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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 379 records · Page 21
All sourcesNASA NTRSDOE OSTI
NASA NTRS1950

Dynamic Response of Control Servo System Installed in NAES-Equipped SB2C-5 Airplane (BuAer No. 83135)

Dynamic--response measurements for various conditions of displacement and rate signal input, sensitivity setting, and simulated hinge moment were made of the three control-surface servo systems of an NAES-equipped remote-controlled airplane while on the ground. The basic components of the servo systems are those of the General Electric Company type G-1 autopilot using electrical signal. sources, solenoid-operated valves, and hydraulic pistons. The test procedures and difficulties are discussed, Both frequency and transient-response data, are presented and comparisons are made. The constants describing the servo system, the undamped natural frequency, and the damping ratio, are determined by several methods. The response of the system with the addition of airframe rate signal is calculated. The transfer function of the elevator surface, linkage, and cable system is obtained. The agreement between various methods of measurement and calculation is considered very good. The data are complete enough and in such form that they may be used directly with the frequency-response data of an airplane to predict the stability of the autopilot-airplane combination.

Smaus, Louis H.↗
NASA NTRS1951

Ditching Investigation of a 1/14-Scale Model of the XC-123 Airplane

An investigation of a 1/14 scale dynamically similar model of the XC-123 airplane was made in calm water to observe the ditching behavior and to determine the safest procedure for making an emergency water landing, The behavior of the model was determined from motion-picture records, time-history deceleration records, and visual observations, Various scale-strength simulations were made to determine if the fuselage would be damaged and, if so, to determine the extent and location, It was concluded that the airplane should be ditched at a nose-high attitude of about 140 with the landing flaps down 45 deg., The airplane will probably make a porpoising run of about 415 feet (full scale) and the maximum longitudinal decelerations will be about 1 g, The fuselage bottom probably will be damaged and the fuselage will fill with water and sink to the wing level.

Fisher, Lloyd J.↗
NASA NTRS1950

Free-Spinning-Tunnel Investigation of a 1/30-Scale Model of the Grumman XF1OF-1 Airplane

An investigation has been conducted in the Langley 20-foot free-spinning tunnel on a 1/30 - scale model of the Grumman XFlOF-1 airplane to determine its spin and recovery characteristics. The investigation included erect and inverted spins for both the straight-wing and swept-wing configurations. Tests to determine the optimum size spin-recovery parachutes and the rudder forces required for recovery were also made. The results indicated that in the straight-wing configuration, satisfactory recoveries of the airplane will be obtained from erect and inverted spins by rudder reversal alone. In the swept-wing configuration recoveries will be unsatisfactory from erect spins. Unsweeping the wings during the spin and reversal of the rudder, however, will lead to eventual recovery. The test results also indicated that, if existing small ailerons are made deflectable through large angles, satisfactory recoveries will be obtained from erect spins in the swept-wing configuration by simultaneous movement of the rudder to against the spin and movement of the ailerons to with the spin. Normal-size ailerons deflected through a normal range would also be effective. Satisfactory recoveries by rudder reversal will be obtained from inverted spins in the swept-wing configuration. In the straight-wing configuration a 14.2-foot tail parachute or a 5.0-foot wing-tip parachute opened on the outer wing tip will effect satisfactory recovery of the airplane by parachute action alone; a 30.0-foot tail parachute or a 10.0-foot wing-tip parachute will be required for the swept-wing configuration. The forces required to fully reverse the rudder should be within the capabilities of the pilot.

Berman, Theodore↗
NASA NTRS1956

The High-Speed Longitudinal Stability and Control of the Bell P-39N-1 Airplane as Calculated from Propeller-Off Tests of a 0.35-Scale Model

This report presents the results of tests of a .35-scale model of the Bell P-39N-1 airplane. Included are the longitudinal-stability and -control characteristics of the airplane as indicated by tests of the model equipped with each of two different sets of elevators. The results indicate good longitudinal stability and control throughout the speed range encounterable in flight. The variation of estimated stick force with speed was less when the model was equipped with elevators constructed to the theoretical design dimensions than when equipped with elevators as built to scale from measurements of the corresponding parts of the actual airplane. The predicted stick forces required to produce the normal accelerations attainable in flight are within the limits specified by the Army Air Forces.

