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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 469 records · Page 26
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NASA NTRS1981

Experimental and analytical study on the flutter and gust response characteristics of a torsion-free-wing airplane model

Experimental data and correlative analytical results on the flutter and gust response characteristics of a torsion-free-wing (TFW) fighter airplane model are presented. TFW consists of a combined wing/boom/canard surface and was tested with the TFW free to pivot in pitch and with the TFW locked to the fuselage. Flutter and gust response characteristics were measured in the Langley Transonic Dynamics Tunnel with the complete airplane model mounted on a cable mount system that provided a near free flying condition. Although the lowest flutter dynamic pressure was measured for the wing free configuration, it was only about 20 deg less than that for the wing locked configuration. However, no appreciable alleviation of the gust response was measured by freeing the wing.

Murphy, A. C.↗
NASA NTRS1981

The effect of airplane noise on the inhabitants of areas near Okecie Airport in Warsaw

The state of health and noise annoyance among persons living in areas near Okecie airport exposed to various intensities of noise was evaluated. Very high annoyance effects of airplane noise of intensities over 100 dB (A) were established. A connection between the airplane noise and certain ailments complained about by the inhabitants was demonstrated.

Koszarny, Z.↗
NASA NTRS1981

Transonic flutter and gust-response tests and analyses of a wind-tunnel model of a torsion free wing airplane

An exploratory study of a 1/5.5 size, complete airplane version of a torsion free wing (TFW) fighter aircraft was conducted. The TFW consisted of a wing/boom/canard assembly on each fuselage side that was interconnected by a common pivot shaft so that the TFW could rotate freely in pitch. The effect of the TFW was evaluated by comparing data obtained with the TFW free and the TFW locked to the fuselage. With the model mounted on cables to simulate an airplane free flying condition, flutter boundaries were measured at Mach number (M) from 0.85 to 1.0 and gust responses at M = 0.65 and 0.90. The critical flutter mode for the TFW free configuration was found experimentally to occur at M = 0.95 and had the rigid TFW pitch mode as its apparent aerodynamic driver.

Ruhlin, C. L.↗
NASA NTRS1949

Investigation of Icing Characteristics of Typical Light Airplane Engine Induction Systems

The icing characteristics of two typical light-airplane engine induction systems were investigated using the carburetors and manifolds of engines in the horsepower ranges from 65 to 85 and 165 to 185. The smaller system consisted of a float-type carburetor with an unheated manifold and the larger system consisted of a single-barrel pressure-type carburetor with an oil-jacketed manifold. Carburetor-air temperature and humidity limits of visible and serious Icing were determined for various engine power conditions. Several.methods of achieving ice-free induction systems are discussed along with estimates of surface heating requirements of the various induct ion-system components. A study was also made of the icing characteristics of a typical light-airplane air scoop with an exposed filter and a modified system that provided a normal ram inlet with the filter located in a position to Induce inertia separation of the free water from the charge air. The principle of operation of float-type carburetors is proved to make them inherently more susceptible to icing at the throttle plate than pressure-type carburetors.. The results indicated that proper jacketing and heating of all parts exposed to the fuel spray can satisfactorily reduce or eliminate icing in the float-type carburetor and the manifold. Pressure-type carburetors can be protected from serious Icing by proper location of the fuel-discharge nozzle combined with suitable application of heat to critical parts.

Coles, W. D.↗
NASA NTRS1981

Wind-tunnel investigation of the tail-spoiler concept for stall-prevention on general aviation airplanes

The longitudinal aerodynamic characteristics of a full scale, single engine general aviation airplane equipped with an angle of attack limiting concept which used a tail mounted spoiler for stall prevention were investigated. The tail spoiler was deployed as a nonlinear function of changes in angle of attack in a narrow angle of attack range immediately preceding the stall angle. Spoiler deployment produced a nose down moment which limited the nose up trim capability of the elevator to an angle of attack below the stall angle of the airplane. The tail spoiler system produced significant increases in longitudinal stability and elevator hinge moments near the stall. The effects of power, flaps, and center of gravity position are also studied.

