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At least 523 records · Page 29
All sourcesNASA NTRSDOE OSTI
NASA NTRS1999

Helicopter Flight Simulation Motion Platform Requirements

To determine motion fidelity requirements, a series of piloted simulations was performed. Several key results were found. First, lateral and vertical translational platform cues had significant effects on fidelity. Their presence improved performance and reduced pilot workload. Second, yaw and roll rotational platform cues were not as important as the translational platform cues. In particular, the yaw rotational motion platform cue did not appear at all useful in improving performance or reducing workload. Third, when the lateral translational platform cue was combined with visual yaw rotational cues, pilots believed the platform was rotating when it was not. Thus, simulator systems can be made more efficient by proper combination of platform and visual cues. Fourth, motion fidelity specifications were revised that now provide simulator users with a better prediction of motion fidelity based upon the frequency responses of their motion control laws. Fifth, vertical platform motion affected pilot estimates of steady-state altitude during altitude repositioning. Finally, the combined results led to a general method for configuring helicopter motion systems and for developing simulator tasks that more likely represent actual flight. The overall results can serve as a guide to future simulator designers and to today's operators.

Schroeder, Jeffery Allyn↗
NASA NTRS1999

Aerodynamic Characteristics and Control Effectiveness of the HL-20 Lifting Body Configuration at Mach 10 in Air

A 0.0196-scale model of the HL-20 lifting-body, one of several configurations proposed for future crewed spacecraft, was tested in the Langley 31-Inch Mach 10 Tunnel. The purpose of the tests was to determine the effectiveness of fin-mounted elevons, a lower surface flush-mounted body flap, and a flush-mounted yaw controller at hypersonic speeds. The nominal angle-of-attack range, representative of hypersonic entry, was 2 deg to 41 deg, the sideslip angles were 0 deg, 2 deg, and -2 deg, and the test Reynolds number was 1.06 x 10 E6 based on model reference length. The aerodynamic, longitudinal, and lateral control effectiveness along with surface oil flow visualizations are presented and discussed. The configuration was longitudinally and laterally stable at the nominal center of gravity. The primary longitudinal control, the fin-mounted elevons, could not trim the model to the desired entry angle of attack of 30 deg. The lower surface body flaps were effective for roll control and the associated adverse yawing moment was eliminated by skewing the body flap hinge lines. A yaw controller, flush-mounted on the lower surface, was also effective, and the associated small rolling moment was favorable.

Scallion, William I.↗
NASA NTRS2000

A Study of TRMM Static Earth Sensor Performance Using On-Orbit Sensor Data

This paper presents the results of a study of the Barnes static Earth sensor assembly (ESA) using on-orbit data collected from the Tropical Rainfall Measuring Mission (TRMM) spacecraft. It is shown that there exist strong correlations between the large penetration angle residuals and the voltages produced by the Offset Radiation Source (ORS). It is conjectured that at certain times in the TRMM orbit the ORS is operating out of its calibrated range, and consequently corrupts the penetration angle information observed and processed by the ESA. The observed yaw drift between Digital Sun Sensor (DSS) observations is shown to be consistent with predictions by a simple roll-yaw coupling computation. This would explain the large drifts seen on TRMM, where the propagation of the yaw angle between DSS updates does not take into account the possibility of a non-zero roll angle error. Finally, the accuracy of the onboard algorithm used when only three of the four quadrants supply valid penetration angles is assessed. In terms of procedures used to perform this study, the analysis of ESA penetration angle residuals is discovered to be a very useful and insightful tool for assessing, the health and functionality of the ESA.

