NACA Conference on Aircraft Loads, Flutter, and Structures - A compilation of the papers presented
Conference on aircraft loads, flutter, buffeting, and structures
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Results obtained during accelerated transonic tests of the Bell XS-1 airplane in flights to a Mach number of 0.92
Results are presented of tests up to a Mach number of 0.92 at altitudes around 30,000 feet. The data obtained show that the airplane can be flown to this Mach number above 30,000 feet. Longitudinal trim changes have been experienced but the forces involved have been small. The elevator effectiveness decreased about one-half with increase of Mach number from 0.70 to 0.87. Buffeting has been experienced in level flight but it has been mild and the associated tail loads have been small. No aileron buzz or other flutter phenomena have been noted.
STABILITY, LONGITUDINAL - DYNAMIC↗
Noise Reduction and Calibration for Aeroacoustic Loads from Unsteady Pressure-Sensitive Paint
Unsteady pressure-sensitive paint (uPSP) is a significant new technology for high spatial resolution measurement of complex dynamic surface pressure loading on a wind tunnel model, to better define flight vehicle buffet and aeroacoustic loads. Compared with the very sparse surface pressure measurements of traditional sensors, the pressure sensitivity of uPSP light reflectivity provides a visual measure of surface pressure fluctuations over a wide area illuminated by high intensity light, captured by a high-speed digital camera. Panda et al (AIAA Journal, May 2019) have shown good data is recoverable up to 10 kHz. In cases where available uPSP luminescence is low for a painted wind tunnel test model, significant noise levels have been observed primarily due to the discrete photon arrival variability of low intensity light (termed “shot noise”). In this case, uPSP measurements can exhibit unusually low signal to noise ratio (SNR of 0.1 or less). This paper will report on latest work to recover calibrated uPSP measurements which are noise free over a useful dynamic range of 10-15 dB. It will be shown how the distinct spatial correlations of both the shot noise and the underlying aeroacoustic surface pressure play an important role in obtaining a reliable measurement.
pressure-sensitive paint↗
Trends in high-speed atmospheric flight
Some of the current problems and future trends for three types of flight within the Earth's atmosphere are considered. The three areas examined are atmosphere entry at very high speeds, atmosphere exit of launch vehicles, and sustained cruise within the atmosphere. The high-speed entry problems described are those encountered by vehicles returning to Earth after a manned mission to Mars. Such vehicles will experience atmosphere entry speeds up to 50,000 and perhaps as high as 70,000 feet per second. For these vehicles to execute a successful entry, accurate guidance at Earth approach must be provided and very precise control during the flight within the atmosphere will be a necessity. At the high entry speeds radiative heating-is greater than convective and thus it tends to exert a dominant influence on entry-vehicle configuration. The study and development of relatively slender vehicles is indicated in order to minimize the large radiative heating loads and associated heat-shield weights. Manned interplanetary missions in the future may also involve a need for very large launch vehicles. These large vehicles will have aerodynamic problems which differ somewhat from current problems. For example, drag losses decrease with increasing size and large vehicles may thus be of lower fineness ratio than present-day vehicles. With lower fineness ratio some of the difficult current problems produced by ground-wind loads and by buffet of hammerhead payload mountings will be avoided. In the case of high-speed cruise within the Earth's atmosphere, the use of hydrogen-fueled, airbreathing engines may permit attractive payload capabilities for long-range high-speed transports. For such vehicles aerodynamic problems arise because of the numerous constraints placed upon their flight paths as well as from the large volumes required for the hydrogen fuel. From payload considerations alone, attractive cruise speeds for such vehicles currently appear to be about twice that of the conventionally fueled supersonic transports now being intensively studied.
Atmospheric entry↗
The Effect of Blunt-Trailing-Edge Modifications on the High-Speed Stability and Control Characteristics of a Swept-Wing Fighter Airplane
An investigation was conducted on a 35 deg swept-wing fighter airplane to determine the effects of several blunt-trailing-edge modifications to the wing and tail on the high-speed stability and control characteristics and tracking performance. The results indicated significant improvement in the pitch-up characteristics for the blunt-aileron configuration at Mach numbers around 0.90. As a result of increased effectiveness of the blunt-trailing-edge aileron, the roll-off, customarily experienced with the unmodified airplane in wings-level flight between Mach numbers of about 0.9 and 1.0 was eliminated, The results also indicated that the increased effectiveness of the blunt aileron more than offset the large associated aileron hinge moment, resulting in significant improvement in the rolling performance at Mach numbers between 0.85 and 1.0. It appeared from these results that the tracking performance with the blunt-aileron configuration in the pitch-up and buffeting flight region at high Mach numbers was considerably improved over that of the unmodified airplane; however, the tracking errors of 8 to 15 mils were definitely unsatisfactory. A drag increment of about O.OOl5 due to the blunt ailerons was noted at Mach numbers to about 0.85. The drag increment was 0 at Mach numbers above 0.90.
