induced lift effects, (3) evaluation of static and forward speed performance, and (4) the effectiveness of a canard surface to trim thrust vectoring/induced lift forces and moments.

Hutchison, R. A.↗

NASA NTRS1979

The nonaxisymmetric nozzle - It is for real

A review is made of the current status of the nonaxisymmetric nozzle from a technology standpoint. Some of the potential payoffs attributed to this class of nozzles installed on twin-engine high performance fighter aircraft are addressed. These payoffs include a reduction in cruise drag through improved integration and an increase in aircraft maneuverability and agility through the application of thrust vectoring and reversing. Improved takeoff and landing characteristics also are expected through the use of thrust vectoring and reversing. Stealth and survivability aspects of the aircraft can be increased through a reduction of nozzle infrared signature and radar cross section.

Capone, F. J.↗

NASA NTRS1979

Performance characteristics of a wedge nozzle installed on an F-18 propulsion wind tunnel model

The results of two-dimensional wedge non-axisymmetric nozzle (2D-AIN) tests to determine its performance relative to the baseline axisymmetric nozzle using an F-18 jet effects wind tunnel model are presented. Configurations and test conditions simulated forward thrust-minus drag, thrust vectoring/induced lift, and thrust reversing flight conditions from Mach .6 to 1.20 and attack angles up to 10 degrees. Results of the model test program indicate that non-axisymmetric nozzles can be installed on a twin engine fighter aircraft model with equivalent thrust minus drag performance as the baseline axisymmetric nozzles. Thrust vectoring capability of the non-axisymmetric nozzles provided significant jet-induced lift on the nozzle/aftbody and horizontal tail surfaces. Thrust reversing panels deployed from the 2D-AIN centerbody wedge were very effective for static and inflight operation

Petit, J. E.↗

NASA NTRS1979

Performance characteristics of nonaxisymmetric nozzles installed on the F-18 aircraft

The Langley Research Center has conducted an experimental program on a model of the F-18 airplane to determine the performance of nonaxisymmetric nozzles relative to the aircraft's baseline axisymmetric nozzle. The performance of a single expansion ramp (ADEN) and two-dimensional convergent-divergent (2-D C-D) nozzle were compared to the baseline axisymmetric nozzles. The effects of vectoring and reversing were also studied. Performance of a modified YF-17 airplane with the ADEN nozzle was also estimated. The results of this investigation indicate that nonaxisymmetric nozzles can be installed on a twin engine fighter airplane with equal or better performance than axisymmetric nozzles. The nonaxisymmetric nozzles also offer potential for innovative and improved aircraft maneuver through thrust vectoring and reversing. The YF-17/ADEN flown as a technology demonstrator would have reduced performance compared to an unmodified YF-17. However, on an equal aircraft weight basis, performance would essentially be equivalent. This study also showed that the YF-17 can serve as a testbed to validate nonaxisymmetric nozzle technology.

Capone, F. J.↗

NASA NTRS1978

Aerodynamic characteristics induced on a supercritical wing due to vectoring twin nozzles at Mach numbers from 0.40 to 0.95

The induced lift characteristics are studied for a vectored-thrust concept in which jet-exhaust nozzles were located in the fuselage at the wing trailing edge. The wing had a supercritical airfoil section. The investigation was conducted at Mach numbers from 0.4 to 0.95, angles of attack up to 14 deg, and thrust coefficients up to 0.35, and nozzle deflection angles of 0 deg and 30 deg. Separate force balances were used to determine both total aerodynamic and thrust forces alone which allowed for a direct measurement of jet turning angle at forward speeds. The Reynolds number per meter varied from 8.20 x 1 million to 12.80 x 1 million. The results show that the configuration with the supercritical wing generally had a better performance with respect to both lift augmentation and drag reduction than the same configuration with a 64 series airfoil.