Natanson, Gregory↗
NASA NTRS2000

ICESat Spacecraft Pointing Support Study Grant

The Geodetic Laser Altimeter System (GLAS) mission is designed to measure changes in the elevations of the polar ice sheets. The ICESat satellite will carry the GLAS altimeter, and will have a nominal orbit altitude of 600 km and orbit inclination of 94deg. The groundtrack repeat period is 182 days and will be maintained to less than 1 km at the equator via routine orbit adjustments. Science requirements for the GLAS mission demand that the laser altimeter be pointed to within 50 meters of a predetermined reference groundtrack. As the actual ICESat groundtrack drifts away from the reference groundtrack, the attitude must be controlled such that the altimeter boresight is pointed, crosstrack, at the reference groundtrack. This orientation may be described by a rotation, theta, about the instantaneous geodetic local horizontal direction vector, which lies in the orbit plane and is oriented in the direction of motion of the satellite. The attitude is further complicated by requirements related to thermal and power considerations for various instruments, spacecraft components, and solar array orientation. In order to keep battery temperatures within the specified operating range, and maintain near normal pointing of the solar array with respect to the sunline direction vector as the orbit precesses relative to the sun, the satellite will be oriented in one of four fixed yaw modes. Each of these yaw modes depends upon the angle between the orbit plane and the sunline direction vector; this angle is designated Beta'. Table 1 shows the satellite yaw angle, Psi, for a given Beta' range. The angle Psi represents a rotation about the satellite z-axis, which points in the geodetic nadir direction; for Psi = 0deg the satellite x-axis points in the direction of motion.

Source record↗
NASA NTRS1994

Wind Tunnel Results of Pneumatic Forebody Vortex Control Using Rectangular Slots a Chined Forebody

A subsonic wind tunnel investigation of pneumatic vortex flow control on a chined forebody using slots was accomplished at a dynamic pressure of 50 psf resulting in a R(n)/ft of 1.3 x 10(exp 6). Data were acquired from angles of attack ranging from -4deg to +34deg at side slips of +0.4deg and +10.4deg. The test article used in this study was the 10% scale Fighter Lift and Control (FLAC) advanced diamond winged, vee-tailed fighter configuration. Three different slot blowing concepts were evaluated; outward, downward, and tangential with ail blowing accomplished asymmetrically. The results of three different mass flows (0.067, 0.13, and 0.26 lbm/s; C(sub mu)'s of less than or equal to 0.006, 0.011. and 0.022 respectively) were analyzed and reported. Test data are presented on the effects of mass flows, slot lengths and positions and blowing concepts on yawing moment and side force generation. Results from this study indicate that the outward and downward blowing slots developed yawing moment and side force increments in the direction opposite of the blowing side while the tangential blowing slots generated yawing moment and side force increments in the direction towards the blowing side. The outward and downward blowing slots typically produced positive pitching moment increments while the tangential blowing slots typically generated negative pitching moment increments. The slot blowing nearest the forebody apex was most effective at generating the largest increments and as the slot was moved aft or increased in length, its effectiveness at generating forces and moments diminished.

Alexander, Michael↗
NASA NTRS2002

Synthetic Jet Interaction With A Turbulent Boundary Layer Flow

Perhaps one of the more notable advances to have occurred in flow control technology in the last fifteen years is the application of surface-issuing jets for separation control on aerodynamic surfaces. The concept was introduced by Johnston and Night (1990) who proposed using circular jets, skewed and inclined to the wall, to generate streamwise vortices for the purpose of mitigating boundary layer separation. The skew and inclination angles have subsequently been shown to affect the strength and sign of the ensuing vortices. With a non-circular orifice, in addition to skew and inclination, the yaw angle of the major axis of the orifice can influence the flow control effectiveness of the jet. In particular, a study by Chang arid Collins (1997) revealed that a non-circular orifice, yawed relative to the freestream, can be used to control the size and strength of the vortices produced by the control jet. This early work used jets with only a steady injection of mass. Seifert et al. revealed that an unsteady blowing jet, could be as effective at separation control as a steady jet but with less mass flow. Seifert et al. showed that small amplitude blowing oscillations superimposed on a low momentum steady jet Was the most effective approach to delaying separation on a NACA 0015 airfoil at post-stall angles of attack. More recent work suggests that perhaps the most efficient jet control effect comes from a synthetic (oscillatory) jet where the time-averaged mass flux through the orifice is zero, but the net wall normal momentum is non-zero. The control effectiveness of synthetic jets has been demonstrated for several internal and external flow fields used synthetic jet control on a thick, blunt-nosed airfoil to delay stall well beyond the stall angles for the uncontrolled airfoil and with a dramatic increase in the lift-to-drag performance. Amitay et al. used an array of synthetic jets to mitigate flow separation in curved and diffusing ducts. While the control effectiveness of synthetic jet actuators in an application setting has been confirmed through a number of studies, the fluid dynamic mechanism by which control is effected is not well understood. Issues like yaw angle arid velocity ratio that have been studied for steady control jets have not been investigated for synthetic jets. Moreover, the role played by the inherently unsteady nature of a synthetic jet in the interaction with the controlled flow is not known. Some recent work by Rinehart and Glazer and Smith suggests that away from tile immediate vicinity of the jet orifice the flow field is steady in the mean, and that the interaction of a synthetic jet and a boundary layer creates a secondary flow in the boundary layer consisting primarily of streamwise vortices.

