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At least 19 records

Studies of aircraft differential maneuvering. Report 75-27: Calculating of differential-turning barrier surfaces. Report 75-26: A user's guide to the aircraft energy-turn and tandem-motion computer programs. Report 75-7: A user's guide to the aircraft energy-turn hodograph program

The numerical analysis of composite differential-turn trajectory pairs was studied for 'fast-evader' and 'neutral-evader' attitude dynamics idealization for attack aircraft. Transversality and generalized corner conditions are examined and the joining of trajectory segments discussed. A criterion is given for the screening of 'tandem-motion' trajectory segments. Main focus is upon the computation of barrier surfaces. Fortunately, from a computational viewpoint, the trajectory pairs defining these surfaces need not be calculated completely, the final subarc of multiple-subarc pairs not being required. Some calculations for pairs of example aircraft are presented. A computer program used to perform the calculations is included.

Kelley, H. J.↗

Flow and Heat Transfer in 180-Degree Turn Square Ducts: Effects of Turning Configuration and System Rotation

Forced flow through channels connected by sharp bends is frequently encountered in various rocket and gas turbine engines. For example, the transfer ducts, the coolant channels surround the combustion chamber, the internal cooling passage in a blade or vane, the flow path in the fuel element of a nuclear rocket engine, the flow around a pressure relieve valve piston, and the recirculated base flow of multiple engine clustered nozzles. Transport phenomena involved in such a flow passage are complex and considered to be very different from those of conventional turning flow with relatively mild radii of curvature. While previous research pertaining to this subject has been focused primarily on the experimental heat transfer, very little analytical work is directed to understanding the flowfield and energy transport in the passage. Therefore, the primary goal of this paper is to benchmark the predicted wall heat fluxes using a state-of-the-art computational fluid dynamics (CFD) formulation against those of measurement for a rectangular turn duct. Other secondary goals include studying the effects of turning configurations, e.g., the semi-circular turn, and the rounded-corner turn, and the effect of system rotation. The computed heat fluxes for the rectangular turn duct compared favorably with those of the experimental data. The results show that the flow pattern, pressure drop, and heat transfer characteristics are different among the three turning configurations, and are substantially different with system rotation. Also demonstrated in this work is that the present computational approach is quite effective and efficient and will be suitable for flow and thermal modeling in rocket and turbine engine applications.

Wang, Ten-See↗

Optimum transfer between hyperbolic asymptotes with turn angle less than the maximum natural turn angle.

The impulsive transfer of minimum characteristic velocity between two given hyperbolic asymptotes associated with a real planet is considered. The constraint of remaining above the surface of the planet introduces a maximum natural turn angle. This divides the problem naively into two categories. The first is the case when the turn angle required by the given asymptotes is less than or equal to the maximum natural turn angle. This is the more reasonable situation for a swingby maneuver, and is the case considered in this paper. The resulting optimal transfers are of five basic types. In boundary conditions space, by far the largest area of transfers are either single impulse transfers or transfers through the parabolic level requiring two finite impulses. In no case has an optimal transfer been found which uses more than two finite impulses and three infinitesimal impulses. Complete results are presented for the case in which the given turn angle is less than or equal to the maximum natural turn angle.

Walton, J. M.↗

The Instrumented Walking and Turning Test to Evaluate Suited Gait Dynamics and Performance in Extravehicular Activity Training Environments

