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Gloss, B. B.

Publications and source records attributed to Gloss, B. B..

At least 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
NASA NTRS1978

Aerodynamic load distributions at transonic speeds for a close-coupled wing-canard configuration: Tabulated pressure data

Wind tunnel studies are reported on both the canard and wing surfaces of a model that is geometrically identical to one used in several force and moment tests to provide insight into the various aerodynamic interference effects. In addition to detailed pressures measurements, the pressures were integrated to illustrate the effects of Mach number, canard location, and canard-wing interference on various aerodynamic parameters. Transonic pressure tunnel Mach numbers ranged from 0.70 to 1.20 for data taken from 0 deg to approximately 16 deg angle-of-attack at 0 deg sideslip.

Washburn, K. E.↗
NASA NTRS1978

Effect of camber on the trimmed lift capability of a close-coupled canard-wing configuration

A close-coupled canard-wing configuration was tested in the Langely high-speed 7 by 10 foot tunnel at a Mach number of 0.30 to determine the effect of changing wing camber on the trimmed lift capability. Trimmed lift coefficients of near 2.0 were attained; however, the data indicated that the highest buffet-free trimmed lift coefficient attainable was approximately 1.30. The buffet used in this investigation were qualitative in nature and gave no indication of buffet intensity. Thus, the trimmed lift coefficient of near 2.0 might be attainable if the buffet intensity was not too high. The data showed that there was approximately a 10 percent variation in drag coefficient, for different model configurations, at a given trimmed lift coefficient. Large increases in wing lift had only small effects on canard lift.

Gloss, B. B.↗
NASA NTRS1977

Load distribution on a closed-coupled wing canard at transonic speeds

A wind tunnel test where load distributions were obtained at transonic speeds on both the canard and wing surfaces of a closely coupled wing canard configuration is reported. Detailed component and configuration arrangement studies to provide insight into the various aerodynamic interference effects for the leading edge vortex flow conditions encountered are included. Data indicate that increasing the Mach number from 0.70 to 0.95 caused the wing leading edge vortex to burst over the wing when the wing was in the presence of the high canard.

Gloss, B. B.↗
NASA NTRS1977

Load distribution on a close-coupled wing canard at transonic speeds

This paper reports on a wind-tunnel test where load distributions were obtained at transonic speeds on both the canard and wing surfaces of a closely-coupled wing-canard configuration. The investigation included detailed component and configuration arrangement studies to provide insight into the various aerodynamic interference effects for the leading-edge vortex flow conditions encountered. Data indicate that increasing the Mach number from 0.70 to 0.95 caused the wing leading-edge vortex to burst over the wing when the wing was in the presence of the high canard. For some of the outboard span locations, the leading-edge vortex reattachment streamline intersects the wing trailing edge inboard of these span locations, thus, the Kutta condition was not satisfied. In general, the effect of adding a canard was to reduce the lift inboard and somewhat increase the lift outboard similar to the trends that would have been expected had the flow been attached.

Gloss, B. B.↗
NASA NTRS1976

Effect of wing-tip dihedral on the longitudinal and lateral aerodynamic characteristics of a supersonic cruise configuration at subsonic speeds

Force and moment data studies were conducted to determine the effect of wing-tip dihedral on the longitudinal and lateral aerodynamic characteristics of a supersonic cruise fighter configuration. Oil flow studies were also performed to investigate the model surface flow. Three models were tested: a flat (0 deg dihedral) wing tip, a dihedral, and an anhedral wing tip. The tests were conducted at the NASA Langley high-speed 7- by 10-foot wind tunnel.

Washburn, K. E.↗
NASA NTRS1976

Vortex maneuver lift for super-cruise configurations

Some of the theoretical and experimental research conducted at the NASA Langley Research Center is presented to investigate the subsonic vortex-lift producing capabilities for two classes of Super-Cruise designs: a close-coupled wing-canard arrangement and a slender wing configuration. In addition, several analytical methods are discussed for estimating critical structural design loads for thin, highly swept wings having separated leading-edge vortex flows.

Campbell, J. F.↗
NASA NTRS1975

Subsonic aerodynamic characteristics of interacting lifting surfaces with separated flow around sharp edges predicted by a vortex-lattice method

Because the potential flow suction along the leading and side edges of a planform can be used to determine both leading- and side-edge vortex lift, the present investigation was undertaken to apply the vortex-lattice method to computing side-edge suction force for isolated or interacting planforms. Although there is a small effect of bound vortex sweep on the computation of the side-edge suction force, the results obtained for a number of different isolated planforms produced acceptable agreement with results obtained from a method employing continuous induced-velocity distributions. By using the method outlined, better agreement between theory and experiment was noted for a wing in the presence of a canard than was previously obtained.

Lamar, J. E.↗
NASA NTRS1975

The effect of wing dihedral and section suction distribution on vortex bursting

Eleven semi-span wing models were tested in the 1/8-scale model of the Langley V/STOL tunnel to qualitatively study vortex bursting. Flow visualization was achieved by using helium filled soap bubbles introduced upstream of the model. The angle of attack range was from 0 deg to 45 deg. The results show that the vortex is unstable, that is, the bursting point location is not fixed at a given angle of attack but moves within certain bounds. Upstream of the trailing edge, the bursting point location has a range of two inches; downstream, the range is about six inches. Anhedral and dihedral appear to have an insignificant effect on the vortex and its bursting point location. Altering the section suction distribution by improving the triangularity generally increases the angle of attack at which vortex bursting occurs at the trailing edge.