Robinson, Robert C.↗
NASA NTRS1948

Ditching Tests of a 1/10-Scale Model of the North American XFJ-1 Airplane Ted No. NACA 314

Tests were made of a 1/10-scale dynamically similar model of the North American XFJ-1 airplane to study its behavior when ditched. The model was landed in calm water at the Langley tank no. 2 monorail. Various landing attitudes, speeds, and conditions of damage were simulated. The behavior of the model was determined from visual observations, by recording the accelerations, and by taking motion pictures of the ditchings. Data are presented in tabular form, sequence photographs, and time-history acceleration curves. From the results of the tests it was concluded that the airplane should be ditched at the near-stall, tail-down landing attitude of 12 deg. The flaps should be fully extended to obtain the lowest possible landing speed. The wing-tip tanks should be jettisoned if any appreciable load of fuel remains; if empty, they should be retained for additional buoyancy. In a calm-water ditching the airplane will probably run about 600 feet Maximum longitudinal decelerations of about 2.5g and maximum vertical acceleration of about 2g will be encountered. The nose-intake duct will be clear of the water until practically all forward motion has stopped.

Fisher, Lloyd J.↗
NASA NTRS1952

Low-Speed Wind-Tunnel Investigation of the Drag of a Lockheed F-94C Airplane (A.F. No. 50-956)

The aerodynamic characteristics in pitch of an F-94C airplane, with the primary attention given to its drag characteristics, have been evaluated at low speed in the Ames 40- by 80-foot wind tunnel. The increments of drag due to various surface irregularities, ports, and component parts of the production airplane were determined. Wing-wake surveys were taken to determine the section drag coefficients at midsemispan for the smooth and the production wing. Base-pressure and internal drags of the air-induction system were measured at low inlet-velocity ratios. The characteristics of the airplane in the landing configuration are also included.

Maki, Ralph L.↗
NASA NTRS1947

Wind-Tunnel Investigation of a 1/5-Scale Model of the Ryan XF2R Airplane

Wind-tunnel tests on a 1/5-scale model of the Ryan XF2R airplane were conducted to determine the aerodynamic characteristics of the air intake for the front power plant, a General Electric TG-100 gas turbine, and to determine the stability and control characteristics of the airplane. The results indicated low-dynamic-pressure recover3- for the air intake to the TG-100 gas turbine ~rith the standard propeller in operation. Propeller cuffs were designed and tested for the purpose of imp~oving the dynamic-pressure recovery. Data obtained with the cuffs installed and the gap between the spinner an& the cuff sealed indicated a substantial gain in dynamic pressure recovery over that obtained with the standard propeller and with the cuffed propeller unsealed. Stability and control tests were conducted with the sealed cuffs installed on the propeller. The data from these tests indicated the following unsatisfactory characteristics for the airplane: 1. Marginal static longitudinal stability. 2. Inadequate directional stability and control. 3. Rudder-pedal-force reversal in the climb condition. 4. Negative dihedral effect in the power-on approach and wave-off conditions.

Wong, Park Y.↗
NASA NTRS2010

Flight Test Results from the Rake Airflow Gage Experiment on the F-15B Airplane

The Rake Airflow Gage Experiment involves a flow-field survey rake that was flown on the Propulsion Flight Test Fixture at the NASA Dryden Flight Research Center using the Dryden F-15B research test bed airplane. The objective of this flight test was to ascertain the flow-field angularity, local Mach number profile, total pressure distortion, and dynamic pressure at the aerodynamic interface plane of the Channeled Centerbody Inlet Experiment. This new mixed-compression, supersonic inlet is planned for flight test in the near term. Knowledge of the flow-field characteristics at this location underneath the airplane is essential to flight test planning and computational modeling of the new inlet, and it is also applicable for future propulsion systems research that may use the Propulsion Flight Test Fixture. This report describes the flight test preparation and execution, and the local flowfield properties calculated from pressure measurements of the rake. Data from the two Rake Airflow Gage Experiment research flights demonstrate that the F-15B airplane, flying at a free-stream Mach number of 1.65 and a pressure altitude of 40,000 ft, would achieve the desired local Mach number for the future inlet flight test. Interface plane distortion levels of 2 percent and a local angle of attack of 2 were observed at this condition. Alternative flight conditions for future testing and an exploration of certain anomalous data also are provided.

Frederick, Michael A.↗
NASA NTRS2004

System for Better Spacing of Airplanes En Route

An improved method of computing the spacing of airplanes en route, and software to implement the method, have been invented. The purpose of the invention is to help air-traffic controllers minimize those deviations of the airplanes from the trajectories preferred by their pilots that are needed to make the airplanes comply with miles-in-trail spacing requirements. The software is meant to be a modular component of the Center TRACON Automation System (CTAS) (TRACON signifies "terminal radar approach control"). The invention reduces controllers workloads and reduces fuel consumption by reducing the number of corrective clearances needed to achieve conformance with specified flow rates, without causing conflicts, while providing for more efficient distribution of spacing workload upstream and across air-traffic-control sectors.