Background and aims: Walking will be required for many exploration tasks on the Moon during the Artemis program. Walking in a straight line on the confined floorspace of a testing area, and repetitive treadmill walking that requires no change in direction may not adequately reflect the balance and coordination required during ambulation. Also, performance of turning maneuvers may be affected differently in different extravehicular activity (EVA) training facilities that simulate partial gravity. For example, the Neutral Buoyancy Lab (NBL) simulates lunar gravity by adding weight to underwater subjects to alter buoyancy and achieve the equivalent ground reaction force of 1/6 of Earth’s gravity (1/6G), whereas the Active Response Gravity Offload System (ARGOS) uses a computer controlled overhead suspension system programmed to continuously offload a percentage of a subject’s weight to simulate 1/6G. The degree to which dynamic movements such as turning are comparable across these EVA training facilities has not yet been evaluated. The instrumented gait test helps NASA scientists and engineers evaluate gait dynamics and performance in suited conditions, and this test demonstrates the unique characteristics and limitations of EVA training facilities. We developed an instrumented walking and turning test using inertial measurement units (IMUs) and conducted the test at NASA’s EVA training facilities. Results were used to compare suited walking and turning characteristics in the ARGOS and the NBL. Methods: Subjects donned the Mark III space suit during offloading with the ARGOS spreader bar gimbal and donned the Z2.5 space suit while underwater in the NBL with weights and floatation added to achieve realistic suit center of gravity. The test team securely attached three Opal (APDM, OR, USA) wireless IMUs on the space suit for each test run: one on the middle of the hard upper torso, and one on the left and on the right ankle bearings. During the NBL tests, the IMUs were encased in a waterproof housing (GoPro) with foam added to create a tighter fit. At both testing facilities, 6.3 m x 1.0 m (LxW) walking lines were marked, and a cone for turning or walking around was located at the end of the walking path with another line on the other side of the cone to indicate the stopping point after walking around the cone. Under simulated 1/6G, subjects began by standing at the marked line with their arms folded across the chest, they then walked at a preferred speed along the straight walking path until they reached the end, turned 180 degrees around the cone, and finally stopped at the marked stopping point. All IMU data recorded during testing were automatically saved to the internal memory. Then, raw IMU signals were processed using custom MATLAB (Mathworks, MA, USA) code to compare gait parameters during both the walking and the turning components of the task. These parameters included time (s), speed (m/s for walking and rad/s for turning), step number (n) and walk:turn time ratio (% time spent straight walking versus turning). Results: Less time, faster gait, fewer steps, and higher walk:turn ratio during both walking and turning components were exhibited during tests performed at the ARGOS versus those performed at the NBL. During the NBL tests, the slower walking speed continued at the same rate throughout a U-shape turn. During the ARGOS tests, the subjects performed shorter and tighter turns at 4 times the speed of the NBL turns because they walked 30% faster and the vertical offloading system gave them more support. Conclusion: Our data show that the differences in walking and turning parameters during the NBL tests may be due to the high viscosity in the water environment where the motion of the lower limbs was slow and did not reach full flexion and extension. These tests improve the current knowledge of testing environments in preparation for EVAs on the lunar surface.

Kyoung Jae Kim↗

Predictions of Substorms and Intensifications Following Northward Turnings of the IMF

Substorms are often observed to occur at the end of intervals of Southward interplanetary magnetic field (IMF), i.e. following the northward turning. Despite the significant correlation between northward turning and substorms, no direct causal relationship between northward turnings and substorms has been demonstrated. Assuming such a causal relationship, we predict that substorms will occur within a particular interval following the observation of a northward turning in the IMF. We observe 16 northward turnings following steady, southward IMF in data taken by the WIND spacecraft magnetic field instrument (MFI). To ensure that the northward turning was observed at the magnetosphere, we require that the northward turning also be observed by instruments on either one of Geotail or IMP-8 while the separation of the second spacecraft from WIND was more that 10 R(sub E). These two-spacecraft observations also allow us to predict more accurately the arrival time of the northward turning at the Earth. Of the predictions substorms, 10 predictions were clearly successful to within +/- 12 min. Five predictions failed, but the failures reveal clear shortcomings in the criteria for a northward turning that we correct. The failures were caused by an increase in the absolute value of B(sub YGSM) simultaneous with the northward turning in 3 cases, and a weak southward IMF preceding the northward turning in 2 cases. The final northward turning arrived in the recovery phase of an ongoing substorm, and resulted in unusual auroral activity. The implication of the predictability of substorms following sharp northward turnings is that the postulated causal relationship between northward turnings and substorm onset exists. The effect of increases in the absolute value of B(sub YGSM) to negate the triggering ability of northward turnings suggests that the triggering mechanism involves sharp reductions in the magnetospheric convection electric field.

