SEARCH · Search NASA

Results for “Tail”

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.

SourceResearch connectionFrom yearThrough year

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 109 records · Page 6

All sources NASA NTRS DOE OSTI

NASA NTRS1988

Development in helicopter tail boom strake applications in the US

The use of a strake or spoiler on a helicopter tail boom to beneficially change helicopter tail boom air loads was suggested in the United States in 1975. The anticipated benefits were a change of tail boom loads to reduce required tail rotor thrust and power and improve directional control. High tail boom air loads experienced by the YAH-64 and described in 1978 led to a wind tunnel investigation of the usefullness of strakes in altering such loads on the AH-64, UH-60, and UH-1 helicopters. The wind tunnel tests of 2-D cross sections of the tail boom of each demonstrated that a strake or strakes would be effective. Several limited test programs with the U.S. Army's OH-58A, AH-64, and UH-60A were conducted which showed the effects of strakes were modest for those helicopters. The most recent flight test program, with a Bell 204B, disclosed that for the 204B the tail boom strake or strakes would provide more than a modest improvement in directional control and reduction in tail rotor power.

Wilson, John C.↗

NASA NTRS1955

Flight Measurements of Horizontal-Tail Loads on the Bell X-5 Research Airplane at a Sweep Angle of 58.7 Deg

A flight investigation was made at altitudes of 40,000, 25,000 and 15,000 feet to determine the horizontal-tail loads of the Bell X-5 research airplane at a sweep angle of 58.7 deg over the lift range of the airplane for Mach numbers from 0.61 to 1.00. The horizontal-tail loads were found to be nonlinear with lift throughout the lift ranges tested at all Mach numbers except at a Mach number of 1.00. The balancing tail loads reflected the changes which occur in the wing characteristics with increasing angle of attack. The nonlinearities were, in general, more pronounced at the higher angles of attack near the pitch-up where the balancing tail loads indicate that the wing-fuselage combination becomes unstable. No apparent effects of altitude on the balancing tail loads were evident over the comparable lift ranges of these tests at altitudes from 40,000 feet to 15,000 feet. Comparisons of balancing tail loads obtained from flight and windtunnel tests indicated discrepancies in absolute magnitudes, but the general trends of the data agree. Some differences in absolute magnitude may be accounted for by the tail load carried inboard of the strain-gage station and the load induced on the fuselage by the presence of the tail. These loads were not measured in flight.

Reed, Robert D↗

NASA NTRS1948

Hydrodynamic Characteristics of a Low-drag, Planing-tail Flying-boat Hull

The hydrodynamic characteristics of a flying-boat incorporating a low-drag, planing-tail hull were determined from model tests made in Langley tank number 2 and compared with tests of the same flying boat incorporating a conventional-type hull. The planing-tail model, with which stable take-offs were possible for a large range of elevator positions at all center-of-gravity locations tested, had more take-off stability than the conventional model. No upper-limit porpoising was encountered by the planing-tail model. The maximum changes in rise during landings were lower for the planing-tail model than for the conventional model at most contact trims, an indication of improved landing stability for the planing-tail model. The hydrodynamic resistance of the planing-tail hull was lower than the conventional hull at all speeds, and the load-resistance ratio was higher for the planing-tail hull, being especially high at the hump. The static trim of the planing-tail hull was much higher than the conventional hull, but the variation of trim with speed during take-off was smaller.

Suydam, Henry B↗

NASA NTRS1948

Altitude-wind-tunnel investigation of tail-pipe burning with a Westinghouse X24C-4B axial-flow turbojet engine

Thrust augmentation of an axial-flow type turbojet engine by burning fuel in the tail pipe has been investigated in the NACA Cleveland altitude wind tunnel. The performance was determined over a range of simulated flight conditions and tail-pipe fuel flows. The engine tail pipe was modified for the investigation to reduce the gas velocity at the inlet of the tail-pipe combustion chamber and to provide an adequate seat for the flame; four such modifications were investigated. The highest net-thrust increase obtained in the investigation was 86 percent with a net thrust specific fuel consumption of 2.91 and a total fuel-air ratio of 0.0523. The highest combustion efficiencies obtained with the four configurations ranged from 0.71 to 0.96. With three of the tail-pipe burners, for which no external cooling was provided, the exhaust nozzle and the rear part of the burner section were bright red during operation at high tail-pipe fuel-air ratios. With the tail-pipe burner for which fuel and water cooling were provided, the outer shell of the tail-pipe burner showed no evidence of elevated temperatures at any operating condition.

