Tunnel-wall corrections to rolling and yawing moments due to aileron deflection in closed rectangular wind tunnels
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WIND TUNNEL TESTS - CORRECTIONS↗
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Force and moment transmissibilities through rolling element bearings in a single-stage rotor system
A lumped parameter model of a single-stage rotor system is developed which includes a new mathematical model for precision rolling element bearings to clarify this issue quantitatively and qualitatively. A comprehensive bearing stiffness matrix of dimension six is proposed which clearly demonstrates the coupling between the rotating shaft and casing motion. An eigensolution and the forced harmonic solution are obtained numerically. The natural frequencies predicted are found to be in excellent agreement with a finite element model.
Lim, Teik Chin↗
Estimation of forces and moments due to rolling for several slender-tail configurations at supersonic speeds
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Bobbitt, Percy J↗
Calibration Variable Selection and Natural Zero Determination for Semispan and Canard Balances
Independent calibration variables for the characterization of semispan and canard wind tunnel balances are discussed. It is shown that the variable selection for a semispan balance is determined by the location of the resultant normal and axial forces that act on the balance. These two forces are the first and second calibration variable. The pitching moment becomes the third calibration variable after the normal and axial forces are shifted to the pitch axis of the balance. Two geometric distances, i.e., the rolling and yawing moment arms, are the fourth and fifth calibration variable. They are traditionally substituted by corresponding moments to simplify the use of calibration data during a wind tunnel test. A canard balance is related to a semispan balance. It also only measures loads on one half of a lifting surface. However, the axial force and yawing moment are of no interest to users of a canard balance. Therefore, its calibration variable set is reduced to the normal force, pitching moment, and rolling moment. The combined load diagrams of the rolling and yawing moment for a semispan balance are discussed. They may be used to illustrate connections between the wind tunnel model geometry, the test section size, and the calibration load schedule. Then, methods are reviewed that may be used to obtain the natural zeros of a semispan or canard balance. In addition, characteristics of three semispan balance calibration rigs are discussed. Finally, basic requirements for a full characterization of a semispan balance are reviewed.
Ulbrich, Norbert M.↗
Investigations of Lateral Stability of a Glide Bomb Using Automatic Control Having No Time Lag
The investigation of the lateral stability of an automatically controlled glide bomb led also to the attempt of clarifying the influence of a phugoid oscillation or of any general longitudinal oscillation on the lateral stability of a glide bomb. Under the assumption that its period of oscillation considerably exceeds the rolling and yawing oscillation and that c(sub a) is, at least in sections, practically constant, the result of this test is quite simple. It becomes clear that the influence of the phugoid oscillation may be replaced by suitable variation of the rolling-yawing moment on a rectilinear flight path instead of the phugoid oscillation. If the flying weight of the glide bomb of unchanged dimensions is increased, an increase of the flight velocity will be more favorable than an increase of the lift coefficient. The arrangement of the control permits lateral stability to be achieved in every case; a minimum rolling moment due to sideslip proves of great help.
Sponder, E. W.↗
The Practical Calculation of the Aerodynamic Characteristics of Slender Finned Vehicles
The basic objective of this thesis is to provide a practical method of computing the aerodynamic characteristics of slender finned vehicles such as sounding rockets, high speed bombs, and guided missiles. The aerodynamic characteristics considered are the normal force coefficient derivative, c(sub N(sub alpha)); center of pressure, bar-X; roll forcing moment coefficient derivative, c(sub l(sub delta)); roll damping moment coefficient derivative, c(sub l(sub p)); pitch damping moment coefficient derivative, c(sub mq); and the drag coefficient, c (sub D). Equations are determined for both subsonic and supersonic flow. No attempts is made to analyze the transonic region. The general configuration to which the relations are applicable is a slender axisymmetric body having three or four fins.
Barrowman, James S.↗
Dynamics stability derivatives of space shuttle orbiter obtained from wind-tunnel and approach and landing flight tests
A comparison was made between ground facility measurements, the aerodynamic design data book values, and the dynamic damping derivatives extracted from the space shuttle orbiter approach and landing flight tests. The comparison covers an angle of attack range from 2 deg to 10 deg at subsonic Mach numbers. The parameters of pitch, yaw, and roll damping, as well as the yawing moment due to rolling velocity and rolling moment due to yawing velocity are compared.