Smith, Douglas R.↗
NASA NTRS2004

Optimum Actuator Selection with a Genetic Algorithm for Aircraft Control

The placement of actuators on a wing determines the control effectiveness of the airplane. One approach to placement maximizes the moments about the pitch, roll, and yaw axes, while minimizing the coupling. For example, the desired actuators produce a pure roll moment without at the same time causing much pitch or yaw. For a typical wing, there is a large set of candidate locations for placing actuators, resulting in a substantially larger number of combinations to examine in order to find an optimum placement satisfying the mission requirements and mission constraints. A genetic algorithm has been developed for finding the best placement for four actuators to produce an uncoupled pitch moment. The genetic algorithm has been extended to find the minimum number of actuators required to provide uncoupled pitch, roll, and yaw control. A simplified, untapered, unswept wing is the model for each application.

Rogers, James L.↗
NASA NTRS2000

Subsonic and Transonic Dynamic Stability Characteristics of the X-33

Dynamic stability testing was conducted on a 2.5% scale model of the X-33 technology demonstrator sub-orbital flight-test vehicle. This testing was conducted at the NASA Langley Research Center (LaRC) l6-Foot Transonic Wind Tunnel with the LaRC High-speed Dynamic Stability system. Forced oscillation data were acquired for various configurations over a Mach number range of 0.3 to 1.15 measuring pitch, roll and yaw damping, as well as the normal force due to pitch rate and the cross derivatives. The test angle of attack range was from -2 to 24 degrees, except for those cases where load constraints limited the higher angles of attack at the higher Mach numbers. A variety of model configurations with and without control surfaces were employed, including a body alone configuration. Stable pitch damping is exhibited for the baseline configuration throughout the angle of attack range for Mach numbers 0.3, 0.8, and 1.15. Stable pitch damping is present for Mach numbers 0.9 and 0.6 with the exception of angles 2 and 16 degrees, respectively. Constant and stable roll damping were present for the baseline configuration over the range of Mach numbers up to an angle of attack of 16 degrees. The yaw damping for the baseline is somewhat stable and constant for the angle of attack range from -2 to 8 degrees, with the exception of Mach numbers 0.6 and 0.8. Yaw damping becomes highly unstable for all Mach numbers at angles of attack greater than 8 degrees.

Tomek, D.↗
NASA NTRS2002

Responses of primate caudal parabrachial nucleus and Kolliker-fuse nucleus neurons to whole body rotation

The caudal aspect of the parabrachial (PBN) and Kolliker-Fuse (KF) nuclei receive vestibular nuclear and visceral afferent information and are connected reciprocally with the spinal cord, hypothalamus, amygdala, and limbic cortex. Hence, they may be important sites of vestibulo-visceral integration, particularly for the development of affective responses to gravitoinertial challenges. Extracellular recordings were made from caudal PBN cells in three alert, adult female Macaca nemestrina through an implanted chamber. Sinusoidal and position trapezoid angular whole body rotation was delivered in yaw, roll, pitch, and vertical semicircular canal planes. Sites were confirmed histologically. Units that responded during rotation were located in lateral and medial PBN and KF caudal to the trochlear nerve at sites that were confirmed anatomically to receive superior vestibular nucleus afferents. Responses to whole-body angular rotation were modeled as a sum of three signals: angular velocity, a leaky integration of angular velocity, and vertical position. All neurons displayed angular velocity and integrated angular velocity sensitivity, but only 60% of the neurons were position-sensitive. These responses to vertical rotation could display symmetric, asymmetric, or fully rectified cosinusoidal spatial tuning about a best orientation in different cells. The spatial properties of velocity and integrated velocity and position responses were independent for all position-sensitive neurons; the angular velocity and integrated angular velocity signals showed independent spatial tuning in the position-insensitive neurons. Individual units showed one of three different orientations of their excitatory axis of velocity rotation sensitivity: vertical-plane-only responses, positive elevation responses (vertical plane plus ipsilateral yaw), and negative elevation axis responses (vertical plane plus negative yaw). The interactions between the velocity and integrated velocity components also produced variations in the temporal pattern of responses as a function of rotation direction. These findings are consistent with the hypothesis that a vestibulorecipient region of the PBN and KF integrates signals from the vestibular nuclei and relay information about changes in whole-body orientation to pathways that produce homeostatic and affective responses.