Fleming, William A↗

NASA NTRS1994

Comparison of the plasma tails of four comets: P/Halley, Okazaki-Levy-Rudenko, Austin, and Levy

Photographic and charge coupled device (CCD) plasma tail observations are compared for four comets: P/Halley (22 nights in 1985/1986), Okazaki-Levy-Rudenko 1989 XIX (1989 December 2), Austin 1990 V (nine nights in 1990), and Levy 1990 XX (two nights in 1991). We present a discussion of several image-processing techniques used to enhance the visibility of the plasma tail features in order to measure velocities, accelerations, and position angles. The data are used to assess the validity of various physical mechanisms proposed to explain plasma tail phenomena. Seven disconnection events were observed in the comet P/Halley data, two in the Austin data, and none for the other comets. Analysis of these data suggests that while the crossing of the solar neutral sheet (the sector boundary) is a prominent factor in the production of a disconnection event, it is likely that several mechanisms are at work. A sector boundary crossing has been ruled out as the cause of either the 1986 April 26 P/Halley disconnection or the 1990 May 5/6 Austin disconnection. The motions of the disconnection events, knots, and condensations in the tails were seen to increase from 30-60 km/s near the nucleus (within 10(exp 6) km) to 80-100 km/s at 10(exp 7) km, consistent with either bulk motion or Alfven waves. Distinguishing between the two cases is not possible with these data. It was found that although the tail ray rotation rate slows as the ray approaches the tail axis, it is not a good indicator of the solar wind speed. Historical plasma tail data are also used to look for clues as to why some comets form well-developed plasma tails and others do not.

Farnham, Tony L.↗

NASA NTRS1996

Aerostructural Vortical Flow Interactions with Applications to F/A-18 and F-117 Tail Buffet

The buffet response of the flexible twin-tail configuration of the F/A-18 and a generic F-111 aircraft are computationally simulated and experimentally validated. The problem is a multidisciplinary one which requires the sequential solution of three sets of equations on a multi-block grid structure. The first set is the unsteady, compressible, full Navier-Stokes equations. The second set is the aeroelastic equations for bending and torsional twin-tail responses. The third set is the grid-displacement equations which are used to update the grid coordinates due to the tail deflections. The computational models consist of a 76 deg. swept back, sharp edged delta wing of aspect ratio of one and a swept-back F/A-18 or F-117 twin-tail. The configuration is pitched at 30 deg. angle-of-attack. The problem is solved for the initial flow conditions with the twin tails kept rigid. Next, the aeroelastic equations of the tails are turned on along with the grid-displacement equations to solve for the bending and torsional tails responses due to the unsteady loads produced by the vortex breakdown flow of the leading-edge vortex cores of the delta wing. Several spanwise locations of the twin tails are investigated. The computational results are validated using several existing experimental data.

Kandil, Osama A.↗

NASA NTRS1998

Magnetospheric Substorms and Tail Dynamics

This grant funded several studies of magnetospheric substorms and their effect on the dynamics of the earth's geomagnetic tail. We completed an extensive study of plasmoids, plasma/magnetic field structures that travel rapidly down the tail, using data from the ISEE 3 and IMP 8 spacecraft. This study formed the PhD thesis of Mark Moldwin. We found that magnetically plasmoids are better described as flux-ropes (twisted magnetic flux tubes) rather than plasma bubbles, as had been generally regarded up to that point (Moldwin and Hughes, 1990; 1991). We published several examples of plasmoids observed first in the near tail by IMP 8 and later in the distant tail by ISEE 3, confirming their velocities down tail. We showed how the passage of plasmoids distorts the plasma sheet. We completed the first extensive statistical survey of plasmoids that showed how plasmoids evolve as they move down tail from their formation around 30 RE to ISEE 3 apogee at 240 RE. We established a one-to-one correspondence between the observation of plasmoids in the distant tail and substorm onsets at earth or in the near tail. And we showed that there is a class of plasmoid-like structures that move slowly earthward, especially following weak substorms during northward IMF. Collectively this work constituted the most extensive study of plasmoids prior to the work that has now been done with the GEOTAIL spacecraft. Following our work on plasmoids, we turned our attention to signatures of substorm onset observed in the inner magnetosphere near geosynchronous orbit, especially signatures observed by the CRRES satellite. Using data from the magnetometer, electric field probe, plasma wave instrument, and low energy plasma instrument on CRRES we were able to better document substorm onsets in the inner magnetosphere than had been possible previously. Detailed calculation of the Poynting flux showed energy exchange between the magnetosphere and ionosphere, and a short burst of tailward convective flow just prior to onset, suggesting the active role of the ionosphere in the onset process, and adding credibility to the ballooning instability theory of substorm onset. This grant also supported a number of other substorm studies and reviews. These are represented by the list of publications and meeting presentations resulting out of this grant.

