Search NASA⌕ Search

SEARCH · Search NASA

Results for “WING STUBS”

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.

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

At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1996

Correlation of Structural Analysis and Test Results for the McDonnell Douglas Stitched/RFI All-Composite Wing Stub Box

The analytical and experimental results of an all-composite wing stub box are presented in this report. The wing stub box, which is representative of an inboard portion of a commercial transport high-aspect-ratio wing, was fabricated from stitched graphite-epoxy material with a Resin Film Infusion manufacturing process. The wing stub box was designed and constructed by the McDonnell Douglas Aerospace Company as part of the NASA Advanced Composites Technology program. The test article contained metallic load-introduction structures on the inboard and outboard ends of the graphite-epoxy wing stub box. The root end of the inboard load introduction structure was attached to a vertical reaction structure, and an upward load was applied to the outermost tip of the outboard load introduction structure to induce bending of the wing stub box. A finite element model was created in which the center portion of the wing-stub-box upper cover panel was modeled with a refined mesh. The refined mesh was required to represent properly the geometrically nonlinear structural behavior of the upper cover panel and to predict accurately the strains in the stringer webs of the stiffened upper cover panel. The analytical and experimental results for deflections and strains are in good agreement.

Wang, John T.↗
NASA NTRS1996

Global and Local Stress Analyses of McDonnell Douglas Stitched/RFI Composite Wing Stub Box

This report contains results of structural analyses performed in support of the NASA structural testing of an all-composite stitched/RFI (resin film infusion) wing stub box. McDonnell Douglas Aerospace Company designed and fabricated the wing stub box. The analyses used a global/local approach. The global model contains the entire test article. It includes the all-composite stub box, a metallic load-transition box and a metallic wing-tip extension box. The two metallic boxes are connected to the inboard and outboard ends of the composite wing stub box, respectively. The load-transition box was attached to a steel and concrete vertical reaction structure and a load was applied at the tip of the extension box to bend the wing stub box upward. The local model contains an upper cover region surrounding three stringer runouts. In that region, a large nonlinear deformation was identified by the global analyses. A more detailed mesh was used for the local model to obtain more accurate analysis results near stringer runouts. Numerous analysis results such as deformed shapes, displacements at selected locations, and strains at critical locations are included in this report.

Wang, John T.↗
NASA NTRS1995

Analysis of selected compression splice joint locations in a graphite-epoxy transport wing stub box

Three critical compression splice joint locations in a stitched graphite-epoxy transport wing stub box have been analyzed to determine their expected structural performance. The wing box is representative of a section of a commercial transport wing box and was designed and constructed by McDonnell Douglas Aerospace Company as part of the NASA Advanced Composites Technology (ACT) program. The results of the finite element analyses of the splice joints are presented. The analysis results indicate that failure will not occur in the splice joint regions for loads less than the Design Ultimate Load of the wing box.

Jegley, Dawn C.↗
NASA NTRS1997

Structural Test Documentation and Results for the McDonnell Douglas All-Composite Wing Stub Box

The results of a series of tests conducted at the NASA Langley Research Center to evaluate the behavior of an all-composite full-scale wing box are presented. The wing stub box is representative of a section of a commercial transport aircraft wing box and was designed and constructed by McDonnell Douglas Aerospace Company as part of the NASA Advanced Composites Technology (ACT) program. Tests were conducted with and without low-speed impact damage and repairs. The structure with nonvisible impact damage carried 140 percent of Design Limit Load prior to failure through an impact site.

Jegley, Dawn C.↗
NASA NTRS1997

Application of Interface Technology in Nonlinear Analysis of a Stitched/RFI Composite Wing Stub Box

A recently developed interface technology was successfully employed in the geometrically nonlinear analysis of a full-scale stitched/RFI composite wing box loaded in bending. The technology allows mismatched finite element models to be joined in a variationally consistent manner and reduces the modeling complexity by eliminating transition meshing. In the analysis, local finite element models of nonlinearly deformed wide bays of the wing box are refined without the need for transition meshing to the surrounding coarse mesh. The COMET-AR finite element code, which has the interface technology capability, was used to perform the analyses. The COMET-AR analysis is compared to both a NASTRAN analysis and to experimental data. The interface technology solution is shown to be in good agreement with both. The viability of interface technology for coupled global/local analysis of large scale aircraft structures is demonstrated.