Green, Steven↗
NASA NTRS2011

Flight Test Results from the Rake Airflow Gage Experiment on the F-15B Airplane

The Rake Airflow Gage Experiment involves a flow-field survey rake that was flown on the Propulsion Flight Test Fixture at the NASA Dryden Flight Research Center using the Dryden F-15B research test bed airplane. The objective of this flight test was to ascertain the flow-field angularity, local Mach number profile, total pressure distortion, and dynamic pressure at the aerodynamic interface plane of the Channeled Centerbody Inlet Experiment. This new mixed-compression, supersonic inlet is planned for flight test in the near term. Knowledge of the flow-field characteristics at this location underneath the airplane is essential to flight test planning and computational modeling of the new inlet, an< it is also applicable for future propulsion systems research that may use the Propulsion Flight Test Fixture. This report describes the flight test preparation and execution, and the local flow-field properties calculated from pressure measurements of the rake. Data from the two Rake Airflow Gage Experiment research flights demonstrate that the F-15B airplane, flying at a free-stream Mach number of 1.65 and a pressure altitude of 40,000 ft, would achieve the desired local Mach number for the future inlet flight test. Interface plane distortion levels of 2 percent and a local angle of attack of -2 deg were observed at this condition. Alternative flight conditions for future testing and an exploration of certain anomalous data also are provided.

Frederick, Michael A.↗
NASA NTRS1946

Tests of a 1/5-Scale Model of the Republic XP-84 Airplane (Army Project MX-578) in the Langley 300 MPH 7- by 10-Foot Tunnel

A 1/5-scale model of the Republic x-84 airplane (Army Project MX-578) was tested in the Langley 300 MPH 7- by 10-foot tunnel. The primary object of the tests was twofold: to determine, a practicable method of increasing the longitudinal 3tability in the landing configuration, and to investigate the effects on longitudinal and lateral Stability of various external stored (fuel tanks, bombs, and rockets). The effects of the fuselage dive brakes were also determined, and the critical Mach numbers of certain of the airplane components were estimated. The use of the revised horizontal tail (of larger aspect ratio and area than the original) seemed to be the most feasible expedient for materially increasing the longitudinal stability in the landing configuration. The neutral-point shifts produced by the various external stores were unstable, the largest shift being about 2.5 percent mean aerodynamic chord. No appreciable aerodynamic trim changes were caused by the external stores. From the standpoint of range, maximum s peed, and rate of climb, the advantages of mounting the fuel tanks at the wing tips rather than inboard beneath the wings were clearly demonstrated by the tests. The effective dihedral parameter was the only static lateral-stability derivative appreciably affected by the external stores. At high lift coefficients, the tip-mounted tanks caused a large increase in the effective dihedral parameter (about 40 increase at a lift coefficient of 1.0). This increase was held undesirable, because the tendency toward oscillatory instability that it would cause would be heightened by the increased moments of inertia resulting from the weight of the tanks when carrying fuel. The fuselage dive brakes, when deflected, caused a change in trim tending to nose the airplane up; the neutral point also moved rearward upon deflecting the dive brakes. The amount of elevator required to overcome the change in trim was well within the available range of deflection. It was estimated that a drive-brake deflection of 900 would.decrease the terminal Mach number in a vertical dive by about 0.1. The estimated critical Mach number of the V-front canopy was about 0.04 greater than that of the original canopy. Pressure-distribution tests disclosed severe pressure peaks inside the nose of the jet entrance duct. These peaks, which would lead to separation and consequently poor pressure recovery at, the engine, could be reduced by, using a smaller nose,radius and: a modified internal lip shape

Tucker, Warren A.↗
NASA NTRS2019

Factors that Influenced Airplane State Awareness Accidents and Incidents: CAST SE-210 Output 2: Report 2 of 6

This report is part of a series of reports that address flight deck design and evaluation, written as a response to loss of control accidents. In particular, this activity is directed at failures in airplane state awareness in which the pilot loses awareness of the airplane’s energy state or attitude and enters an upset condition. The Commercial Aviation Safety Team (CAST) created a team to analyze a set of incidents and accidents associated with the flight crew’s loss of awareness of aircraft attitude or energy state. The CAST activity focused on a set of 18 loss of control (LOC) accidents and incidents. In those events, the pilot seemed to lose awareness of the state of the airplane, especially related to its energy state or its attitude. To understand the roots of that loss of awareness, we analyzed the events in relation to a set of factors that were present in many of them. We show how these factors contributed to lost awareness. Then, we use that understanding to identify potentially useful changes to the flight deck interface and how those flight deck changes could be evaluated.

commercial aviation↗
NASA NTRS1921

The Factors that Determine the Minimum Speed of an Airplane

The author argues that because of a general misunderstanding of the principles of flight at low speed, there are a large number of airplanes that could be made to fly several miles per hour slower than at present by making slight modifications. In order to show how greatly the wing section affects the minimum speed, curves are plotted against various loadings. The disposition of wings on the airplane slightly affects the lift coefficient, and a few such cases are discussed. Another factor that has an effect on minimum speed is the extra lift exerted by the slip stream on the wings. Also discussed are procedures to be followed by the pilot, especially with regard to stick movements during low speed flight. Also covered are stalling, yaw, rolling moments, lateral control, and the effectiveness of ailerons and rudders.