Hughes, W. Jeffrey↗

NASA NTRS1998

Effectiveness of Flow Control for Alleviation of Twin-Tail Buffet

Effectiveness of active flow control for twin- tail buffet alleviation is investigated. Tangen- tial leading-edge blowing (TLEB) and flow suction along the vortex cores (FSVC) of the lead- ing edges of the delta wing are used to delay the vortex breakdown flow upstream of the twin tail. The combined effect of the TLEB and FSVC is also investigated. A parametric study of the effects of the spanwise position of the suction tubes and volumetric suction flow rate on the twin-tail buffet response are also investigated. The TLEB moves the path of leading-edge vortices laterally towards the twin tail, which increases the aero- dynamic damping on the tails. The FSVC effectively delays the breakdown location at high angles of attack. The computational model consists of a sharp-edged delta wing of aspect ratio one and swept-back flexible twin tail with taper ratio of 0.23. This complex multidisciplinary problem is solved sequentially using three sets of equations for the fluid flow, aeroelastic response and grid deformation, on a dynamic multi-block grid structure. The computational model is pitched at 30 deg. angle of attack. The freestream Mach number and Reynolds number are 0.3 and 1.25 million, respectively. The model is investigated for the inboard position of the twin tails, which corresponds to a separation distance between the twin tails of 33% of the wing span.

Sheta, Essam F.↗

NASA NTRS1998

Effect of Configuration Pitching Motion on Twin Tail Buffet Response

The effect of dynamic pitch-up motion of delta wing on twin-tail buffet response is investigated. The computational model consists of a delta wing-twin tail configuration. The computations are carried out on a dynamic multi-block grid structure. This multidisciplinary problem is solved using three sets of equations which consists of the unsteady Navier-Stokes equations, the aeroelastic equations, and the grid displacement equations. The configuration is pitched-up from zero up to 60 deg. angle of attack, and the freestream Mach number and Reynolds number are 0.3 and 1.25 million, respectively. With the twin tail fixed as rigid surfaces and with no-forced pitch-up motion, the problem is solved for the initial flow conditions. Next, the problem is solved for the twin-tail response for uncoupled bending and torsional vibrations due to the unsteady loads on the twin tail and due to the forced pitch-up motion. The dynamic pitch-up problem is also solved for the flow response with the twin tail kept rigid. The configuration is investigated for inboard position of the twin tail which corresponds to a separation distance between the twin tail of 33% wing chord. The computed results are compared with the available experimental data.

Sheta, Essam F.↗

NASA NTRS1999

Adaptive Suction and Blowing for Twin-Tail Buffet Control

Adaptive active flow control for twin-tail buffet alleviation is investigated. The concept behind this technique is to place control ports on the tail outer and inner surfaces with flow suction or blowing applied through these ports in order to minimize the pressure difference across the tail. The suction or blowing volume flow rate from each port is proportional to the pressure difference across the tail at this location. A parametric study of the effects of the number and location of these ports on the buffet response is carried out. The computational model consists of a sharp-edged delta wing of aspect ratio one and swept-back flexible twin tail with taper ratio of 0.23. This complex multidisciplinary problem is solved sequentially using three sets of equations for the fluid flow, aeroelastic response and grid deformation, using a dynamic multi-block grid structure. The computational model is pitched at 30 deg angle of attack. The freestream Mach number and Reynolds number are 0.3 and 1.25 million, respectively. The model is investigated for the inboard position of the twin tails, which corresponds to a separation distance between the twin tails of 33% of the wing span. Comparison of the time history and power spectral density responses of the tails for various distributions of the control ports are presented and discussed.

