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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 415 records · Page 23
All sourcesNASA NTRSDOE OSTI
NASA NTRS1993

Subsonic aerodynamic characteristics of a proposed advanced manned launch system orbiter configuration

The Advanced Manned Launch System is a proposed near-term technology, two-stage, fully reusable launch system that consists of an unmanned glide-back booster and a manned orbiter. An orbiter model that featured a large fuselage and an aft delta wing with tip fins was tested in the Langley 7- by 10-Foot High-Speed Tunnel. A crew cabin, large payload fairing, and crew access tunnel were mounted on the upper body. The results of the investigation indicated that the configuration was longitudinally stable to an angle of attack of about 6 deg about a center-of-gravity position of 0.7 body length. The model had an untrimmed lift-drag ratio of 6.6, but could not be trimmed at positive lift. The orbiter model was also directionally unstable. The payload fairing was responsible for about half the instability. The tip-fin controllers, which are designed as active controls to produce artificial directional stability, were effective in producing yawing moment, but sizable adverse rolling moment occurred at angles of attack above 6 deg. Differential deflection of the elevon surfaces was effective in producing rolling moment with only small values of adverse yawing moment.

Ware, George M.↗
NASA NTRS1993

Evaluation of Four Advanced Nozzle Concepts for Short Takeoff and Landing Performance

Four advanced nozzle concepts were tested on a canard-wing fighter in the Langley 14- by 22-Foot Subsonic Tunnel. The four vectoring-nozzle concepts were as follows: (1) an axisymmetric nozzle (AXI); (2) an asymmetric, load balanced exhaust nozzle (ALBEN); (3) a low aspect ratio, single expansion ramp nozzle (LASERN); and (4) a high aspect ratio, single expansion ramp nozzle (HASERN). The investigation was conducted to determine the most suitable nozzle concept for short takeoff and landing (STOL) performance. The criterion for the best STOL performance was a takeoff ground roll of less than 1000 ft. At approach, the criteria were high lift and sufficient drag to maintain a glide slope of -3 to -6 deg with enough pitching-moment control from the canards. The test was performed at a dynamic pressure of 45 lb/sq ft and an angle-of-attack range of 0 to 20 deg. The nozzle pressure ratio was varied from 1.0 to 4.3 at both dry power and after burning nozzle configurations with nozzle vectoring to 60 deg. In addition, the model was tested in and out of ground effects. The ALBEN concept was the best of the four nozzle concepts tested for STOL performance.

Quinto, P. Frank↗
NASA NTRS1993

An investigation of the fuel-optimal periodic trajectories of a hypersonic vehicle

Periodic trajectories were found to minimize the range-averaged fuel consumption. For a realistic hypersonic aircraft modeled as a point mass over a nonrotating, spherical Earth, the periodic orbit yielded a 15 percent improvement in fuel consumption over static cruise. Moreover, vehicle dynamic loading was contained within a realistic survivability envelope of 8 g's. The resulting periodic orbit is composed of very distinct flight regimes (Keplerian arc, atmospheric glide and powered climb), which may offer mission advantages over the static path.

Dewell, Larry D.↗
NASA NTRS1922

Full scale determination of the lift and drag of a seaplane

The speed, barometric pressure, and number of revolutions of the engine of a seaplane were measured, including tests with stopped engine. The mean data obtained are given in the following note; the results of the gliding tests are used for the computation of the lift and drag coefficients, and by making use of them the results of the engine flights are used for the computation of the propeller efficiency.

Munk, Max M↗
NASA NTRS1931

Lift and drag characteristics of a cabin monoplane

The results of flight tests conducted by the NACA to determine the lift and drag characteristics of a full-scale airplane are given herein. A Fairchild FC-2W2 cabin monoplane having a Gottingen 387 wing section was used for the tests. The maximum lift coefficient for the airplane is compared with that obtained for the Gottingen 387 airfoil in recent tests in the Variable Density Tunnel. The maximum lift coefficient for the airplane was found to be 1.50 and that for the airfoil 1.56. Although the flight tests were confined chiefly to glides with the propeller locked horizontally, data obtained with the propeller operating at zero thrust for a few angles of attack are also included.