Freeman, D. C., Jr.↗
Load Schedule Design Improvements for the Calibration of NASA's Semi-span Balances
Improvements of the load schedule design for the calibration of NASA's semi-span balances are discussed. These improvements became possible after a minor hardware change was made to Calspan's Large Load Rig. This change moves normal and axial force load points 12 inches closer to the balance moment center. Resulting data quality improvements are significant because Calspan's Large Load Rig cannot currently apply forces at the balance moment center of a semi-span balance. Now, the supported set of rolling and yawing moment arms is 28, 38, and 48 inches. Consequently, the new load schedule design better supports expected normal and axial force locations on semi-span models that are tested in the NASA Ames 11-ft Transonic Wind Tunnel. In addition, estimates of the primary sensitivities of the normal force, axial force, rolling moment, and yawing moment have become more accurate as the applied normal and axial forces have moved closer to the balance moment center. Fundamental moment arm range requirements and Calspan's hardware updates are discussed. In addition, calibration and check load analysis results of NASA's ARC30K semi-span balance are presented to illustrate benefits of the hardware changes.
wind tunnel test↗
Load Schedule Design Improvements for the Calibration of NASA's Semi-span Balances
Improvements of the load schedule design for the calibration of NASA's semi-span balances are discussed. These improvements became possible after a minor hardware change was made to Calspan's Large Load Rig. This change moves normal and axial force load points 12 inches closer to the balance moment center. Resulting data quality improvements are significant because Calspan's Large Load Rig cannot currently apply forces at the balance moment center of a semi-span balance. Now, the supported set of rolling and yawing moment arms is 28 inches, 38 inches, and 48 inches. Consequently, the new load schedule design better supports expected normal and axial force locations on semi-span models that are tested in the NASA Ames 11-ft Transonic Wind Tunnel. In addition, estimates of the primary sensitivities of the normal force, axial force, rolling moment, and yawing moment have become more accurate as the applied normal and axial forces have moved closer to the balance moment center. Fundamental moment arm range requirements and Calspan's hardware updates are discussed in detail. In addition, calibration analysis results of NASA's ARC30K semi-span balance are presented to illustrate benefits of the hardware changes.
wind tunnel test↗
Control effectiveness and tip-fin dihedral effects for the HL-20 lifting-body configuration at Mach numbers from 1.6 to 4.5
Wind tunnel tests were made with a scale model of the HL-20 in the Langley Unitary Plan Wind Tunnel. Pitch control was investigated by deflecting the elevon surfaces on the outboard fins and body flaps on the fuselage. Yaw control tests were made with the all movable center fin deflected 5 deg. Almost full negative body flap deflection (-30 deg) was required to trim the HL-20 (moment reference center at 0.54-percent body length from nose) to positive values of life in the Mach number range from 1.6 to 2.5. Elevons were twice as effective as body flaps as a longitudinal trim device. The elevons were effective as a roll control, but because of tip-fin dihedral angle, produced about as much adverse yawing moment as rolling moment. The body flaps were less effective in producing rolling moment, but produced little adverse yawing moment. The yaw effectiveness of the all movable center fin was essentially constant over the angle-of-attack range at each Mach number. The value of yawing moment, however, was small. Center-fin deflection produced almost no rolling moments. The model was directionally unstable over most of the Mach number range with tip-fin dihedral angles less than the baseline value of 50 deg.
Cruz, Christopher I.↗
Approximate method for calculating motions in angles of attack and sideslip due to step pitching- and yawing-moment inputs during steady roll
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Moul, Martin T↗
Effects of Coupling Between Pitch and Roll Control Inputs on the Handling Qualities of VTOL Aircraft
Effects of coupling between pitch and roll control inputs on handling qualities of vtol aircraft
STABILITY AND CONTROL↗
Kinematics and aerodynamics of the velocity vector roll
The velocity vector roll is an angular rotation of an aircraft about its instantaneous velocity vector, constrained to be performed at constant angle-of-attack (AOA), no sideslip, and constant velocity. Consideration of the aerodynamic force equations leads to requirements for body-axis yawing and pitching rotations that satisfy these constraints. Here, the body axis rotations, and the constraints, are used in the moment equations to determine the aerodynamic moments required to perform the velocity vector roll. For representative tactical aircraft, the conditions for maximum pitching moment are a function of orientation, occurring at about 90 deg of bank in a level trajectory. Maximum required pitching moment occurs at peak roll rate, and is achieved at AOA above 45 deg. The conditions for maximum rolling moment depend on the value of the roll mode time constant. For a small time constant (fast response) the maximum rolling moment occurs at maximum roll acceleration and zero AOA, largely independent of aircraft orientation; for a large time constant, maximum required rolling moment occurs at maximum roll rate, at maximum AOA, and at 180 deg of bank in level flight. Maximum yawing moment occurs at maximum roll acceleration, maximum AOA, and is largely independent of airplane orientation.
