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At least 271 records · Page 15

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NASA NTRS1991

Theory and observation of energetic ions in the lobes of the geomagnetic tail

The Owen et al. (1990) model, which attempts to explain the nature of the pitch angle distributions of energetic ions within the lobes of the distant geomagnetic tail is briefly reviewed. Energetic ion data from the ISEE-3 spacecraft obtained during early 1983, when the spacecraft made several traversals of the distant geomagnetic tail are then presented. The data demonstrate that during quiet periods in which the spacecraft is continuously located in the tail lobes, the pitch angle distribution is observed to be highly anisotropic, being peaked closely perpendicular to the magnetic field direction, but with a small net flow in the antisunward direction, in agreement with the model results. Further predictions of the model, concerning the variation of the lobe energetic ion distributions with position in the lobes, are compared to observations made as the spacecraft performed a traversal of the lobe. Finally, since the model indicates that a more isotropic distribution should exist in the tail lobe during solar particle events, data is presented from such a period for further comparison. In all the above cases, good agreement is demonstrated between the data and the expections of the model.

Owen, C. J.↗

NASA NTRS1991

Venus ionospheric tail rays - Spatial distributions and interplanetary magnetic field control

The overall properties of Venus ionospheric tail rays (such as density, spatial extent, and distribution) and their relationship to the draped magnetic field configuration behind the planet were investigated using measurements obtained by the Pioneer Venus Orbiter Langmuir probe, a magnetometer, and a plasma-wave detector. The results suggest that tail rays are a normal feature of the steady solar wind interaction with Venus and are not generally associated with a central tail plasma sheet. The statistics of the tail rays occurrence point toward the existence of a distributed terminator ionosphere source, consistent with findings of Brace et al. (1990).

Ong, M.↗

NASA NTRS1992

Thermonuclear flash model for long X-ray tails from Aquila X-1

Attention is given to a thermonuclear flash model for long X-ray tails from the recurrent transient Aql X-1, in which the extended phase of nuclear burning is due to the fact that the envelope is out of thermal equilibrium. Only the first X-ray burst emitted by Aql X-1 during its transient outburst exhibits a long X-ray tail. The properties of subsequent bursts are distinguished by a lack of an X-ray tail reflecting the much smaller accumulated masses which result from the effects of thermal inertia in the neutron star envelope. The characteristics of the latter bursts are similar to those of typical X-ray bursters. For a neutron star characterized by a mass and radius of 1.4 solar mass and 9.1 km, respectively, the occurrence of the long X-ray tail requires that the mass of the accumulated layer be less than 10 exp 23 g and that the envelope temperatures of the neutron star be less than 1.5 x 10 exp 7. This interpretation is found to be consistent with the thermal relaxation of the neutron star envelope during the quiescent state of Aql X-1 and with the mass accretion rates inferred for the transient outburst itself.

Fushiki, Ikko↗

NASA NTRS1937

Free-spinning Wind-tunnel Tests of a Low-wing Monoplane with Systemic Changes in Wings and Tails

A series of tests was made at the National Advisory Committee for Aeronautics (NACA) free-spinning tunnel to determine the effect of systematic changes in wing and tail arrangement upon steady-spinning and recovery characteristics of a conventional low-wing monoplane model for a basic loading condition. Eight wings and three tails, covering a wide range of aerodynamic characteristics, were independently ballasted so as to be interchangeable with no change in mass distribution. For each of the 24 wing-tail combinations, observations were made of steady spins for four control settings and of recoveries for five control manipulators. The results are presented in the form of charts comparing the spin characteristics. The results showed that, with a poor tail arrangement, wing plan form and tip shape had a considerable effect on the spinning characteristics.

Seidman, Oscar↗

NASA NTRS1940

Notes on the stalling of vertical tail surfaces and on fin design

A discussion is given of the important aspects of the stalling of vertical tail surfaces. The type of instability encountered is described and the possibilities of inadvertent occurrence are noted. The influence of directional flight tests on the behavior of a airplane when the tail stall takes place is discussed. In this connection, flight tests of a twin-engine airplane in which the vertical fin area was increased are cited. The reasons for inadequate directional stability in certain modern designs are accounted for and the properties and applications of dorsal fins are discussed. In addition, the chief factors regulating the requirements for conventional area are given, in which connection simplified criterion for directional stability is presented. It may be concluded that the stalling of vertical tail surfaces is not in itself a dangerous condition. Provided sufficient directional stability exists at large angles of sideslip, the tail stall may occur with modern airplanes, as with those of the past, without the knowledge or concern to the pilot.

Thompson, F L↗

NASA NTRS1951

Theoretical aerodynamic characteristics of a family of slender wing-tail-body combinations

The aerodynamic characteristics of an airplane configuration composed of a swept-back, nearly constant chord wing and a triangular tail mounted on a cylindrical body are presented. The analysis is based on the assumption that the free-stream Mach number is near unity or that the configuration is slender. The calculations for the tail are made on the assumption that the vortex system trailing back from the wing is either a sheet lying entirely in the plane of the flat tail surface or has completely "rolled up" into two point vortices that lie either in, above, or below the plane of the tail surface.