Blanchard, G. T.↗

On the Predictability of Substorms Following Sharp Northward Turnings of the IMF

It has been shown that there is an association between changes of the interplanetary magnetic field (IMF) that are expected to lead to a reduction in magnetospheric convection (northward turnings, reductions) and the onset of the expansion phase of substorms. This has been previously demonstrated by analyses of IMF data during time intervals associated with identified substorm onsets. Here we examine whether observations of northward turnings of the IMF can be used to predict the occurrence of substorms. We first identified sharp northward turnings that follow an interval of steady, southward IMF using measurements from the Wind spacecraft during the first 180 days of 1997. We also required that the northward turning be observed by either IMP-8 or GEOTAIL, in addition to Wind, and that one of the observing satellites be sufficiently close to the Earth-Sun line, or that the two observing satellites be sufficiently separated, that we are reasonably certain that the northward turning affected the magnetosphere. We also used the dual observations to estimate the arrival of the northward turning at the Earth. Using these criteria, we predicted 17 substorms. We then searched for the following signatures of substorm onset around the time of the predicted onset: auroral brightening followed by auroral bulge expansion observed by Polar UVI, geosynchronous particle injection, geosynchronous magnetic field dipolarization, and an appropriate magnetic disturbance at the surface of the Earth. Of the 17 predictions of substorms, 10 were successful in that a substorm onset was observed within 12 min of the predicted onset, 1 is indeterminate due to a lack of data at the Earth, 1 had unusual activity that we have not been able to identify, and 5 were unsuccessful. The failure of these last 5 predictions is explicable. Two of the northward turnings that failed to produce substorms were preceded by the lowest average of the set. The remaining 3 were the only cases in which the northward turning was accompanied by a simultaneous sharp increase. The increase would be expected to offset the decrease in convection that would otherwise be expected to be associated with a northward turning. These results indicate that it is an IMF change that leads to a reduction in convection, rather than just a northward turning or reduction that is associated with substorms, and that at least some substorms can be predicted by measurements of the IMF.

Blanchard, G. T.↗

Interaction of the body, head, and eyes during walking and turning

Body, head, and eye movements were measured in five subjects during straight walking and while turning corners. The purpose was to determine how well the head and eyes followed the linear trajectory of the body in space and whether head orientation followed changes in the gravito-inertial acceleration vector (GIA). Head and body movements were measured with a video-based motion analysis system and horizontal, vertical, and torsional eye movements with video-oculography. During straight walking, there was lateral body motion at the stride frequency, which was at half the frequency of stepping. The GIA oscillated about the direction of heading, according to the acceleration and deceleration associated with heel strike and toe flexion, and the body yawed in concert with stepping. Despite the linear and rotatory motions of the head and body, the head pointed along the forward motion of the body during straight walking. The head pitch/roll component appeared to compensate for vertical and horizontal acceleration of the head rather than orienting to the tilt of the GIA or anticipating it. When turning corners, subjects walked on a 50-cm radius over two steps or on a 200-cm radius in five to seven steps. Maximum centripetal accelerations in sharp turns were ca.0.4 g, which tilted the GIA ca.21 degrees with regard to the heading. This was anticipated by a roll tilt of the head of up to 8 degrees. The eyes rolled 1-1.5 degrees and moved down into the direction of linear acceleration during the tilts of the GIA. Yaw head deviations moved smoothly through the turn, anticipating the shift in lateral body trajectory by as much as 25 degrees. The trunk did not anticipate the change in trajectory. Thus, in contrast to straight walking, the tilt axes of the head and the GIA tended to align during turns. Gaze was stable in space during the slow phases and jumped forward in saccades along the trajectory, leading it by larger angles when the angular velocity of turning was greater. The anticipatory roll head movements during turning are likely to be utilized to overcome inertial forces that would destabilize balance during turning. The data show that compensatory eye, head, and body movements stabilize gaze during straight walking, while orienting mechanisms direct the eyes, head, and body to tilts of the GIA in space during turning.

Non-NASA Center↗

Study of Turning Performance of a Fighter-Type Airplane Particularly as Affected by Flaps and Increased Supercharging, Special Report

Results of a study to determine the effects on turning performance due to various assumed modifications to a typical Naval fighter airplane are presented. The modifications considered included flaps of various types, both part and full space, increased supercharging, and increased wing loading. The calculations indicated that near the low-speed end of the speed range, the turning performance, as defined by steady level turns at a given speed, would be improved to some extent by any of the flaps considered at altitudes up to about 25,000 feet. (If turning is not restricted to the conditions of no loss of speed or altitude, more rapid turning can, of course, be accomplished with the aid of flaps, regardless of altitude.) Fowler flaps and NACA slotted flaps appeared somewhat superior to split or perforated split flaps for maneuvering purposes, particularly if the flap position is not adjustable. Similarly, better turning performance should be realized with full-span than with part-span flaps. Turning performance over the lower half of the speed range would probably not be materially improved at any altitude by increased supercharging of the engine unless the propeller were redesigned to absorb the added power more effectively; with a suitable propeller the turning performance at high altitudes could probably be greatly improved with increased supercharging. A reduction in wing area with the aspect ratio held constant would result in impairment of turning performance over practically the entire speed range at all altitudes.