Thompson, F L↗
NASA NTRS1931

The Effect of Slots and Flaps on the Lift and Drag of the Mcdonnell Airplanes Determined in Flight

This note contains the results of flight test conducted by the National Advisory Committee for Aeronautics on a low-wing monoplane equipped with leading-edge slots extending over the entire wing and flaps extending only to the ailerons, to find their effect on the lift and drag characteristics of the airplane. Curves are given showing the lift and drag characteristics of the airplane for the following conditions of the slots and flaps neutral; slots closed and flaps down; and slots open and flaps down. In addition, the high and low speed in level flight and the climbing characteristics are given. The results show that the slots used alone increase the maximum lift coefficient 54 per cent; the flaps alone increase it 38 per cent; and the slots and flaps in combination decrease the landing speed from 60 to 43 m.p.h.; increase the speed range of the airplane 40 per cent; and increase the glide angle at landing speed 4.2 degrees.

Soule, Hartley A↗
NASA NTRS1934

Landing characteristics of an autogiro

An investigation to determine the rate of descent, the horizontal velocity, and the attitude at contact of an autogiro in landings was made by the National Advisory Committee for Aeronautics at the request of the Bureau of Air Commerce, Department of Commerce. The investigation covered various types of landings. The results of the investigation disclosed that the maximum rate of descent at contact with the ground (10.6 feet per second) was less than the minimum rate of descent attainable in a steady glide (15.8 feet per second); that the rates of descent at contact were of the same order of magnitude as those experienced by conventional airplanes in landings; that flared landings resulted in very low horizontal velocities at contact. Also that unexpectedly high lift and drag force coefficients were developed in the latter stages of the flared landings.

Peck, William C↗
NASA NTRS1933

The Effects of Slots and Flaps on Lateral Control of a Low-wing Monoplane as Determined in Flight

This paper presents the results of flight tests made to determine the effect of slots and flaps on the lateral control of a low-wing monoplane. Maximum angular accelerations in roll and yaw produced by sudden application of the ailerons and maximum accelerations in yaw produced by sudden application of the rudder during gliding flight were recorded for the following wing arrangements: (a) no auxiliary device; (b) full-span slots; (c) plain flaps; (d) flaps and full-span slots; (e) wing-tip slots. Rolling- and yawing-moment coefficients were derived from the accelerations. The full span slots and the flaps each had about the same influence on the aileron rolling moments. At values of the lift coefficient obtainable with the plain wing, the effect of these devices was negligible. At the higher lift coefficients obtainable with these devices, the rolling-moment coefficients increased slightly but, despite this increase, the aileron effectiveness progressively decreased with increasing lift coefficient, owing to the corresponding reduction in air speed. In the range covered by the tests, the effectiveness of the controls was appreciably reduced by the wing-tip slots. The adverse yawing moment of the ailerons experienced at the large lift coefficients obtained with the flaps was appreciably less than at similar lift coefficients obtained with either full-span or wing-tip slots. The yawing moments produced by the rudder were only slightly affected by the use of the auxiliary devices. The airplane was found to be laterally unstable with all combinations tested. Because of the angular velocities acquired in the time taken to deflect the ailerons the rolling moments recorded in flight were only about two thirds the values that would have been obtained with the wing restrained as in wind-tunnel tests.

WING SLOTS↗
NASA NTRS1930

Simplified aerodynamic analysis of the cyclogiro rotating wing system

A simplified aerodynamic theory of the cyclogiro rotating wing is presented herein. In addition, examples have been calculated showing the effect on the rotor characteristics of varying the design parameters of the rotor. A performance prediction, on the basis of the theory here developed, is appended, showing the performance to be expected of a machine employing this system of sustentation. The aerodynamic principles of the cyclogiro are sound; hovering flight, vertical climb, and a reasonable forward speed may be obtained with a normal expenditure of power. Auto rotation in a gliding descent is available in the event of a power-plant failure.

Wheatley, John B↗
NASA NTRS1940

Measurement of the Forces Acting on Gliders in Towed Flight

The magnitude, the direction, and the fluctuations of tow forces exerted upon gliders by towing them aloft behind an automobile were measured under a variety of conditions covering a range from gentle to severe types of operation. For these tests, the glider towing force did not exceed 1.6 of the gross weight of the glider. V-G records obtained during the towed-flight period as well as during the subsequent return glide to earth showed accelerations in the range from 3 to -1 g. The results of preliminary airplane tow tests are also presented.