Non-NASA Center↗
NASA NTRS2002

Influence of vestibular activation on respiration in humans

The purpose of this study was to determine the effects of the semicircular canals and otolith organs on respiration in humans. On the basis of animal studies, we hypothesized that vestibular activation would elicit a vestibulorespiratory reflex. To test this hypothesis, respiratory measures, arterial blood pressure, and heart rate were measured during engagement of semicircular canals and/or otolith organs. Dynamic upright pitch and roll (15 cycles/min), which activate the otolith organs and semicircular canals, increased respiratory rate (Delta2 +/- 1 and Delta3 +/- 1 breaths/min, respectively; P < 0.05). Dynamic yaw and lateral pitch (15 cycles/min), which activate the semicircular canals, increased respiration similarly (Delta3 +/- 1 and Delta2 +/- 1, respectively; P < 0.05). Dynamic chair rotation (15 cycles/min), which mimics dynamic yaw but eliminates neck muscle afferent, increased respiration (Delta3 +/- 1; P < 0.05) comparable to dynamic yaw (15 cycles/min). Increases in respiratory rate were graded as greater responses occurred during upright (Delta5 +/- 2 breaths/min) and lateral pitch (Delta4 +/- 1) and roll (Delta5 +/- 1) performed at 30 cycles/min. Increases in breathing frequency resulted in increases in minute ventilation during most interventions. Static head-down rotation, which activates otolith organs, did not alter respiratory rate (Delta1 +/- 1 breaths/min). Collectively, these data indicate that semicircular canals, but not otolith organs or neck muscle afferents, mediate increased ventilation in humans and support the concept that vestibular activation alters respiration in humans.

NASA Discipline Neuroscience↗
NASA NTRS2004

An Experimental Study Synthetic Jets from Rectangular Orifices

Results of an experimental investigation on isolated synthetic jets in crossflow from rectangular orifices of different aspect ratio and orientation are presented. Three aspect ratios, AR = 4, 8, and 16, with pitch a = 90deg., were investigated, Additionally, the AR = 8 case was pitched at 20 deg.. The yaw angle, , was varied through 0 deg., 10 deg., 45 deg. and 90 deg.. All orifices had same exit area and the data were compared with synthetic as well as steady jet from a circular orifice of same area. Hotwire measurements were performed to obtain all three components of mean velocity and turbulent stresses. Data were acquired for momentum-flux ratio up to J = 50. Distributions of time- and phase-averaged data were obtained on the cross sectional plane at x/D = 0.5, 5 and 10, as well as on the axial plane of the symmetry. Qualitative flowfield similarity between synthetic and steady jets is observed. However, high-momentum 'cap' above the low-momentum 'dome', characteristic of steady jets, does not necessarily appear in the synthetic jet. The position and shape of the high-momentum region depend on the distance from the orifice, pitch, yaw as well as momentum-flux ratio. Consequently, the location of the minimum velocity in the 'dome' measured at the plane of symmetry, y(submin), is adopted as a reference for penetration estimate and trajectory comparison. For AR = 16, the dome is the largest in area with maximum velocity deficit. However, the penetration is somewhat higher for AR = 4. Increase in yaw reduces the spatial extent of the dome and the penetration height but augments the velocity deficit. At low J the dome is connected to the boundary layer and traces of the cap of high momentum fluid are visible above it. Increase in J lifts the dome and reorganizes the high-momentum fluid around its perimeter, eventually bringing it underneath. Phase-averaged data document dynamic topological changes within the cycle. Phase-averaged streamwise velocity contours on the cross-sectional plane exhibit behavior commensurate with that seen in time-averaged data at various J.