AIRPLANES - SPEED AND POWER AIRPLANE - SPEED↗
NASA NTRS1947

Wind-Tunnel Investigation of Effects of Unsymmetrical Horizontal-Tail Arrangements on Power-on Static Longitudinal Stability of a Single-Engine Airplane Model

A wind-tunnel investigation has been made to determine the effects of unsymmetrical horizontal-tail arrangements on the power-on static longitudinal stability of a single-engine single-rotation airplane model. Although the tests and analyses showed that extreme asymmetry in the horizontal tail indicated a reduction in power effects on longitudinal stability for single-engine single-rotation airplanes, the particular "practical" arrangement tested did not show marked improvement. Differences in average downwash between the normal tail arrangement and various other tail arrangements estimated from computed values of propeller-slipstream rotation agreed with values estimated from pitching-moment test data for the flaps-up condition (low thrust and torque) and disagreed for the flaps-down condition (high thrust and torque). This disagreement indicated the necessity for continued research to determine the characteristics of the slip-stream behind various propeller-fuselage-wing combinations. Out-of-trim lateral forces and moments of the unsymmetrical tail arrangements that were best from consideration of longitudinal stability were no greater than those of the normal tail arrangement.

AIRFOILS - NACA 65(216-012(MOD ) - CHAR & MOMENTS ↗
NASA NTRS1943

The Effect of Mass Distribution on the Lateral Stability and Control Characteristics of an Airplane as Determined by Tests of a Model in the Free-Flight Tunnel

The effects of mass distribution on lateral stability and control characteristics of an airplane have been determined by flight tests of a model in the NACA free-flight tunnel. In the investigation, the rolling and yawing movements of inertia were increased from normal values to values up to five times normal. For each moment-of-inertia condition, combinations of dihedral and vertical-tail area representing a variety of airplane configurations were tested. The results of the flight tests of the model were correlated with calculated stability and control characteristics and, in general, good agreement was obtained. The tests showed the following effects of increased rolling and yawing moments of inertia: no appreciable change in spiral stability; reductions in oscillatory stability that were serious at high values of dihedral; a reduction in the sensitivity of the model to gust disturbances; and a reduction in rolling acceleration provided by the ailerons, which caused a marked increase in time to reach a given angle of bank. The general flight behavior of the model became worse with increasing moments of inertia but, with combinations of small effective dihedral and large vertical-tail area, satisfactory flight characteristics were obtained at all moment-of-inertia conditions.

STABILITY & CONTROL, LATERAL↗
NASA NTRS1922

Differential equations in airplane mechanics

In the following report, we will first draw some conclusions of purely theoretical interest, from the general equations of motion. At the end, we will consider the motion of an airplane, with the engine dead and with the assumption that the angle of attack remains constant. Thus we arrive at a simple result, which can be rendered practically utilizable for determining the trajectory of an airplane descending at a constant steering angle.

EQUATIONS, DIFFERENTIAL↗
NASA NTRS1936

Estimation of moments of inertia of airplanes from design data

A method of determining the moments of inertia of an airplane from design data pertaining to the weights and locations of the component parts is described. The computations required to ascertain the center-of-gravity position are incorporated with the calculations of moments of inertia. A complete set of data and calculations for a modern airplane is given to illustrate the procedure. From a comparison between calculated values and measured values it is believed that the moments of inertia can be estimated within 10 percent by the use of this method.

AIRPLANES - DESIGN↗
NASA NTRS1951

Effects on Longitudinal Stability and Control Characteristics of a B-29 Airplane of Variations in Stick-force and Control-rate Characteristics Obtained Through Use of a Booster in the Elevator-control System

The longitudinal stability and control characteristics of a B-29 airplane have been measured with a control surface booster incorporated in the elevator-control system. The measurements were obtained with the booster operating to provide various control-force gradients and various maximum rates of control motion. Results are presented which show the effect of these booster parameters on the handling qualities of the test airplane.

STABILITY, LONGITUDINAL - STATIC↗