Lomax, Harvard↗

NASA NTRS1951

Damping in a Roll of a Missile Configuration with a Modified Triangular Wing and a Cruciform Tail at a Mach Number of 1.52

The damping-in-Toll stability derivatives of a missile configuration and its components were determined both experimentally and theoretically. The tests were conducted at a Mach number of 1.52 and at a Reynolds number, based on the mean aerodynamic chord of the wing, of 0.82 x 10(exp 6). The experimental damping derivative of the wing-body combination was 67 percent of the theoretical value. The difference is believed to have resulted mainly from the fact that the theory is not strictly applicable when the Mach number normal to the leading edge is almost unity, which was the case in the present investigation. For the tail-body combination the damping derivative was 86 percent of the theoretical value. In this case, the difference is believed to have been caused partially by mutual interference between the tail surfaces and partially by the low Reynolds number of the flow over the tail. It was found that the damping of the complete configuration was not equal to the sum of the damping derivatives of the components because of the effect of the wing downwash on the damping of the tail.

Scherrer, Richard↗

NASA NTRS1953

Some Effects of Frequency on the Contribution of a Vertical Tail to the Free Aerodynamic Damping of a Model Oscillating in Yaw

The damping in yaw and the directional stability of a model freely oscillating in yaw were measured tail-off and tail-on and compared with the values obtained by theoretical consideration of the unsteady lift associated with an oscillating vertical tail. A range of low frequencies comparable to those of the lateral motions of airplanes was covered. The analysis includes the effects of vertical-tail aspect ratio and the two-dimensional effects of compressibility.

Bird, John D↗

NASA NTRS1923

The Pressure Distribution Over the Horizontal Tail Surfaces of an Airplane I

This work was undertaken to determine as completely as possible the distribution of pressure over the horizontal tail surfaces of an airplane, and to analyze the relation of this pressure to the structural loads and the longitudinal stability. The investigation is divided into three parts, of which this the first. The first part of the investigation is for the purpose of determining the pressure distribution over two horizontal tail surfaces in uniform free flight; the second part to conduct tests of similar tail planes in the wind tunnel; and the third part to determine the pressure distribution on the horizontal tail surfaces during accelerated flight on the full-size airplane.

Norton, F H↗

NASA NTRS1921

The Pressure Distribution over the Horizontal Tail Surfaces of an Airplane II

This investigation was undertaken to determine whether the results obtained upon model tail surfaces can be used to accurately predict loads upon the full-sized tail; and also to find the distribution of load when large elevator angles are used, as the loads from such angles can not be obtained readily in free flight. The method consisted in using a metal horizontal tail surface inside of which small air passages, connecting with a series of holes in the surface, led the pressure off from the tail in rubber tubes. In this way the pressure at each of these holes was measured by a manometer at several angles of attack and several to the loading under similar conditions in the full-sized airplane and the manner of distribution is quite similar in the two cases when there is no slip stream.

Norton, F H↗

NASA NTRS1923

The Pressure Distribution over the Horizontal Tail Surfaces of an Airplane III

This report contains the results of an investigation of the distribution of pressure over the tail surfaces of a full-sized airplane during accelerated flight for the purpose of determining the magnitude of the tail and fuselage stresses in maneuvering. As the pressures in accelerated flight change in value with great rapidity, it was found that the liquid manometer used in the first part of this investigation would not be at all suitable under these conditions; so it was necessary to design and construct a new manometer containing a large number of recording diaphragm gauges for these measurements. Sixty openings on the tail surfaces were connected to this manometer and continuous records of pressures for each pair of holes were taken during various maneuvers. There were also recorded, simultaneously with the pressures, the normal acceleration at the center of gravity and the angular position of all the controls. The present investigation consisted in measuring on a standard rigged JN4H airplane the distribution of pressure over the whole of the horizontal tail surfaces while the airplane was being put through maneuvers as violently as it was thought safe, including spinning and pulling out of dives.

Norton, F H↗

NASA NTRS1944

Flight Studies of the Horizontal-Tail Loads Experienced by a Fighter Airplane in Abrupt Maneuvers

Field measurements were made on a fighter airplane to determine the approximate magnitude of the horizontal tail loads in accelerated flight. In these flight measurements, pressures at a few points were used as an index of the tail loads by correlating these pressures with complete pressure-distribution data obtained in the NACA full-scale tunnel. In addition, strain gages and motion pictures of tail deflections were used to explore the general nature and order of magnitude of fluctuating tail loads in accelerated stalls.

Source record↗

NASA NTRS1951

Horizontal tail loads in maneuvering flight

A method is given for determining the horizontal tail loads in maneuvering flight. The method is based upon the assignment of a load-factor variation with time and the determination of a minimum time to reach peak load factor. The tail load is separated into various components. Examination of these components indicated that one of the components was so small that it could be neglected for most conventional airplanes; therefore, the number of aerodynamic parameters needed in this computation of tail loads was reduced to a minimum. In order to illustrate the method, as well as to show the effect of the main variables, a number of examples are given. Some discussion is given regarding the determination of maximum tail loads, maximum pitching accelerations, and maximum pitching velocities obtainable.