Milanovic, Ivana M.↗
NASA NTRS1996

Adaptation of primate vestibuloocular reflex to altered peripheral vestibular inputs. II Spatiotemporal properties of the adapted slow-phase eye velocity

1. The ability of the vestibuloocular reflex (VOR) to undergo adaptive modification after selective changes in the peripheral vestibular system was investigated in rhesus monkeys by recording three-dimensional eye movements before and after inactivation of selective semicircular canals. In the preceding paper we showed that the horizontal VOR gain evoked by passive yaw oscillations after lateral semicircular canal inactivation recovers gradually over time in a frequency-specific manner. Here we present the spatial tuning of the adapted slow-phase eye velocity and describe its spatiotemporal properties as a function of time after canal inactivation. 2. The spatial organization of the VOR was investigated during oscillations at different head positions in the pitch, roll, and yaw planes, as well as in the right anterior/left posterior and left anterior/right posterior canal planes. Acutely after bilateral inactivation of the lateral semicircular canals, a small horizontal response could still be elicited that peaked during rotations in pitched head positions that would maximally stimulate vertical semicircular canals. In addition, the phase of horizontal slow-phase velocity abruptly reversed through 180 degrees at positions close to upright, similarly to torsional slow-phase velocity. These spatial response properties suggest that the small, residual horizontal response components that are present acutely after plugging of both lateral canals originate from vertical semicircular canal signals. 3. As the horizontal response amplitude increased over time, consistent changes were also observed in the spatiotemporal tuning of horizontal slow-phase velocity. 1) The spatiotemporal response properties of horizontal slow-phase velocity acquired noncosine tuning characteristics, primarily in the pitch plane, in the right anterior/left posterior and left anterior/right posterior canal planes. Accordingly, horizontal response amplitude was nonzero during rotation in any head position in these planes and response phase varied significantly as a function of head orientation. 2) The peak horizontal response amplitude shifted spatially over time, such that 5-10 mo after plugging it was maximal during rotations at head positions close to upright. 4. In parallel to these unique spatiotemporal response properties characterizing the adapted horizontal VOR, torsional slow-phase velocity also exhibited small spatiotemporal changes after lateral canal inactivation that tended to precede in time the changes associated with the horizontal response components. In contrast, vertical slow-phase velocity in the plugged animals was unaltered and continued to be characterized by cosine-tuned spatial properties in three dimensions. 5. Recovery of the horizontal response gain during yaw oscillations in upright position, as well as the unique, noncosine spatiotemporal characteristics of the adapted horizontal VOR, were also observed in an animal with all but one vertical semicircular canals inactivated. There was, however, no sign of VOR gain recovery up to 2 mo after all semicircular canals were inactivated. These results suggest that the observed recovery of horizontal VOR is at least partly due to signals originating from the remaining intact vertical canal(s). Even in the presence of a single intact vertical canal, the improvement in horizontal gaze stability is at least partly restored through spatiotemporal changes in the processing of vestibuloocular signals that improve the gain and spatial tuning of horizontal VOR at the expense of temporal response properties.

NASA Discipline Number 16-10↗
NASA NTRS1995

Modulation of high-frequency vestibuloocular reflex during visual tracking in humans

1. Humans may visually track a moving object either when they are stationary or in motion. To investigate visual-vestibular interaction during both conditions, we compared horizontal smooth pursuit (SP) and active combined eye-head tracking (CEHT) of a target moving sinusoidally at 0.4 Hz in four normal subjects while the subjects were either stationary or vibrated in yaw at 2.8 Hz. We also measured the visually enhanced vestibuloocular reflex (VVOR) during vibration in yaw at 2.8 Hz over a peak head velocity range of 5-40 degrees/s. 2. We found that the gain of the VVOR at 2.8 Hz increased in all four subjects as peak head velocity increased (P < 0.001), with minimal phase changes, such that mean retinal image slip was held below 5 degrees/s. However, no corresponding modulation in vestibuloocular reflex gain occurred with increasing peak head velocity during a control condition when subjects were rotated in darkness. 3. During both horizontal SP and CEHT, tracking gains were similar, and the mean slip speed of the target's image on the retina was held below 5.5 degrees/s whether subjects were stationary or being vibrated at 2.8 Hz. During both horizontal SP and CEHT of target motion at 0.4 Hz, while subjects were vibrated in yaw, VVOR gain for the 2.8-Hz head rotations was similar to or higher than that achieved during fixation of a stationary target. This is in contrast to the decrease of VVOR gain that is reported while stationary subjects perform CEHT.(ABSTRACT TRUNCATED AT 250 WORDS).

