Effect of Wing Leading-edge Slots on the Spin and Recovery Characteristics of Airplanes
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SPINNING TESTS - CURTISS P-46 WIND TUNNEL-(NACA-FR↗
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Analytical investigation of the hygrothermal effects and parametric study of the Edge Crack Torsion (ECT) mode 3 test lay-ups
A shear deformation theory including residual thermal and moisture effects is developed for the analysis of either symmetric or unsymmetric laminates with mid-plane edge delamination under torsion loading. The theory is based on an assumed displacement field which includes shear deformation. The governing equations and boundary conditions are obtained from the principle of virtual work. The analysis of the (90/(+/- 45)(n)/(-/+ 45)(n)/90)(s) ECT mode 3 test lay-up indicates that there are no hygrothermal effects on the mode 3 strain energy release rate because the laminate, and both sublaminates above and below the delamination, are symmetric lay-ups. A further parametric study reveals that some other lay-ups can have negligible hygrothermal effects even when the sublaminates above and below the delamination are not symmetric about their own mid-planes. However, these lay-ups may suffer from distortion after the curing process. Another Interesting set of lay-ups investigated is a class of antisymmetric laminates with (+/-(theta/(theta -90)(2)/theta))(n) lay-ups. It is observed that when n takes on even numbers (2 and 4), both hygrothermal and mode 1 effects can be neglected. From this point of view, these lay-ups provide a way to determine the mode 3 toughness between two dissimilar layers. However, when n takes on odd numbers (1 and 3), both hygrothermal and mode 1 effects may be strong in these lay-ups. In particular, when theta equals 45 deg, the lay-ups are free from both hygrothermal and mode 1 effects irrespective of n.
Li, Jian↗
Absorption and Emission of EUV Radiation by the Local ISM
The Berkeley extreme ultraviolet radiation (EUV) telescope flown on the Apollo Soyuz mission in July, 1975 established the existence of a measurable flux of EUV (100 lambda or = or = 1000 A) originating from sources outside the solar system. White dwarfs, flare stars and cataclysmic variables were dicovered to be relatively intense compact sources of EUV photons. Moreover, this and other subsequent experiments have strongly suggested the presence of a truly diffuse component of the FUV radiation field possibly due to thermal emission from hot interstellar gas located in the general vicinity of the Sun. Closer to the H1, 912 A edge, the effect of a few hot O and B stars has been shown to be very important in establishing the interstellar flux density. All these results imply that the local interstellar medium (ISM) is immersed in a non-negligible EUV radiation field which, because of the strong coupling between EUV photons and matter, will play a crucial role in determining its physical structure. The available information on the local ISM derived from the limited EUV observations carried out so far is assembled and analyzed. These include measurements of the spectra of bright EUV sources that reveal clear evidence of H photo absorption at lambda 400 A and of the He ionization edge at 228 A.
Paresce, F.↗
Aerodynamic Flight-Test Results for the Adaptive Compliant Trailing Edge
The aerodynamic effects of compliant flaps installed onto a modified Gulfstream III airplane were investigated. Analyses were performed prior to flight to predict the aerodynamic effects of the flap installation. Flight tests were conducted to gather both structural and aerodynamic data. The airplane was instrumented to collect vehicle aerodynamic data and wing pressure data. A leading-edge stagnation detection system was also installed. The data from these flights were analyzed and compared with predictions. The predictive tools compared well with flight data for small flap deflections, but differences between predictions and flight estimates were greater at larger deflections. This paper describes the methods used to examine the aerodynamics data from the flight tests and provides a discussion of the flight-test results in the areas of vehicle aerodynamics, wing sectional pressure coefficient profiles, and air data.
aerodynamics↗
The Effect of Split Trailing-edge Wing Flaps on the Aerodynamic Characteristics of a Parasol Monoplane
This paper presents the results of tests conducted in the N.A.C.A. full-scale wind tunnel on a Fairchild F-22 airplane equipped with a special wing having split trailing-edge flaps. The flaps extended over the outer 90 percent of the wing span, and were of the fixed-hinge type having a width equal to 20 percent of the wing chord. The results show that with a flap setting of 59 degrees the maximum lift of the wing was increased 42 percent, and that the flaps increased the range of available gliding angles from 2.7 degrees to 7.0 degrees. Deflection of the split flaps did not increase the stalling angle or seriously affect the longitudinal balance of the airplane. With flaps down the landing speed of the airplane is decreased, but the calculated climb and level-flight performance is inferior to that with the normal wing. Calculations indicate that the take-off distance required to clear an obstacle 100 feet high is not affected by flap settings from 0 degrees to 20 degrees but is greatly increased by larger flap angles.