Klenperer, W B↗
NASA NTRS1950

Effects of the Lateral Oscillation of Fixing the Rudder and Reflexing the Flaps on the Bell X-1 Airplane

Flight tests have been made on the Bell X-1 airplane having the 10-percent-thick wing and the 8-percent-thick tail to evaluate the effects of fixing the rudder and changing the inclination of the principal axes of inertia by reflexing the landing flaps on the snaking which has been encountered over practically the entire range of Mach number and normal-force coefficient. The data were obtained during power-off glides at altitudes between 32,000 and 16,000 feet. The results showed that fixing the rudder reduced the amplitude of the snaking, but did not eliminate it at a Mach number of 0.84. It was also found that reflexing the flaps to change the inclination of the principal axis of inertia 1 ¾° nose up increased the dynamic lateral stability, but had only a small effect on the snaking oscillation at a Mach number of 0.85.

Hubert M Drake↗
NASA NTRS1952

First Landing of Bell X-2 Research Airplane

The Bell X-2 supersonic research airplane is equipped with a skid main landing gear and a nose wheel. Pending completion of the rocket engine, glide flights are being performed to determine low-speed handling qualities of the airplane and the landing characteristics with the skid-type landing gear. The present paper presents data obtained during the approach and landing of the X-2 airplane on its first flight .

Richard E. Day↗
NASA NTRS1927

Kinetographic determination of airplane flight characteristics

The author's first experiments with a glider on flight characteristics demonstrated that an accurate flight-path measurement would enable determination of the polar diagram from a gliding flight. Since then he has endeavored to obtain accurate flight measurements by means of kinetograph (motion-picture camera). Different methods of accomplishing this are presented.

PHOTOGRAPHY - FLIGHT PATHS MOVING-PICTURE↗
NASA NTRS1929

Landing and Braking of Airplanes

In the numerical examples, we have considered an airplane landing in calm air in a fixed direction after crossing the border (with its obstacles) at a height of 30 m. Its stopping point is at a distance D from the obstacle, comprising: a distance D(sub 1) in regular gliding flight; a distance D(sub 2) in levelling off; a distance D(sub 3) in taxying on the ground. The calculations enable us to make out the following table, which gives an idea of the improvements to be expected in the use of various possible methods of braking in the air and on the ground.

BRAKES↗
NASA NTRS1927

The effect of flight path inclination on airplane velocity

This report was prepared at the request of the National Advisory Committee for Aeronautics in order to supply a systematic study of the relations between the flight velocity V and its horizontal component V subscript H, in power glides. Curves of V and V subscript H plotted against the inclination of the flight path 0 are given, together with curves which show the maximum values of V subscript H and the corresponding values of 0. Curves are also given showing the effect of small departures from the horizontal in high speed performance testing.

Diehl, Walter S↗
NASA NTRS1929

An Investigation of the Aerodynamic Characteristics of an Airplane Equipped with Several Different Sets of Wings

This investigation was conducted by the National Advisory Committee for Aeronautics at Langley Field, Va., at the request of the Army Air Corps, for the purpose of comparing the full scale lift and drag characteristics of an airplane equipped with several sets of wings of commonly used airfoil sections. A Sperry Messenger Airplane with wings of R.A.F.-15, U.S.A.-5, U.S.A.-27, and Gottingen 387 airfoil sections was flown and the lift and drag characteristics of the airplane with each set of wings were determined by means of glide tests. The results are presented in tabular and curve form. (author)

Crowley, J W , Jr↗
NASA NTRS1933

Preliminary Investigation of Modifications to Conventional Airplanes to Give Nonstalling and Short-Landing Characteristics

This report describes flight and landing tests made on a group of conventional airplanes. The upward deflection of the elevators was limited to the point where the airplanes could not be made to spin without the aid of power. With the elevator travel thus limited, the airplane in every case had good lateral stability and good aileron effectiveness up to the highest angles of attack which could be obtained in a glide, although this was not true in any case without the limited control. All ordinary flight maneuvers could be performed with the elevator displacement limited, but usually there was not sufficient control to get the tail down for a normal 3-point landing.

Weick, Fred E↗