Wetmore, J. W.↗

A general purpose maneuver turns computer program

The theory, functional description, and operating instructions of a general purpose maneuver analysis program are described. The program computes the maneuver turns required to point a given spacecraft-fixed vector in the direction of a given inertially-fixed vector. Any two-turn maneuver sequence may be arbitrarily chosen. If it is not possible to accomplish the desired orientation with a two-turn sequence, a three-turn sequence can be specified. The coordinates of an arbitrarily selected inertially-fixed reference vector are computed before and after each turn that is performed. Two program options provide the reference vector coordinates throughout each turn at selected points and the reference vector positions before and after each turn of an arbitrarily prescribed set of maneuver turns.

Jaivin, G. I.↗

Influence of sideslip on the kinematics of the helicopter in steady coordinated turns

A steep coordinated helical turn at extreme angles of attack with inherent sideslip is of primary interest in this study. Unlike fixed-wing aircraft, the helicopter in a steady coordinated turn will inherently sideslip. A set of exact kinematic equations describing this motion in steady helical turns has been developed, and a rational definition for the load factor that best characterizes a coordinated turn for a helicopter has been proposed. An analysis has also been completed on the effects of sideslip on the kinematic relationships in a coordinated turn which is based on new closed-form solutions which relate the aircraft angular rates and pitch and roll attitudes to the turn parameters, angle of attack, and sideslip. The results show that the bank angle of the aircraft can differ markedly from the tilt angle of the normal load factor and that the normal load factor can also differ substantially from the accelerometer reading along the vertical body axis of the aircraft. Generally, sideslip has a strong influence on the pitch attitude and roll rate of the helicopter. The study also indicates that pitch rate is independent of angle of attack in a coordinated turn and that in the absence of sideslip, angular rates about the stability axes are independent of the aerodynamic characteristics of the aircraft.

Chen, R. T. N.↗

Coordinated turn-and-reach movements. II. Planning in an external frame of reference

The preceding study demonstrated that normal subjects compensate for the additional interaction torques generated when a reaching movement is made during voluntary trunk rotation. The present paper assesses the influence of trunk rotation on finger trajectories and on interjoint coordination and determines whether simultaneous turn-and-reach movements are most simply described relative to a trunk-based or an external reference frame. Subjects reached to targets requiring different extents of arm joint and trunk rotation at a natural pace and quickly in normal lighting and in total darkness. We first examined whether the larger interaction torques generated during rapid turn-and-reach movements perturb finger trajectories and interjoint coordination and whether visual feedback plays a role in compensating for these torques. These issues were addressed using generalized Procrustes analysis (GPA), which attempts to overlap a group of configurations (e.g., joint trajectories) through translations and rotations in multi-dimensional space. We first used GPA to identify the mean intrinsic patterns of finger and joint trajectories (i.e., their average shape irrespective of location and orientation variability in the external and joint workspaces) from turn-and-reach movements performed in each experimental condition and then calculated their curvatures. We then quantified the discrepancy between each finger or joint trajectory and the intrinsic pattern both after GPA was applied individually to trajectories from a pair of experimental conditions and after GPA was applied to the same trajectories pooled together. For several subjects, joint trajectories but not finger trajectories were more curved in fast than slow movements. The curvature of both joint and finger trajectories of turn-and-reach movements was relatively unaffected by the vision conditions. Pooling across speed conditions significantly increased the discrepancy between joint but not finger trajectories for most subjects, indicating that subjects used different patterns of interjoint coordination in slow and fast movements while nevertheless preserving the shape of their finger trajectory. Higher movement speeds did not disrupt the arm joint rotations despite the larger interaction torques generated. Rather, subjects used the redundant degrees of freedom of the arm/trunk system to achieve similar finger trajectories with differing joint configurations. We examined finger movement patterns and velocity profiles to determine the frame of reference in which turn-and-reach movements could be most simply described. Finger trajectories of turn-and-reach movements had much larger curvatures and their velocity profiles were less smooth and less bell-like in trunk-based coordinates than in external coordinates. Taken together, these results support the conclusion that turn-and-reach movements are controlled in an external frame of reference.