TAKE-OFF & LANDING - EFFECT OF WING FLAPS↗
Acoustic Phased Array Quantification of Quiet Technology Demonstrator 3 Advanced Inlet Liner Noise Component
Acoustic phased array flyover noise measurements were acquired as part of the Boeing 737 MAX-7 NASA Advanced Inlet Liner segment of the Quiet Technology Demonstrator 3 (QTD3) flight test program. This paper reports on the processes used for separating and quantifying the engine inlet, exhaust and airframe noise source components and provides sample phased array-based comparisons of the component noise source levels associated with the inlet liner treatment configurations. Full scale flyover noise testing of NASA advanced inlet liners was conducted as part of the Quiet Technology Demonstrator 3 flight test program in July and August of 2018. Details on the inlet designs and testing are provided in the companion paper of Reference 1. The present paper provides supplemental details relating to the acoustic phased array portion of the analyses provided in Ref. 1. In brief, the test article was a Boeing 737MAX-7 aircraft with a modified right hand (starboard side) engine inlet, which consisted of either a production inlet liner, a NASA designed inlet liner or a simulated hard wall configuration (accomplished by applying speed tape over the inlet acoustic treatment areas). In all three configurations, the engine forward fan case acoustic panel was replaced with a unperforated (hardwall) panel. No other modifications to any other acoustic treatment areas were made. The left hand (port side) engine was a production engine and was flown at idle thrust for all measurements in order to isolate the effects of the inlet liners to the right hand engine. As described in Ref. 1, the NASA inlet treatment consists of laterally cut slots (cut perpendicular to the flow direction) which are designed to reduce excrescence drag while maintaining or exceeding the liner acoustic noise reduction capabilities. The NASA inlet liner consists of a Multi-Degree of Freedom (MDOF) design with two breathable septum layers inserted into each honeycomb cell [1]. The aircraft noise measurements were acquired for both takeoff (flaps 1 setting, gear up) and approach (flaps 30 gear up and gear down) configurations. The inlet and flight test configurations are summarized in Table 1. Table 1: Inlet Treatment and Flight Configurations Inlet Forward Fan Case Aircraft Production Hardwall Flaps 1, gear up; flaps 30 gear up; flaps 30 gear down NASA Hardwall Flaps 1, gear up; flaps 30 gear up; flaps 30 gear down Hardwall Hardwall Flaps 1, gear up; flaps 30 gear up; flaps 30 gear down III.Test Description and Hardware The flight testing was conducted at the Grant County airport in Moses Lake, WA, between 27 July and 6 August 2018. The noise measurement instrumentation included 8 flush dish microphones arranged in a noise certification configuration as well as an 840 microphone phased array. The flush dish microphones were used to quantify the levels and differences in levels between the various inlet treatments. The phased array was used to separate and quantify the narrowband (tonal) and broadband noise component levels from the engine inlet/exhaust and from the airframe. Phased array extraction of the broadband component was critical to this study because it allowed for the separation of the inlet component from the total airplane level noise even when it was significantly below the total level. Figure 1 provides an overview of the phased array microphone layout as well as a detailed image of an individual phased array microphone mounted in a plate holder (the microphone sensor is the dot in the center of the plate). The ground plane ensemble array microphones (referred to as “ensemble array” in this paper) were mounted in plates with “flower petal” edges designed to minimize edge scattering effects. Fig. 1 Flyover test microphone layout. The phased array configuration was the result of a progressive development of concepts originally implemented in Ref. 2 and refined over the following years, consisting namely of multiple multi-arm logarithmic spiral subarrays designed to cover overlapping frequency ranges and optimized for various aircraft emission angles. For the present case, the signals from all 840 microphones were acquired on a single system. The 840 microphones were parsed into 11 primary subarray sets spanning from smallest to largest aperture size and labeled accordingly as “a, b, …, k”, where “a” corresponds to the smallest fielded subarray and “k” corresponds to the largest aperture subarray. The apertures ranged from approximately 10 ft to 427 ft in size (in the flight direction) with the subarrays consisting of between 215 and 312 microphones. Figure 2 shows three such subarrays, k, h and a. As done in Ref. 2, microphones were shared between subarrays in order to reduce total channel count. Fig. 2 Sample subarray sizes (20° from overhead – refer to Figure 3a discussion). In addition to the above, each of the 11 primary subarray sets consisted of four subarrays optimized to provide near equivalent array spatial resolution in both the flight and lateral directions within 30 degrees of overhead (i.e., airplane directly above the center of the array), namely, at angles of 0, ±10, ±20 and ±30 degrees relative to overhead where angle is defined as shown in Figure 3a. This allowed for optimized aircraft noise measurements from 60 to 120 degree emission angle.6 An example of this pletharray design is shown in Figure 3b for the k subarray. When the aircraft is at overhead, the microphones indicated by the blue markers are used for beamforming. When the aircraft is at angles ±10 degrees from overhead, both the blue and red colored microphones are used, and so on for the ±20 and ±30 degree aircraft locations. See Ref. 3 for extensive details on pletharray design for aeroacoustic phased array testing. 6 In the discussions that follow, emission angle values are used. These are the angles at the time sound is emitted relative to the engine axis and are calculated based on flight path angle, body aircraft body angle with respect to the relative wind direction, and engine axis angle relative to aircraft body angle.