Durham, Wayne C.↗
Roll-yaw control at high angle of attack by forebody tangential blowing
The feasibility of using forebody tangential blowing to control the roll-yaw motion of a wind tunnel model is experimentally demonstrated. An unsteady model of the aerodynamics is developed based on the fundamental physics of the flow. Data from dynamic experiments is used to validate the aerodynamic model. A unique apparatus is designed and built that allows the wind tunnel model two degrees of freedom, roll and yaw. Dynamic experiments conducted at 45 degrees angle of attack reveal the system to be unstable. The natural motion is divergent. The aerodynamic model is incorporated into the equations of motion of the system and used for the design of closed loop control laws that make the system stable. These laws are proven through dynamic experiments in the wind tunnel using blowing as the only actuator. It is shown that asymmetric blowing is a highly non-linear effector that can be linearized by superimposing symmetric blowing. The effects of forebody tangential blowing and roll and yaw angles on the flow structure are determined through flow visualization experiments. The transient response of roll and yaw moments to a step input blowing are determined. Differences on the roll and yaw moment dependence on blowing are explained based on the physics of the phenomena.
Pedreiro, N.↗
Roll-Yaw control at high angle of attack by forebody tangential blowing
The feasibility of using forebody tangential blowing to control the roll-yaw motion of a wind tunnel model is experimentally demonstrated. An unsteady model of the aerodynamics is developed based on the fundamental physics of the flow. Data from dynamic experiments is used to validate the aerodynamic model. A unique apparatus is designed and built that allows the wind tunnel model two degrees of freedom, roll and yaw. Dynamic experiments conducted at 45 degrees angle of attack reveal the system to be unstable. The natural motion is divergent. The aerodynamic model is incorporated into the equations of motion of the system and used for the design of closed loop control laws that make the system stable. These laws are proven through dynamic experiments in the wind tunnel using blowing as the only actuator. It is shown that asymmetric blowing is a highly non-linear effector that can be linearized by superimposing symmetric blowing. The effects of forebody tangential blowing and roll and yaw angles on the flow structure are determined through flow visualization experiments. The transient response of roll and yaw moments to a step input blowing are determined. Differences on the roll and yaw moment dependence on blowing are explained based on the physics of the phenomena.
Pedreiro, N.↗
A theoretical investigation of the rolling motion of the nike cajun and nike apache rocket vehicles
Theoretical prediction of rolling motion of Nike-Cajun and Nike-Apache rocket vehicles
NIKE-CAJUN ROCKET↗
Sources of low-level wind shear around airports
Some potential sources of low-level wind shear in and around airports and their likely effects are probed and analyzed. Wind shear over flat terrain with near-homogeneous surface properties (roughness, specific heat), the turning layer, shear flows over inhomogeneous terrain (airport + urban areas), thunderstorms, turbulent flowfields over bluff bodies (individual buildings), and recirculating wake flow downstream of three-dimensional block bodies are among the topics covered. Overshoot or undershoot of runways, and induced moments (pitch, roll, yaw) in takeoff and landing, and other potential hazards traceable to wind shear patterns at low heights are discussed, with emphasis on mean flow or steady-state wind shear (time-averaged, say 2-min averaged, wind fields). Wind tunnel studies and V/STOL operations are included in the study.
Fichtl, G. H.↗
Effect of nozzle spacing on ground interference forces for a two jet V/STOL aircraft
The effect of nozzle spacing on ground interference forces was investigated for a two jet V/STOL aircraft design. The need for information on the effect of jet spacing arises because of the tradeoff between mechanical complexity, which calls for close spacing, and roll control moments, which call for wider spacing. The ground interference forces on a two jet V/STOL aircraft model were measured for a range of nozzle spacings. Interference forces showed a complicated behavior with nozzle spacing, fuselage geometry, and height above ground. For some conditions a slight change in nozzle spacing resulted in a fourfold change in the interference force from 3% to 12% of the basic jet thrust. An understanding of the observed aircraft force behavior was developed using detailed measurements of the upwash flow properties, along with force and pressure measurements on a series of two dimensional fuselage representations.
Hill, W. G., Jr.↗