NASA Discipline Neuroscience↗
NASA NTRS1947

Investigation of the Loads on a Conventional Front and Rear Sliding Canopy

As one phase of a comprehensive canopy load investigation, conventional front and rear sliding canopies which are typified by installation on the SB2C-4E airplane, were tested in the Langley full-scale tunnel to determine the pressure distributions and the aerodynamic loads on the canopies. A preliminary analysis of the results of these tests is presented in this report. Plots are presented that show the distribution of pressure at four longitudinal stations through each canopy for a range of conditions selected to determine the effects of varying canopy position, yaw, lift coefficient, and power. The results indicate that the maximum loads, based on the external-internal pressure differential, for the front and rear canopies were obtained with the airplane simulating the high speed flight condition. The highest loading on the front canopy was in the exploding direction for the configuration with the front and rear canopies closed. The highest loads on the rear canopy were in the crushing direction with the front canopy open and the rear canopy closed. For most of the simulated flight conditions, the highest loads on the front canopy, per unit area, were over twice as great as the highest loads on the rear canopy when the comparison was made for the most critical canopy configuration in each case. The external pressure distribution over the front and rear canopies, which were fairly symmetrical to 0 degree angle of yaw, were greatly distorted at other yaw attitudes, particularly for the propeller operating conditions. These distorted pressure distributions resulted in local exploding and crushing loads on both canopies which were often considerably higher than the average canopy loads.

Dexter, Howard E.↗
NASA NTRS1955

Free-Spinning-Tunnel Investigation to Determine the Effect of Spin-Recovery Rockets and Thrust Simulation on the Recovery Characteristics of a 1/21-Scale Model of the Chance Vought F7U-3 Airplane, TED No. NACA AD 3103

An investigation of a l/21-scale model of the Chance Vought F7U-3 airplane in the co&at-load- condition has been conducted in the Langley 20-foot free-spinning tunnel, The recovery characteristics of the model were determined by use of spin-recovery rockets for the erect and inverted spinning condition. The rockets were so placed as to provide either a yawing or rolling moment about the model center of gravity. Also included in the investigation were tests to determine the effect of simulated engine thrust on the recovery characteristics of the model. On the basis of model tests, recoveries from erect and inverted spins were satisfactory when a yawing moment of 22,200 foot-pounds (full scale) was provided against the spin by rockets attached to the wing tips; the anti-spin yawing moment was applied for approximately 9 seconds, (full scale). Satisfactory recoveries were obtained from erect spins when a rolling moment of 22,200 foot-pounds (full scale) was provided with the spin (rolls right wing down in right spin). Although the inverted spin was satisfactorily terminated when a rolling moment of equal magnitude was provided, a roll rocket was not considered to be an optimum spin-recovery device to effect recoveries from inverted spins for this airplane because of resulting gyrations during spin recovery. Simulation of engine thrust had no apparent effect on the spin recovery characteristics.

Burk, Sanger H., Jr.↗
NASA NTRS1951

Investigation of the Low-Speed Stability and Control Characteristics of a 1/10-Scale Model of the Douglas XF4D-1 Airplane in the Langley Free-Flight Tunnel TED No. NACA DE 349