Kandil, Osama A.↗

NASA NTRS1946

Tank tests to determine the effect of varying design parameters of planing-tail hulls II : effect of varying depth of step, angle of after- body keel, length of afterbody chine, and gross load

The second part of a series of tests made in Langley tank no. 2 to determine the effect of varying design parameters of planing-tail hulls is presented. Results are given to show the effects on resistance characteristics of varying angle of afterbody keel, depth of step, and length of afterbody chine. The effect of varying the gross load is shown for one configuration. The resistance characteristics of planing-tail hulls are compared with those of a conventional flying-boat hull. The forces on the forebody and afterbody of one configuration are compared with the forces on a conventional hull. Increasing the angle of afterbody keel had small effect on hump resistance and no effect on high-speed resistance but increased free-to-trim resistance at intermediate speeds. Increasing the depth of step increased hump resistance, had little effect on high-speed resistance, and increased free-to-trim resistance at intermediate speeds. Omitting the chines on the forward 25 percent of the afterbody had no appreciable effect on resistance. Omitting 70 percent of the chine length had almost no effect on maximum resistance but broadened the hump and increased spray around the afterbody. Load-resistance ratio at the hump decreased more rapidly with increasing load coefficient for the planing-tail hull than for the representative conventional hull, although the load-resistance ratio at the hump was greater for the planing-tail hull than for the conventional hull throughout the range of loads tested. At speeds higher than hump speed, load-resistance ratio for the planing-tail hull was a maximum at a particular gross load and was slightly less at heavier and lighter gross loads. The planing-tail hull was found to have lower resistance than the conventional hull at both the hump and at high speeds, but at intermediate speeds there was little difference. The lower hump resistance of the planing-tail hull was attributed to the ability of the afterbody to carry a greater percentage of the total load while maintaining a higher value of load-resistance ratio.

HULLS - RESISTANCE - TANK TESTS (NACA-#2)↗

NASA NTRS1979

Evidence for earth magnetospheric tail associated phenomena at 3100 R sub E

Examination of Pioneer 7 NASA Ames Research Center plasma analyzer data obtained in February 1977 at about 3100 earth radii, downstream from earth in the vicinity of the expected extended geomagnetic tail indicate that tail-related phenomena may have been observed. These observations are characterized by intermittent intervals of extremely low levels of plasma ion flux. Corresponding Prognoz 5 Space Research Institute plasma ion data obtained in the vicinity of earth indicate typical solar-wind flux levels and a relatively steady character of the solar wind during this time. These recent Pioneer 7 observations in the vicinity of the expected geomagnetic tail at about 3100 earth radii are consistent with earlier Pioneer 7 observations in September 1966 at about 1000 earth radii and Pioneer 8 observations in January 1968 at about 500 earth radii and represent the most extended positive observational information of the extended nature of the geomagnetic tail. These measurements suggest that at times Jupiter's magnetosphere may have tail-associated phenomena extending to distances of about 10 AU downstream from the planet. These measurements also raise the possibility that at times comets may have tail-associated phenomena extending downstream from the visible tail.

Intriligator, D. S.↗

NASA NTRS1981

The EET Horizontal Tails Investigation and the EET Lateral Controls Investigation

In the energy efficient transport (EET) Horizontal Tails Investigation, aerodynamic data were measured for five different horizontal tails on a full span model with a wide body fuselage. Three of the horizontal tails were low tail configurations and two were T tail configurations. All tails were tested in conjunction with two wings, a current wide body wing and a high aspect ratio supercritical wing. Local downwash angles and dynamic pressures in the vicinity of the tails were measured using a yaw head rake. The results provide a comparison of the aerodynamic characteristics of the two wing configurations at trimmed conditions for Mach numbers between 0.60 and 0.90. In the EET Lateral Controls Investigation, the control effectiveness of a conventional set of lateral controls was measured over a Mach number range from 0.60 to 0.90 on a high aspect ratio supercritical wing semispan model. The conventional controls included a high speed aileron, a low speed aileron, and six spoiler segments. The wing was designed so that the last 25% of the chord is removable to facilitate testing of various control systems. The current status and an indication of the data obtained in these investigations are presented.