NASA Discipline Neuroscience↗

High voltage and current, gate assisted, turn-off thyristor development

An improved high speed power switch with unique turn-off capability was developed. This gate assisted turn-off thyristor (GATT) was rated 1000 volts and 100 amperes with turn-off times of 2 microseconds. Fifty units were delivered for evaluation. In addition, test circuits designed to relate to the series inverter application were built and demonstrated. In the course of this work it was determined that the basic device design is adequate to meet the static characteristics and dynamic turn-off specification. It was further determined that the turn-on specification is critically dependent on the gate drive circuit due to the distributive nature of the cathode-gate geometry. Future work should emphasize design modifications which reduce the gate current required for fast turn-on, thereby opening the way to higher power (current) devices.

Nowalk, T. P.↗

Kinematic properties of the helicopter in coordinated turns

A study on the kinematic relationship of the variables of helicopter motion in steady, coordinated turns involving inherent sideslip is described. A set of exact kinematic equations which govern a steady coordinated helical turn about an Earth referenced vertical axis is developed. A precise definition for the load factor parameter that best characterizes a coordinated turn is proposed. Formulas are developed which relate the aircraft angular rates and pitch and roll attitudes to the turn parameters, angle of attack, and inherent sideslip. A steep, coordinated helical turn at extreme angles of attack with inherent sideslip is of primary interest. The bank angle of the aircraft can differ markedly from the tilt angle of the normal load factor. The normal load factor can also differ substantially from the accelerometer reading along the vertical body axis of the aircraft. Sideslip has a strong influence on the pitch attitude and roll rate of the helicopter. Pitch rate is independent of angle of attack in a coordinated turn and in the absence of sideslip, angular rates about the stability axes are independent of the aerodynamic characteristics of the aircraft.

Chen, R. T. N.↗

Minimum-fuel turning climbout and descent guidance of transport jets

The complete flightpath optimization problem for minimum fuel consumption from takeoff to landing including the initial and final turns from and to the runway heading is solved. However, only the initial and final segments which contain the turns are treated, since the straight-line climbout, cruise, and descent problems have already been solved. The paths are derived by generating fields of extremals, using the necessary conditions of optimal control together with singular arcs and state constraints. Results show that the speed profiles for straight flight and turning flight are essentially identical except for the final horizontal accelerating or decelerating turns. The optimal turns require no abrupt maneuvers, and an approximation of the optimal turns could be easily integrated with present straight-line climb-cruise-descent fuel-optimization algorithms. Climbout at the optimal IAS rather than the 250-knot terminal-area speed limit would save 36 lb of fuel for the 727-100 aircraft.

Neuman, F.↗

Analysis of a turning point problem in flight trajectory optimization

The optimal control policy for the aeroglide portion of the minimum fuel, orbital plane change problem for maneuvering entry vehicles is reduced to the solution of a turning point problem for the bank angle control. For this problem a turning point occurs at the minimum altitude of the flight, when the flight path angle equals zero. The turning point separates the bank angle control into two outer solutions that are valid away from the turning point. In a neighborhood of the turning point, where the bank angle changes rapidly, an inner solution is developed and matched with the two outer solutions. An asymptotic analysis of the turning point problem is given, and an analytic example is provided to illustrate the construction of the bank angle control.

Gracey, C.↗

Vivid Motor Imagery as an Adaptation Method for Head Turns on a Short-Arm Centrifuge