Sadoff, Melvin↗
Descent capability of two-propeller tilt-wing configurations
The wing stall problem encountered with tilt-wing V/STOL designs during low-powered descent flight conditions has led to buffeting which adversely affects both performance and handling qualities. The results of tests conducted in the Langley full-scale wind tunnel with a large semispan model of a two-propeller tilt-wing configuration have indicated that three important factors provide substantial improvement in in the wing stall characteristics with consequent improvement in descent capability: down-at-center propeller rotation resulted in delayed inboard stalling and provided far better descent capability than the up-at-center rotation, moderate lowering of the propeller position relative to the wing chord provided further improvement in descent capability, and some flap deflection was absolutely essential in order to have any descent capability for low-powered flight conditions. Use of all three factors should provide good descent capability even without the complexity of other sophisticated stall control devices.
WING STALL↗
A conceptual, parallel operating data compression processor
Data compressor processor concept envisions a simplified system for telemetry communications. It is simultaneously a zero-order processor and a floating aperture, a variable aperture, and a binary integer aperture with a decoded buffet fullness counter.
Anderson, T. O.↗
On-the-line analysis of random vibrations.
Harmonic analysis of structural response to random vibrations, giving on-line interpretation for dynamic model in combined buffet and flutter tests
Cole, H. A., Jr.↗
Thick high aspect ratio wing, part 2
Transonic flutter and buffeting for elastic wind tunnel models of straight wing proposed for space shuttles
Erickson, L. L.↗
Shuttle- Dynamics and aeroelasticity - An appraisal
Space shuttle vibrational characteristics, investigating dynamic models, aeroelasticity, reentry, wing stall flutter and buffet boundaries
Reed, W. H., III↗
Full-scale wind-tunnel tests of a small unpowered jet aircraft with a T-tail
The aerodynamic characteristics of a full scale executive type jet transport aircraft with a T-tail were investigated in a 40 x 80 ft (12.2 by 24.4 meter) wind tunnel (subsonic). Static, longitudinal, and lateral stability, and control characteristics were determined at angles of attack from -2 deg to +42 deg. The aircraft wing had 13 deg of sweep and an aspect ratio of 5.02. The aircraft was tested power off with various wing leading- and trailing-edge high lift devices. The basic configuration was tested with and without such components as engine nacelles, wing tip tanks, and empannage. Hinge-moment data were obtained and downwash angles in the horizontal-tail plane location were calculated. The data were obtained at Reynolds numbers of 4.1 million and 8.7 million based on mean aerodynamic chord. The model had static longitudinal stability through initial stall. Severe tail buffet occurred near the angle of attack for maximum lift. Above initial stall the aircraft had pronounced pitch-up, characteristic of T-tail configurations. A stable trim point was possible at angles of attack between 30 deg and 40 deg (depending on c.g. location and flap setting). Hinge-moment data showed no regions with adverse effects on stick force. Comparisons of wind-tunnel data and flight-test are presented.
Soderman, P. T.↗
Initial rotation-loading and low speed flutter test results for a straight wing version of the space shuttle vehicle
For three straight semispan model space shuttle wings, the maximum total load during rapid rotation from 66 deg to 0 deg angle of attack, at Mach numbers from 0.28 to 0.60, was essentially no higher than that measured for buffet. During slow rotation over the same angle range, there was no visible flutter. For one of the wings, however, unstable aerodynamic damping was established at two fixed angles of attack.
Warner, R. W.↗
Space Shuttle - A new arena for the structural dynamicists.
The Space Shuttle represents the focus of NASA development endeavors for the next decade. The purpose of the shuttle is to provide a general launch capability for a variety of payloads ranging in weight to as high as 65,000 pounds. This paper concentrates on one aspect of the shuttle development, namely, dynamics and aeroelasticity. The objective of our research during the first year of activity has been directed at searching out problems peculiar to the Space Shuttle, reviewing the state of the art, and developing a program to satisfy the needs. Some of the specific items covered in this paper are vibration modes, thermal protection system dynamics, fluid dynamics, ground winds, flutter, buffet, and noise.