Satran, D. R.↗
NASA NTRS1981

Limited evaluation of an F-14A airplane utilizing an aileron-rudder interconnect control system in the landing configuration

A flight test was conducted for preliminary evaluation of an aileron-rudder interconnect (ARI) control system for the F-14A airplane in the landing configuration. Two ARI configurations were tested in addition to the standard F-14 flight control system. Results of the flight test showed marked improvement in handling qualities when the ARI systems were used. Sideslip due to adverse yaw was considerably reduced, and airplane turn rate was more responsive to pilot lateral control inputs. Pilot comments substantiated the flight data and indicated that the ARI systems were superior to the standard control system in terms of pilot capability to make lateral offset corrections and heading changes on final approach.

Kelley, W. W.↗
NASA NTRS1982

In-flight investigation of the effects of pilot location and control system design on airplane flying qualities for approach and landing

The handling qualities of large airplanes in the approach and landing flight phase were studied. The primary variables were relative pilot position with respect to center of rotation, command path time delays and phase shifts, augmentation schemes and levels of augmentation. It is indicated that the approach and landing task with large airplanes is a low bandwidth task. Low equivalent short period frequencies and relatively long time delays are tolerated only when the pilot is located at considerable distance forward of the center of rotation. The control problem experienced by the pilots, when seated behind the center of rotation, tended to occur at low altitude when they were using visual cues of rate of sink and altitude. A direct lift controller improved final flight path control of the shuttle like configurations.

Weingarten, N. C.↗
NASA NTRS1982

Spin tests of a single-engine, high-wing light airplane

The airplane has a relatively steep spin mode (low angle of attack) with a high load factor and high velocity. The airplane recovers almost immediately after any deviation from the prospin control positions, except for one maneuver with reduced flexibility in the elevator control system.

Stewart, E. C.↗
NASA NTRS1981

Flight test experience with high-alpha control system techniques on the F-14 airplane

Improved handling qualities of fighter aircraft at high angles of attack can be provided by various stability and control augmentation techniques. NASA and the U.S. Navy are conducting a joint flight demonstration of these techniques on an F-14 airplane. This paper reports on the flight test experience with a newly designed lateral-directional control system which suppresses such high angle of attack handling qualities problems as roll reversal, wing rock, and directional divergence while simultaneously improving departure/spin resistance. The technique of integrating a piloted simulation into the flight program was used extensively in this program. This technique had not been applied previously to high angle of attack testing and required the development of a valid model to simulate the test airplane at extremely high angles of attack.

Gera, J.↗
NASA NTRS1981

The development and flight test evaluation of an integrated propulsion control system for the HiMAT research airplane

The Highly Maneuverable Aircraft Technology airplane is a .44-scale version of an advanced fighter design. It is remotely piloted from a ground cockpit and is powered by a J85-GE-21 turbojet engine. The engine is electronically controlled by a digital computer onboard the airplane to operate at selected engine operation modes. The HiMAT design and development philosophy emphasized high-risk, low-cost and minimum testing, and also required that no single failure would cause loss of the vehicle. This philosophy generated unique requirements for design, computer simulation methods, specialized test techniques, and support systems which are discussed in this paper.

Baer-Riedhart, J. L.↗
NASA NTRS1982

Unique flight characteristics of the AD-1 oblique-wing research airplane

Flight characteristics associated with an oblique-wing airplane have been studied with limited scope and complexity using the AD-1 research vehicle. The AD-1 is a low-speed, low-cost, manned airplane with an aeroelastically tailored wing that can be pivoted 0 to 60 deg asymmetrically. Results of the flight tests include aerodynamic parameter extraction, verification of the aeroelastic wing design criteria, trim requirements, stall characteristics, and an evaluation of the handling qualities and basic control system requirements. Some of the unique characteristics of these results that pertain to the oblique-wing design are presented.

Curry, R. E.↗
NASA NTRS1982

Flutter clearance of the horizontal tail of the Bellanca Skyrocket II airplane

The Skyrocket II is an all composite constructed experimental prototype airplane. A flutter clearance program was conducted on the horizontal tail so that the airplane could be safely flown to acquire natural laminar flow aerodynamic data. Ground vibration test data were used in a lifting surface flutter analysis to predict symmetric and antisymmetric flutter boundaries. Subcritical response data which were acquired during flight tests are compared with the analytical results. The final flutter clearance placard speed was based on flight test data.