Artificial gravity (AG) has been proposed as a potential countermeasure to the debilitating physiological effects of long duration space flight. The most economical means of implementing AG may be through the use of a short-radius (2m or less) centrifuge. For such a device to produce gravitational forces comparable to those on earth requires rotation rates in excess of 20 revolutions per minute (rpm). Head turns made out of the plane of rotation at these rates, as may be necessary if exercise is combined with AG, result in cross-coupled stimuli (CCS) that cause adverse side effects including motion sickness, illusory sensations of motion, and inappropriate eye movements. Recent studies indicate that people can adapt to CCS and reduce these side effects by making multiple head turns during centrifuge sessions conducted over consecutive days. However, about 25% of the volunteers for these studies have difficulty tolerating the CCS adaptation paradigm and often drop out due to motion sickness symptoms. The goal of this investigation was to determine whether vivid motor imagery could be used as a pseudostimulus for adapting subjects to this unique environment. Twenty four healthy human subjects (14 males, 10 females), ranging in age from 21 to 48 years (mean 33, sd 7 years) took part in this study. The experimental stimuli were produced using the NASA JSC short-arm centrifuge (SAC). Subjects were oriented supinely on this device with the nose pointed toward the ceiling and head centered on the axis of rotation. Thus, centrifuge rotation was in the body roll plane. After ramp-up the SAC rotated clockwise at a constant rate of 23 rpm, producing a centrifugal force of approximately 1 g at the feet. Semicircular canal CCS were produced by having subjects make yaw head turns from the nose up (NU) position to the right ear down (RED) position and from RED to NU. Each head turn was completed in about one second, and a 30 second recovery period separated consecutive head movements. Participants were randomly assigned to one of three groups (n=8 per group): physical adapters (PA), mental adapters (MA), or a control group (CG). Each subject participated in a one hour test session on each of three consecutive days. Each test session consisted of an initial (preadaptation) period during which the subject performed six CCS maneuvers in the dark, followed by an adaptation period with internal lighting on the centrifuge, and a final (postadaptation) period during which six more CCS maneuvers were performed in the dark. For the PA group, the adaptation period consisted of performing 30 additional CCS maneuvers in the light. For the MA and CG group the centrifuge was ramped down to 0 rpm after the pre-adaptation period and ramped back up to 23 rpm before the post-adaptation period. For the both of these groups, the adaptation period consisted of making 30 CCS maneuvers in the light with the centrifuge stationary (so no cross-coupling occurred). MA group subjects were instructed to vividly imagine the provocative sensations produced by the preadaptation CCS maneuvers in terms of magnitude, duration, and direction of illusory body tilt, as well as any accompanying levels of motion sickness. CG group subjects were asked to answer low imagery content questions (trivial pursuit) during each adaptation period head turn. During the 30 second recovery following each head turn, psychophysical data were collected including self reports of motion sickness, magnitude and direction estimates of illusory body tilt, and the overall duration of these sensations. A multilevel mixed effects linear regression analysis performed on all response variables indicated that all three groups experienced some psychophysical adaptation across the three test sessions. For illusory tilt magnitude, the PA group exhibited the most overall adaptation, followed by the MA group, and the CG group. The slopes of these adaptation trajectories by group over day were significantly diffent from one another. For the perceived duration of sensations, the CG group again exhibited the least amount of adaptation. However, the rates of adaptation of the PA and the MA groups were indistinguishable, suggesting that the imagined pseudostimulus appeared to be just as effective a means of adaptation as the actual stimulus. The MA group's rate of adaptation to motion sickness symptoms was also comparable to the PA group. The use of vivid motor imagery may be an effective method for adapting to the illusory sensations and motion sickness symptoms produced by cross-coupled stimuli. For space-based AG applications, this technique may prove quite useful in retaining astronauts considered highly susceptible to motion sickness as it reduces the number of actual CCS required to attain adaptation.

Newby, N. J.↗

Development of a 1000V, 200A, low-loss, fast-switching, gate-assisted turn-off thyristor

Feasibility was demonstrated for a thyristor that blocks 1000V forward and reverse, conducts 200A, and turns on in little more than 2 microsec with only 2A of gate drive. Its features include a turn-off time of 3 microsec achieved with 2A of gate assist current of a few microseconds duration and an energy dissipation of only 12 mJ per pulse for a 20 microsec half sine wave, 200A pulse. Extensive theoretical and experimental study of the electrical behavior of thyristors having a fast turn-off time have significantly improved the understanding of the physics of turning thyristor off. Thyristors of two new designs were fabricated and evaluated. The high speed and low power were achieved by a combination of gate amplification, cathode shunting, and gate-assisted turn-off. Two techniques for making this combination practical are described.

Schlegel, E. S.↗

Upper-surface-blowing flow-turning performance

Jet exhaust flow-turning characteristics were determined for systematic variations in upper-surface blowing exhaust nozzles and trailing-edge flap configuration variables from experimental wind-off (static) flow studies. For conditions with parallel flow exhausting from the nozzle, jet height (as indicated by nozzle exit height) and flap radius were found to be the most important parameters relating to flow turning. Nonparallel flow from the nozzle, as obtained from an internal roof angle and/or side spread angle, had a large favorable effect on flow turning. Comparisons made between static turning results and wind tunnel aerodynamic studies of identical configurations indicated that static flow-turning results can be indicative of wind-on powered lift performance for both good and poor nozzle-flap combinations but, for marginal designs, can lead to overly optimistic assessment of powered lift potential.

Sleeman, W. C., Jr.↗