Brusniak, Leon↗
Unexpected Nonlinear Effects in Superconducting Transition-Edge Sensors
When a normal metal transitions into the superconducting state the DC resistance drops from a finite value to zero over some finite transition width in temperature, current, and magnetic field. Superconducting transition-edge sensors (TESs) operate within this transition region and uses resistive changes to measure deposited thermal energy. This resistive transition is not perfectly smooth and a wide range of TES designs and materials show sub-structure in the resistive transition (as seen in smooth nonmonotonic behavior, jump discontinuities, and hysteresis in the devices current-voltage relation and derivatives of the resistance with respect to temperature, bias current, and magnetic field). TES technology has advanced to the point where for many applications this structure is the limiting factor in performance and optimization consists of finding operating points away from these structures. For example, operating at or near this structure can lead to nonlinearity in the detectors response and gain scale, limit the spectral range of the detector by limiting the usable resistive range, and degrade energy resolution. The origin of much of this substructure is unknown. This presentation investigates a number of possible sources in turn. First we model the TES as a superconducting weak-link and solve for the characteristic differential equations current and voltage time dependence. We find:(1) measured DC biased current-voltage relationship is the time-average of a much higher frequency limit cycle solution.(2) We calculate the fundamental frequency and estimate the power radiated from the TES treating the bias leads as an antennae.(3) The solution for a set of circuit parameters becomes multivalued leading to current transitions between levels.(4)The circuit parameters can change the measure resistance and mask the true critical current. As a consequence the TES resistance surface is not just a function of temperature, current, and magnetic field but is also a function of the circuit elements (such as shunt resistor, SQUID inductance, and capacitor values). In other words, same device measured in different electrical circuits will have a different resistive surface in temperature, current, and magnetic field. Next we consider that at the transition temperature of a superconductor both the magnetic penetration depth and coherence length are divergent. As a consequence these important characteristic length scales are changing with operating point. We present measurements on devices showing commensurate behavior between these characteristic lengths and the length scale of added normal metal structures. Reordering of proximity vortices leads to discontinuities and irreversibility of the current-voltage curves. Last we consider a weak-link TES including both thermal activated resistance effects and the effect of the magnetic penetration depth being a function of temperature and magnetic field. We derive its impact on the resistive transition surface and the important device parameters a and b.
Superconducting Detectors↗
Effect of leading- and trailing-edge flaps on clipped delta wings with and without wing camber at supersonic speeds
An experimental investigation of the aerodynamic characteristics of thin, moderately swept fighter wings has been conducted to evaluate the effect of camber and twist on the effectiveness of leading- and trailing-edge flaps at supersonic speeds in the Langley Unitary Plan Wind Tunnel. The study geometry consisted of a generic fuselage with camber typical of advanced fighter designs without inlets, canopy, or vertical tail. The model was tested with two wing configurations an uncambered (flat) wing and a cambered and twisted wing. Each wing had an identical clipped delta planform with an inboard leading edge swept back 65 deg and an outboard leading edge swept back 50 deg. The trailing edge was swept forward 25 deg. The leading-edge flaps were deflected 4 deg to 15 deg, and the trailing-edge flaps were deflected from -30 deg to 10 deg. Longitudinal force and moment data were obtained at Mach numbers of 1.60, 1.80, 2.00, and 2.16 for an angle-of-attack range 4 deg to 20 deg at a Reynolds number of 2.16 x 10(exp 6) per foot and for an angle-of-attack range 4 deg to 20 deg at a Reynolds number of 2.0 x 10(exp 6) per foot. Vapor screen, tuft, and oil flow visualization data are also included.
Hernandez, Gloria↗
Influence of edge conditions on the stability of axially compressed cylindrical shells.