Wang, John T.↗
NASA NTRS1935

Large-Scale Boundary-Layer Control Tests on Two Wings in the NACA 20-Foot Wind Tunnel, Special Report

Tests were made in the N.A.C.A. 20-foot wind tunnel on: (1) a wing, of 6.5-foot span, 5.5-foot chord, and 30 percent maximum thickness, fitted with large end plates and (2) a 16-foot span 2.67-foot chord wing of 15 percent maximum thickness to determine the increase in lift obtainable by removing the boundary layer and the power required for the blower. The results of the tests on the stub wing appeared more favorable than previous small-scale tests and indicated that: (1) the suction method was considerably superior to the pressure method, (2) single slots were more effective than multiple slots (where the same pressure was applied to all slots), the slot efficiency increased rapidly for increasing slot widths up to 2 percent of the wing chord and remained practically constant for all larger widths tested, (3) suction pressure and power requirements were quite low (a computation for a light airplane showed that a lift coefficient of 3.0 could be obtained with a suction as low as 2.3 times the dynamic pressure and a power expenditure less than 3 percent of the rated engine power), and (4) the volume of air required to be drawn off was quite high (approximately 0.5 cubic feet per second per unit wing area for an airplane landing at 40 miles per hour with a lift coefficient of 3,0), indicating that considerable duct area must be provided in order to prevent flow losses inside the wing and insure uniform distribution of suction along the span. The results from the tests of the large-span wing were less favorable than those on the stub wing. The reasons for this were, probably: (1) the uneven distribution of suction along the span, (2) the flow losses inside the wing, (3) the small radius of curvature of the leading edge of the wing section, and (4) the low Reynolds Number of these tests, which was about one half that of the stub wing. The results showed a large increase in the maximum lift coefficient with an increase in Reynolds Number in the range of the tests. The results of drag tests showed that the profile drag of the wing was reduced and the L/D ratio was increased throughout the range of lift coefficients corresponding to take-off and climb but that the minimum drag was increased. The slot arrangement that is best for low drag is not the same, however, as that for maximum lift.

Freeman, Hugh B.↗
NASA NTRS1967

Relationship Between Magnitude of Applied Spin Recovery Moment and Ensuing Number of Recovery Turns

An analytical study has been made to investigate the relationship between the magnitude of the applied spin recovery moment and the ensuing number of turns made during recovery from a developed spin with a view toward determining how to interpolate or extrapolate spin recovery results with regard to determining the amount of control required for a satisfactory recovery. Five configurations were used which are considered to be representative of modern airplanes: a delta-wing fighter, a stub-wing research vehicle, a boostglide configuration, a supersonic trainer, and a sweptback-wing fighter. The results obtained indicate that there is a direct relationship between the magnitude of the applied spin recovery moments and the ensuing number of recovery turns made and that this relationship can be expressed in either simple multiplicative or exponential form. Either type of relationship was adequate for interpolating or extrapolating to predict turns required for recovery with satisfactory accuracy for configurations having relatively steady recovery motions. Any two recoveries from the same developed spin condition can be used as a basis for the predicted results provided these recoveries are obtained with the same ratio of recovery control deflections. No such predictive method can be expected to give satisfactory results for oscillatory recoveries.

SPIN DYNAMICS↗
NASA NTRS1939

Preliminary Tests of Blowers of Three Designs Operating in Conjunction with a Wing-Duct Cooling System for Radial Engines, Special Report