Jacobs, P. F.↗

NASA NTRS1983

The effect of MHD instabilities on the flaring of cometary plasma tails

The hypersonic pressure balance model of flaring in cometary plasma tails of Ershkovich et al. (1982) has been modified to include the effects of magnetohydrodynamic (MHD) instabilities occurring along the ionopause in the outer-tail regions. The effect of instability is to mix the solar-wind and comet-tail plasmas, increasing the tail magnetic field strength above that calculated from magnetic flux conservation. The earlier model assumed the ionopause to be a tangential discontinuity surface (flux conserving) at all distances, with the result that the magnetic field approached zero in the outer regions of strongly flaring tails. The present model is more realistic and is in better agreement with measurements of cometary plasma tail widths and flaring angles. This agreement leads to an important conclusion that the magnetic flux is not conserved in distant comet tails.

Niedner, M. B., Jr.↗

NASA NTRS1986

Helicopter tail rotor noise analyses

A study was made of helicopter tail rotor noise, particularly that due to interactions with the main rotor tip vortices, and with the fuselage separation mean wake. The tail rotor blade-main rotor tip vortex interaction is modelled as an airfoil of infinite span cutting through a moving vortex. The vortex and the geometry information required by the analyses are obtained through a free wake geometry analysis of the main rotor. The acoustic pressure-time histories for the tail rotor blade-vortex interactions are then calculated. These acoustic results are compared to tail rotor loading and thickness noise, and are found to be significant to the overall tail rotor noise generation. Under most helicopter operating conditions, large acoustic pressure fluctuations can be generated due to a series of skewed main rotor tip vortices passing through the tail rotor disk. The noise generation depends strongly upon the helicopter operating conditions and the location of the tail rotor relative to the main rotor.

George, A. R.↗

NASA NTRS1986

Helicopter tail rotor noise

Chou, S.-T.↗

NASA NTRS1984

Effects of tail span and empennage arrangement on drag of a typical single-engine fighter aft end

An investigation was conducted in the Langley 16 foot Transonic Tunnel to determine the effects of tail span and empennage arrangement on drag of a single engine nozzle/afterbody model. Tests were conducted at Mach numbers from 0.50 to 1.20, nozzle pressures frm 1.0 (jet off) to 8.0, and angles of attack from -3 to 9 deg, depending upon Mach numbers. Three empennage arrangements (aft, staggered, and forward) were investigated with several different tail spans. The results of the investigation indicate that tail span and position have a significant effect on the drag at transonic speeds. Unfavorable tail interference was largely due to the outer portion of the tail surfaces. The inner portion near the nozzle and afterbody did little to increase drag other than surface skin friction. Tail positions forward of the nozzle generally had lower tail interference.

Burley, J. R., II↗

NASA NTRS1987

Comparative plasma tails of Venus and comets

A review of current models of solar wind flow in the plasma tails of weakly magnetized bodies is presented. Measurements conducted by the Mariner 5 spacecraft, the Veneras 9 and 10, and the PVO orbiters, in the Venus tail, and with the ICE spacecraft in the tail of Comet Giacobini-Zinner, reveal common plasma properties which suggest that similar physical processes are operative. Most notable is the observation of decreased flow velocities and enhanced plasma temperatures in the vicinity of their plasma tails. In Venus, the measured velocity and temperature fields are consistent with the effects of frictional forces between the mass-loaded ionosheath flow and the ionosphere along the (magnetic) polar regions of the ionopause. It is argued that similar conditions exist at a cometary ionopause and that the distribution of magnetic fluxes in a cometary tail is controlled by the entry of plasma fluxes from the (magnetic) polar regions of the comet's ionospheric obstacle. This question is further addressed in connection with the two-step shape of the magnetic profile measured across the tail of the comet. It is suggested that the low intensity outer increases of the magnetic lobes are associated with the draping of the interplanetary magnetic field lines around the comet's ionospheric obstacle, and that the higher intensity increases seen in the inner regions of the magnetic lobes are due to an additional compression of magnetic fluxes produced by the entry of plasma particles into the tail.

Perezdetejada, H.↗