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Longitudinal, lateral, and directional stability and control characteristics of lifting entry vehicle at Mach number of 19
Tests were made in the Langley 16-foot transonic tunnel to determine the longitudinal and lateral stability and control characteristics and aileron hinge moments of a 0.087 scale model of a supercritical-wing research aircraft. Mach number was varied from 0.90 to 1.30 at a Reynolds number of approximately 2.4 million; angle of attack was varied from -8 degrees to 14 degrees; and angle of sideslip was set at about -5.5 degrees, 0 degrees, and 5.5 degrees. Aileron hinge moments were obtained at deflection angles of -15 degrees to 15 degrees. Aileron, horizontal-tail, and rudder effectiveness parameters were determined.
This paper reports on the model, test, and results from the Langley Supersonic Aftbody Closure wind tunnel test. This project is an experimental evaluation of the 1.5% Technology Concept Aircraft (TCA) aftbody closure model (Model 23) in the Langley Unitary Plan Wind Tunnel. The baseline TCA design is the result of a multidisciplinary, multipoint optimization process and was developed using linear design and analysis methods, supplemented with Euler and Navier-Stokes numerical methods. After a thorough design review, it was decided to use an upswept blade attached to the forebody as the mounting system. Structural concerns dictated that a wingtip support system would not be feasible. Only the aftbody part of the model is metric. The metric break was chosen to be at the fuselage station where prior aft-sting supported models had been truncated. Model 23 is thus a modified version of Model 20. The wing strongback, flap parts, and nacelles from Model 20 were used, whereas new aftbodies, a common forebody, and some new tails were fabricated. In summary, significant differences in longitudinal and direction stability and control characteristics between the ABF and ABB aftbody geometries were measured. Correcting the experimental data obtained for the TCA configuration with the flared aftbody to the representative of the baseline TCA closed aftbody will result in a significant reduction in longitudinal stability, a moderate reduction in stabilizer effectiveness and directional stability, and a moderate to significant reduction in rudder effectiveness. These reductions in the stability and control effectiveness levels of the baseline TCA closed aftbody are attributed to the reduction in carry-over area.
High angle-of-attack aerodynamic data are analyzed for a strake-canard-wing V/STOL fighter configuration. The configuration represents a twin-engine supersonic V/STOL fighter aircraft which uses four longitudinal thrust-augmenting ejectors to provide vertical lift. The data were obtained in tests of a 9.39 percent scale model of the configuration in the NASA Ames 12-Foot Pressure Wind Tunnel, at a Mach number of 0.2. Trimmed aerodynamic characteristics, longitudinal control power, longitudinal and lateral/directional stability, and effects of alternate strake and canard configurations are analyzed. The configuration could not be trimmed (power-off) above 12 deg angle of attack because of the limited pitch control power and the high degree of longitudinal instability (28 percent) at this Mach number. Aerodynamic center location was found to be controllable by varying strake size and canard location without significantly affecting lift and drag. These configuration variations had relatively little effect on the lateral/directional stability up to 10 deg angle of attack.
Optimum values of pitch rate damping, longitudinal control and speed stability for vertical takeoff aircraft /helicopters/ using pilot ratings
An airplane stall proofing system utilizing a spoiler was investigated for application on a low wing airplane representative of typical general aviation aircraft. Tests of the full scale airplane were conducted in the NASA Langley 30 x 60 foot full scale wind tunnel. The test velocity was 86 feet per second, corresponding to a Reynolds number of 2.20 million. The stall proofing capability of the spoiler is shown and a theoretical approach to the design of the spoiler and analysis of the spoiler's contribution to the airplane's trim and longitudinal stability is verified. Controlled spoiler deployment in a narrow angle of attack range, 4 degrees, immediately preceding the stall angle will stall proof the airplane. The results also show some of the limitations of flight tests to determine spoiler deployment rate for good handling qualities.
A sequence of ground and flight simulation experiments was conducted to investigate helicopter instrument-flight-rules airworthiness criteria. The first six of these experiments and major results are summarized. Five of the experiments were conducted on large-amplitude motion base simulators. The NASA-Army V/STOLAND UH-1H variable-stability helicopter was used in the flight experiment. Artificial stability and control augmentation, longitudinal and lateral control, and in pitch and roll attitude augmentation were investigated.
A sequence of ground and flight simulation experiments was conducted to investigate helicopter instrument-flight-rules airworthiness criteria. The first six of these experiments and major results are summarized. Five of the experiments were conducted on large-amplitude motion base simulators. The NASA-Army V/STOLAND UH-1H variable-stability helicopter was used in the flight experiment. Artificial stability and control augmentation, longitudinal and lateral control, and in pitch and roll attitude augmentation were investigated. Previously announced in STAR as N82-23219
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Lateral and longitudinal aerodynamic characteristics of hypersonic missile configurations with canard controls in supersonic pressure tunnel
Flight test data on longitudinal, lateral, and directional stability and control derivatives of X-15 aircraft
Aerodynamic parameters were estimated based on flight data from the third flight of the X-43A hypersonic research vehicle, also called Hyper-X. Maneuvers were flown using multiple orthogonal phase-optimized sweep inputs applied as simultaneous control surface perturbations at Mach 8, 7, 6, 5, 4, and 3 during the vehicle descent. Aerodynamic parameters, consisting of non-dimensional longitudinal and lateral stability and control derivatives, were estimated from flight data at each Mach number. Multi-step inputs at nearly the same flight conditions were also flown to assess the prediction capability of the identified models. Prediction errors were found to be comparable in magnitude to the modeling errors, which indicates accurate modeling. Aerodynamic parameter estimates were plotted as a function of Mach number, and compared with estimates from the pre-flight aerodynamic database, which was based on wind-tunnel tests and computational fluid dynamics. Agreement between flight estimates and values computed from the aerodynamic database was excellent overall.