Capone, F. J.↗

NASA NTRS1978

Longitudinal aerodynamic characteristics of a fighter model with a close-coupled canard at Mach numbers from 0.40 to 1.20

A Au aircraft model with a close-coupled canard mounted above the wing chord plane was considered. Model angle of attack was varied from -4 deg to 15 deg; canard incidence was varied from -5 deg to 18 deg; and selected canard and wing flap deflections were investigated. By using the canard incidence for trim, maximum trimmed lift-drag ratios of about 8.8, 7.7, and 4.7 were obtained at free-stream Mach numbers of 0.40, 0.90, and 1.20, respectively. At a lift coefficient of 0.60, model trim angle of attack could be varied over an incremental range between 3.0 deg and 3.8 deg, depending on Mach number, by different combinations of control settings. At high lift coefficients, larger trimmed lift-drag ratios were obtained by using the deflection capability of the canard leading- and trailing-edge flaps before increasing canard incidence angle.

Re, R. J.↗

NASA NTRS1978

Static performance of five twin-engine nonaxisymmetric nozzles with vectoring and reversing capability

Transonic tunnel test was performed to determine the static performance of five twin-engine nonaxisymmetric nozzles and a base-line axisymmetric nozzle at three nozzle power settings. Static thrust-vectoring and thrust-reversing performance were also determined. Nonaxisymmetric-nozzle concepts included two-dimensional convergent-divergent nozzles, wedge nozzles, and a nozzle with a single external-expansion ramp. All nonaxisymmetric nozzles had essentially the same statis performance as the axisymmetric nozzle. Effective thrust vectoring and reversing was also achieved.

Capone, F. J.↗

NASA NTRS1977

An investigation of a close-coupled canard as a direct side-force generator on a fighter model at Mach numbers from 0.40 to 0.90

The canard panels had 5 deg of dihedral and were deflected differentially or individually over an incidence range from 10 deg to -10 deg and a model angle-of-attack range from -4 deg to 15 deg. Significant side forces were generated in a transonic tunnel by differential and single canard-panel deflections over the Mach number and angle-of-attack ranges. The yawing moment resulting from the forward location of the generated side force would necessitate a vertical tail/rudder trim force which would augment the forebody side force and be of comparable magnitude. Incremental side forces, yawing moments, lift, and pitching moments due to single canard-panel deflections were additive; that is, their sums were essentially the same as the forces and moments produced by differential canard-panel deflections of the same magnitude. Differential and single canard-panel deflections produced negligible rolling moments over the Mach number and angle-of-attack ranges.

Re, R. J.↗

NASA NTRS1977

Static performance of vectoring/reversing non-axisymmetric nozzles

An experimental program sponsored by the Air Force Flight Dynamics Laboratory is currently in progress to determine the internal and installed performance characteristics of five different thrust vectoring/reversing non-axisymmetric nozzle concepts for tactical fighter aircraft applications. Internal performance characteristics for the five non-axisymmetric nozzles and an advanced technology axisymmetric baseline nozzle were determined in static tests conducted in January 1977 at the NASA-Langley Research Center. The non-axisymmetric nozzle models were tested at thrust deflection angles of up to 30 degrees from horizontal at throat areas associated with both dry and afterburning power. In addition, dry power reverse thrust geometries were tested for three of the concepts. The best designs demonstrated internal performance levels essentially equivalent to the baseline axisymmetric nozzle at unvectored conditions. The best designs also gave minimum performance losses due to vectoring, and reverse thrust levels up to 50% of maximum dry power forward thrust. The installed performance characteristics will be established based on wind tunnel testing to be conducted at Arnold Engineering Development Center in the fall of 1977.

Willard, C. M.↗

NASA NTRS1977

Performance of twin two-dimensional wedge nozzles including thrust vectoring and reversing effects at speeds up to Mach 2.20

Transonic tunnel and supersonic pressure tunnel tests were reformed to determine the performance characteristics of twin nonaxisymmetric or two-dimensional nozzles with fixed shrouds and variable-geometry wedges. The effects of thrust vectoring, reversing, and installation of various tails were also studied. The investigation was conducted statically and at flight speeds up to a Mach number of 2.20. The total pressure ratio of the simulated jet exhaust was varied up to approximately 26 depending on Mach number. The Reynolds number per meter varied up to 13.20 x 1 million. An analytical study was made to determine the effect on calculated wave drag by varying the mathematical model used to simulate nozzle jet-exhaust plume.