Washburn, K. E.↗
NASA NTRS1975

Effect of wing planform and canard location and geometry on the longitudinal aerodynamic characteristics of a close-coupled canard wing model at subsonic speeds

A generalized wind-tunnel model with canard and wing planforms typical of highly maneuverable aircraft was tested in the Langley 7- by 10-foot high-speed tunnel at a Mach number of 0.30 to determine the effect of canard location, canard size, wing sweep, and canard strake on canard-wing interference to high angles of attack. The major results of this investigation may be summarized as follows: the high-canard configuration (excluding the canard strake and canard flap), for both the 60 deg and 44 deg swept leading-edge wings, produced the highest maximum lift coefficient and the most linear pitching-moment curves; substantially larger gains in the canard lift and total lift were obtained by adding a strake to the canard located below the wing chord plane rather than by adding a strake to the canard located above the wing chord plane.

Gloss, B. B.↗
NASA NTRS1975

Flow visualization study of close-coupled canard wing and strake wing configuration

The Langley 1/8-scale V/STOL model tunnel was used to qualitatively determine the flow fields associated with semi-span close coupled canard wing and strake wing models. Small helium filled bubbles were injected upstream of the models to make the flow visible. Photographs were taken over the angle-of-attack ranges of -10 deg to 40 deg.

Miner, D. D.↗
NASA NTRS1974

The effect of canard leading edge sweep and dihedral angle on the longitudinal and lateral aerodynamic characteristic of a close-coupled canard-wing configuration

A generalized wind-tunnel model, with canard and wing planforms typical of highly maneuverable aircraft, was tested in the Langley high-speed 7- by 10-foot tunnel at a Mach number of 0.30. The test was conducted in order to determine the effects of canard sweep and canard dihedral on canard-wing interference at high angles of attack. In general, the effect of canard sweep on lift is small up to an angle of attack of 16 deg. However, for angles of attack greater than 16 deg, an increase in the canard sweep results in an increase in lift developed by the canard when the canard is above or in the wing chord plane. This increased lift results in a lift increase for the total configuration for the canard above the wing chord plane. For the canard in the wing chord plane, the increased canard lift is partially lost by increased interference on the wing.

Gloss, B. B.↗
NASA NTRS1974

Effect of spanwise blowing on leading-edge vortex bursting of a highly swept aspect ratio 1.18 delta wing

An investigation was conducted in the Langley 1/8-scale V/STOL model tunnel on a semispan delta wing with a leading-edge sweep of 74 deg, to determine the effectiveness of various locations of upper surface and reflection plane blowing on leading-edge vortex bursting. Constant area nozzles were located on the wing upper surface along a ray swept 79 deg, which was beneath the leading-edge vortex core. The bursting and reformation of the leading-edge vortex was viewed by injecting helium into the vortex core, and employing a schlieren system.

Scantling, W. L.↗
NASA NTRS1974

Effect of canard location and size on canard-wing interference and aerodynamic center shift related to maneuvering aircraft at transonic speeds

A generalized wind-tunnel model, typical of highly maneuverable aircraft, was tested in the Langley 8-foot transonic pressure tunnel at Mach numbers from 0.70 to 1.20 to determine the effects of canard location and size on canard-wing interference effects and aerodynamic center shift at transonic speeds. The canards had exposed areas of 16.0 and 28.0 percent of the wing reference area and were located in the chord plane of the wing or in a position 18.5 percent of the wing mean geometric chord above or below the wing chord plane. Two different wing planforms were tested, one with leading-edge sweep of 60 deg and the other 44 deg; both wings had the same reference area and span. The results indicated that the largest benefits in lift and drag were obtained with the canard above the wing chord plane for both wings tested. The low canard configuration for the 60 deg swept wing proved to be more stable and produced a more linear pitching-moment curve than the high and coplanar canard configurations for the subsonic test Mach numbers.

Gloss, B. B.↗
NASA NTRS1974

Effect of canard position and wing leading-edge flap deflection on wing buffet at transonic speeds

A generalized wind-tunnel model, with canard and wing planform typical of highly maneuverable aircraft, was tested. The addition of a canard above the wing chord plane, for the configuration with leading-edge flaps undeflected, produced substantially higher total configuration lift coefficients before buffet onset than the configuration with the canard off and leading-edge flaps undeflected. The wing buffet intensity was substantially lower for the canard-wing configuration than the wing-alone configuration. The low-canard configuration generally displayed the poorest buffet characteristics. Deflecting the wing leading-edge flaps substantially improved the wing buffet characteristics for canard-off configurations. The addition of the high canard did not appear to substantially improve the wing buffet characteristics of the wing with leading-edge flaps deflected.

Gloss, B. B.↗
NASA NTRS1973

Canard-wing lift interference related to maneuvering aircraft at subsonic speeds

An investigation was conducted at Mach numbers of 0.7 and 0.9 to determine the lift interference effect of canard location on wing planforms typical of maneuvering fighter configurations. The canard had an exposed area of 16.0 percent of the wing reference area and was located in the plane of the wing or in a position 18.5 percent of the wing mean geometric chord above the wing plane. In addition, the canard could be located at two longitudinal stations. Two different wing planforms were tested: one with a leading-edge sweep angle of 60 deg and the other with a leading-edge sweep angle of 44 deg. The results indicated that although downwash from the canard reduced the wing lift at angles of attack up to approximately 16 deg, the total lift was substantially greater with the canard on than with the canard off. At angles of attack above 16 deg, the canard delayed the wing stall. Changing canard deflection had essentially no effect on the total lift, since the additional lift generated by the canard deflection was lost on the wing due to an increased downwash at the wing from the canard.

Gloss, B. B.↗