An investigation of the low-speed, power-off stability and control characteristics of a 1/10-scale model of the Douglas XF4D-1 airplane has been made in the Langley free-flight tunnel. The model was flown with leading-edge slats retracted and extended over a lift-coefficient range from 0.5 to the stall. Only relatively low-altitude conditions were simulated and no attempt was made to determine the effect on the stability characteristics of freeing the controls. The longitudinal stability and control characteristics of the model were satisfactory for all conditions investigated except near the stall with slats extended, where the model had a slight nosing-up tendency. The lateral stability and control characteristics of the model were considered satisfactory for all conditions investigated except near the stall with slats retracted, where a change in sign of the static- directional-stability parameter Cn(sub beta) caused the model to be directionally divergent. The addition of an extension to the top of the vertical tail did not increase Cn(sub beta) enough to eliminate the directional divergence of the model, but a large increase in Cn(sub beta) that was obtainable by artificial means appeared to eliminate the divergence and flights near the stall could be made. Artificially increasing the stability derivative-Cn(sub r) (yawing moment due to yawing) and Cn(sub p) (yawing moment due to rolling) had little effect on the divergence for the range of these parameters investigated. Calculations indicate that the damping of the lateral oscillation of the airplane with slats retracted or extended will be satisfactory at sea level but will be only marginally satisfactory at 40,000 feet.

Johnson, Joseph L.↗
NASA NTRS1946

An Estimation of the Flying Qualities of the Kaiser Fleetwing All-Wing Airplane from Tests of a 1/7-Scale Model, TED No. NACA 2340

An investigation of a 1/7-scale powered model of the Kaiser Fleetwing all-wing airplane was made in the Langley full-scale tunnel to provide data for an estimation of the flying qualities of the airplane. The analysis of the stability and control characteristics of the airplane has been made as closely as possible in accordance with the requirements of the Bureau of Aeronautics, Navy Department's specifications, and a summary of the more significant conclusions is presented as follows. With the normal center of gravity located at 20 percent of the mean aerodynamic chord, the airplane will have adequate static longitudinal stability, elevator fixed, for all flight conditions except for low-power operation at low speeds where the stability will be about neutral. There will not be sufficient down-elevator deflection available for trim above speeds of about 130 miles per hour. It is probable that the reduction in the up-elevator deflections required for trim will be accompanied by reduced elevator hinge moments for low-power operation at low flight speeds. The static directional stability for this airplane will be low for all rudder-fixed or rudder-free flight conditions. The maximum rudder deflection of 30 deg will trim only about 15 deg yaw for most flight conditions and only 10 deg yaw for the condition with low power at low speeds. Also, at low powers and low speeds, it is estimated that the rudders will not trim the total adverse yaw resulting from an abrupt aileron roll using maximum aileron deflection. The airplane will meet the requirements for stability and control for asymmetric power operation with one outboard engine inoperative. The airplane would have no tendency for directional divergence but would probably be spirally unstable, with rudders fixed. The static lateral stability of the airplane will probably be about neutral for the high-speed flight conditions and will be only slightly increased for the low-power operation in low-speed flight. The airplane will not roll against the ailerons in a side-slip maneuver. Although the airplane would probably meet the minimum requirements of pb/2V of 0.07 at all speeds, there will be a loss in rolling ability of the airplane at high aileron deflections and at low flight speeds. It is estimated that the wing stall will be a gradual movement forward from the trailing edge and will be accompanied by no sudden pitching or rolling accelerations. Some stall warning may be indicated by reduction in the elevator and aileron force gradients and by the shaking of the controls caused by unsteady flow over the surfaces near the stall.

Brewer, Gerald W.↗
NASA NTRS2005

Particle Image Velocimetry Measurements to Evaluate the Effectiveness of Deck-Edge Columnar Vortex Generators on Aircraft Carriers

Candidate passive flow control devices were chosen from a NASA flow visualization study to investigate their effectiveness at improving flow quality over a flat-top carrier model. Flow over the deck was analyzed using a particle image velocimeter and a 1/120th scaled carrier model in a low-speed wind tunnel. Baseline (no devices) flow quality was compared to flow quality from combinations of bow and deck-edge devices at both zero and 20 degrees yaw. Devices included plain flaps and spiral cross-section columnar vortex generators attached in various combinations to the front and sides of the deck. Centerline and cross plane measurements were made with velocity and average turbulence measurements reported. Results show that the bow/deck-edge flap and bow/deck-edge columnar vortex generator pairs reduce flight deck turbulence both at zero yaw and at 20 degrees yaw by a factor of approximately 20. Of the devices tested, the most effective bow-only device appears to be the plain flap.

Landman, Drew↗