Runyan, H. L.↗
Wind tunnel test of the 0.015-scale Rockwell International space shuttle vehicle orbiter in the Ames 6 by 6 foot supersonic wind tunnel
Experimental investigations were performed in a 6- by 6-Foot Supersonic wind tunnel on a 0.015-scale model of the Rockwell International space shuttle vehicle (SSV) 2A orbiter. The purpose of the test was to investigate the longitudinal and lateral-directional characteristics of the vehicle. In addition, hinge moments were measured on the rudder and elevons. Buffet onset was investigated using wing trailing edge pressures and a strain gauge instrumented panel mounted in the wing. The model was tested through a Mach range from 0.6 to 2.0 at a constant unit Reynolds number of 2.5 million. Pitch runs were made at angles of attack from minus 2 deg to +26 deg with beta = 0 deg and 5 deg; yaw runs were made in the range from minus 5 deg to 10 deg of sideslip at angles of attack of 0 deg and 10 deg. Static pressures were measured at the fuselage base and the trailing edges of the wing and rudder. Boundary layer transition was fixed for some runs using distributed roughness strips.
Milam, M. D.↗
Techniques for aerothermal tests of large, flightweight thermal protection panels in a Mach 7 wind tunnel
Thermal performance and structural integrity are experimentally evaluated in the Langley 8-ft high temperature structures tunnel, which uses a combustion products test medium to provide realistic combinations of aerodynamic heating and loading. Recently developed techniques provide independent control of rate and magnitude of surface heating and differential pressure, protection against adverse acoustics buffeting during facility starting and stopping, programed radiant heating before exposing test panels to the high energy stream, and infrared radiometry for detailed surface temperatures. These techniques were verified repeatedly by return of useful data on metallic and nonmetallic panel concepts of reusable surface insulation.
Deveikis, W. D.↗
Techniques for aerothermal tests of large, flightweight thermal protection panels in a Mach 7 wind tunnel
Recently developed experimental techniques permit evaluating thermal performance and structural integrity of full-scale panel concepts applicable to reentry and hypersonic vehicles in the Langley 8-foot high-performance structures tunnel. Rate and magnitude of surface heating and differential-pressure loading are independently controlled. Realistic temperature distributions are radiantly preheated into the panel prior to aerodynamic heating, and stream conditions are preselected to sustain the preheat surface heating input during aerodynamic exposure. During tunnel start and shutdown, panels are shielded outside the stream from potentially damaging transient acoustics and buffeting and are then rapidly inserted into the hypersonic flow. Infrared radiometry provides detailed surveys of surface temperatures.
Deveikis, W. D.↗
Comparison of flight measurements with predictions from aeroelastic models in the NASA Langley Transonic Dynamics Tunnel
The NASA Langley Transonic Dynamics Tunnel, which has a variable density, Freon-12 (or air) test medium, was designed to study the dynamics and aeroelastic problems of aerospace vehicles. During the operation of this facility there have been various opportunities to compare wind tunnel and flight test results. Some of these opportunities arise from routine flight checks of the prototype, others from carefully designed comparative wind tunnel and flight experiments. A collection of data obtained from various published and unpublished sources is presented. The topics covered are: gust and buffet response, control surface effectiveness, flutter, and active control of aeroelastic effects. Some benefits and shortcomings of Freon-12 as a test medium are also discussed. Although areas of uncertainty are evident and there is a continuing need for improvements in model simulation and testing techniques, the results presented herein indicate that predictions from aeroelastic model tests are, in general, substantiated by full-scale flight tests.
Reed, W. H., III↗
Results of a 0.03- scale aerodynamic characteristics investigation of Boeing 747 carrier (model no. AX 1319 I-1) mated with a space shuttle orbiter (model 45-0) conducted in the Boeing transonic wind tunnel (CA5), volume 1
The performance, stability, and control characteristics of various carrier aircraft configurations are presented. Aerodynamic characteristics of the carrier mated with the Orbiter, carrier alone, and Orbiter alone were investigated. Carrier support system tare and interference effects were determined. Six-component force and moment data were recorded for the carrier and Orbiter. Buffet onset characteristics of the carrier vertical tail and horizontal tail were recorded. Angles of attack from -3 deg through 26 deg and angles of slideslip between +12 deg and -12 deg were investigated at Mach numbers from 0.15 through 0.70. Photographs are included.
Sarver, D.↗