Edge conditions effect on elastic stability of cylindrical shells extended to additional combinations of boundary conditions, considering cylinders under axial compression
SHELL STABILITY↗
Equatorial plane pattern of an axial-TEM slot on a finite size ground plane.
Edge diffraction effects in TEM axially slotted finite ground plane on radiation pattern in waveguides of different geometries
Balanis, C. A.↗
Experimental evaluation of the effects of a blunt leading edge on the performance of a transonic rotor.
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Reid, L.↗
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.↗
Investigation of scrubbing and impingement noise
Tests were conducted in an acoustic wind tunnel to determine surface pressure spectra and far field noise caused by turbulence impinging on an airfoil and turbulence convected past a sharp trailing edge. Measured effects of flow velocity and turbulence intensity were compared with predictions from several theories. Also, tests were conducted in an anechoic chamber to determine surface pressure spectra and far field noise caused by a deflected airfoil scrubbed by a subsonic jet. This installation simulated both an under-the-wing and an upper-surface-blowing externally blown flap, depending on the deflection angle. Surface and far field spectra, and cross correlation coherence and delay time, were utilized to infer the major noise-producing mechanisms.
Fink, M. R.↗
Heat transfer phase change paint tests of 0.0175-scale models (nos. 21-0 and 46-0) of the Rockwell International space shuttle orbiter in the AEDC tunnel B hypersonic wind tunnel (test OH25A)
Tests were conducted in a hypersonic wind tunnel using various truncated space shuttle orbiter configurations in an attempt to establish the optimum model size for other tests examining body shock-wing leading edge interference effects. The tests were conducted at Mach number 8 using the phase change paint technique. A test description, tabulated data, and tracings of isotherms made from photographs taken during the test are presented.
Dye, W. H.↗
Static force tests of a sharp leading edge delta-wing model at ambient and cryogenic temperatures with a description of the apparatus employed
A sharp leading edge delta-wing model was tested through an angle-of-attack range at Mach numbers of 0.75, 0.80, and 0.85 at both ambient and cryogenic temperatures in the Langley 1/3-meter transonic cryogenic tunnel. Total pressure was varied with total temperature in order to hold test Reynolds number constant at a given Mach number. Agreement between the aerodynamic data obtained at ambient and cryogenic temperatures indicates that flows with leading-edge vortex effects are duplicated properly at cryogenic temperatures. The test results demonstrate that accurate aerodynamic data can be obtained by using conventional force-testing techniques if suitable measures are taken to minimize temperature gradients across the balance and to keep the balance at ambient (warm) temperatures during cryogenic operation of the tunnel.
Kilgore, R. A.↗
Measurements of sound radiation from cavities at subsonic speeds
To better understand the physical mechanisms responsible for noise generated by flow over cavities with a range of dimensions common to commercial aircraft, a series of measurements of farfield sound pressure level, fluctuating surface pressure, and drag coefficient was made. An examination of the resultant data shows that two theoretical models are needed for this range of dimensions. The shallow cavity (width-to-depth ratio larger than 1.0) can be approximated by a dipole located near the downstream edge of the cavity and the deep cavity (ratio less than 1.0) can be approximated by a dipole located near the downstream edge with the superimposed effects of the upstream edge of the cavity.
Yu, Y. H.↗
Tape tracking and handling for magnetic tape recorders
One of the critical performance and life limiting elements of a spacecraft tape recorder instrumentation system which has received little attention in technical literature is magnetic tape tracking and handling technology. This technology is required to understand how to gently transfer tape from one reel to another with proper alignment and a desirable uniform velocity at the read and write transducer heads. The increased demand for high data rate (i.e., multi-track spacecraft recording instrumentation systems), coupled with performance under extreme environmental conditions, requires a thorough knowledge of the various parameters which establish an optimum designed tape tracking and handling system. Stress analysis techniques are required to evaluate these parameters substantiated with test tape tracking data, to show the effect of each parameter on a tape recorder instrumentation tracking system. The technology is applicable to ground type tape recorders where the detrimental effects of edge guidance can be eliminated.
Paroby, W.↗
Effects of wing leading-edge deflection on low-speed aerodynamic characteristics of a low-aspect-ratio highly swept arrow-wing configuration
Static force tests were conducted in the Langley V/STOL tunnel at a Reynolds number (based on the mean aerodynamic chord) of about 2.0 x 10 to the 6th power for an angle-of-attack range from about - 10 deg to 17 deg and angles of sideslip of 0 and + or - 5 deg. Limited flow visualization studies were also conducted in order to provide a qualitative assessment of leading-edge upwash characteristics.
Coe, P. L., Jr.↗