Ricketts, R. H.↗
NASA NTRS1982

Crash tests of four low-wing twin-engine airplanes with truss-reinforced fuselage structure

Four six-place, low-wing, twin-engine, general aviation airplane test specimens were crash tested under controlled free flight conditions. All airplanes were impacted on a concrete test surface at a nomial flight path velocity of 27 m/sec. Two tests were conducted at a -15 deg flight path angle (0 deg pitch angle and 15 deg pitch angle), and two were conducted at a -30 deg flight path angle (-30 deg pitch angle). The average acceleration time histories (crash pulses) in the cabin area for each principal direction were calculated for each crash test. In addition, the peak floor accelerations were calculated for each test as a function of aircraft fuselage longitudinal station number. Anthropomorphic dummy accelerations were analyzed using the dynamic response index and severity index (SI) models. Parameters affecting the dummy restraint system were studied; these parameters included the effect of no upper torso restraint, measurement of the amount of inertia-reel strap pullout before locking, measurement of dummy chest forward motion, and loads in the restraints. With the SI model, the dummies with no shoulder harness received head impacts above the concussive threshold.

Williams, M. S.↗
NASA NTRS1975

Effects of landing gear, speed brake and protuberances on the longitudinal aerodynamic characteristics of an NASA supercritical-wing research airplane model

An investigation was conducted in the Langley Research Center 8-foot transonic pressure tunnel to determine the effects of the landing gear, speed brake and the major airplane protuberances on the longitudinal aerodynamic characteristics of an 0.087-scale model of the TF-8A supercritical-wing research airplane. For the effects of the landing gear and speed brake, tests were conducted at Mach numbers of 0.25 and 0.35 with a flap deflection of 20 degrees and a horizontal-tail angle of -10 degrees. These conditions simulated those required for take-off and landing. The effects of the protuberances were determined with the model configured for cruise (i.e., horizontal-tail angle of -2.5 degrees and no other control deflection), and these tests were conducted at Mach numbers from 0.50 to 1.00. The angle-of-attack range for all tests varied from about -5 degrees to 12 degrees.

Bartlett, D. W.↗
NASA NTRS1983

Crash tests of three identical low-wing single-engine airplane

Three identical four place, low wing single engine airplane specimens with nominal masses of 1043 kg were crash tested under controlled free flight conditions. The tests were conducted at the same nominal velocity of 25 m/sec along the flight path. Two airplanes were crashed on a concrete surface (at 10 and 30 deg pitch angles), and one was crashed on soil (at a -30 deg pitch angle). The three tests revealed that the specimen in the -30 deg test on soil sustained massive structural damage in the engine compartment and fire wall. Also, the highest longitudinal cabin floor accelerations occurred in this test. Severe damage, but of lesser magnitude, occurred in the -30 deg test on concrete. The highest normal cabin floor accelerations occurred in this test. The least structural damage and lowest accelerations occurred in the 10 deg test on concrete.

Castle, C. B.↗
NASA NTRS1983

An evaluation of aerodynamics modeling of spinning light airplanes

This paper extends the application of the modified strip theory for wing body combination of a spinning light airplane reported earlier. In addition, to account for the contribution of the tail plane, the shielding effect on vertical tail under steady state spin condition is modeled from basic aerodynamic considerations. The results of this combined analysis, presented for some light airplane configurations, are shown to be in good agreement with spin tunnel rotary balance test data.

Pamadi, B. N.↗
NASA NTRS1983

On the determination of airplane model structure form flight data

A procedure based on a modified stepwise regression and several selection criteria is presented for the determination of airplane model structure from flight data. The aerodynamic force and moment coefficients in an airplane model are expresed either as polynomials in output and input variables or as a combination of splines. The procedure is demonstrated in three examples by attempting to determine a local, extended and global model. Some of the resulting models are verified by using the maximum likelihood estimation or by examining model prediction capabilities.

Klein, V.↗
NASA NTRS1984

A preliminary analysis of flight data from the AFTI/F-16 airplane

Flight test data from the AFTI/F-16 airplane are analyzed. Two flight control system modes (Independent Backup Unit and Standard Normal Mode) are considered. Estimated stability and control derivatives are compared with values from the wind tunnel and F-16A flight tests. Modeling difficulties are shown to arise due to the near-neutral static stability of the airplane and the number of coordinated control surface movements commanded in the Standard Normal Mode.

Batterson, J. G.↗