An experimental wind tunnel investigation has been made to determine the longitudinal and lateral aerodynamic stability and control characteristics of two tail fin arrangements of a monowing missile model. Both a conventional cruciform and a low profile tail arrangement were tested. The results indicate that the tail surfaces of both configurations were effective in producing pitch control. It was also concluded that both are effective in producing roll and yaw control that is accompanied by proverse yaw and roll, respectively. The conventional cruciform tail produces the most roll and yaw control.
The take-off, landing, hovering, and transition flight characteristics of a propeller-driven, fighter-type, vertically rising airplane model were obtained from time histories of the flights and from the pilots' opinions of the flight characteristics. In general, there were no major differences in the behavior of any of the configurations, all of which performed satisfactorily.
A wind-tunnel investigation has been made to determine the aerodynamic characteristics of a 1/4-scale model of a tilt-wing vertical-take-off-and-landing aircraft. The model had two 3-blade single-rotation propellers with hinged (flapping) blades mounted on the wing, which could be tilted from an incidence of 4 deg for forward flight to 86 deg for hovering flight. The investigation included measurements of both the longitudinal and lateral stability and control characteristics in both the normal forward flight and the transition ranges. Tests in the forward-flight condition were made for several values of thrust coefficient, and tests in the transition condition were made at several values of wing incidence with the power varied to cover a range of flight conditions from forward-acceleration (or climb) conditions to deceleration (or descent) conditions The control effectiveness of the all-movable horizontal tail, the ailerons and the differential propeller pitch control was also determined. The data are presented without analysis.
Tests were made of a model representative of a single-engine tractor-type airplane for the purpose of determining the stability and control effects of a propeller used as an aerodynamic brake. The tests were made with single-and dual-rotation propellers to show the effect of type of propeller rotation, and with positive thrust to provide basic data with which to compare the effects of negative thrust. Four configurations of the model were used to give the effects of tilting the propeller thrust axis down 5 deg., raising the horizontal tail, and combining both tilt and raised tail. Results of the tests are reported herein. The effects of negative thrust were found to be significant. The longitudinal stability was increased because of the loss of wing lift and increase of the angle of attack of the tail. Directional stability and both longitudinal and directional control were decreased because of the reduced velocity at the tail. These effects are moderate for moderate braking but become pronounced with full-power braking, particularly at high values of lift coefficient. The effects of model configuration changes were small when compared with the over-all effects of negative-thrust operation; however, improved stability and control characteristics were exhibited by the model with the tilted thrust axis. Raising the horizontal tail improved the longitudinal characteristics, but was detrimental to directional characteristics. The use of dual-rotation propeller reduced the directional trim charges resulting from the braking operation. A prototype airplane was assumed and handling qualities were computed and analyzed for normal (positive thrust) and braking operation with full and partial power. The results of these analyses are presented for the longitudinal characteristics in steady and accelerated flight, and for the directional characteristics in high- and low-speed flight. It was found that by limiting the power output of the engine (assuming the constant-speed propeller will function in the range of blade angles required for negative thrust) the stability and control characteristics may be held within the limits required for safe operation. Braking with full power, particularly at low speeds, is dangerous, but braking with very small power output is satisfactory from the standpoint of control. The amount of braking produced with zero power output is equal to or better than that produced by conventional spoiler-type brakes.
Two wind tunnel tests during 1995 in the National Transonic Facility (NTF 070 and 073) served to define Reynolds number effects on longitudinal and lateral-directional stability and control. Testing was completed at both high lift and transonic conditions. The effect of Reynolds number on the total airplane configuration, horizontal and vertical tail effectiveness, forebody chine performance, rudder control and model aeroelastics was investigated. This paper will present pertinent stability and control results from these two test entries. Note that while model aeroelastic effects are examined in this presentation, no corrections for these effects have been made to the data.
Longitudinal mode selection by injection has been demonstrated as a viable technique for tailoring a TEA-CO2 laser with pulse energies of a Joule or greater to fit the requirements of a coherent lidar transmitter. Once reliable generation of single-longitudinal-mode (SLM) pulses is obtained, one can study the intrapulse frequency variation and attempt to determine the sources of frequency sweeping, or chirp. These sources include the effect of the decaying plasma, the thermal gradient due to the energy dissipation associated with the laser mechanism itself, and the pressure shift of the center frequency of the laser transition. The use of the positive-branch unstable resonator as an efficient means of coupling a discharge with transverse spatial dimensions of the order of centimeters to an optical cavity mode introduces another concern: namely, what can be done to emphasize transverse mode discrimination in an unstable resonator cavity while maintaining high coupling efficiency. These issues are briefly discussed in the paper, and representative experimental examples are included.