Pearson, Henry A↗

NASA NTRS1933

Tests for the Elimination of Tail Flutter

On various low-wing monoplanes the horizontal tail surfaces flutter in flight at large angles of attack and occasionally in curvilinear flight. This flutter leads to torsional vibrations of the rear end of the fuselage, as manifested by vibrations of the control stick. According to the earlier DVL investigations tail flutter is due to the influence, on horizontal tail surfaces, of eddies or vortices shed at large angles of attack by the upper surface of the wing root. The cause of tail flutter on a low-wing monoplane and the means of preventing it are investigated in the present report.

Biechteler, Curt↗

NASA NTRS1995

The structure of the distanct geomagnetic tail during long periods of northward IMF

We have used a newly developed, parallelized, global MHD magnetosphere - ionosphere simulation model with a 400 R(sub E) long tail to study the evolution, structure, and dynamics of the distant magnetotail during extended periods of northward interplanetary magnetic field (IMF). We find that the tail evolves to a nearly time stationary structure about one solar wind transit time after the IMF turns northward. Four regions of different magnetic topology can be distinguished which extend at least to the end of the simulation box at 400 R(sub E). Besides lobe field lines and open solar wind field lines tailward of an X-line, there is a broad boundary layer of closed field lines which we call the tail flank boundary layer (TFBL). Just inside the TFBL there is a region of closed field loops. Besides the X-line we find two O-lines which are enclosed by the closed field loops and are roughly aligned with the tail axis. Together they form a U shaped separator between the northward and the southward plasma sheet fields.

Raeder, J.↗

NASA NTRS1994

Method for confining the magnetic field of the cross-tail current inside the magnetopause

A method is presented for analytically representing the magnetic field due to the cross-tail current and its closure on the magnetopause. It is an extension of a method used by Tsyganenko (1989b) to confine the dipole field inside an ellipsoidal magnetopause using a scalar potential. Given a model of the cross-tail current, the implied net magnetic field is obtained by adding to the cross-tail current field a potential field B = - del gamma, which makes all field lines divide into two disjoint groups, separated by the magnetopause (i.e., the combined field is made to have zero normal component with the magnetopause). The magnetopause is assumed to be an ellipsoid of revolution (a prolate spheroid) as an approximation to observations (Sibeck et al., 1991). This assumption permits the potential gamma to be expressed in spheroidal coordinates, expanded in spheroidal harmonics and its terms evaluated by performing inversion integrals. Finally, the field outside the magnetopause is replaced by zero, resulting in a consistent current closure along the magnetopause. This procedure can also be used to confine the modeled field of any other interior magnetic source, though the model current must always flow in closed circuits. The method is demonstrated on the T87 cross-tail current, examples illustrate the effect of changing the size and shape of the prescribed magnetopause and a comparison is made to an independent numerical scheme based on the Biot-Savart equation.

Sotirelis, T.↗

NASA NTRS1996

Structural Dynamic/CFD Interaction for Computation of Vertical Tail Buffet

The multi-disciplinary problem of tail buffeting is solved using three sets of equations. The first set is the unsteady, compressible, full Navier Stokes equations which are used for obtaining the flow-field vector and the aerodynamic loads. The second set is the coupled aeroelastic equations which are used for obtaining the bending and torsional deflections of the tail. The third set is the grid-displacement equations which are used for updating the grid coordinates due to the tail deflections. For the computational applications a sharp-edged delta wing of aspect ratio one and a rectangular vertical tail of aspect ratio one placed in the plane of geometric symmetry behind the wing are considered. The configuration is pitched at a critical angle of attack (alpha = 38 deg.) which produces asymmetric, vortex-breakdown flow of the delta wing primary vortices. The results show the effects of coupled and uncoupled bending-torsional responses and the effects of the Reynolds number.

Kandil, Osama A.↗

NASA NTRS1961

Aerodynamic Characteristics of a Canard and an Outboard-Tail Airplane Model at High Subsonic Speeds

An investigation has been made in the Langley high-speed 7- by 10-foot tunnel through a range of Mach numbers from 0.60 to 0.95 of the static longitudinal and lateral stability and control characteristics of a canard airplane configuration and an outboard-tail configuration. The canard model had a twisted wing with approximately 67 deg of sweepback and an aspect ratio of 2.91 and was tested with three trapezoidal canard surfaces having ratios of exposed area to wing area of 0.032, 0.076, and 0.121. The canard model had a single body-mounted vertical tail. The outboard-tail model had its horizontal- and vertical-tail surfaces mounted on slender bodies attached to the wing tips and located to the rear and outboard of the 67 deg sweptback wing of aspect ratio 1.00. The data, which are presented with limited analysis, provide information at high subsonic speeds on these two types of high-speed airplanes which have previously been tested at supersonic speeds and reported in NACA RM L58BO7 and NACA RM L58E20.

Fournier, Paul G.↗