Capone, F. J.↗

NASA NTRS1976

A vectored-engine-over-wing propulsive-lift concept

An experimental investigation has been conducted to evaluate a unique engine-over-wing propulsive-life scheme for providing maneuver improvement in the subsonic-transonic speed regime. The concept combines the benefits of vectored thrust for added circulation and spanwise blowing for leading-edge-vortex augmentation so as to provide full angle-of-attack aerodynamic improvements. Results of a series of wind tunnel tests employing a powered research model illustrate the propulsive/aerodynamic features of the concept.

Bradley, R. G.↗

NASA NTRS1976

Effects of nozzle exit location and shape propulsion-induced aerodynamic characteristics due to vectoring twin nozzles at Mach numbers from 0.40 to 1.2

An investigation was conducted in the Langley 16-foot transonic tunnel to determine the induced lift characteristics of a vectored-thrust concept in which jet-exhaust nozzles were located in the fuselage at or near the wing trailing edge. The effects of moving twin rectangular nozzles rearward from the wing trailing edge and of round nozzles at the trailing edge only were studied at Mach numbers from 0.4 to 1.2, angles of attack up to 14 deg, and thrust coefficients up to 0.35. Nozzle deflection angle varied from 0 deg to 45 deg. Separate force balances were used to determine both total aerodynamic and thrust forces and thrust forces alone which allowed for a direct measurement of jet turning angle at forward speeds. The Reynolds number per meter varied from 8.20 x 1 million to 13.12 x 1 million.

Capone, F. J.↗

NASA NTRS1975

The effects on propulsion-induced aerodynamic forces of vectoring a partial-span rectangular jet at Mach numbers from 0.40 to 1.20

An investigation was conducted in the Langley 16-foot transonic tunnel to determine the induced lift characteristics of a vectored thrust concept in which a rectangular jet exhaust nozzle was located in the fuselage at the wing trailing edge. The effects of nozzle deflection angles of 0 deg to 45 deg were studied at Mach numbers from 0.4 to 1.2, at angles of attack up to 14 deg, and with thrust coefficients up to 0.35. Separate force balances were used to determine total aerodynamic and thrust forces as well as thrust forces which allowed a direct measurement of jet turning angle at forward speeds. Wing pressure loading and flow characteristics using oil flow techniques were also studied.

Capone, F. J.↗

NASA NTRS1975

A summary of experimental research on propulsive-lift concepts in the Langley 16-foot transonic tunnel

A summary of research on both conceptual and practical configurations in which the aircraft's powerplant is integrated to take advantage of propulsion-induced aerodynamics conducted in the Langley 16-foot transonic tunnel has been made. These investigations included: (1) vectoring a partial-span jet exhaust at a wing trailing edge; (2) thrust vectoring characteristics of a twin, two-dimensional variable-geometry wedge nozzle; (3) a jet exhaust/upper surface blowing concept for fighter aircraft; and (4) jets blowing over the wing. These studies indicate a potential for increasing maneuverability of fighter aircraft at high lift coefficients. With proper integration of the powerplant and the airframe, significant improvements in cruise performance of both fighter and transport aircraft are possible.

Capone, F. J.↗

NASA NTRS1975

Wind tunnel/flight data correlation for the Boeing 737-100 transport airplane

A brief wind-tunnel/flight data correlation for the Boeing 737-100 airplane was made. The results showed excellent agreement between wind-tunnel and flight trimmed drag polars at Mach numbers less than 0.67. The wind-tunnel data predicted larger drag increments due to compressibility and a lift-curve slope about 9 percent higher than flight.

Capone, F. J.↗