This paper is one of several dealing with methods intended to reduce the drag of present-day radial engine installations and improve the cooling at zero and low air speeds, The present paper describes model wind-tunnel tests of blowers of three designs tested in conjunction with a wing-nacelle combination. The principle of operation involved consists of drawing cooling air into ducts located in the wing root at the point of maximum slipstream velocity, passing the air through the engine baffles from rear to front, and exhausting the air through an annular slot located between the propeller and the engine with the aid of a blower mounted on the spinner. The test apparatus consisted essentially of a stub wing having a 5-foot chord and a 15-foot span, an engine nacelle of 20 inches diameter enclosing a 25-horsepower electric motor, and three blowers mounted on propeller spinners. Two of the blowers utilize centrifugal force while the other uses the lift from airfoils to force the air out radially through the exit slot. Maximum efficiencies of over 70 percent were obtained for the system as a whole. Pressures were measured over the entire flight range which were in excess of those necessary to cool present-day engines, The results indicated that blowers mounted on propeller spinners could be built sufficiently powerful and efficient to warrant their use as the only, or chief, means of forcing air through the cooling system, so that cooling would be independent of the speed of the airplane.

Biermann, David↗
NASA NTRS1938

Tank Tests of Model 36 Flying Boat Hull

N.A.C.A. Model 36, a hull form with parallel middle body for half the length of the forebody and designed particularly for use with stub wings, was tested according to the general fixed-trim method over the range of practical loads, trims, and speeds. It was also tested free to trim with the center of gravity at two different positions. The results are given in the form of nondimensional coefficients. The resistance at the hump was exceptionally low but, at high planing speeds, afterbody interference made the performance only mediocre.

Allison, John↗
NASA NTRS1941

Hydrodynamic Tests of a 1/10-size Model of the Hull of the Latecoere 521 Flying Boat : NACA Model 83

A 1/10-size model of the hull of the French flying boat Latecoere 521 was tested in the NACA tank. This model is one of a series of models of the hulls of actual flying boats of both foreign and domestic type that are being tested in the NACA tank to provide information regarding the water characteristics of a variety of forms of hull and to illustrate the development of present-day types of flying boat. The lines and the offsets of the hull were obtained from the manufacturer through the Paris office of the NACA. The form of the stub-wing stabilizers was not furnished and, therefore, the model was tested without them. The model was tested free to trim at the design initial load (initial load coefficient of 0.428) and by the general method at load coefficients from 0.025 to 0.6. The spray characteristics of the model are good. The form of the bow would be particularly desirable for rough water use. The interference of the afterbody and the tail extension is excessive, causing very high resistance at high speeds. A violent vertical instability is present at trims of 4 degrees and 6 degrees with light loads and high speeds.

Olson, Roland E↗
NASA NTRS1925

Hulls for Large Seaplanes

In reality, the principle of similitude is not applicable to the hulls, the designing of which increases in difficulty with increasing size of the seaplanes. In order to formulate, at least in a general way, the basic principles of calculation, we must first summarize the essential characteristics of a hull with reference to its gradual enlargement. In this study, we will disregard hulls with wing stubs, as being inapplicable to large seaplanes.

HULLS - DESIGN↗
NASA NTRS1930

Tests of Five Metal Model Propellers with Various Pitch Distributions in a Free Wind Stream and in Combination with Model VE-7 Fuselage

This report describes the tests of five adjustable blade metal model propellers both in a free wind stream and in combination with a model fuselage with stub wings. The propellers are of the same form and cross section but have variations in radial distributions of pitch. By making a survey of the radial distribution of air velocity through the propeller plane of the model fuselage it was found that this velocity varies from zero at the hub center to approximately free stream velocity at the blade tip. The tests show that the efficiency of a propeller when operating in the presence of the airplane is, over the working range, generally less than when operating in a free wind stream, but that a propeller with a radial distribution of pitch of the same nature as the radial distribution of air velocity through the propeller plane suffers the smallest loss in efficiency.

Lesley, E P↗
NASA NTRS1935

Wing-Fuselage Interference, Tail Buffeting, and Air Flow About the Tail of a Low-Wing Monoplane

This report presents the results of wind tunnel tests on a Mcdonnell Douglas airplane to determine the wing-fuselage interference of a low-wing monoplane. The tests included a study of tail buffeting and the air flow in the region of the tail. The airplane was tested with and without the propeller slipstream, both in the original condition and with several devices designed to reduce or eliminate tail buffeting. The devices used were wing-fuselage fillets, a NACA cowling, reflexed trailing edge of the wing, and stub auxiliary airfoils.

White, James A↗